Pavement Condition Index (PCI)
PCI Values / General Pavement Recommendations
(85-100) Preventative Maintenance
(70-84) Preventative / Corrective Maintenance
(55-69) Rehabilitation
(40-54) Reconstruct
(25-39) Reconstruct
(10-24) Reconstruct
(0-9) Reconstruct
© 2025
Overview – Pavement Inspection Report
Alaska DOT&PF uses the PCI to set policies to determine the type of pavement treatment to be applied but is constrained by budgets that are available. The PAVER software is used to generate optimal solutions for airport pavement management decisions.
Pavement preservation treatments are applied to the surface of the existing pavement and include crack sealing, asphalt patching of localized distresses, seal coats to control weathering or raveling, etc. These treatments do not affect other operating systems at an airport such as lighting. They take a short lead time to implement, have relatively low unit costs, and may not raise the PCI but will retard the pavement deterioration to extend the useful life.
Pavement rehabilitation is the cost-effective repair which may strengthen the pavements structural layers. Rehabilitation is triggered when the pavement PCI falls into the range of 40 to 69. As a result of rehabilitation, the PAVER software resets the pavement PCI to 100, however, the condition after rehabilitation is dependent on the quality of construction and the overlaid surface. Rehabilitation activities generally provide a long-term benefit to the pavement in contrast to the short-term benefit provided by surface treatments. Rehabilitation improves performance methods and materials to extend the useful life of the pavement. Consequently, the unit costs of rehabilitation activities are much higher than those of preservation treatments. Also, and take a longer lead time for Alaska DOT&PF to accomplish this work.
Pavement reconstruction is required when the PCI is below 40, but reconstruction may be economical when PCI values range from 40-54 and requires rebuilding the entire pavement (structural section). A long lead time is required to design and reconstruct a pavement section as all the related components are affected such as utilities, right of way, environmental issues, maintaining airport functionality during construction. Thus, a very high unit cost is generated. Again, PAVER resets the PCI to 100 for Reconstruction, but it depends on the quality of the construction and materia
Airport Pavement Preservation Treatments
The following airport pavement treatments have been used in Alaska and were selected to develop unit cost data for use in the Alaska Airport PMP.
Pavement Preservation and Corrective Maintenance
- Crack Sealing/Joint Sealing
- Patching
- Grinding
- Slab Replacement
Global Surface Treatments
- Surface Seal
- Emulsified Asphalt Seal Coat (P-608)
- Rapid Cure Seal Coat (P-608-R)
- Sand Seal (P-633)
Rehabilitation
- Minor Rehabilitation - AC
- HMA Overlay
- Mill and HMA Overlay
- Major Rehabilitation
- Base Reclamation and HMA Overlay
- Mill and Base Stabilization and HMA Overlay
- Partial Depth Reconstruction
Reconstruction
- Complete Reconstruction
- Reconstruct with Subgrade Conditioning
- Reconstruct with Subgrade Recompaction and Repairs
MAINTENANCE AND REHABILITATION (M&R) PLANNING
For the PMP to be effective, the program must be unique to Alaska DOT&PF maintenance policies, M&R prioritization, and construction unit costs. Each of these factors will influence the development of long-term M&R strategies, including their associated budgetary requirements. Therefore, it is essential that the information in the database is accurate so that the proper long-term M&R strategy can ultimately be selected. The following tables regarding distress maintenance policies, M&R prioritization, and unit costs were customized specifically for the Alaska DOT&PF PAVER database.
Maintenance and Rehabilitation Work Types
PAVER uses four (4) distinct work type policies when applying funds for M&R planning. Each policy is defined below and describes which pavement they will be applied to.
- Localized Preventive M&R - Defined as distress maintenance activities performed with the primary objective of slowing the rate of deterioration. This policy is applied to pavements above the critical PCI.
- Localized Stopgap (Safety) M&R - Defined as the localized M&R needed to keep the pavement in operational and safe condition. This policy is applied to pavements below the critical PCI.
- Global Preventive M&R - Defined as activities, typically surface treatments, applied to entire pavement sections with the primary objective of slowing the rate of deterioration. This policy is applied to pavements above the critical PCI.
- Major M&R - Activities applied to the entire pavement section to correct or improve existing structural or functional requirements. It is also used to upgrade pavements below the critical PCI.
Pavement Condition Index (PCI)
PCI Values / General Pavement Recommendations
(85-100) Preventative Maintenance
(70-84) Preventative / Corrective Maintenance
(55-69) Rehabilitation
(40-54) Reconstruct
(25-39) Reconstruct
(10-24) Reconstruct
(0-9) Reconstruct
© 2025