Development of a Prototype Pavement Management System for Municipal Maintained Roads and the Integration with a Geographic Information System

A pavement management system (PMS) is a set of tools or methods that assist decision makers in finding optimum strategies for providing and maintaining pavements in a serviceable condition over a given period of time at the least cost. Without such a routine pavement maintenance program, roads require more frequent reconstruction, thereby costing the state and local governments additional dollars. In this study, a prototype PMS for municipal maintained roads was developed for a typical township in Rhode Island, the Town of South Kingstown. Based on the results of a questionnaire survey and comparative analysis, Micro PAVER was selected as the most appropriate microcomputer-based PMS for this particular purpose. A prototype PMS was prepared using Micro PAVER as the core. Pilot implementation of the Micro PAVER PMS was conducted in the Town of South Kingstown. Surface distresses were visually observed to evaluate the pavement condition, and the prioritization was based on the derived pavement condition index (PCI). The developed prototype PMS used a ten percent sampling technique for pavement condition surveys. A preliminary list of techniques and costs for maintenance and rehabilitation (M & R) was prepared, and deterioration rate curves were developed for the selected network. The establishment of a GIS network for the town consisted of developing the following coverages: a town boundary, pavement management zone boundary, study area boundary, and a road network in the study area. The coverages were developed using the PC ARC/INFO GIS and the United States Geological Survey (USGS 7 .5 minute series) 1 :24,000 digitized maps. The data integration involved bringing together separate software components and reducing database management duplication. The GIS integration process required the PMS data to be in ASCII format. The Micro PAVER management data were converted to R:BASE SYSTEM V and exported as an ASCII fixed file. TABLES database manager under PC ARC/INFO starter kit was used to create templates that formed the attribute data e.g., pavement age, surface type, zone identification, pavement rank, branch number, section number, and


LIST OF TABLES
The problem of maintaining roads in an orderly and systematic fashion has been around for many years. Every public works official is familiar with the problem of crumbling streets, cracked pavements, and potholes. The issue is not one of familiarity, but how and when, and with what treatment to obtain the optimum return on the dollar. Today, local governments are faced with the problems of deteriorating infrastructure and reduced funding. Rising costs, reduced resources, increased utilization of the system, needs that far exceed revenues, and a changing emphasis from system expansion to system rehabilitation are issues which highway administrators and engineers must address.
A pavement management system (PMS) is a systematic approach that assists highway administrators and engineers in finding accurate information and optimum strategies needed to effectively manage their highway pavements. It includes the collection, processing, analysis and reporting of data on pavement sections and their construction and maintenance history. The analysis and reporting capabilities of a PMS are directed towards identifying current and future deficiencies and needs, developing rehabilitation programs, priority programming of projects and funds, and providing feedback on the performance of designs, materials, rehabilitation techniques, and maintenance levels.
The developed prototype network was implemented and tested for the road network of the Town of South Kingstown. The implementation consisted of data collection , data entry, data analysis, and a review of the maintenance and repair policies of the · town . The first phase of implementing the prototype PMS for the town was completed in June 1989. The average pavement condition was determined, and the Town subsequently used the PMS to develop and justify projects for the Road Improvement Program.
Further development has been done to integrate the town's PMS data with a Geographic Information System (GIS). The roadway condition and treatments are typically printed in tabular form, and it is up to the highway engineer to transfer this information to a base map by hand as a first step in developing projects. A map based interface and geocoded data would greatly facilitate the process of project development and scheduling.
It would help in developing and producing graphical outputs indicating the condition of a PMS network and scheduling projects.
A GIS data model involves storage of tabular data (attributes) in association with simple cartographic features (points, lines, and polygons). Cartographic data is stored not as graphics primitives or symbols but as tables in a non-symbolized form that stands in relation to other att_ ributes. While similar to a CAD approach in its use of coordinates, the data model for this technology is fundamentally different in its simplicity and approach.
It provides the use of topology (networks} to store relationship among spatial objects ( 1 The most important attribute of a PMS, however, is that it assists agencies to attain the best possible road network for the least amount of money. Several engineering studies have shown that the most economical way to preserve pavements is through preventive and timely application of the correct maintenance alternative (5). As shown in Figure 2.2, for about seventy five percent of a pavement's life, its serviceability is good and its cost of maintenance is less than one-fifth the cost of maintaining/rehabilitating a pavement which has been allowed to enter the rapid deterioration stage of the last quarter of its design life. By monitoring pavement deterioration with well developed condition rating schemes, agencies can identify this critical condition or optimum maintenance period, and schedule appropriate pavement investments to maintain the network at a high service level at the lowest possible cost.

