Section 2 Lecturer Ts. Dr. Rosnawati Binti Buhari Group Members

FACULTY OF CIVIL ENGINEERING AND BUILT ENVIRONMENT
SEMESTER 2 SESSION 2019/2020
HIGHWAY ENGINEERING BFC31802
GROUP PROJECT
SECTION 2
LECTURER TS. DR. ROSNAWATI BINTI BUHARI
GROUP 1 DIANA DAYANG LAWRENCE CF190013

MEMBERS
2 EIRSARD EMIER BIN YAHYA CF180090
3 LYDIALLYE GITOM CF190004
4 MUHAMMAD RIDUAN BIN DF180103

MAHADI
5 SITI RAIHANUR BINTI RAMLI AF180055
TABLE OF CONTENTS
1 INTRODUCTION 1
2 OBJECTIVES 2
3 LITERITURE REVIEW 3-6

4 METHODOLOGY 7-9
5 DATA ANALYSIS 10-33
6 DISCUSSION AND RECOMMENDATION 34-35
7 CONCLUSION 36
8 REFERENCES 37
9 APPENDIX 38-45
ABSTRACT
This project determines a way on how to indicate maintenance and rehabilitation of

pavements. We choose Jalan Limau 9 to Kolej Kediaman Perwira as our case study.
Designing road not only apprising its construction and design but also establishing a good
maintenance plan throughout its life span. Studies illustrate on how proper maintenance
treatment can be prove when the pavement is still in good condition.
Pavement Condition Index (PCI) is a simple and convenient method to observe the
pavement condition before maintenance and rehabilitation take place. It is much
inexpensive way to ensure road maintenance. This project showed the condition of the
pavement was assessed as to the surface distress show during the evaluation. This method
was used because it provides issues on pavement distress identification most completely
and is based on a sound measurable technique in sampling of pavement. In order to get rid
the common problem, pavement indices must be based on pavement performance which
include surface condition and the rate of road condition
Keywords: Maintenance; rehabilitation; pavement condition index.

I
1.0 INTRODUCTION
A developed country, depending on the rapid development. With the

development, the need for road infrastructure such as the road is a intersection
between one place to another place. When there is defect on pavement at a certain
point, it must be repaired in order to maintain service levels. The type of
maintenance required depends on the levels of distress and damage caused by road
pavement. To stop these problems, numerous ways tried such studies on bituminous
materials with the aim of establishing the quality of construction of roads is safe and
can reduce maintenance costs.
Road pavement damage usually occurs due to traffic load, temperature,

moisture content or the movement of the sub grade and it can be divided into six
categories pavement crack, surface deformation, surface defects, edge defects,
pothole and patch. In overcome the problem of damage to the road paving, several
methods have been introduced to facilitate the implementation of the parties
involved. More efficient maintenance measures will be chosen to ensure the comfort
and safety to the user and to ensure a benefit in the management. In addition, the
failure of the pavement can be classified according to survey any damage which
occurs at the site are classified according to the damage that can be viewed.
This project conducted to determine the pavement condition index (PCI) on

the road. The PCI is calculated by starting with a perfect score of 100 and subtracting
deduction points for each distress based on the distress type and severity. PCI has
many advantages and uses. It allows pavement distress and ride quality to be
considered together in condition assessments and decision making. Charts of PCI
provide managers a quick and more complete overview of network condition and the
distress types that are contributing to lower scores. PCI charts at the project level
allow users to see the distresses present in a pavement section and to track the
development of those distresses over time.
2.0 OBJECTIVES
1. To determine the Pavement Condition Index (PCI) at selected location.
1
2. To investigate and identify the road defect of the road pavement at selected location.
3. To evaluate the causes of pavement distresses.
2
3.1 LITERATURE REVIEW
3.2 Types of Pavement Distress

Pavement distress means an indicator on a pavement performance which will show the
sign of impending failures. This uneven road surface may affect the road user comfort
and safety. Pavement is the most important because it affects the maintenance cost for
vehicles, ride quality and fuel consumption.
3.2.1 Environmental Distress

