Report PCI

PAVEMENT CONDITION INDEX (JALAN SUNGAI PANCHOR)
COURSE CODE DAC 21903
SUBJECT HIGHWAY AND TRAFFIC ENGINEERING
FACULTY CENTRE FOR DIPLOMA STUDIES

1. NIK AHMAD AHNAF BIN NIK ABD. WAHAB
(AA210816)
STUDENTS’ NAME
2. MUHAMMAD SALMAN BIN MOHD. SUHARUDDIN
(AA211341)
3. NIK ABDUL MUHAIMIN BIN NIK AZRAN
(AA212128)
4. MUHAMMAD EMIR QAIS BIN LOKMAN
(AA210726)
5. MUAMMAR RAZIN BIN MAZLAN
(AA211533)
6. MUHAMMAD AZAMI BIN MOHD. AYOB
(AA210391)
SECTION 2
SEM/SESSION SEMESTER 1 SESSION 2022/2023
LECTURE NAME TS. MOHD ERWAN BIN SANIK
DATE OF SUBMIT 10 JANUARY 2023
MARKAH
TUGASAN
TABLE CONTENT
NO. CONTENT PAGES
1. INTRODUCTION 2-3
2. PROBLEM STATEMENT
3. OBJECTIVE
4. METHODOLOGY
5. PAVEMENT CONDITION INDEX
6. DATA ANALYSIS
7. DISCUSSION
8. CONCLUSION
9. REFERENCES
Pavement Condition Index:
(Jalan Sungai Panchor)
Nik Ahmad Ahnaf Bin Nik Abd. Wahab, Muhammad Salman
Bin Mohd. Suharuddin, Nik Abdul Muhaimin Bin Nik Azran,
Muhammad Emir Qais Bin Lokman, Muammar Razin Bin
Mazlan, Dan Muhammad Azami Bin Mohd. Ayob.
Department of Civil Engineering, Centre for Diploma Studies,
Universiti Tun Hussein Onn Malaysia, Education Hub Pagoh, 34600
Pagoh, Johor.
1.0 INTRODUCTION
1.1 General
In most urban or even rural areas, traffic congestion has increased substantially. It is shown and proved that traffic
accidents happen because of the interaction between humans and road or environmental factors. In the safe system
framework, Road Authorities need to deliver inharmony safe roads. To direct this problem based on knowledge of
the road safety inspection condition and include the numbers of funds available for the road safety involvement. The
road safety infrastructure that has problems can be detected proactively or reactively by the number of crashes that
happened depending on the data on crashes. JKR has invented strategies that include two types of road safety action.
First is the accident reduction that we focus on identifying and eliminating the 'Blackspots' and second focus on the
design of the safer roads and improving traffic management for all the road users. To emphasize, this is about road
safety Auditing. As for the meaning of Road Safety Audit are the planning, design and construction of the road
project and the characteristics of operations on the existing road to ensure the safety of the road user.
1.2 Background of the study
Pavement Condition Index is a formal examination of the existing road. Project Highway and Traffic Engineering
DAC21903 for group 8 is about Pavement Condition Index (PCI) at Jalan Sungai Panchor. The road safety
inspection along 500meter. The study area is Jalan Sungai Panchor starting in front of the mosque and ending in
front of the riverside panchor shop. The elements needed for the Road Inspection are the road signs using the
MeTRA guidelines and the common checklist item provided.
3
1.3 Problem statement
Pavement condition has been long considered one of the social responsibilities of the Malaysian Government. The
public area, Jalan Sungai Panchor, intended to explore the road safety inspection for 500 meters. The study area has
been chosen because the entrance is located on the main road. The main data analysis needed for this study is the
Pavement Condition Index Checklist and the MeTRA public zone checklist. The safety level of these roads can be
observed by using the Road Inspection Checklist to inspect the common items along the school zone, such as
pedestrian crossing, sidewalk, bus stop, calming devices, waiting for area and road marking. To be precise, the
MeTRA public zone checklist focuses on the distance between the signboard and the location. So, this study needs
to be carried out to evaluate and justify the Pavement Condition Index to ensure the safety of the road and the user
before any improvement works can be proposed.
2.0 PROBLEM STATEMENT
The Malaysian government has long been viewed as having a social responsibility to promote pavement
condition. The study's suggested area, Jalan Sungai Panchor, was designed to investigate road safety assessment for
a distance of 500 meters. The entrance to the study area is situated on the main road, thus the decision to use it. The
Pavement Condition Index Checklist serves as the primary source of data analysis for this project. Therefore, before
any enhancement works can be suggested, this study must be completed to evaluate and support the Pavement
Condition Index to ensure the safety of the road and the user.
3.0 OBJECTIVE
There are (3) objectives that need to be done for the study:
a) To inspect the safety of the road by using the Pavement Condition Index checklist.
b) To study the safety of road at the area of Jalan Sungai Panchor for 500 meters.
c) To identify and evaluate the road signboard at the area of the study, which is Jalan Sungai Panchor
4.0 METHODOLOGY
The project was to carry out Pavement Condition Index (PCI) at the selected location. The road we selected was
Jalan Sungai Panchor, which was to be placed in Panchor, Johor. The method used to obtain the results of road
safety inspections is by using a measuring tape. The distance that we focused on obtaining the data is 500 m. To
design the project in a targeted way, we used the MeTRA guidelines and used the checklist that has been prepared to
check for marked roads or any other elements. The project also follows a road safety audit by the Department of
Public Work (JKR) (Malaysia), which focuses on driver safety and the project that was completed.
4
4.1 Materials
Technology (to access the data)