Statewide Inventory of Munlclpal-Level Pavement Management Practices
One of the initial tasks of this project was to conduct a questionnaire survey of the status of municipal pavement management programs in Rhode Island's thirty-nine communities. The purpose of this survey was threefold: 1) to identify the existing pavement maintenance practices; 2) to identify the use and availability of computers within the municipalities' public works and highway maintenance departments; and 3) to develop an interest in the implementation of a computerized pavement management system (PMS).
The Pavement Management Program Questionnaires were distributed in July 1988.
By May 1989, all thirty-nine cities and towns responded to the survey. The reaction by the communities confirmed the need for statewide implementation of a microcomputer based PMS in Rhode Island.
The questionnaire results indicated that each Rhode Island community maintains an average of 130 miles of roadway. The responses from each community are shown in    All thirty-nine communities expressed concern about the deterioration of their municipally maintained pavements. However, their written responses to deciding the most cost-effective method for spending limited resources varied. Eleven communities reported the use of some type of inspection or survey method , and two municipalities responded as currently utilizing a condition ranking system. Priority or available budget is the decision factor in six municipalities. One locality utilized a comprehensive road and drainage plan. Unfortunately, the remaining nineteen responses were either inappropriate or blank.
According to the survey, thirty-three communities (85 percent) utilize a regular maintenance program. These programs are conducted annually in fifteen communities, semi-annually in one community, and seasonally in six communities. Six municipalities considered their maintenance program as something other than those prev~ously mentioned. The question regarding the size of the municipal maintenance staff was misinterpreted by several communities. Some respondents considered "maintenance staff" to include all public works department personnel, but others identified only the number of workers in field crews. Answers ranged from 3 to 60 people with an average of 14 people. In addition, two towns reported that maintenance work was contracted, and consequently maintenance personnel were not employed.
Only eleven of the thirty-nine communities (28 percent) actually use computers within the public works departments. However, eighteen of the remaining twenty-eight communities have access to computers at another location. In terms of the type of computer available, nine communities have IBM PC's compatible computers. Only ten municipalities do not have any access to a computer. The most commonly used software for data management, according to ten communities, is dBase Ill. Six communities use some other type of data management software and three respondents were uncertain as to what type(s) were available. Most of the communities however, do not have any data management software.
Although all thirty-nine communities expressed concern about the deterioration of their municipally maintained pavements, an overwhelming majority of the communities (92 9 percent) do not have a computerized PMS in use. Further investigation of the three towns which claimed to have a PMS revealed that only one of the municipalities has a computerized PMS with limited capabilities; another has a computerized budget management system; and the third had hired an engineering consulting firm to implement its PMS. Not including the town with the PMS installed by the consultant, at least twentytwo municipalities indicated an interest in implementing a computerized PMS, while four other communities indicated they possibly may be interested. Only four towns actually expressed no desire to install a PMS; while the eight remaining communities did not respond to this question.

MAINTAINED ROADS IN RHODE ISLAND
The responses by the communities to the questionnaire confirmed the lack of rational, systematic methods for the upkeep of municipally maintained pavements throughout the state. The diversity of the responses also established the primary requirements for a municipal level pavement management system (PMS): the system must be low cost, microcomputer-based, simple to maintain and easy to operate.

Evaluation of Computer Programs and Systems
The process of evaluating the multitude of pavement and infrastructure management systems was simplified by performing the procedure in two phases. The first phase of the evaluation involved a preliminary review of available literature and software ( 6). The second phase consisted of a more detailed comparison of the most promising programs identified in the first phase.

Prellmlnary Review
The first phase of the evaluation assessed the programs general features, operations, costs, developer support, degree of completeness, simplicity, and capabilities.
Although ratings or rankings were not assigned to each category, the following general guidelines were considered essential for the programs: 1) The overall operation and implementation of the system must be simple. The most desirable PMS would be user friendly, with menu-driven software employing an online self-help feature, which the municipal engineering staffs can maintain with minimal outside assistance.

)
The initial cost and annual maintenance fees should be minimal. The ideal program would be non-proprietary, with little or no development costs imposed on the users.

)
The system should be based on visual observations of pavement distresses and possible overall riding quality.
The collected data should be converted into an index number which indicates the pavement performance condition. The employed distress survey methodology must be objective and repeatable, and the derived index must allow prioritization of road sections for maintenance.