A. Transverse Cracks
Transverse Cracks cause cracks perpendicular to the pavement’s center line. It
usually formed due to thermal movement. Hot mix asphalt shrieked due to low
temperature or asphalt binder hardening. Cracks beneath the surface hot mix
asphalt layer can cause reflective crack.
Figure 1: Transverse Cracks
B. Longitudinal Cracks
Longitudinal cracks formed parallel to the center line of the road pavement.
This may caused by to poor constructed paving joint, asphalt layer shrinkage
and the cracks formed from an underlying layer.
Figure 2: Longitudinal Cracks
3
C. Raveling
Raveling is caused by the dislodging of aggregate particles and wearing away
the pavement surface. Raveling looks like loose rocks and debris because the
asphalt may have raveling.
D. Bleeding
Bleeding occurs when film of asphalt binder appears on road surface.
Insufficient air void is one of the causes of bleeding. It usually creates a shiny,
glass-like reflecting surface.
Figure 4: Bleeding
E. Crescent-shaped cracks
Crescent-shaped cracks are half moon shaped cracks which having two ends
pointed away from the direction of traffic. Cracks is due braking or turning
wheels and cause the pavement surface to slide and deform.
Figure 5: Crescent-shaped Cracks

F. Block Cracks
Block cracking look like giant rectangular or square-shaped cracks in
pavement .Generally caused by shrinkage of the asphalt pavement due to an
inability of asphalt binder to expand and contract with temperature cycles.
This is because the aggregate was mixed was too dry when applied.
4
Figure 6: Block Cracks
3.2.2 Structural Distress
A. Alligator Cracks
Alligator cracks or Fatigue cracking is a series of interconnecting cracks
caused by fatigue failure of the asphalt concrete surface under repeated traffic
loading such as wheel paths.
B. Depression
Localized road sections with a slight depression, it causes roughness and
collects water which may lead to potholes.
C. Corrugation
Regular transverse undulations, closely alternate valleys and crests with wave
length. It usually caused by traffic action combined with an unstable pavement
surface.
Figure 7: Corrugation
D. Potholes
5
Bowl-shaped cavity in the pavement surface resulting from the loss of wearing
course and binder course materials. Measuring the pothole by counting the
number.
E. Shoving
Bulging of the road surface generally parallel to the direction of traffic or
horizontal displacement of surface material, mainly in the direction of traffic
where braking or acceleration movements c=occur, caused by traffic pushing
against the pavement.
F. Patch
Repair section of pavement where a portion of the pavement surface has been
removed and replaced. It may not be associated with either a loss of
serviceability.
Figure 8: Patch
4.1 METHODOLOGY
4.2 Research Methodology

This Project describes briefly the overview of the process and work flow involved
in the research. We choose Jalan Limau 9 to Kolej Kediaman Perwira which is
about 1 KM and we identify all the distress along the study area.
6
Figure 9: Study Area
START
Overviewtheprojecttask
Identifythestudyarea
DataCollection
ProvideFinal Report
Figure 10: Work Flow Chart

4.3 Pavement Condition Index
The method is to identify the pavement condition in which scales from 0 to 100.
Scale 0 indicate pavement failed and 100 indicate excellent.
7
Figure 9: Pavement Condition Index (PCI) Input
This project begins with identify the types of pavement distresses which occur
at selected road. Length, width, depth, diameter and area will be taken to measure
the distress. Quantity of the road distress is calculated. Types of distress is then
defined according to low, moderate or high level. When illustrating the collected
data, three aspect were identify which is composite index, types of distress present
and the rate of road condition. A sample unit is any identifiable area of the
pavement section. It is the smallest component of the pavement network. Each
pavement section is divided into sample units for the purpose of pavement
inspection.
8
Figure 10: Selection of the minimum number of sample units
The Total Number of sample units, N:10

