GRADUATE PROGRAM ADDIS ABABA SCIENCE AND

TECHNLOGY UNIVERSITY COLLEGE OF

ARCHITECTURE AND CIVIL ENGINEERING

Assessment of Defects in the Quality of Rural Road

Construction Projects: -A Case Study on Fiche-Gerbagurecha
Flexible Pavement Road

By: Gemechu Mechessa

A Project Submitted To

College of Architecture and Civil Engineering for the Partial Fulfillment of the
Requirement for the Master of Engineering in Road and Transport Engineering

Advisor: Dr. Melaku Sisay

June, 2019 Addis Ababa

 APPROVAL PAGE

This master of engineering thesis in title with Assessment of Defects in the Quality of Rural

Road Construction Projects has been be approved by the following examiners in partial

fulfillment of the requirements of the degree of master of engineering in civil engineering

(road and transport)

Approved By Board of Examiners:

Principal advisor

Dr. Meleku Sisaye ___________ __________

Advisor Signature Date

Members of examining board

1. __________________ __________ __________

Internal Examiner Signature Date

2. __________________ ____________ __________

ERA, PG, Program coordination Signature Date

3. __________________ ____________ __________

Head, civil Eng department Signature Date

4. Dr. Beruk Abate ____________ __________

Dean, college of Arch. and Civil Eng Signature

 DECLARATION

I here by declare that this thesis entitled assessment of defects in the quality of rural road
construction projects was composed by myself, with the guidance of my advisor, that the work
contained herein is my own except where explicitly stated otherwise in the text, and that this
work has not been submitted, in whole or in part, for any other degree or processional
qualification.

Gemechu Mechessa

June, 2019
 ABSTRACT

The main objective of this study is to assess defects in rural flexible pavement road projects in-
order to identify appropriate type maintenance needs for the projects. Pavement maintenance
work is performed from time to time to keep a pavement under normal conditions of as nearly as
possible in its as-constructed condition. The selection of the right maintenance strategy at the
right time is the most importance for an effective management of highway pavements. The
appropriate maintenance strategy will be influenced by the type, severity, and extent of the
pavement surface distresses and the structural and roughness condition of the pavement.

The purpose of pavement maintenance is to correct deficiencies caused by distresses and to

protect the pavement from further damage. A condition rating of the pavement will help
determine what pavement maintenance technique is necessary. To identify maintenance type and
rehabilitation need for the road, Pavement condition assessment is done by collecting condition
survey and IRI as input data from Ethiopian Roads Authority. In order to obtain an overall
assessment of pavement conditions for a road network, it is often necessary to combine
individual distress data to form composite index called pavement condition index (PCI)
summarizes the condition of each pavement segment. This pavement condition index is used
to recommend the type of maintenance required for the road.

The pavement evaluation results from the manual PCI survey revealed that all sections of road
were fair condition. The pavement that has been studied would seem to require maintenance.
Thick overlay (sometimes called surface treating) is needed in a whole pavement.

Keywords

Pavement defects, pavement evaluation, type and severity level of distress, PCI value,
pavement maintenance.
 ACKNOWLEDGEMENT

Above all, I thank God, for what he has done to me in my entire life and make me strong and feel
patience in committing the tasks in great effort to overcome various challenges and finally come
up with accomplishment of this project.
Next, I am very grateful to express my deepest appreciation to my advisor, Dr. Melaku Sisay

(PhD), for his excellent advice and spending his precious time to improve the quality and final
success of this project.
Finally, I would like to thank my family and friends those who encouraged me throughout my
work.
 Table of Content

Approval Page …………………………………………………..…………………………..i

Declaration ………….…………...…………………….……………………………………ii

Abstract ............................................................................................................................... iii

Acknowledgment .................................................................................................................iv

Table of content.....................................................................................................................v

List of table …………...……………………………………………..…………………… vi

List of Figure …………….….……………….……………………………………………vii

Abbreviation ......................................................................................................................viii