5)
The system should include, as a minimum, the following capabilities: storing pavement condition data, developing an objective pavement condition index, prioritizing pavement sections for maintenance needs, providing maintenance alternatives, performing life-cycle cost analysis, and providing annual budget requirements to keep pavements in acceptable condition .

6)
The software should run on an IBM or compatible system configuration.
The programs reviewed in this first phase are listed in Table 3.1. More detailed descriptions and specifications for these programs are contained in Appendix A.

Program Comparison
After the preliminary review in the first phase, seven promising computer programs were selected for a more thorough investigation of the second phase. The non-quantified examination addressed the following seven specific characteristics:   14 Most of the programs appeared to be fairly easy to learn and use. Documentation for most of the software was explicit; some packages included detailed examples and applications. The accessibility and quality of support appeared to be adequate; most developers identified contact individuals who are familiar with the product, while others provided newsletters and/or an electronic bulletin board. The programs with larger numbers of users experienced significant input about problems and potential improvements which facilitates updating procedures. The costs of the programs were reasonable; the consultant-developed packages with customized software options generally cost more and require an annual or periodic support fees. Table 3.2 lists the seven programs and also shows a comparison of their major features.
The quality of the data management components depended on the limitations of the database manager used in its development. Most of the packages were deficient in terms of file flexibility, especially those which used input and output file coding other than the American Standard Code for Information Interchange (ASCII). ASCII files contain standard text characters which may be read by different computer operating systems, and appear in a readable form when displayed on the screen. The degree of output flexibility was fairly standard among the programs; in most of the packages, specific information can be generated by selecting the appropriate options, and then the reports can be sent to a disk file, screen or printer. The data analysis methods of most of the programs were very similar. A numeric pavement condition index or rating is derived from the quantity and severity of pavement distress. The distress data and pavement condition index are then used in other analysis routines within the program.
Most of the programs allowed both network and project level analyses, although some of the programs included capabilities for only one level of analysis. All seven of the packages were suitable for municipal use, but only a few appeared adaptable for site specific modifications at a future time. m  A municipality should select its sampling level according to the desired level of accuracy. Since additional sampling can always be performed in the future, a community's first-time sampling needs could be underestimated without jeopardizing this previously collected data. All subsequent inspections should always include the previously surveyed samples. Periodic inspection of the same sample unit assures the -repeatability and reproducibility of the PCI methodology and also yields a more accurate deterioration rate for the pavement section.