The Number of sample units to be surveyed, n:5
Recommended that the sample units to be identified be spaced equally throughout

the section. Sampling interval is determined by
N 10
Interval,I   2n
5
9
5.0 DATA ANALYSIS
ASPHALT SURFACED ROADS AND PARKING SKETCH
LOTS CONDITION SURVEY DATA SHEET
FOR SAMPLE UNIT
BRANCH: DATE:
SURVEYED BY: SAMPLE UNIT: 2
SECTION: 1 SAMPLE AREA: 3m x 100m
01. Alligator Cracking (m2) 06. Depression (m2) 11. Patching & Utility Cut Patching ((m2) 16. Shoving (m2)
02. Bleeding (m2) 07. Edge Cracking (m) 12. Polished Aggregate (m2) 17. Slippage Cracking (m2)
03. Block Cracking (m2) 08. Joint Reflection Cracking (m) 13. Potholes (no.) 18. Swell (m2)
04. Bumps and Sags (m) 09. Lane/Shoulder Drop Off (m) 14. Railroad Crossing (m2) 19. Weathering/Ravelling (m2)
05. Corrugation (m2) 10. Longitudinal & Transverse Cracking (m) 15. Rutting (m2)
DISTRESS QUANTIY TOTAL DENSITY DEDUCT

SURVEY % VALUE
1.5×1.5 1×2 0.5×1 4.75 1.9 18
01 L
1.5 6 7.5 7.5 5
07L
1 1 2 0.8 17
13L
1 1 0.4 20
13 M
2×2 4 1.6 26
01M
4 3.2 7.2 2.88 2
19L
1) Maximum allowable number of deducts, m
Highest Deduct Values, HDV = 26
m = 1 + (9/98) (100 – HDV)

= 1 + (9/98) (100 – 26)
= 7.8
• Deduct values in descending order: 26, 20, 18, 17, 5, 2
• Number of deduct values: 6
10
• Since the maximum allowable number of deduct values, m is 7.8, therefore only the 6th deduct values are selected, by multiplying by
(7.8 – 6 = 1.8).
 26, 20, 18, 17, 5, (1.8*2 = 3.6)
No. Deduct Values Total q CDV

26 20 18 17 5 3.6 89.6 6 44
1
26 20 18 17 5 2 88 5 42
2
26 20 18 17 2 2 85 4 46
3
26 20 18 2 2 2 70 3 44
4
26 20 2 2 2 2 54 2 42
5
26 2 2 2 2 2 36 1 38
6
2) Maximum corrected deduct value, CDV
Number of deduct values greater than 2, q = 6

From figure B-45, CDVmax = 46
3) Determine the Pavement Condition Index
PCI = 100 - CDVmax

= 100 – 46
= 54
Based on the rating for PCI value of 54, this section need major rehabilitation or deferred action.
11
DISTRES RELATED PICTURES
S
SURVEY
01 L Low severity alligator cracking
07L
Low Severity Edge Cracking
13L
Low severity pothole
13 M
Moderate severity pothole
01M
Moderate severity alligator cracking

12
19L
Low Severity Weathering and Raveling
Table 1: Related pictures based on distress survey at Sample Unit

2
13
FOR SAMPLE UNIT
BRANCH: DATE:
SECTION: 2 SAMPLE AREA: 3m x

100m
04. Bumps and Sags (m) 09. Lane/Shoulder Drop Off (m) 14. Railroad Crossing (m2) 19. Weathering/Ravelling
(m2)
DISTRESS QUANTIT DENSITY DEDUCT
SURVEY TOTAL % VALUE
Y
01 L 2.5×1.5 1×2.5 0.5×3 2×1.5 10.75 4.3 25
10 L 7 5 6 18 18 12
13 L 1 1 1 3 3 36
13 M 1 1 1 31
07 L 2.5 7 4 6 19.5 19.5 8
01 L 6.5 6.5 2.6 18
19 L 1.5 1.5 0.6 2

1) Maximum allowable number of deducts, m
Highest Deduct Values, HDV = 36
m = 1 + (9/98) (100 – HDV)

= 1 + (9/98) (100 – 36)
= 6.9
• Deduct values in descending order: 36, 31, 25, 18, 12, 8, 2