1. Introduction.................................................................................................................................1

1.1. Back Ground …………..................................................................................................1

1.2. Road Network of Ethiopia .............................................................................................2

1.3. Problem of study..............................................................................................................3

1.4. Location of the study ……………….............................................................................3

1.5. Objective of the Study.....................................................................................................5

1.5.1. General Objective of the Study…………………..................................................5

1.5.2 Specific Objective of the Study……………………...……….……………….……5

1.6 Scope of the Study............................................................................................................5

2. Literature Review........................................................................................................................6

2.1 Deterioration in Flexible Pavement ………………………………………………… ...6

2.2 Pavement Distress…………………………………………………………………..…...7

2.2.1 Cracks ..................................................................................................................7

 2.2.2. Surface deformation ...........................................................................................11

2.2.3 Disintegration …………………………. .........................................................15

2.3 Assessment of Surface Condition.................................................. .............................17

2.3.1. Pavement roughness ……………………………………………...……………..17

2.3.2. Surface Condition Rating Index...........................................................................18

2.4. Pavement Condition Index (PCI)...................................................................................20

2.4.1 Pavement Condition Rating................................................................................20

2.4.2 Definition Pavement Condition…………….......................................................21

2.5. Type of Repair Options………………………………..................................................22

2.5.1 Selection of Treatments for Each Condition ……………………..……………….24

3. Methodology ….........................................................................................................................28

3.1 Homogeneous Section Selection..................................................................................29

3.2 Pavement condition evaluation and analysis...............................................................29

3.2.1 Fu n c t i o n a l Evaluation.......................................................................................30

3.2.1.1 R o u g h n e s s survey.......................................................................................30

3.2.1.2 Roughness data analysis method .................................................................31

3.3 Distress data collection method. ……….........................................................................31

3.3.1. Distress data analysis method ………………………………………………….31

3.4 Pavement Condition Rating Index……..........................................................................32

4. Result and Discussion. ……………………………..........................................................…......33

4.1 Homogeneous Section Selection.....................................................................................33

 4.2 Functional evaluation and analysis of pavement..........................................................33

4.2.1 Pavement Roughness….....................................................................................33

4.2.1.1 Roughness data analysis and discussion...................................................34

4.2.2 Pavement Surface Condition ……..........................................................................37

4.2.2.1 Data and Types of pavement distress….......................................................37

4.2.2.2 Distress data analysis and discussion............................................................45

4.2.2.3 Pre-dominant distress types observed and Possible causes…………………46

4.2.3 Pavement condition indices ………………………………………………........46

4.2.3.1 Sub section Pavement condition indices assessment…..............................48

4.2.3.2 Overall functional condition assessment.....................................................49

5. Conclusion and Recommendation ………………………...………...…..………….…..….....50

5.1 Conclusion.....................................................................................................................50

5.2 Recommendations…………………….……………….……..………………….……..51

References……………………...……………………………………………………………....52

Appendix…………………………………………………………………………………….....53
 List of Tables

Table 2.1 severity levels of potholes………………………………………………...………15

Table 2.2 IRI and RCI Range Description .............................................................................18

Table 2.3: Pavement Condition Index (PCI) and Rating Scale……………………………….20

Table 2.4: Type of Repair Options………...………………………………………………….23

Table 4.1: FHWA pavement roughness versus ride quality………...………………..….…..34

Table 4.2: Fiche- Gebere Guracha section pavement roughness summary............................36

Table 4.3: Distresses types for flexible pavement………………………………………...….38

Table 4.4: Sub-section pavement surface condition index summary.......................................45

Table 4.5.percentage of total distress in sub-section ……………..........................................45

Table 4.6: The PSCI Rating System …………………………………………………..………47

Table 4.7: Sub-sections pavement functional condition summary…………..………………50

 List of Figures

Figure 1.1 flexible pavement road network map of Ethiopia………...………...……………..2

Figure 1.2: Road net work.........................................................................................................4