 Mobile phones
 Laptops
The data's researcher

 Nik Ahmad Ahnaf Bin Nik Abd Wahab
 Muhammad Salman Bin Mohd Suharuddin
 Nik Abdul Muhaimin Bin Nik Azran
 Muhammad Emir Qais Bin Lukman
 Muhammad Azami Bin Mohd Ayob
 Muammar Razin Bin Mazlan
The place where all researchers when conducted the project

 At room
The required condition that researchers need

 Internet connection
 Gadget/Technology
4.2 Methods The procedure is in the following flowchart:
5
2.2 Methods The procedure is in the following flowchart:
Choose the road

Make an inspection
• Jalan Sungai
Panchor
• Go to the site
Elaborate the data that

with discussed
Record the data
• Make an analysis with
other members about • Measure the damage
the safety at that road.
of the road
• Put data in the report
Make a full report
• Combine all data from

other members and
make a conclusion
4.3 Method
Depending on the type of pavement being assessed for a PCI condition survey, several techniques will be employed.
The pavement section must be separated into sample units for all surface types before selecting the units to be
inspected. For this study, Asphalt-Surfaced Pavements will be used. According to the PCI distress manual, a sample
unit is assessed by measuring the distress type and severity and documenting the information on the flexible
pavement survey sheet. For asphalt-surfaced roads and airfield pavements, the definitions of distress and the
methods for measuring it are supplied. When conducting the PCI survey, these definitions should be strictly adhered
to. For each sample unit, a separate data sheet is used. For example, a sample of 100 meters will be present in one
datasheet. So, the total for 500 meters will be concluded in 5 data sheets. The distress identification codes used in
the Micro PAVER system are the same as the distress codes provided on the data sheets. A particular distress type at
a specific severity level is represented by a row on the datasheet. The sheet below is the Asphalt Surfaced Road and
Parking Lot Condition Survey Data Sheet that will be used throughout the survey.
6
Figure 1: Condition Survey Data Sheet
4.4 Study location
7
5.0 PAVEMENT CONDITION INDEX
The pavement condition rating is based on the PCI, which is a numerical indicator based on a scale of 0 to 100. The
PCI measures the pavement’s structural integrity and surface operational condition. Its scale and associated ratings
are as shown in Figure 3.
Figure 3: Pavement Condition Index (PCI) Rating Scale and the corresponding Level of Service and
Maintenance Activity.
8
6.0 DATA ANALYSIS
There are two ways of inspecting a pavement section; i.e., inspecting every unit in the section or inspecting by
sampling. Data collected during either method of inspection is used to calculate the PCI. This paragraph explains
how to calculate the PCI for a particular sample unit, and how to calculate the PCI for the entire pavement section.