14
• Since the maximum allowable number of deduct values, m is 6.9, therefore only the 7 th deduct values are selected, multiplying by (7 –
6.9 = 0.1).
• 36, 31, 25, 18, 12, 8, (0.1*2 = 0.2)
36 31 25 18 12 8 0.2 130.2 7 62
1
36 31 25 18 12 8 2 132 6 64
2
36 31 25 18 12 2 2 126 5 66
3
36 31 25 18 2 2 2 116 4 68
4
36 31 25 2 2 2 2 100 3 64
5
36 31 2 2 2 2 2 77 2 54
6
36 2 2 2 2 2 2 48 1 50
7

PCI = 100 - CDVmax

= 100 – 68
= 32
Based on the rating for PCI value of 32, this section needs to major rehabilitation or deferred action
15
RELATED PICTURES
DISTRES
S
SURVEY
01 L Low severity alligator cracking

10L
Low Longitudinal & Transverse Cracking
13L
13 M

07L
Low severity edge cracking

16
19L
Table 2: Related pictures based on distress survey at Sample Unit 4

17
FOR SAMPLE UNIT
BRANCH: DATE:

Y
3×1.5 1×3 2×2.5 12.5 5 28
01 L
7 5 12 12 8
10 L
2 6 8 15 15 7
07 L
1 1 0.4 20
13 M
2×2.5 1.5×3 9.5 3.8 38
01 M
4 4.6 8.6 3.44 2
19 L
1) Maximum allowable number of deducts, m Highest
Deduct Values, HDV = 38
m = 1 + (9/98) (100 – HDV)

= 1 + (9/98) (100 – 38)
= 5.7

18
• Since the maximum allowable number of deduct values, m is 5.7, therefore only the 6 th deduct values are selected, multiplying by (6 –
5.7 = 0.3).
• 38, 28, 20, 8, 7, (0.3*2 = 0.6)

38 28 20 8 7 0.6 101.6 6 48
1
38 28 20 8 7 2 103 5 54
2
38 28 20 8 2 2 98 4 56
3
38 28 20 2 2 2 92 3 58
4
38 28 2 2 2 2 74 2 54
5
38 2 2 2 2 2 48 1 50
6


PCI = 100 - CDVmax
= 100 – 58
= 42
Based on the rating for PCI value of 42, this section needs to major rehabilitation or deferred action.
19
DISTRES
01M RELATED PICTURES
S
SURVEY
01L Moderate - severity alligator cracking
19L
Low severity alligator cracking
10L
07L
Low-Severity Edge Cracking
13M

20

21
FOR SAMPLE UNIT
BRANCH: DATE:

Y
1×1.5 2×1.5 1.2×2.5 7.5 3 22
01 L
2×2 2.2×2 8.4 3.36 34
01 M
3 6 9 9 6
07 L
1 1 0.33 15
13 M
4 5 9 3.6 2
19 L
3.3 2 5.3 5.3 5
10 L
m = 1 + (9/98) (100 – HDV)

= 1 + (9/98) (100 – 34)
= 7.06
22
• Since the maximum allowable number of deduct values, m is 7.06, therefore only the 6 th deduct values are selected, multiplying by
(7.06 – 6 = 1.06),
• 34, 22, 15, 6, 5, ( 1.06*2 = 2.12)
34 22 15 6 5 2.12 84.12 6 42
1
34 22 15 6 5 2 84 5 44
2
34 22 15 6 2 2 81 4 46
3
34 22 15 2 2 2 77 3 48
4
34 22 2 2 2 2 64 2 54
5
34 2 2 2 2 2 44 1 46
6

PCI = 100 - CDVmax

= 100 – 54
= 46
.
Based on the rating for PCI value of 46, this section needs pavement for major rehabilitation and deferred action.
23
19 L
DISTRES RELATED PICTURES
S
SURVEY
01 L Low-Severity Weathering and Raveling
10 L
01 M
Moderate - severity alligator cracking
07 L
13 M

24

25
FOR SAMPLE UNIT
BRANCH: DATE:
SECTION:5 SAMPLE AREA: 3m x 100m

Y
3×2.5 2×1.5 10.5 4.2 25
01 L
9 7 4 20 20 8
10 L
4 3 6 13 13 7
07 L
1 1 0.4 10
13 L
1 1 0.4 18
13 M
4 2 6 2.4 2
19 L
m = 1 + (9/98) (100 – HDV)