Figure 2.1: Alligator cracking....................................................................................................8

Figure 2.2: Longitudinal cracking..............................................................................................9

Figure 2.3 Edge Cracking…………………………………………………………….....…..10

Figure 2.4 profiles to investigate rutting………………….………………………………….12

Figure 2.5 Corrugations……………………………………………………………..……….12

Figure 2.6 Crawl or Shoving……………………………………………………….........…..14

Figure 2.7 Potholes………………………………………………………………….……….15

Figure 2.8 Patching………………….………………………………………………….……16

Figure 2.9 Relationship between pavement condition and time……………………………..21

Figure 2.10 pavement condition & maintenance activities………………………………..…25

Figure 3.1 flow chart of research methodology......................................................................29

Figure 3.2: Pavement condition evaluation and analysis flow chart.......................................30

Figure 3.3: Pavement Condition Index rating…………………….........................................32

Figure 4.1: Fiche- Gebere Guracha section pavement IRI graph...........................................35

Figure 4.2: Pavement roughness condition Index by sub-section..........................................36

Figure 4.3 Severity levels of Alligator cracking……………………………………………..39

Figure 4.4 Severity levels of longitudinal cracking……………………………………….....40

Figure 4.5 Severity levels of Transverse Cracks………………………………………….....41

Figure 4.6 Patching………………………………..…………………………………………43

Figure 4.7 Severity levels of Potholes……………………..…………………………….…..44

Figure 4.8: Pavement Condition Index (PCI)…………….……………………………..…..49

 ABBREVIATIONS

ASSHTO =American Association of State Highway and Transportation Officials

ASTM =American Society for Testing and Materials

BB =Benkelman Beam

ERA = Ethiopian Road Authority

FHWA = Federal Highway Administration

GTC =Geotechnical Testing Center

GOE = Government of Ethiopia

IJARESM = International Journal of Advanced Research in Engineering, Science and

Management

IRI = International Roughness Index

PCI = Pavement Condition Index

PMS = Pavement Management System

RCI = Roughness Condition Index

RSDP = Road Sector Development Program

SCI = Surface condition index

 Chapter One

1. Introduction

1.1 Background

Roads play a major role in the development of all countries and societies by providing the
essential links between different parts of the country to facilitate the movement of people and
transport of goods. The importance of roads increases as the absence of other means of transport
such as railways and waterways, which is often occurred in developing countries.

Many pavements are exposed to a reduction of the quality of the road and reduce the degree of
safety and comfort to road users. Some of these problems occur in asphalt layers, such as cracks,
rutting, potholes and some of the lower classes occur.

Pavement condition assessment should be done periodically to secure the performance of road
network maintenance and management. Pavement asphalt is deteriorated, not only due to low
quality control during construction, but due to improper maintenance after service. A pavement,
one of most important infrastructures, is required to provide the comfortable and safety to the
people and vehicles travelling on it. However, a pavement is a kind of consumable material
and must be replaced at adequate timing because it is easily and directly damaged or
deteriorated by the applying load and surrounding environment such as heavy traffic, severe
climate and so on, which depends on its location.

Damage appears slowly at first, and then gradually accelerates, accumulating to become visible
as structural distress and tangible as ride quality reduced. If distress is observed and corrected
in a timely manner, low cost strategies will restore the road to nearly its original condition.
However, if early treatment is neglected or postponed, the accumulated damage will require a
more costly repair treatment. Recognizing defects and understanding their severity help us to
evaluate pavement condition and select cost-effective repairs.

