4.

0 METHODOLOGY

4.1 Materials and Equipment

1. Hand Odometer Wheel
2. Traffic Cone
3. Measuring Tape
4. Survey data sheet
5. Safety vest
6. PCI distress manual (to assist in identifying distresses and determining their severity
levels)

4.2 Method Measurement

1. Find road or pavement section that have damage in uthm area.
2. Put traffic cone for easy surveying and minimize the traffic when work is in progress.
3. Next, start the measurement using the hand wheel odometer 1000 meters long and
marking every 100 meters.
𝑁
4. Dividing a pavement section into sample unit by using interval, i = which is N =
𝑛
total number of sample units in section, n = minimum number of sample units to be
inspected
5. After the value interval achieve, so select the number of the sample unit to be
inspected
6. Then start the inspection, any types of damage is measured by length, width, depth,
diameter and area use hand odometer wheel and measuring tape while measure.
7. Record it into the pavement condition survey sheet and record the data each types of
damage based on the degree of damage that is low, medium and high.
8. Calculate the pavement condition index.
4.2.1 Dividing section into inspection units (sample units)

𝑵 Where: N = total number of sample units in section

i=
𝒏 n = minimum number of sample units to be inspected

Figure 1
N = 10
n = 5 ( from figure 1 )
interval, i = 10/5 = 2
hence sample units to be inspected are 2,4,6,8,and10

1 2 3 4 5 6 7 8 9 10
1000 m
100 m
4.2.2 Calculate Pavement Condition Index
1) Inspect the sample units : determine distress type and severity levels and
measure density
2) Determine deduct value

Figure 2

3) Determine maximum allowable number of deduct value (m)

Figure 3

4) Adjust total deduct value

Figure 4
 5) Compute pavement condition index for each sample unit inspected

Figure 5

4.3 Classification of Failure

4.3.1 Pavement distress

Pavement distress is usually caused by traffic loading, temperature moisture or subgred
movement. This section is a summary of the major flexible pavement distresses. It will discuss
the categories of pavement distress, pavement distress survey and pavement structural
evaluation

4.3.2 Road pavement damage

1. Alligator cracking
Alligator cracks are interconnected or interlaced cracks which form a network of multi-
sided blocks resembling the skin of a crocodile. Block size can range from 100mm –
300mm. Alligator cracking is measured in square meters (length x width).

Figure 6: Alligator cracking

2. Block cracks
Blocks cracks are interconnected cracks forming a series of block, approximately
rectangular in shape. Block size are usually greater than 300mm and can exceed 3000mm.
it possible causes is because of fatigue cracks in embrittled bituminous wearing course.
Measure in square meters of surface area (length x width).

Figure 7: Block cracking

3. Edges cracking
Edges cracks are cresent-shaped of fairly continuous cracks, parallel to, and usually within
300mm – 600mm of the pavement edge. It usually occurs when shoulders do not exist. It
also posibble occurs when the drainage is not in good condition and inadequate pavement
width which forces traffic too close to pavement edges. Measure in length (m)

Figure 8: Edges cracking

4. Bleeding
Bleeding is a film of bituminous material on the pavement surface that creates a shiny, glass
like, reflecting surface that usually become quite sticky and its caused by excessive
asphaltic tars. Bleeding is measure in square meters of surface area (length x width).

Figure 9: Bleeding
5. Polished aggregate
This distress is caused by repeated traffic application when the aggregate in the surface
become smooth, adhesion with vertical tires is considerable reduce. Polish aggregate is
measure m2 of surface area (length x width).

Figure 10: Polished aggregate

6. Weathering or ravelling
Ravelling is the progressive disintegration of the pavement surface by loss of binder or
aggregates or both. It possible causes because of insufficient bitumen content, poor
adhesion of bitumen binder to aggregate particles due to wet aggregate. Measure in meter
square of surface area (length x width).

Figure 11: Weathering

7. Slippage cracking
Slippage cracking are crescent or half-moon shaped cracks, usually transverse to the
direction of travel and is measure m2 of surface area. Braking or turning wheels causes the
pavement surface to slide and deform. The resulting sliding and deformation is caused by
a low-strength surface mix or poor bonding between the surface ayer and the next
underlying layer in the pavement structure.

Figure 12: Slippage cracking

8. Bump and sags
Pavement surface that is localized, small in area that has undergone an upward
displacement will be named as bumps. These are caused due to the instability factor of
pavement. The sags are mainly caused due to the settlement or the displacement of the
pavement surface. Sags are small, abrupt and localized. Large or long dips in the pavement
can be created by the sags. It measure in length (m)

Figure 13: Bump and sags

9. Joint problem
Poor construction, inadequate compaction or poor startup procedures. Typically, poor
transverse joints result in a slight bump, which can affect roughness. Poor longitudinal
joints are generally lower in density, may fail prematurely from raveling or cracking, and
may allow water infiltration into the base and subgrade. It measure in length (m)

Figure 14: Joint problem