= 1 + (9/98) (100 – 25)
= 7.89
26
• Since the maximum allowable number of deduct values, m is 7.89, therefore only the 6 th deduct values are selected, multiplying by
(7.89 – 6 = 1.89),
• 25, 18, 10, 8, 7, ( 1.89*2 = 3.75)

25 18 10 8 7 3.75 71.75 6 32
1
25 18 10 8 7 2 70 5 36
2
25 18 10 8 2 2 68 4 38
3
25 18 10 2 2 2 59 3 37
4
25 18 2 2 2 2 54 2 42
5
25 2 2 2 2 2 35 1 36
6

PCI = 100 - CDVmax

= 100 – 42
= 58
Based on the rating for PCI value of 58, this section needs maintenance of rehabilitation.
27
RELATED PICTURES
DISTRESS
SURVEY
01L

10L
07L
35
13L
13M
19L Moderate severity pothole

36
ESTIMATION OF RESURFACE CONSTRUCTION
SECTION AREA (m2)
1 250
2 250
3 250
4 250
5 250
TOTAL AREA = 250 + 250 + 250 + 250 + 250
= 1250
37
DISCRIPTION UNIT QUANTITY RATES AMOUNT (RM)
ITEM
NO. (RM)
PV1 PAVEMENT
1.0A PAVEMENT RESURFACING

WORKS
1.1 RESURFACING
1.1.1 2 1250 0.30 375

Supply all plant and labour to
cleaning existing pavement using
power broom before spraying of
tack coat.
1.1.2 2 1250 1.50 1875
Supply and apply tack coat (RSIK)

uniformly over the existing
pavement all in accordance with
the specification sub section or as
directed by S.O.
38
1.1.3 2 1250 25.00 31250
Supply lay and compact to 50mm

compacted thickness Asphaltic
Concrete Wearing Course (ACW
20) of 20mm nominal size
aggregates all in accordance with
the specification sub-section or
directed by S.O.
1.1.4 2 1250 1.50 1875
Preparation of Formation as
specified and as directed by the
S.O. for receiving road pavement.
Total collection (RM) 35,375
2.0B ROUTINE MAINTENANCE

2.1
ROUTINE MAINTENANCE
WORK
2.1.1
To repair pavement surfaces:
Patching of potholes 2 5 20.00 100
39
2.1.1
Grass cutting: frequency of once

per month at the road shoulder 2 500 15.00 7500
Total collection (RM) 7,600
COLLECTION
1.0A 35,375
2.0B 7,600
Total Carried to Summary 42,975

(RM)
40
6.0 DISCUSSION AND RECOMMENDATION
For a better understanding of the cause of pavement deterioration, it is necessary to