Generally, to evaluate asphalt pavement after in service, functional deterioration such as

Cracking, Surface Deformation, and Surface Defects were considered. The functional pavement
condition evaluation is made based on roughness survey and pavement surface condition survey
results. Pavement condition Rating (PCR) is an indicator that rates the surface condition of the
pavement (FHWA, 2008). The method used for calculating PCR value is presented. It is built
based on Pavement surface condition index (SCI) and pavement international roughness Index

1
(IRI) of the road section. Finally, the PCR Scale and the descriptive condition of a pavement
associated with the various ranges of the PCR values are outlined.

1.2 Road Network of Ethiopia

Ethiopia Road Sector Development Program (RSDP) discovered that in 1997 Ethiopia road
coverage is 26,550 km. In 2013 the total road network expansion of the country has reached
85,966km. Over the past 20 year (1997-2017) the road network increased from 26,550 to
110,414km. 70% of the network is in good condition, compared with 22% in 1997.

As a result of inadequate maintenance over long periods, Ethiopia’s road network had deteriorated
to such an extent that, in 1997, about 78% of the classified roads were in poor condition; which in
turn adversely affected agriculture activity by way of high transport costs, delayed evacuation and
crop damage. To redress the situation, the Government of Ethiopia (GOE) formulated, with the
support and wide consultation with development partners and stakeholders in 1997, a 10-year
Road Sector Development Program (RSDP) and implemented in two phases – RSDP-I (1997-
2002)and RSDP-II (2002-2007). The RSDP provides the key to transport development in Ethiopia, and
listed several roads and sector policy support options, which formed the basis for donor intervention
in the program

Figure 1.1 flexible pavement road network map of Ethiopia ( ERA, 2017)

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1.3 Problem of study

Pavements deteriorate over time and affect our movement activities and Sometimes they may be
cause for accidents. Even at the opening of the road with high quality and specifications, the
Paved roads are often deteriorate as the passage of time and with the use of the road because of
traffic loads applied on the road on a daily basis and continuous in addition air factors such as
daily and seasonal rains and changes in temperatures, it is difficult to maintain the road on the
same specification that was owned at the opening and problems start to appear represented in the
pavement cracks.

The cost of maintenance expense exceeds the cost of construction itself because it was
disrupting traffic generated by the delay in the establishment of these roads. Preventive
maintenance is an essential tool for extending the life of a pavement. Used early in a
pavement's life, preventive maintenance corrects small problems before they become big
problems, saves money, reduces delays and improves safety and ride ability.

At the opening of the road, it has high quality and specifications. But the passage of time and
with the use of the road because of traffic loads applied on the road on a daily basis and
continuous in addition air factors such as daily and seasonal rains and changes in temperatures,
it is difficult to maintain the road on the same specification that was owned at the opening and
problems start to appear represented in the pavement cracks, holes and undulations and so on
(RLTA, 2010).

1.4. Location of the study

The study road lies in the north east part of Ethiopia in the main road from Addis Ababa to
Gondar through Fiche, Dejen, Debremarkos and Bahirdar. This paper is carried out on sub-
section part from Fiche to Gebere Guracha (102+000 km to 142+000 km).

3
 Fiche- GerbeGurecha

Anbiso

Degem

Fiche

GerbeGurecha Alidoro

Figure 1.2: Road net work (Source HITCON Engineering PLC

4
1.5. Objective of the Study

1.5.1. General Objective of the Study

The main objective of this study is to assess or explore the existing common road defects
particularly in selected Fiche- Gebere Guracha road.

1.5.2 Specific Objective of the Study

The specific objectives of this study are:

 To define and discuss defects.

 To evaluate the asphalt pavement defects by using pavement condition index (PCI).
 Estimate the maintenance options

1.6 Scope of the Study

This study focuses on assessing defects in flexible pavement road projects to estimate roads
flexible pavement condition through surface condition surveys and IRI using the Pavement
Condition Index (PCI) of quantifying pavement condition.

5
 Chapter Two

2. Literature Review

2.1 Deterioration in Flexible Pavement

Assessment of the pavement condition is by the visual observation and recording of types of
defects on the surface of the pavement. Pavement condition survey includes detection of surface
distresses, such as cracking, rutting, and other surface defects, and can also include survey of
pavement roughness in certain cases.

