Report Pci Uthm

UNIVERSITI TUN HUSSEIN ONN MALAYSIA
Centre for Diploma Studies

________________________________________________________________
DEPARTMENT OF CIVIL ENGINEERING

HIGHWAY AND TRAFFIC ENGINEERING LABORATORY
LAPORAN MAKMAL/LABORATORY REPORT
Nama Kursus/
HIGHWAY AND TRAFFIC ENGINEERING
Course Name
Kod Kursus/
DAC 21903
Course Code
Tajuk Ujikaji/
PAVEMENT CONDITION INDEX(PVI)
Title of Experiment
Lecturer/ Instructor
MADAM HAZIRAH BINTI BUJANG
Name
Seksyen /Section: 8
Kumpulan/Group GROUP 5
Nama Ketua
AHMAD ADLI AIMAN BIN ABDUL No. Matrik :AA 211632
Kumpulan /Group
RAHMAN
Leader Name
Nama Ahli Kumpulan/
No. Matrik Penilaian / Assessment
Group Members
AHMAD NAJMI BIN NAZRI
1. AA211062 Data (Data) 25 %
AHMAD FARHAN BIN MOHD
Analisis/Keputusan
2. AZME AA212261 25 %
(Analysis/Result)
3. ALIEYA TASNIM BINTI NASRUDDIN AA210877
Perbincangan
4. ANISAH SUFIAH BINTI ABU BAKAR AA211271 30 %
(Discussion)
5. AHMAD HAKIMI BIN MOHD ZAKI AA210286
Tarikh Ujikaji / Kesimpulan
20 %
Date of Experiment (Conclusion)
Tarikh Hantar /
JUMLAH / TOTAL 100%
Date of Submission
ULASAN PEMERIKSA/COMMENTS COP DITERIMA/APPROVED STAMP

Lab Report Rubric (Assessment Form) DAC 20903: Highway and Traffic Test Title :
Engineering
Criteria 1 2 3 4 5 SCR WT TSCR (%)
Data ∙ Data is not represented or is not ∙ Data lacks precision ∙ Good representation of the ∙ Accurate representation of the ∙ Accurate representation of the data
(25%) accurate ∙ Greater than 20% difference data using tables and/or graphs data using tables and/or graphs using tables and/or graphs
with accepted values ∙ Less than 15% difference with ∙ Data is fairly precise ∙ Graphs and tables are labeled and
5
accepted values ∙ Less than 10% difference with titled
∙ Precision is acceptable accepted values ∙ Data is precise with less than 5%
difference with accepted values
Analysis / Result ∙ Trends / patterns are not ∙ Trends / patterns are not ∙ Trends / patterns are logically ∙ Trends / patterns are logically ∙ Trends / patterns are logically
(25%) analyzed analyzed analyzed for the most part analyzed analyzed
∙ Analysis is not relevant ∙ Questions are answered in ∙ Questions are answered in ∙ Questions are answered thoroughly 5 0
∙ Analysis is inconsistent complete sentences complete sentences and in complete sentences
∙ Analysis is general ∙ Analysis is thoughtful ∙ Analysis is insightful
Discussion ∙ No discussion was included or ● A statement of the results is ∙ A statement of the results of ∙ Accurate statement of the ∙ Accurate statement of the results of
(30%) shows little effort and reflection incomplete with little reflection the lab indicates whether results results of the lab indicates lab indicates whether results support
on the lab on the lab support the hypothesis whether results support the hypothesis
6 0
hypothesis ∙ Possible sources of error and what
∙ Possible sources of error was learned from the lab discussed
identified
Conclusion (20%) ∙ Conclusion was not presented ∙ Conclusion was minimally ∙ Conclusion was presented ∙ Conclusion was presented ∙ Conclusion was presented accurately
presented somewhat accurate and accurately and relevant to result and relevant to result obtain from the
relevant to result obtain from the obtain from the laboratory work laboratory work 4 0
laboratory work with minor mistakes
NAME OF LECTURER : SIGNATURE : DATE : TOTAL SCORE : / 100
Note : SCR = SCORE, WT = WEIGHTAGE, TSCR = TOTAL SCORE