An important item in the calculation of the PCI is the "deduct value." A deduct value is a number from 0 to 100,
with 0 indicating the distress has no impact on pavement condition, and 100 indicating an extremely serious distress
which causes the pavement to fail. Calculating the PCI for a sample unit is a simple procedure which involves five
steps:
Step 1:
Inspect sample units: Determine distress types and severity levels and measure density.
Step 2:
The deduct values are determined from the deduct value curves for each distress type and severity.
Step 3:
A total deduct value (TDV) is computed by summing all individual deduct values.
Step 4:
Once the TDV is computed, the corrected deduct value (CDV) can be determined from the correction curves.
When determining the CDV, if any individual deduct value is higher than the CDV, the CDV is set equal to the
highest individual deduct value. For example, assume that two distresses were found in an asphalt pavement, one
with a deduct value of 50, and the other with a deduct value of 10. Using figure C-20, the CDV for q=2 (q = number
of individuals deducts whose value is greater than 5) is 44. Since 44 is lower than 50, the CDV is set equal to 50.
Step 5:
The PCI is computed using the relation PCI = 100 - CDV.
9
Figure: Steps for calculating PCI for a sample unit
1. The table below shows a pavement condition survey for sample first 100 m over 500 m for group A
location at Jalan Sungai Panchor (first 500 m of Jalan Sungai Panchor).
JALAN KAMPUNG JAWA (ASPHALT SURFACED ROAD)
CONDITION SURVEY DATA SHEET
BRANCH: TRAFFIC LABORATORY UTHM DATE: 27 DECEMBER 2022
SURVEYED BY: GROUP A SAMPLE UNIT: 01
SECTION: JLN SUNGAI PANCHOR SAMPLE AREA: 100 m × 7.1 m
01. Alligator Cracking (m2) 06. Depression (m2) 11. Patching & Utility 16. Shoving (m2)
Cut Patching ((m2)
02. Bleeding (m2) 07. Edge Cracking (m) 17. Slippage Cracking (m2)
12. Polished Aggregate
03. Block Cracking (m2) 08. Joint Reflection Cracking (m2) 18. Swell (m2)
(m)
04. Bumps and Sags (m) 19. Weathering/ Ravelling
09. Lane/Shoulder Drop Off
10
05. Corrugation (m2) (m) 13. Potholes (no.) (m2)
10. Longitudinal & Transverse 14. Railroad

Cracking(m) Crossing(m2)
15. Rutting (m2)
DISTRESS DENSITY DEDUCT

QUANTITY TOTAL
SURVEY % VALUE
10 M 1.68 0.12 0.23 0.50 2.53
07 L 0.54 0.70 1.24
13 M 0.11 0.51 0.118 0.738
SOLUTION:
1. Determine the Distress Density and Deduct Value.

QUANTITY TOTAL
SURVEY % VALUE
10 M 100*(2.53/710) =
1.68 0.12 0.23 0.50 2.53 3.0
0.36
7L 100*(1.24/710) =
0.54 0.70 1.24 0.5
0.17
13 M 100*(0.738/710) =
0.11 0.51 0.118 0.738 34.0
0.10
11
Table 1: Related Pictures Based on Distress Survey above
Distres Related Pictures Graphs Deduct Value vs Distress

s Density (%)
Survey
10 M
Longitudinal & Transverse

Cracking
7L
Edge Cracking
13 M
Potholes
12
(2) Maximum allowable number of deducts m
Highest deduct value, HDV = 34

m = 1 + (9/98) (100 – HDV)
= 1 + (9/98) (100 – 34)
= 7.06
 Deduct values in descending order: 34,3,0.5