look at the damage or distress types associated. Each distress type has been classified into one
of three groups based on cause such as load, climate, durability and other. Load-related
distresses such as linear cracking, depressions, potholes and rutting in asphalt pavement
indicate that the structural integrity of the pavement has been compromised. Meanwhile, the
climate-related such as longitudinal and transverse distress, edge cracking, raveling and block
cracking distress indicate that the pavement has aged due to seasonal environment effects.
Distresses that cannot be attributed solely to either load or climate are classified as other.
One of the most failure occurred due to the load-related distress is potholes. As we can
see, there are many potholes on this chosen road. The pavement fatigue is the main reason
behind the formation of potholes. These chunks between the cracks formed in the pavement
will become loose and will be picked out under continuous loading and stresses. Once the
potholes is formed, the distress grows resulting in the continuous removal of pavement
chunks. Water entrapped will increase this rate of expansion of distress.
Next, the depression formed in the surface of pavement is called the rutting. This is
formed in the wheel path surface. This failure will make the other sides of the wheel to
undergo uplift. These ruts like depressions are evident after rain where these depressions
would be filled with water and act like the potholes. This chosen road is used by the buses
from Kolej Kediaman Bestari and Kolej Kediaman Perwira to transport the UTHM students
to the campus Parit Raja. As we know, these buses are categorized as fourth class of the
commercial vehicles that can truly affect the failure on the surface pavement.
Also, the change of weather condition such as sunny and rainy day will affects the
road binder which is bitumen. At day, the ultraviolet (UV) rays make the pavement to
undergo oxidation and bring it to a brittle state that might make the pavement to expand and
move while the reduction of temperature might make the pavement contract. This expansion
and contraction are the main reason for initial cracking. Through the cracks, water can enter
to the base and the sub grade, which will result in the structural damage. In addition, as you
know along the road to the Kolej Kediaman Perwira, there is night market once a week. There
is a possibility that chemical spillage could be happened by mistake. This chemical matter can
make the asphalt to liquefy that creates the separation of binder from the rock to produce
softer areas. Also, there is a possibility that aging of pavement may cause the failure of
pavement.
41
After collecting and summarizing the damage type, we have come up with a few
improvements and rehabilitation that will be needed to repair the road pavement. In order to
increase the strength of road, we can doubling the base or the sub-base thickness to distribute
a point load over a larger area. A well-constructed base and sub-base will aid drainage and
prevent settlement. The interlock between adjacent particles of the base or sub-base material
greatly improves the ability of the ground to carry heavier loads. Also, we could do the crack
treatment as a preventive treatment. Crack treatment is consist of placing specialized
materials into prepared cracks to prevent water and incomprehensible intrusion into the cracks
and underlying pavement. This treatment can reduce potholes, slower the pavement
deterioration.
Besides, the fog seals can be used to an aging pavement. A light application of a
diluted slow-setting asphalt emulsion to the surface of an aged pavement surface that can help
to prevent water intrusion and improves aggregate retention. The chip seals treatment is used
to combines one or more layers of asphalt with one or more layers of fine aggregate while the
micro surfacing treatment is used to combines a layer of asphalt emulsion and finely crushed
stone. These two treatment can help to prevent water intrusion, fill and seal pavement
distresses, corrects minor rutting and minimize the reflective cracking.
Another improvement that can be used is surface patching. Surface Patches are
usually temporary patches. They are constructed by milling a portion of the pavement to a
depth that removes all deteriorated material. The patch area should be milled to a minimum
depth size of the aggregate used in the patch. Using a 3/8 inch size aggregate or ¼ inch size
aggregate will minimize the necessary milling depth, help tie the patch to the existing
pavement and provide adequate hot mix thickness to reduce possibility of raveling.
However, the surface treatments can experience their own distresses. These include
loss of cover aggregate and streaking. Surface treatments can lose the aggregate cover
prematurely. Typically this is caused by spreading the chips too late in the construction
process, using a dirty aggregate, allowing traffic to use the surface before the aggregate is
seated and bonded or applying too little asphalt to embed the aggregate. Streaking is the
presence of alternating stripes of aggregate or asphalt. Streaking is primarily caused by the
uneven application of the asphalt to the pavement surface before the aggregate ships are
applied. Asphalt pavement are quick and economical to construct, have excellent ride quality
and are long lasting even still they are the subject to the some distresses and failure on road
pavement.
7.0 CONCLUSION
42
To conclude the study that have been done from Jalan Limau 9 and Kolej Kediaman
Perwira which the road is used by the buses as transportation for students from Universiti Tun
Hussein Onn (UTHM). The road that we selected provide with minimum damage categorized
as function damage and structural damage such as potholes, rutting and cracking. Therefore,
routine maintenance work should be carried out also known as resurface. From the data
record that have been taken there are minor damage that occur on the road. As the chosen
road is the main road for a students in UTHM, safety is a priority and we have come up with
a few improvements and rehabilitation that will be needed to repair the road pavement to
increase the strength of the road and decrease the damage such as doubling the base or the
sub-base thickness to improves the ability of the ground to carry heavier load. Other methods
have been discussed and recorded in the discussion.Data were analyzed at the level or index
on the road. Furthermore, an example of calculation is provided in the result and analysis for
future purpose. From the rating for PCI section having Level of Service B (LOS) B which
required only preventive maintenance. The resurface cost estimation has been made based on
the JKR Standard Table of Pricing per m2 include additional cost that’s has been stated on the
BQ form. Finally, the resurface of the road contributed to human comfort where it is
frequently used by all users. Therefore, the parties involved, and the authorities should always
ensure the quality of the road for satisfaction of the users.
8.0 REFERENCES
1. Robert B. Greene (2018) Three Common Causes of Pavement Failure and Their
Solutions.
2. Prof. Dr Fareed M.A. Karim, Dr Khaled Abdul Haleem Rubasi, and Dr Ali Abdo
Saleh (2016) The Road Pavement Condition Index (PCI) Evaluation and Maintenance:
A Case Study of Yemen, August 2, 2016. Organization, Technology and Management
in Construction 2016; 8: 1446–1455.
3. Galehouse, L., Moulthrop, J. S., & Hicks, R. G. (2003) Principles for Pavement
Preservations: Definitions, Benefits, Issues and Barriers. TR News, 228, pp. 4-9.
4. Shahin, M. Y., Darter, M. J., & Kohn, S. D. (1997). Development of a Pavement
Maintenance Management System, Volume V, CEEDO-TR-77-44.
5. Smith, R. E., Darter, M. I., & Herrin, S. M. (1979). Highway Pavement Distress
Identification Manual. Federal Highway Administration, United States.
43
6. Valentin Donev & Markus Hoffmann (2018) Optimisation of pavement maintenance
and rehabilitation activities, timing and work zones for short survey sections and
multiple distress types, International Journal of Pavement Engineering, 21:5, 583-607.
7. Chen, C.H. and Schonfeld, P. (2007) Pavement resurfacing intervals in work zone
optimization.
8. Williams, R.C., Hildreth, J.C., and Vorster, M.C., 2009. Highway construction data
collection and treatment in preparation for statistical regression analysis. Journal of
Construction Engineering and Management, 135 (12), 1299–1306.
9. FHWA (1998), ―Pavement Condition Index Distress Identification Manual for
Asphalt and Surface Treatment Pavements. Federal Highway Administration, United
States Department of Transportation.
10. ASTM D6433 - “Standard practice for Roads and Parking Lots Pavement Condition
Index Surveys”.
11. JKR 20709-2060-92 – “A Guide To The Visual Assessment of Flexible Pavement
Surface Conditions”.
9.0 APPENDIX
44
45
46
MINUTE OF MEETING
MINUTE OF MEETING 1
HIGHWAY ENGINEERING
FACULTY OF CIVIL AND BUILD ENGINEERING
DATE : 24 APRIL 2020