STUDENT CODE OF ETHIC
(SCE)
CENTRE OF DIPLOMA STUDIES
I, hereby confess that I have prepared this report on my own effort. I also
admit not
to receive or give any help during the preparation of this report and pledge
that everything mentioned in the report is true.
_________________
Student Signature
Name: AHMAD ADLI AIMAN BIN ABDUL RAHMAN
Matric No. :AA 211632
Date : 5/JANUARY/2023
(SCE)
admit not
to receive or give any help during the preparation of this report and
pledge
_________________
Student Signature
Name :AHMAD NAJMI BIN NAZRI
Matric No. : AA211062
(SCE)
I, hereby confess that I have prepared this report on my own effort. I also admit
not
_________________
Student Signature
Name : AHMAD FARHAN BIN MOHD AZME
Date : 5/JANUARY
(SCE)
not
_________________
Student Signature
Name : ALIEYA TASNIM BINTI NASRUDDIN
(SCE)
not
_________________
Student Signature
Name : ANISAH SUFIAH BINTI ABU BAKAR
Matric No. : …AA211271
(SCE)
admit not
_________________
Student Signature
Name : AHMAD HAKIMI BIN MOHD ZAKI
INTRODUCTION
1.0 BACKGROUND OF STUDY
Pavement damage that exceeds the design life becomes a major issue that has yet to
be resolved. Overloading of freight vehicles is one of the leading causes of pavement
damage. The purpose of this study is to determine the effect of overloading on
pavement index. The approach employed in this study is the computation of the
pavement condition index, as well as the discovery of a correlation between the
pavement condition index and the average load of each kind of freight vehicle. A
successful pavement-management system necessitates the development of an
accurate and efficient pavement performance and prediction model. Based on the
Pavement Condition Index and the age of the pavement, a pavement performance
and prediction model has been built.
The Pavement Condition Index (PCI) is a new measure of pavement performance for
grading asphalt concrete pavements. The pavement Condition Index (PCI) is based
on the subjective appraisal of the number of pavement distresses, as well as
determining a link between the pavement condition index and the average weight of
each kind of freight vehicle. The best solutions for pavement repair under present
conditions are subgrade improvement and pavement-type replacement with the rigid
pavement.
The Pavement Condition Index assesses the condition of a road network's surface.
The PCI assigns a number rating to road segments within the road network, with 0
being the worst possible condition and 100 being the finest. The PCI assesses two
conditions: the type, amount, and severity of pavement surface distresses (usually
cracks and rutting) and the road's smoothness and ride comfort. The PCI is a
subjective evaluation system based on examination and observation. It is not a
difficult or time-consuming task. The road network is driven and evaluated
methodically by knowledgeable and experienced public works personnel. The
observations are saved in a database for further analysis and usage. The PCI should
be performed yearly to assess changes in road conditions.
The road chosen for this research is Jalan Kampung Raja, which has been chosen for
this research because it is primarily used every day and has difficulties with surface
conditions. This project was carried out to investigate pavement condition indices
and determine the best solutions for reducing pavement concerns along this road.
Road infrastructure is one type of transportation infrastructure that plays an essential
role in boosting accessibility and population mobility. It also has the advantage of
being able to provide "door-to-door service" to other modes of transportation.
According to a certain study, road infrastructure is critical to economic growth,
hence the precision of infrastructure investment supply is critical.
The case study we looked at was in Kampung Raja Pagoh, Johor. It is a location that
locals frequently use. The purpose of this inquiry is to calculate the street's pavement
Condition Index Rate. It is based on the road network's surface condition and a
numerical rating for the condition of a road segment in the road network, with 0
being the worst and 100 being the best. The route encountered significant difficulties
and eventually failed.
This road has a flexible surface, and high load may damage the surface, bed, or
subgrade, contributing to poor drainage. Every day, people, particularly motorbikes
and cars, use the road. There are also oil palm plantations in this area. If
reconstruction is not used, damaging and unstable road surfaces can occur. Massive
and postponed restoration activity and reconstruction are required maintenance tasks.
Furthermore, it is critical to keep the road surface in good condition to avoid
accidents involving residents and visitors.
1.2 PROBLEM STATEMENT
In this project, there were several challenges during the process of making this
project that
involved several conditions, factors, and parties:
1. This route is used by a considerable number of heavy vehicles. This is
primarily due to palm oil farms that continue to use the route even though it is
simply a route to the site. Other than that, this road is frequently utilized by
local locals to travel to Pagoh town.
2. The road was not being constructed in a presentable or organized manner.
These are seen through the road's state. These could create hazardous
conditions that could lead to mishaps in the future. Furthermore, some cracks
could not be noticed at night, which could lead to accidents, particularly
among motorists.
3. The road floods after heavy rains. Flooding on the road's surface may weaken
the road's strength, resulting in higher pavement discomfort.
1.3 OBJECTIVE
The objectives of this project are:
1. To identify the most problematic road surface that is frequently being used by the
public.
2. To determine the level of safety and comfort of the road for the road user.3
3. To determine the level of damage to the road surface using the Pavement
Condition
Index (PCI).
4. To analyze and suggest suitable methods for the rehabilitation of road surfaces and
treatment of road.
2.0 METHODOLOGY
In these sections, it is a discussion about the method and procedure that been
use for the study of these project which will be used in achieving the objective of the
project.
There were a number of procedures and tactics used in this project to identify the
information sources and collect crucial data for the study and evaluation of the road
condition to determine if it needs repair or only minor maintenance.
First, by directly observing the site inquiry, our crew had obtained information
and data. This observation was made to determine the kind of vehicle that had
utilised this stretch of road and how frequently it had been used.
The Pavement Condition Index approach, often known as the PCI method, was
used to rate Jalan Kampung Raja in Panchor, Pagoh, Johor in order to determine the
severity of the road pavement. The following figure illustrates how to use the
Pavement Condition Index (PCI).
Figure 1: path of the pavement condition index
From a distance of 500 metres for the site examination, the portion was separated
into 100 m sections. Section 1, Section 2, Section 3, Section 4, and Section 5 have all
undergone studies that were chosen at random. To achieve significance, the chosen
part is necessary.
2.1 SCOPE
The inquiry's goal is to find out how severe the road is based on the findings of
the Pavement Condition Index research (PCI). Therefore, the research took into
account a number of elements based on the following.
i. Location
The location that been chosen is the road Kampung Raja , Panchor, Pagoh Johor.
Figure 2: map of Jalan Kg Raja Panchor, Pagoh, Johor
ii. Length of the road
The length of the road that been investigated is 500m
iii. Equipment that being used during site investigation