 Number of deduct values = 3
 Since the maximum allowable number of deducts is 7.06, therefore only the first 3 and deduct value are
selected, i.e., 34,3,0.5.
(3) Maximum corrected deduct value, CDV
 Number of deduct values greater than 3, q = 3

 Totals deduct value = 34 + 3 + 0.5 = 37.5
 From Figure B-45, CDV = 28
No
Deduct Values Total q CDV
.
1 34 3 0.5 37.5 3 23
2 34 3 2 39 2 28
3 34 2 2 38 1 27
13
Maximum CDV = 28
(4) Determine the Pavement Condition Index
PCI = 100 – CDVmax

= 100 – 28
= 72
Based on the rating for PCI value of 72, this section of pavement is in satisfactory condition.
Cut Patching ((m2)
(m)
04. Bumps and Sags (m) 13. Potholes (no.) 19. Weathering/ Ravelling
09. Lane/Shoulder Drop Off (m2)
05. Corrugation (m2) (m) 14. Railroad
Crossing(m2)
10. Longitudinal & Transverse
Cracking(m) 15. Rutting (m2)

QUANTITY TOTAL
SURVEY % VALUE
10 M 1.68 0.39 0.38 0.15 0.26 2.86
07 L 0.44 0.44
13 M 0.12 0.63 0.112 0.862
14
SOLUTION:

QUANTITY TOTAL
SURVEY % VALUE
10 M 100*(2.86/710) =
1.68 0.39 0.38 0.15 0.26 2.86 2.5
0.40
7L 100*(0.44/710) =
0.44 0.44 0
0.06
13 M 100*(0.862/710) =
0.12 0.63 0.112 0.862 23.0
0.12

s Density (%)
Survey
10 M

Cracking
7L
15
Edge Cracking
13 M
Potholes

m = 1 + (9/98) (100 – HDV)
= 1 + (9/98) (100 – 23)
= 80.7
 Deduct values in descending order: 23,2.5,0

selected, i.e., 23,2.5,0

16
 Totals deduct value = 23 + 2.5 + 0 = 25.5
No
Deduct Values Total q CDV
.
1 23 2.5 0 25.5 3 13
2 23 2.5 2 27.5 2 20
3 23 2 2 27 1 19
Maximum CDV = 20

= 100 – 20
= 80
Cut Patching ((m2)
(m)
Crossing(m2)
17
10. Longitudinal & Transverse 15. Rutting (m2)
Cracking(m)

QUANTITY TOTAL
SURVEY % VALUE
10 M 1.91 0.32 1.45 0.19 0.82 0.22 0.93 5.84
13 M 0.108 0.112 0.420 0.64
07 H 2.79 2.79
SOLUTION:

QUANTITY TOTAL
SURVEY % VALUE
10 M 100*(5.84/710) =
1.91 0.32 1.45 0.19 0.82 0.22 0.93 5.84 8.0
0.82
13 M 0.42 100*(0.64/710) =
0.108 0.112 0.64 87.0
0 0.09
7H 100*(2.79/710) =
2.79 2.79 9.0
0.39
18
s Density (%)
Survey
10 M

Cracking
13 M
Potholes
07 H
Edge Cracking
19

m = 1 + (9/98) (100 – HDV)
= 1 + (9/98) (100 – 87)
= 2.1
 Deduct values in descending order: 87,9,8

selected, i.e., 87,9,8

 Totals deduct value = 87 + 9 + 8 = 104
No. Deduct Values Total q CDV

1 87 9 8 104 3 65
2 87 9 2 98 2 68
3 87 2 2 91 1 90
Maximum CDV = 90

= 100 – 90
= 10
20
Cut Patching ((m2)
(m)
Crossing(m2)