Development of a Prototype PMS on Piiot Network
The URI Kingston campus features a roadway network similar to most municipalities in the state, but only at a smaller scale. The roadways on the campus are primarily twolane streets with asphalt concrete surfaces with functional classifications ranging from service roads to circulators (Heavily traveled).
The URI network was used for training of municipal personnel and as a pilot network ( 13 & 14). This pilot network was also utilized in examining the repeatability (technically reproducibility) of the procedure. The network will serve as a standard for calibration of condition surveys and continuous evaluation of the prototype Micro PAVER PMS.
The URI is a medium-size state university with its main campus located in the rural village of Kingston in southern Rhode Island. The campus is representative of a Branch inspections and data collection were performed either from west to east, or south to north. Branch numbers were sequentially assigned to an alphabetized list of the branches. Pavement sections were based on the structural composition or surface type.
A twenty percent sampling level was used and the inspected sample units were representative of . the entire section. Crews of two or three people recorded the quantity and severity of nineteen types of visual distress.
The results of the network level inspections using the developed guideline showed a fair pavement condition, with an average PCI of 52. However, more than half of the total network area (51.3 percent) has a PCI of 55 or better.
The repeatability of the PCI procedure was analyzed by comparing the condition data for the five branches which had been surveyed in both years. Both sample and section PCl's were used in this process. The analysis revealed the importance of inspecting the same sample units each time the branch is surveyed; more accurate ~I CS 9 z section deterioration rates may be determined and discrepancies between samples may be avoided.
The sample PCI correlation between the two different survey crews was reasonable .
The PCI deviation ranged from an in crease of 14 to a decrease of 24, but the average PCI of a sample decreased by 2.5 points between the two surveys. Table   3.5 summarizes the PCI data for all compatible samples. The section PCI correlation between the two different survey cres was also reasonable. The PCI deviation ranged from an increase of 7 to a decrease of 10, but the average PCI of a section decreased by 1.5 points between the two surveys. c ion is based on the impact of the alternative on future pavement performance and the associated costs. The list will be used as a guide until another list is developed.  ~___J~~____J 1988 1989 1990 1991 1992 1993 1994 1995 1996 YEAR Figure 3.3 Predicted Network PCI  The criteria for establishing priorities for pavement sections requiring routine maintenance are different from those used for sections needing essential repair or rehabilitation. Major maintenance or reconstruction of the pavement surface will bring the road surface back to its original "as-constructed" condition. The length of time between major maintenance operations will depend on the type of road surface. Major maintenance includes the correction of the pavement surface with an asphalt overlay or surface treatments . Routine maintenance includes the correction the correction of pavement distress as it occurs rather than at specified periods of time after construction .  The prediction of section condition assumes that the behavior of the section is similar to the behavior of its family. The curve has been constrained to eliminate positive slope, because the PCI cannot increase with age.
A budget planning analysis was performed using the developed M & R strategies and unit costs to estimate the annual rehabilitation required to maintain pavements above a given condition level for a six-year period. Using the pavement condition repair schedule shown in Table 3.10 and assuming a five-percent annual inflation rate produces the budget plot shown in Figure 3.5. At the end of a six-year period, 24 of the 40 pavement sections within the network would have been repaired at a total cost of $538,200. Based on the parameters established in Table 3.10, the overall condition within the network would be improved gradually by 1994, having an average section PCI of 55.
The inspection schedule report is used to maintain current condition data with efficient inspection effort by producing a six-year schedule of pavement sections to be surveyed.
The schedule is based on the minimum PCI that a given pavement type is allowed to reach and the rate of deterioration (loss of PCI points per year). Using a minimum PCI value of 41 (the lower limit for fair pavement condition) and the deterioration schedule shown in Table 3: 11, the plot and section list of inspection schedule report have been produced { 10). These are shown in Figures 3.6 and Table 3.12 respectively.
co ect1on and computer entry procedures of Micro PAVER. In July, 1988, an appropriate pavement management network structure was developed for the Town based on the developed guidelines. The network structure comprised of a zone layout and, branch and section numbering strategy.

Network Development and Data Collection
The network development and data collection effort was aided by the "Street Inventory," and an in-house computer file of construction and major maintenance activities. The "Street Inventory", a document maintained by the Engineering Division , identifies the limits (location), right-of-way length and width, road ownership/maintenance status (town, private or state), and other pertinent information for all 575 named roads within the Town's borders ( 16). Table 4.1 shows part of the Inventory file. The construction and major maintenance file is arranged in a similar format and includes data fields for the road width and length, the classification type (Principal Arterial, Minor Arterial, Collector, Local, or Private}, the construction or major maintenance activity, and the last service date. However, the construction and maintenance records are not as complete as the "Street Inventory." The pavement management network was divided in eight zones ( Figure 4.1 }, using permanent or physical obstructions (such as natural/semi-natural barriers, or state/major local roads). Branch numbers were assigned to the roads using five numeric characters (numbers), the first character being the zone number, and the second, third, and fourth characters are consecutive, sequential numbers assigned to an alphabetized list of the branches (roads). The fifth character accommodates for future branches. Appendix B shows the branch list report for the Town. Pavement sections were based on structural composition or surface type, with section lengths of 500 feet and a forty percent sampling rate. The inspection and data collection was performed in directions west to east, and south to north. """ (,)

summary of Existing Conditions
The Micro Paver Pavement Condition Index (PCI) Report was used to analyze the existing conditions of the towns roadways (Appendix C). The majority of the townmaintained paved roads in TSK are in good condition with an average PCI rating of 61.
As shown in Figure 4.3, sixty-two percent (sixty-five percent of the area) of the paved roadway sections are In good condition or better. The average pavement condition for the eight zones in the Town (Table 4.2), shows the zone pavement condition ratings to be good, with PCI ratings varying between 56 and 69. As shown in Table 4.3 the pavement condition data was compared by section category, pavement rank and surface type. The.
comparison of the data for pavement rank shows, the PCI to be 68 for secondary roadways, 66 for primary roadways and 58 for tertiary roadways, which makes up approximately seventy-one percent of the total sections (forty-three percent of the total network area). The comparison between different surface types shows an average PCI of 68 for asphalt concrete pavements, 55 for asphalt concrete overlay and 57 for stone seal pavements.