There are only several item that being used during site investigation, which are
measuring tape, odometer wheel, safety vest and safety helmet.
iv. Number of section
Only five section that been analyses

3.0 DATA ANALYSIS
ASPHALT SURFACED ROADS AND PARKING LOTS CONDITION SKETCH
SURVEY DATA SHEET
FOR SAMPLE UNIT
BRANCH: DATE: 28/12/2022
SURVEYED BY: AHMAD FARHAN SAMPLE UNIT: 1600
SECTION: 7 SAMPLE AREA: 4.0m × 100m
01. Alligator Cracking (m' ) 06. Depresison(m' ) 11. Patching & Utility Cut Patching ((m' ) 16. Shoving (m' )
)
02. Bleeding (m2 07. Edge Cracking (m) 12. Polished Aggregate (m)2 17. SlippageCracking (m2)
)
03. BlockCracking (m2 08. Joint Reflection Cracking (m) 13. Potholes(no.) 18. Swell (m2)
04. Bumpsand S s (m) 09. Lane/ShoulderDrop Off (m) 14. RailroadCrossing (m) 2 19. Weathering/Ravelling (m
)
2
05. Corruaaiton (m 10. Lonaitudinal & TransverseCrackina (ml 15. Ruttina (m2l
DISTRESS QUANTITY DENSITY DEDUCT VALUE
SURVEY TOTAL %
10 L 6.0 2.35 3.8 12.15 12.15 18
07 L 1.62 6.84 8.46 8.46 10
09 L 5.2 2.64 2.56 10.40 10.40 12
03 M 4.34 0.72 0.72 1
10 M 5.3 8.9 14.20 14.20 35