TIME : 10 PM - 11 PM PLACE: SOCIAL
MEDIA (WHATSAPP)
Members Present:
1) DIANA DAYANG LAWRENCE (CF190013) - CHAIRPERSON
2) LYDIALLYE GITOM (CF190004)
3) EIRSARD EMIER BIN YAHYA (CF180090)
4) SITI RAIHANUR BINTI RAMLI (AF180055)
5) MUHAMMAD RIDUAN BIN MAHADI (DF180103)
NO SUBJECT ACTION BY FEEDBACK
1.0 CHAIRPERSON ADDRESS

1) The chairperson was selected Chairperson
based on majority votes. All group
2) The chairperson thanked all the members
members for presenting themselves present
in the meeting.
47
2.0 DISCUSSION
1) Choosing the road distress All group All group members
members
on any 1 km length of road in give cooperation in
Malaysia through google map. presenting their
2) The chosen road that we ideas and solving
the problems
selected is from Jalan Limau 9 to
Kolej Kediaman
Perwira
3) Each members were
appointed with part from report
based on picking random paper
written with work to be done.
3.0 CLOSING
1) Chairperson thanked all the group Chairperson The group
members for their hard work in members thanked
giving ideas. each other for their
hard work.
2) Each group members need to gather
as many information regarding their
part in report.
3) The next meeting was decided to be
held on 19 May 2020.
MINUTE OF MEETING 2
HIGHWAY ENGINEERING
DATE : 19 MAY 2020

TIME : 10 PM - 11 PM
PLACE: SOCIAL MEDIA (GOOGLE MEETING)
Members Present:
48

1) The chairperson thanked all the Chairperson All group
members for presenting themselves members
in the meeting. present
2.0 DISCUSSION
1) The information collected were All group All group
members members give
gathered.
cooperation in
2) All of the information were preparing the
materials.
arranged into the report.
3) Few part of the report were done
during the meeting.
4) Ideas for the videos were discussed.