Maintenance and Repair Policy
The annual maintenance and repair (M & R) requirements consists of activities for preventive and safety maintenance and repair. Preventive maintenance and repair consists of localized or global maintenance activities that slow deterioration rate to preserve the pavement investment. Localized preventive maintenance includes crack sealing and various patching techniques. Global preventive maintenance includes various methods of rt .      The TSK's current maintenance and repair policy (Table 4. Individual road improvement projects are specifically identified for the most important jobs, otherwise the general area is listed. Based on the experience of the town engineer, judgements as to which maintenance and repair policy (treatments) is based on a combination of the following elements: The reasons for deterioration of a particular pavement section, such reasons could be poor drainage, bad aggregates, poor construction, or inadequate design of existing structure.
Past success or failures observed over time. .13 .30 .59

1.65
Historical records or observations whereby certain treatments have consistently outperformed others or conversely exhibited certain problems after maintenance rehabilitation, or reconstruction.
The priorities tor routine maintenance activities are assigned by the Maintenance Division primarily on a complaint/response basis. The TSK does not currently use the prototype Micro PAVER PMS for selection of roads for maintenance and repair. However, the PCI report was used to justify projects for the 1990-91 Road Improvement Program.

Development of Deterioration Prediction Curves
In order to analyze life cycle for construction practices used by the Town, The deterioration curves can be used 1 ) to assess and understand the impact of rehabilitation strategy on the health of the pavement network, 2) examine the pavement design methods and the impacts of the various design and construction variables on pavement performance, and 3) produce prioritization lists of various uniform sections of the network. An additional aspect of the deterioration curves is the potential for statistical analysis of the pavement performance trends.

Budget Development for the Road Improvement Program
The funding for TSK's individual street improvement projects is requested by the Director of Public Works on an annual basis through a general road improvement program. Annual projects are not finalized until the Town Manager and the Town Council approve a budget allocation. The budget for routine maintenance activities is established as part of the annual operating budget and is funded from general revenues.
With the data currently collected for the entire network, the Engineering  100 ·~· * 1 + i.   (Table 4.6) for this program is $177,000, while the budget estimate for construction materials needed for routine maintenance is $91,000.     The CONVERT module of R:BASE was used in this process. Three files were created by the conversion process. At the completion of the conversion process, the data attributes necessary for the integration process were exported as ASCII files. In Table 5    Note: The shaded rows shows attributes that were used in the PMS/GIS integration.

Verification and Map Productlon/Analysls
The verification of the PMS and GIS was accomplished by querying the data in      iii) a series of deterioration curves for full networks.

5)
The deterioration prediction curves for the TSK indicated that stone sealed pavements have a much shorter average life (six to eleven years) compared to asphalt concrete (thirteen to twenty-three years).

6)
The TSK used implementation results of the prototype PMS in development of projects for the 1990-1991 Road Improvement Program.

7)
Twenty-six Rhode Island municipalities (represented by a total of sixty-two participants) attended at least one of the pavement management workshops jointly offered by the Rhode Island Department of Transportation (RIDOT) and URI. At least sixteen municipalities have decided to implement the developed prototype.
Micro PAVER PMS. Several other communities which expressed little or no intere~t in a PMS are now recognizing the importance of a systematic and rational method to maintain their municipal pavements.

8)
The integration of the PMS and GIS is a promising development which shows that the use of graphical queries complements the pavement management process.
The GIS/PMS prototype development addresses procedures and application of the integration process. The integration process could be complex or straight forward depending all the PMS attributes, that are integrated.

)
The URI PMS team should continue to assist all interested municipalities with the

)
Municipalities should consider incorporating their PMS into a total public works management system

22.
PAVEMENT MANAGEMENT SYSTEM -Tulare County Association of Government, Visalia, CA . This program is an adaptation of a pavement management system originally used by the California Department of Transportation to recommend and prioritize corrective maintenance on flexible pavements . System requirements are IBM PC compatible, MS DOS.
PAVEMENT MANAGEMENT SYSTEM -Vanasse Hangen Brustlin, Inc., Boston, MA The program is customized for particular roadway systems and needs. The program includes budget forecasts and maintenance alternatives to maximize allowable budgets. The system utilizes three separate pavement deterioration curves for local, collector and arterial roadways from which deduct values are assigned for specific distresses and their severity and extent. System requirements are IBM PC or PS/2 compatible.