Distress Related Pictures Graphs Deduct Value vs Distress Density
Survey (%)
10 L
07 L
09 L
03 M
Maximum allowable number of deducts, m
Highest deduct value, HDV = 35

m = 1 + (9/98) (100 – CDV)
= 1 + (9/98) (100 – 35)
= 7.0
• Deduct values in descending order: 35,18,12,10,1

• Number of deduct values = 4
• Since the maximum allowable number of deducts is 7.0, therefore only the
first 7 of the 2nd deduct value are selected, i.e. 35,18,12,10,1
• Maximum CDV= 43
Determine the PCI

PCI = 100- 43
= 57
Based on the level for PCI value of 57, this section of pavement is in fair condition
No Deduct Values Total q CDV
1 35 18 12 10 75 4 43
2 35 18 12 2 67 3 43
3 35 18 2 55 2 41
4 35 2 37 1 37
5
6
7
8
9
10
ASPHALT SURFACED ROADS AND PARKING LOTS CONDITION SKETCH

SURVEY DATA SHEET
FOR SAMPLE UNIT
SURVEYED BY: ALIEYA TASNIM SAMPLE UNIT: 1600
)
02. Bleeding (m2 07. Edge Cracking (m) 12. Polished Aggregate (m)2 17. SlippageCracking (m2)
)
03. BlockCracking (m2 08. Joint Reflection Cracking (m) 13. Potholes(no.) 18. Swell (m2)
)
2
DISTRESS QUANTITY DENSITY DEDUCT VALUE
SURVEY TOTAL %
01 M 1.21 1.09 1.37 1.28 0.78 0.96 6.69 1.12 12
10 L 2.08 3.52 1.36 6.96 1.16 0
10 M 1.30 1.54 2.84 0.47 0
10 H 3.48 3.48 0.58 4
13 L 1.00 1.00 1.00 1.00 1.00 1.00 1.00 7.00 1.17 22
15 M 13.35 13.35 2.23 26
19 L 0.07 0.07 0.01 0
Distress Related Pictures Graphs Deduct Value vs Distress
Survey Density (%)
01 M
10 L
10 M
10 H
13 L
15 M
19 L

m = 1 + (9/98) (100 – CDV)
= 1 + (9/98) (100 – 26)
= 7.8
 Deduct values in descending order: 26, 22, 12, 5, 4

 Number of deduct values = 5
 Maximum CDV= 51
Determine the PCI

PCI = 100- 51
= 49
Based on the level for PCI value of 49, this section of pavement is in poor condition
1 26 22 12 5 4 69 5 51
2 26 22 12 5 2 67 4 51
3 26 22 12 2 2 64 3 49
4 26 22 2 2 2 54 2 45
5 26 2 2 2 2 34 1 39
6
7
8
9
10
ASPHALT SURFACED ROADS AND PARKING SKETCH
LOTS CONDITION SURVEY DATA SHEET
FOR SAMPLE UNIT
BRANCH: 1 DATE: 27/12/2022
SURVEYED BY: ANISAH SUFIAH SAMPLE UNIT: m 2
SECTION: 2 SAMPLE AREA: 6×100
01. Alligator Cracking (m') 06. Depression(m') 11. Patching & Utility Cut Patching ((m') 16. Shoving (m')
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 Sa g s (m) 09. Lane/Shoulder Drop Off (m) 14. Railroad Crossing (m2) 19. Weathering/Ravelling (m2)
05. Corrugation (m) 10. Longitudinal & Transverse Cracking (ml\) 15. Rutting (m2)
DISTRESS DENSITY DEDUCT
SURVEY QUANTITY TOTAL % VALUE
10 M 0.557 0.875 0.592 30.044 32.044 5.34 21.5
10 H 1.814 1.814 3.02 32
15 M 0.042 0.042 0.01 0
15 H 0.059 0.059 0.01 0
6H 6.986 6.986 1.16 18