The elements of visual assessment of the situation as follows:

a. Type of distress.

b. Severity of distress.

c. The intensity of the impact of defect layer pavement.

Before any inspection of the site must follow the safety means so as to ensure the safety and
conduct of the examination process.

This manual is prepared to assist user of the Pavement Management System (PMS) in
identifying surface distress in a uniform and repeatable manner. The distresses included in this
manual are used to calculate the Pavement Condition Index (PCI) for pavements surfaced with
asphalt concrete and surface treatments.

This part contains general descriptions of the major types of distress that may be encountered in
both flexible (asphalt concrete) and rigid pavements. Also noted is a typical description of three
distress severity levels associated with each distress.

A pavement moisture accelerated distress identification system". These descriptions are

provided as a guide to user agencies only and should not be viewed as a standard method
for distress type severity identification. This information, along with an estimate of the amount
of each distress severity combination, represents an example of the minimum information needs
required for a thorough condition (distress) survey(AASHTO, 1993).

6
 2.2 Pavement Distress

Pavement distresses are those defects visible on the pavement surface. They are symptoms,
indicating some problem or phenomenon of pavement deterioration such as cracks, patches and
ruts. The type and severity of distress a pavement has can provide great insight into what its
future maintenance and/or rehabilitation needs will be. The distress is generally described in
terms of severity, extent and distress type. However, the distress identification and
measurement procedures may slightly vary from agency to agency (Luo, 2005). Defects in the
asphalt pavement can be classified groups on the basis of appearance as follows (David,
2006):

2.2.1 Cracks

Alligator cracking or Cracking

Description

This crack (alternatively called Fatigue/crocodile crack) is induced by traffic as well as

environmental effect and start to crack irregularly in longitudinal direction which in later stage
interconnected to form small blocks that looks like the skin of Crocodile. As the location of
Ethiopia is in the tropical region, the bitumen in the asphalt wearing course oxidizes rapidly;
this makes the asphalt material brittle and results in cracking at the top surface.

Severity Levels

Low (L): An area of cracks with no or very few interconnecting cracks and the cracks are not
spelled. Cracks are <= 0.25 in (6mm) in mean width. Cracks in the pattern are no further apart
than 1 foot (0.328 m). It may be sealed cracks with sealant in good condition and a crack width
that cannot be determined.

Medium (M): An area of interconnected cracks that form a complete pattern cracks may be
slightly spalled. Cracks are >0.25 in. (6 mm) and <= 0.75 in. (19 mm) or any crack with a mean
width <= 19 mm and adjacent low severity cracking. Cracks in the pattern are no further apart
than 6 in. (150 mm).

High (H): An area of interconnected cracks forming a complete pattern. Cracks are moderately
or severely spalled. Cracks are >0.75 in (19mm) or any crack with a mean width <= 0.75 in
(19mm) and adjacent medium to high severity random cracking.

7
 A combination of observed crack width and crack pattern is used to determine overall severity
of alligator cracking. Based on above description of each severity, the highest level of crack
width and crack pattern determines overall severity.

Figure 2.1: Alligator Crack Patterns of Differing Severity

How to Measure

Alligator cracking is measured in square meter of surface area .The major difficulty in
measuring this type of distress is that two or three levels of severity often exist within one
distressed area. If these portions can be easily distinguished from each other, they should be
measured and recorded separately, however, if the different levels of severity cannot be divided
easily, the entire area should be rated at the highest severity level present

Possible causes

Causes include the expected alligator cracks one or more of the following reasons (GTC, 1998):

 Due to repeated traffic loads.

 Aging of asphalt materials by the time.
 Insufficient thickness of the pavement.
 Poor drainage in the base layers and under the foundation.