33.
PMS Series 60 is a totally designed and customized pavement management system. It can include any aspect of the other PMS Series programs, as well as local pavement management needs. It can build upon existing databases and/or systems . System requirements are Can use any agency system in existence or be designed for a new system.
REGIONAL HIGHWAY PLANNING-Capital DistrictTransportation Committee, Albany, NY Projects highway conditions and maintenance costs up to 99 years into future . Takes current highway condition scores and checks them against matrix of repair policies. If repair specified, road , repaired, cost saved. System requirements are IBM-PC, PC/XT, PC/AT.
ROAD MANAGER -Christman Associates, Inc., Chester, CT The Road Manager includes modules for general roadway information, drainage, utility, improvement planning and budgeting, maintaining a repair history, and diagramming roadways. The program allows for custom reports to be generated through a menu driven generator. It allows the user to define index calculations, repair categories, prioritization, budget preparation, and improvement plan. Graphics such as bar charts and line graphs are included. system requirements are IBM PC or PS/2 compatible, PC.MS DOS, 512K RAM, a hard disk, and a 132 Column Printer.

RSM MS (Road and Street Maintenance Management System) -Wilbur Smith Associates, BTML Division, Falls Church, VA
The BTML/RSMSS is a road and street maintenance management tool that provides the manager with an inventory of the physical and functional characteristics of each road or street in the transportation network. It allows incorporation of specific performance guidelines which define each projected maintenance activity, applies standardized maintenance procedures; specifies labor, equipment and materials requirements; establishes accepted produceability rates and recommends safety funds based on labor , equipment and materials; and produces reports of work accomplished, accounting for costs and resources used. System requirements are IBM XT/AT compatible, PC/MS DOS 2.0+, 640K RAM, 10 MB hard disk.

RSMS (Road Surface Management System) -Technology Transfer Center, University of New Hampshire, Durham, NH
The RSMS is tailored to meet the needs of any city or town. Implementation of the system involves identification of the road network, evaluation of road surface conditions and specification of maintenance practices and associated costs. The program yields multiple reports from which the municipality can select the most appropriate repair strategy. The RSMS uses a laptop computer for all data collection and storage, an electronic digitizing tablet to enter the road surface condition information into the computer and a fifth-wheel odometer to automatically collect mileage information during the road surface condition surveys.

MAPCON -McTrans Center, Gainesville, FL
Includes several pavement -related programs and provides paths to all the individual programs, enabling the user to access programs for pavement safety, roughness, structural capacity, and to analyze surface conditions. System requirements are IBM-PC, PC/XT, PC/AT; 512K RAM; hard disk recommended.

PUBLIC WORKS MAINTENANCE MANAGEMENT SYSTEM -Burke & Associates, Inc. Aurora, CO
The Public Works Maintenance Management System generates plans, budgets, work orders , and work progress reports for street, park, utility and other maintenance work. The program also provides performance and cost information by activity or project, as well as detail and summary data by work location (such as street segment or park) . Easy-to-follow menus enable the user to build the data files and to generate a number of helpful reports. The software also features on-line data entry of work reports that can be integrated with existing payroll, accounting and pavement management systems. System requirements are IBM PC x:r/AT/ or PS/2 compatible, PC/MS DOS, 512K RAM, A 10MB hard disk. Also requires PC INFO database software from Henco, Inc.
ROADWAY MANAGEMENT -Engineering Technology Corp., Rolling Meadows, IL Shares pavement management inventory database with Infrastructure Management Series. Offers planning and historical data by block or control section. System requirements are IBM-PC, PC/XT, PC/AT, 512K RAM, hard disk recommended.
STREET INVENTORY SYSTEM -Hoffman Associates, Rockville, MD !he Street Inventory System is a microcomputer-based system that contains essential information about pavement and other physical features located within street rights-of-way. The program captures, stores and retrieves information such as pavement type, width , condition, classification, jurisd iction, traffic volume , drainage systems and sidewalks . The system is available either as a stand-alone product or as a module to other public works maintenance systems developed by the company. 45. PAS 1 -Pavedex , Inc., Spokane, WA PAS 1 is a fully automated system that analyzes pavement images, identifies the type of pavement surface deterioration and then quantifies that data. The enhanced images are stored on video tapes and are accessible for data review and condition verification. The image processing software package is compatible with most microcomputer system formats .                    ----------------------                                 r.REN ******************* r.REN PLO'l.'TING KAP LEGEND r.REM ******************* r.CALCVAR J3 \31 * O.lS * .08