Survey Density (%)
10 M
10 H
15 M
15 H
06 H

m = 1 + (9/98) (100 – CDV)
= 1 + (9/98) (100 – 32)
= 7.2
 Deduct values in descending order: 32,21.5,18,

 Maximum CDV= 45
Determine the PCI

PCI = 100- 45
= 55
No. Deduct Value Total q CDV
1 32 21.5 18 71.5 3 45
2 32 21.5 2 55.5 2 41
3 32 2 2 36 1 36
10
FOR SAMPLE UNIT
BRANCH: 1 DATE: 27/12/2022
SURVEYED BY: AHMAD NAJMI SAMPLE UNIT: m 2
SECTION: 4 SAMPLE AREA: 6×100
01. Alligator Cracking (m') 06. Depression(m') 11. Patching & Utility Cut Patching ((m') 16. Shoving (m')
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 Sag (m) 09. Lane/Shoulder Drop Off (m) 14. Railroad Crossing (m2) 19. Weathering/Ravelling (m2)
05. Corrugation (m) 10. Longitudinal & Transverse Cracking (m) 15. Rutting (m2)
DISTRESS DENSITY DEDUCT
SURVEY QUANTITY TOTAL % VALUE
19 L 1.50 4.20 5.70 0.95 3
09 M 21.00 10.00 3.00 54 9.00 18
07 L 13.00 13 2.17 4
15 L 1.375 2.75 4.80 8.93 1.49 11
10 M 4.00 0.50 3.00 14.5 2.42 15
12 L 1.40 1.40 0.23 0

Distres Related Pictures Graphs Deduct Value vs Distress Density
s (%)
Survey
19 L
09 M
07 L
15 L
10 M
12 L

m = 1 + (9/98) (100 – CDV)
= 1 + (9/98) (100 – 18)
= 8.26
 Deduct values in descending order: 18,15,11,4,3,0

 Maximum CDV= 30
Determine the PCI

PCI = 100- 30
= 70
Based on the level for PCI value of 70, this section of pavement is in saticfactory condition
No. Deduct Value Total q CDV
1 18 15 11 4 3 51 5 24
2 18 15 11 4 2 50 4 26
3 18 15 11 2 2 48 3 30
4 18 15 2 2 2 39 2 29
5 18 2 2 2 2 26 1 26
6
7
8
9
10

FOR SAMPLE UNIT
SURVEYED BY: AHMAD ADLI AIMAN SAMPLE UNIT: 1600
07. Bleeding (m)2 07. Edge Cracking (m) 12. Polished Aggregate (m)2 17. SlippageCracking (m2)
08. BlockCracking (m )
2
08. Joint Reflection Cracking (m) 13. Potholes(no.) 18. Swell (m2)
)
2
DISTRESS QUANTITY DENSITY DEDUCT
SURVEY TOTAL % VALUE
10 L 1.10 1.37 2.47 0.412 0
05 L 0.192 0.01 0.202 0.034 0
10 M 4.84 6.4 4.1 14.91 2.485 16

09 M 1.04 1.02 2.06 0.343 5
09 H 3.586 3.586 0.598 7
13 M 0.55 2.55 0.092 32
07 M 4.7 4.7 0.783 8
01 L 0.84 0.84 0.14 4

Survey Density (%)
10 L
05 L
10 M
09 M
09 H
13 M
07 M
01 L

m = 1 + (9/98) (100 – CDV)
= 1 + (9/98) (100 – 32)
= 7.2
 Deduct values in descending order: 32,16,8,7,5,4,0,0

 Only the first 7 and 0.2 of the 8th deduct value are selected, i.e. 32,16,8,7,5,4,0 and 0.2*0
Maximum corrected deduct value greater than 2, q=6