QUANTITY TOTAL
SURVEY % VALUE
10 H 4.8 2.4 1.2 37.8 5.8 1.7 53.70
10 M 0.14 0.15 0.45 0.74
13 H 0.519 0.258 0.348 1.125
13 M 0.018 0.008 0.007 0.033
SOLUTION:

QUANTITY TOTAL
SURVEY % VALUE
10 H 100*(53.70/710) =
4.8 2.4 1.2 37.8 5.8 1.7 53.70 53.0
7.56
10 M 100*(0.740/710) =
0.14 0.15 0.45 0.740 0
0.10
13 H 100*(1.125/710) =
0.519 0.258 0.348 1.125 64.0
0.16
13 M 100*(0.033/710) =
0.018 0.008 0.007 0.033 19.0
0.04

s Density (%)
Survey
21
10 H

Cracking
10 M

Cracking
13 H
Potholes
22
13 M
Potholes

m = 1 + (9/98) (100 – HDV)
= 1 + (9/98) (100 – 64)
= 4.31
 Deduct values in descending order: 64,53,19,0

selected, i.e., 64,53,19,0

 Totals deduct value = 64 + 53 + 19 + 0 = 136

1 64 53 19 0 136 4 75
2 64 53 19 2 138 3 77
3 64 53 2 2 121 2 81
4 64 2 2 2 70 1 70
Maximum CDV = 81
23
= 100 – 81
= 19
Cut Patching ((m2)
(m)
Crossing(m2)

QUANTITY TOTAL
SURVEY % VALUE
10 M 17.6 0.38 0.14 9.2 7.2 34.52
13 M 0.039 0.011 0.014 0.007 0.071
SOLUTION:

QUANTITY TOTAL
SURVEY % VALUE
10 M 100*(34.52/710) =
17.6 0.38 0.14 9.2 7.2 34.52 20.5
4.86
13 M 100*(0.071/710) =
0.039 0.011 0.014 0.007 0.071 0
0.01
24

s Density (%)
Survey
10 M

Cracking
13 M
Potholes
Highest deduct value, HDV = 20.5

m = 1 + (9/98) (100 – HDV)
= 1 + (9/98) (100 – 20.5)
= 8.30
 Deduct values in descending order: 20.5,0

selected, i.e., 20.5,0
25

 Totals deduct value = 20.5 + 0 = 20.5

1 20.5 0 20.5 2 15
2 20.5 2 22.5 1 22
Maximum CDV = 22

= 100 – 22
= 78
7.0 DISCUSSION
26
8.0 CONCLUSION
Following the inspection of the main road of Jalan Sungai Panchor, we discussed some recommendations for
improvement. First and foremost, it should have a park for cars and motorcycle because we don’t want cars stopping
at the places they shouldn’t. Therefore, as a result, allocate a specific parking space for the cars and motorcycle so
that unwanted events do not happen. Before this, parking space for parents was relatively small, and it could only
allow a few vehicles to park here. So, the provision of waiting areas for worker, school van, etc., should be tried to
expand. So that's it for the people at Jalan Sungai Panchor to improvement proposals. We are convinced that all the
factors involved will guarantee a high level of safety in the environment. As a result, the risk of traffic accidents in
the area may be decreased. There may be less traffic congestion if there are allocated parking areas. In summary, we
discovered that the level of security is medium. This is because a few things need to be improved to create a good
level of security.
27
9.0 REFERENCES
[1] Carey, W. N. and Irick, P. E. (1960). The pavement serviceability performance concept, Highway Research
Bulletin 250.
[2] COST (2008). The way forward for pavement performance indicators across Europe, Final Report, COST
Action 354, Performance Indicators for Road Pavements.
[3] Shahin, M. Y. (2005). Pavement management for airports, roads, and parking lots (Vol. 501). New York:
Springer
[4] ASTM, 2008, Standard Practice for Road and Parking Lots Pavement Conditions Survey, Designation D 6433-
07, ASTM, USA
[5] Peng, B., Hu, L., Jiang, Y. S., & Yun, L. (2012). Research on Relationship between Riding Quality and
Pavement Distress of Asphalt Pavement. Applied Mechanics and Materials, 178, 1306-1313.
[6] Yu, J., 2005, Pavement Service Life Estimation and Condition Prediction, A Dissertation of Doctor of
Philosophy in Engineering, The University of Toledo. United States.
28

