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Development of an intelligent system for pipeline management
Published in Mark Knight, Neil Thomson, Underground Infrastructure Research, 2020
Sunil K. Sinha, Mark A. Knight
The goal of a condition rating system is to objectively rate, by means of a scoring system, the current condition of the pipeline. In the field of pavement management, the Pavement Condition Index (PCI) developed by the U. S. Army Corps of Engineers has received wide acceptance and has been formally adopted as standard procedure by many highway agencies [McKay et al. 1999]. The PCI is a numerical index, ranging from 0 for a failed pavement to 100 for a pavement in excellent condition. The degree of pavement deterioration is a function of distress type, distress severity, and amount of density of distress. Assigning one index that considers the three factors is difficult, so ‘deduct values’ are introduced as a type of weighting factor to account for effects caused by each combination of distress type, severity level, and distress density. Based on in-depth knowledge of pavement behavior, input from many experienced pavement engineers, field testing and evaluation of the procedure, and accurate descriptions of distress type, severity levels and their corresponding deduct values were derived to develop a composite distress index, the PCI [Shahin 1994].
Airport Pavements
Published in Rajib B. Mallick, Tahar El-Korchi, Pavement Engineering, 2017
Rajib B. Mallick, Tahar El-Korchi
The condition of the pavement section is measured in terms of serviceability, expressed as a PCI. The serviceability of a pavement goes down with time after construction, and there is a critical PCI (65 for primary airports and 55 for small airports) below which rehabilitation must be done to improve the condition of the pavement. If the condition of a pavement warrants rehabilitation, as mentioned earlier, an investigation must be conducted to determine the cause of the failure and select the best rehabilitation alternative. The investigation can be done on the basis of existing information, a visual condition survey (as part of the pavement management system), nondestructive testing, pavement coring and boring, traffic and pavement analysis, as well as drainage analysis.
Exploring the cost benefit value and relative emissions of pavement preservation treatments using RoadResource.org
Published in John Harvey, Imad L. Al-Qadi, Hasan Ozer, Gerardo Flintsch, Pavement, Roadway, and Bridge Life Cycle Assessment 2020, 2020
In Equation 1, the traffic is provided as the annual average daily traffic (AADT). The constraint factor is intended to prevent the AADT from disproportionately influencing CBV comparison. If one road within a roadway network has a significantly higher level of traffic than all other roads, the CBV value for the one road would always be quite high. Therefore, the constraint factor, typically varying from 4-10, can be used to provide a more level playing field across an entire network. The last characteristic of the existing road is the Pavement Condition Index, or PCI. The PCI is a scale to indicate general condition of pavement where 100 is a perfect pavement and 0 is the worst rating possible. More details on calculating PCI can be found in ASTM D6433.
Simulation-Based Individualized Airfield Pavement Maintenance Recommendations to Reduce Total Cost of Ownership for the U.S. Air Force
Published in Engineering Management Journal, 2022
Thomas M. Synovec, Isaac L. Howard
Within its 263 USD billion infrastructure portfolios, the USAF maintains a worldwide airfield pavement inventory of over 1.6 billion square feet of paved surfaces. The sheer scope of this infrastructure portfolio, coupled with its growing 33-billion-dollar maintenance backlog, dictates that the USAF takes action to reverse this trend or continues to take a risk in its ability to project combat airpower. As shown in this paper, shifting to the lowest life-cycle cost strategies appears to reduce the cost of ownership and help reverse a growing maintenance backlog. Also, this research finds that pavements are generally more cost-effective to maintain at higher critical PCI values and with maintenance strategies other than localized preventative maintenance. Using estimates from the RAMPSS algorithm developed and presented herein, the cumulative economic impacts of the recommended strategies equate to an annualized savings of approximately 126 USD million.
A simplified pavement condition index regression model for pavement evaluation
Published in International Journal of Pavement Engineering, 2021
Amr A. Elhadidy, Sherif M. El-Badawy, Emad E. Elbeltagi
PCI is a numerical index between 0 and 100 used to express the general condition of the surface of a pavement section, with 100 representing the best possible condition and 0 representing the worst possible condition (ASTM D 6433-07, 2007). After getting the distress data and the corresponding severities form the LTPP database, the PCI was calculated following the ASTM D 6433–07 procedure (ASTM D 6433-07, 2007). In this procedure, the PCI is calculated from Equation (4) as a function of the corrected deducts values (CDV).For each distress, the deduct value (DV) is calculated based on the severity and density of the distress. Then, the ASTM procedure is followed to correct the deduct values. Doing this manually would take a very long time especially for a large database as the one under consideration. Using the available software such as the Micro Paver still also be time-consuming as the distress data for each section has to be entered manually. Thus, an excel sheet was developed using the procedure suggested by Kan Wu et al. (2015) to automate the calculation of the PCI values for the entire database. A comparison of the descriptive statistics for both IRI, PCI, and LTPP distresses used for the model development is presented in Table 5.
Integrated airport pavement management using a hybrid approach of Markov Chain and supervised multi-objective genetic algorithms
Published in International Journal of Pavement Engineering, 2020
The most important part in the definition of an optimisation problem is to define an objective function(s) and solution structure. In this study, two objective functions were defined: minimising the maintenance cost and maximising the pavement performance. The latter objective was quantified by calculating the area under the pavement deterioration model (Pavement Condition Index (PCI) versus time) and above the minimum acceptable level of PCI defined later (Wilding 2011, Irfan et al. 2015). PCI represents the overall condition of a pavement section based on type, severity, and density of distresses appearing on its surface. It is a numerical rating from 0 to 100, from the worst to best condition (ASTM 2009). The next step is to develop a pavement deterioration model.