Total deduct value = 32+16+8+7+5+4 =72
Max CDV = 42
Determine the PCI

PCI = 100- 42
= 58
1 32 16 8 7 5 4 72 6 33
2 32 16 8 7 5 2 70 5 35
3 32 16 8 7 2 2 67 4 37
4 32 16 8 2 2 2 62 3 40
5 32 16 2 2 2 2 56 2 42
6 32 2 2 2 2 2 42 1 42
7
8
9
10
3.1 DISCUSSION
Using the pavement condition index (PCI) method, the pavement condition of the
selected road which is Kg. Raja Road has been analysed. The data to be use in this
method was obtained by measurement. The PCI is a scale from 0 to 100 that
represents the state of the pavement, with 0 being the worst condition and 100 the
best. Based on the data analysis for sample unit 1, 2, 3, 4, and 5, the calculated PCI
values are 55, 49, 70, 58, and 57 respectively. The pavement condition for each
section can be determined by determining the PCI values section. The highest PCI
value obtained was 70 in sample unit 3. The pavement for this section is in
satisfactory condition which means it need preventive maintenance only. The lowest
PCI value obtained was 49 in sample unit 2. The pavement for this section is not in
serious condition which means just a minor rehabilitation. The average PCI value
that has been calculated 57.8 which means the entire road is in fair condition and the
road need a minor rehabilitation. The method that has been suggested for
rehabilitation work for this road is resurfacing.
4.0 CONCLUSION
Results of the study have been made and there are various problems that occur on
Jalan Kampung Jawa. This pavement damage can be interruptions to consumer.
Damage and failure contributed to the disorder and lead to consumer concerns.
Among the most common failure is identified malfunction and failure of the
structure. Therefore, maintenance work should be carried out.
From the data record, average standard PCI rating scale is 57.8. From the figure
above, this means the result along the road was fair and level of service is los C.
Therefore, maintenance activities are rehabilitation. That have been taken there are
various types of damage that involves damage to the pavement like shoulder drop
off, edge cracking and so on. Data were collected and analyzed at the level or index
on the road. The road that was record taken every 100m section along the 500m on
the road. Then, the data will be averaged for all of each section. Refer to figure
below for pavement condition index (PCI) rating scale and the corresponding level of
service and maintenance activity.
Finally, the construction of the highway is a road structure that largely contributed
to human comfort where it is frequently used by all users. Therefore, the parties
involved and the authorities should always notice the quality of the construction of
rural roads or even roads to user satisfaction can be achieved.
5.0 REFERENCES
1. Suryakanta. (2015, September 18). 10 DIFFERENT TYPES OF FAILURES
OF FLEXIBLE PAVEMENT - CivilBlog.org. CivilBlog.org.
https://civilblog.org/2015/09/18/10-different-types-of-failures-of-flexible-
pavement/
2. V9#4. (2009). OGRA’S MILESTONES • PAVEMENT CONDITION INDEX
101. http://hawaiiasphalt.org/wp/wp-content/uploads/PCI-101.pdf
3. Neal, B. (2022, May 17). 13 Pavement Defects and Failures You Should
Know! - pavemanpro. Pavemanpro.
https://www.pavemanpro.com/article/identifying_asphalt_pavement_defects/
4. Wikipedia Contributors. (2022, December 28). Highway engineering.
Wikipedia; Wikimedia Foundation.
https://en.wikipedia.org/wiki/Highway_engineering
5. Understanding asphalt pavement distresses – five distresses explained |
Asphalt magazine. (2022). Asphaltmagazine.com.
http://asphaltmagazine.com/understanding-asphalt-pavement-distresses-five-
distresses-explained/
6. Types of Damages on Flexible Pavement for Malaysian Federal Road.
(2023). Scribd. https://www.scribd.com/doc/147719991/Types-of-Damages-
on-Flexible-Pavement-for-Malaysian-Federal-Road
7. Neral Bughrara. (2008). Evaluation of Road Pavement Cracks in Malaysia.
ResearchGate; unknown.
https://www.researchgate.net/publication/277840864_Evaluation_of_Road_P
avement_Cracks_in_Malaysia
8. Choy Peng Ng, Faridah Hanim Khairuddin, Ismail, N., & Mohamed, W.
(2020, July 23). Development of a Composite Pavement Performance Index
to Monitor the Pavement Condition in UPNM. ResearchGate; unknown.
https://www.researchgate.net/publication/343162700_Development_of_a_Co
mposite_Pavement_Performance_Index_to_Monitor_the_Pavement_Conditio
n_in_UPNM
9. Fareed, Haleem, A., & Saleh, A. (2016, April 28). The Road Pavement
Condition Index (PCI) Evaluation and Maintenance: A Case Study of Yemen.
ResearchGate; Sciendo.
https://www.researchgate.net/publication/310815822_The_Road_Pavement_
Condition_Index_PCI_Evaluation_and_Maintenance_A_Case_Study_of_Ye
men
10. Nurul Elma Kordi, Holt, G. D., Shehu, Z., & Intan Endut. (2014,
May). Factors influencing road infrastructure damage in Malaysia.
ResearchGate; Thomas Telford Ltd.
https://www.researchgate.net/publication/270425887_Factors_influencing_ro
ad_infrastructure_damage_in_Malaysia