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PAVEMENT CONDITION INDEX (JALAN SUNGAI PANCHOR)

COURSE CODE DAC 21903

SUBJECT HIGHWAY AND TRAFFIC ENGINEERING

FACULTY CENTRE FOR DIPLOMA STUDIES

SEM/SESSION SEMESTER 1 SESSION 2022/2023

LECTURE NAME TS. MOHD ERWAN BIN SANIK

DATE OF SUBMIT 10 JANUARY 2023

5. PAVEMENT CONDITION INDEX

1.2 Background of the study

2.0 PROBLEM STATEMENT

Technology (to access the data)

The data's researcher

The place where all researchers when conducted the project

The required condition that researchers need

4.2 Methods The procedure is in the following flowchart:

Choose the road

Elaborate the data that

Make a full report

• Combine all data from

4.4 Study location

JALAN KAMPUNG JAWA (ASPHALT SURFACED ROAD)

CONDITION SURVEY DATA SHEET

BRANCH: TRAFFIC LABORATORY UTHM DATE: 27 DECEMBER 2022

SURVEYED BY: GROUP A SAMPLE UNIT: 01

SECTION: JLN SUNGAI PANCHOR SAMPLE AREA: 100 m × 7.1 m

10. Longitudinal & Transverse 14. Railroad

15. Rutting (m2)

DISTRESS DENSITY DEDUCT

10 M 1.68 0.12 0.23 0.50 2.53

07 L 0.54 0.70 1.24

13 M 0.11 0.51 0.118 0.738

1. Determine the Distress Density and Deduct Value.

DISTRESS DENSITY DEDUCT

Distres Related Pictures Graphs Deduct Value vs Distress

Longitudinal & Transverse

Highest deduct value, HDV = 34

 Deduct values in descending order: 34,3,0.5

(3) Maximum corrected deduct value, CDV

 Number of deduct values greater than 3, q = 3

(4) Determine the Pavement Condition Index

PCI = 100 – CDVmax

JALAN KAMPUNG JAWA (ASPHALT SURFACED ROAD)

CONDITION SURVEY DATA SHEET

BRANCH: TRAFFIC LABORATORY UTHM DATE: 27 DECEMBER 2022

SURVEYED BY: GROUP A SAMPLE UNIT: 02

SECTION: JLN SUNGAI PANCHOR SAMPLE AREA: 100 m × 7.1 m

DISTRESS DENSITY DEDUCT

10 M 1.68 0.39 0.38 0.15 0.26 2.86

13 M 0.12 0.63 0.112 0.862

1. Determine the Distress Density and Deduct Value.

DISTRESS DENSITY DEDUCT

Table 1: Related Pictures Based on Distress Survey above

Distres Related Pictures Graphs Deduct Value vs Distress

Longitudinal & Transverse

(2) Maximum allowable number of deducts m

Highest deduct value, HDV = 23

 Deduct values in descending order: 23,2.5,0

(3) Maximum corrected deduct value, CDV

(4) Determine the Pavement Condition Index

PCI = 100 – CDVmax

JALAN KAMPUNG JAWA (ASPHALT SURFACED ROAD)

CONDITION SURVEY DATA SHEET

BRANCH: TRAFFIC LABORATORY UTHM DATE: 27 DECEMBER 2022

SURVEYED BY: GROUP A SAMPLE UNIT: 03