The ideas were:
a) Writing video using
Powtoon
b) Presentation video
c) Animation video and
dubbed with members voice
5) No decision were made yet for the
video.
3.0 CLOSING
49
1) Chairperson thanked all the group Chairperson The group
members for their hard work in members thanked
collecting the information. each other for their
hard work.
2) The report will be done from time
to time and everything will be
discussed through WhatsApp
application.
MINUTE OF MEETING 3
HIGHWAY ENGINEERING
DATE : 6 JUNE 2020

TIME : 10 PM - 11 PM
PLACE: SOCIAL MEDIA (WHATSAPP AND MAIL)
Members Present:
50
Chairperson compile report and video Chairperson
2.0 DISCUSSION
Everyone will submit a report to the

chairman
All group
members
3.0 CLOSING
Submit report and video presentation Chairperson
The group
members thanked
each other for their
hard work.
51

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FACULTY OF CIVIL ENGINEERING AND BUILT ENVIRONMENT

SEMESTER 2 SESSION 2019/2020

HIGHWAY ENGINEERING BFC31802

LECTURER TS. DR. ROSNAWATI BINTI BUHARI

GROUP 1 DIANA DAYANG LAWRENCE CF190013

3 LYDIALLYE GITOM CF190004

4 MUHAMMAD RIDUAN BIN DF180103

5 SITI RAIHANUR BINTI RAMLI AF180055

3 LITERITURE REVIEW 3-6

5 DATA ANALYSIS 10-33

6 DISCUSSION AND RECOMMENDATION 34-35

This project determines a way on how to indicate maintenance and rehabilitation of

Keywords: Maintenance; rehabilitation; pavement condition index.

A developed country, depending on the rapid development. With the

Road pavement damage usually occurs due to traffic load, temperature,

This project conducted to determine the pavement condition index (PCI) on

1. To determine the Pavement Condition Index (PCI) at selected location.

3.2 Types of Pavement Distress

3.2.1 Environmental Distress

Figure 1: Transverse Cracks

Figure 2: Longitudinal Cracks

Figure 5: Crescent-shaped Cracks

3.2.2 Structural Distress

4.2 Research Methodology

Figure 10: Work Flow Chart

The Total Number of sample units, N:10

Recommended that the sample units to be identified be spaced equally throughout

SURVEYED BY: SAMPLE UNIT: 2

SECTION: 1 SAMPLE AREA: 3m x 100m

DISTRESS QUANTIY TOTAL DENSITY DEDUCT

Highest Deduct Values, HDV = 26

m = 1 + (9/98) (100 – HDV)

No. Deduct Values Total q CDV

Number of deduct values greater than 2, q = 6

3) Determine the Pavement Condition Index

PCI = 100 - CDVmax

01 L Low severity alligator cracking

Low Severity Edge Cracking

Low severity pothole

Moderate severity pothole

Moderate severity alligator cracking

Low Severity Weathering and Raveling

Table 1: Related pictures based on distress survey at Sample Unit

SURVEYED BY: SAMPLE UNIT: 04

SECTION: 2 SAMPLE AREA: 3m x

01 L 2.5×1.5 1×2.5 0.5×3 2×1.5 10.75 4.3 25

07 L 2.5 7 4 6 19.5 19.5 8

01 L 6.5 6.5 2.6 18

19 L 1.5 1.5 0.6 2

Highest Deduct Values, HDV = 36

m = 1 + (9/98) (100 – HDV)

• Deduct values in descending order: 36, 31, 25, 18, 12, 8, 2

Number of deduct values greater than 2, q = 7

PCI = 100 - CDVmax

01 L Low severity alligator cracking

Low Longitudinal & Transverse Cracking

Low severity pothole

Moderate severity pothole

Low severity edge cracking

Low Severity Weathering and Raveling

Table 2: Related pictures based on distress survey at Sample Unit 4

SURVEYED BY: SAMPLE UNIT: 06

SECTION: 3 SAMPLE AREA: 3m x 100m