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UNIVERSITI TUN HUSSEIN ONN MALAYSIA

Centre for Diploma Studies

DEPARTMENT OF CIVIL ENGINEERING

ULASAN PEMERIKSA/COMMENTS COP DITERIMA/APPROVED STAMP

NAME OF LECTURER : SIGNATURE : DATE : TOTAL SCORE : / 100

Note : SCR = SCORE, WT = WEIGHTAGE, TSCR = TOTAL SCORE

CENTRE OF DIPLOMA STUDIES

Name: AHMAD ADLI AIMAN BIN ABDUL RAHMAN

Matric No. :AA 211632

CENTRE OF DIPLOMA STUDIES

Name :AHMAD NAJMI BIN NAZRI

Matric No. : AA211062

CENTRE OF DIPLOMA STUDIES

Name : AHMAD FARHAN BIN MOHD AZME

Matric No. : AA212261

CENTRE OF DIPLOMA STUDIES

Name : ALIEYA TASNIM BINTI NASRUDDIN

Matric No. : AA210287

CENTRE OF DIPLOMA STUDIES

Name : ANISAH SUFIAH BINTI ABU BAKAR

Matric No. : …AA211271

CENTRE OF DIPLOMA STUDIES

Name : AHMAD HAKIMI BIN MOHD ZAKI

Matric No. : AA2110286

Figure 2: map of Jalan Kg Raja Panchor, Pagoh, Johor

ii. Length of the road

The length of the road that been investigated is 500m

iii. Equipment that being used during site investigation

Only five section that been analyses

07 L 1.62 6.84 8.46 8.46 10

09 L 5.2 2.64 2.56 10.40 10.40 12

03 M 4.34 0.72 0.72 1

10 M 5.3 8.9 14.20 14.20 35

Highest deduct value, HDV = 35

• Deduct values in descending order: 35,18,12,10,1

Determine the PCI

ASPHALT SURFACED ROADS AND PARKING LOTS CONDITION SKETCH

Highest deduct value, HDV = 26

 Deduct values in descending order: 26, 22, 12, 5, 4

Determine the PCI

10 H 1.814 1.814 3.02 32

15 M 0.042 0.042 0.01 0

15 H 0.059 0.059 0.01 0

6H 6.986 6.986 1.16 18

Highest deduct value, HDV = 32

 Deduct values in descending order: 32,21.5,18,

Determine the PCI

09 M 21.00 10.00 3.00 54 9.00 18

15 L 1.375 2.75 4.80 8.93 1.49 11

10 M 4.00 0.50 3.00 14.5 2.42 15

12 L 1.40 1.40 0.23 0

Highest deduct value, HDV = 18

 Deduct values in descending order: 18,15,11,4,3,0

Determine the PCI

No. Deduct Value Total q CDV

ASPHALT SURFACED ROADS AND PARKING SKETCH

05 L 0.192 0.01 0.202 0.034 0

10 M 4.84 6.4 4.1 14.91 2.485 16

09 H 3.586 3.586 0.598 7

13 M 0.55 2.55 0.092 32

07 M 4.7 4.7 0.783 8

01 L 0.84 0.84 0.14 4

Highest deduct value, HDV = 32