8
Longitudinal cracking and transverse cracking

Description

Longitudinal cracks are long cracks that run parallel to the center line of the roadway while
Transverse cracking occurs predominantly perpendicular to the pavement centerline.

Severity Levels

Low (L): Cracks with a mean width of < 0.25 in. (6 mm). Sealed cracks with sealant in good
condition and a width cannot be determined.

Med (M): Cracks with a mean width > 0.25 in. (6 mm) and <= 0.75 in. (19 mm). Also, any
crack with a mean width < 0.75 in. (19 mm) and adjacent random low severity cracking.

High (H): Cracks with a mean width > 0.75 in. (19 mm). Also, any crack with a mean width <
0.75 in. (19 mm) and adjacent random medium to high severity cracking.

Figure 2.2: Longitudinal and Transverse Cracks (GTC, 1998)

How to Measure

Longitudinal and transverse cracks are measured in linear meter. The length and severity of each
crack should be recorded after identification. If the crack does not have the same severity level
along its entire length, each portion of the crack having a different severity level should be
recorded separately. If a bump or sag occurs at a crack it is also recorded as a distortion.

9
Possible causes

 A poorly constructed paving lane joint.

 Shrinkage of the surface due to low temperatures or hardening of the asphalt and
daily temperatures cycling.
 A reflective crack caused by joints and cracks beneath the surface course.
 Decreased support or thickness near the edge of the pavement (GTC, 1998).

Edge cracking

Description

Edge cracking is crack in the side is parallel to the edge of the pavement and away from a
distance ranging between 0.3-0.5 meters from the edge, and extends these cracks longitudinal
and transverse direction and branching towards the shoulders. And increasing the cracks as a
result of side-load traffic is classified as the area enclosed between the part and the edge of
pavement as volatile if there has been a break. Edge cracking is shown in Figure 2.5 (David,
2006).

Figure 2.3 Edge Cracking (GTC, 1998)

Severity levels

Low level of intensity (L): It is a shallow surface cracks do not cause breaks and loss of
materials on the pavement.

Medium level of intensity (M): Moderate cracks are classified when they contain break and
loss of materials in the length of up to 10% of the length of the paving of the area affected.

10
Higher level of intensity (H): It is a deep and many cracks and contains break and loss of
materials in the length of more than 10% of the length of the paving of the area affected.

How to Measure

Surface cracks measured longitudinal profiles for each level of severity alone. Measured by the
area affected by the defect length of the affected area multiplied by one meter, and the defect
density is calculated by dividing the area affected by the total area of the section scanned
multiplied by one hundred.

Possible causes

Side show cracks due to poor layers of the foundation and bedrock near the edge of pavement
(GTC, 1998).

2.2.2. Surface deformation

Pavement deformation is the result of weakness in one or more layers of the pavement that has
experienced movement after construction. The basic types of surface deformation are discussed
below in brief:

Rutting

Load associated deformation or rutting appears as longitudinal depressions in the wheel paths. It
is the result of an accumulation of non-recoverable vertical strains in the pavement layers and in
the subgrade caused by traffic loads. In its early stages this type of rutting is not associated with
shear failure (or shoving) in the upper layers of the pavement. Rutting can also be the result of
shear failure in either the unbound or the bituminous pavement layers resulting in shoving at the
edge of the road pavement. Where the shear failure is occurring in the unbound road base or sub-
base the displaced material will appear at the edge of the surfacing. This is illustrated in Figure
3.5. The severity of the shoving is difficult to measure without taking levels. (ERA 2013)

11
 Figure 2.4 profiles to investigate rutting

Corrugation

Description

Corrugation is a series of closely spaced ridges and valleys (ripples) occurring at fairly regular
intervals (1.5 meters) along the pavement (see Figure 2.5). The ridges are perpendicular to
the traffic direction. Traffic action combined with an unstable pavement surface or base usually
causes this type of distress.

Figure 2.5 Corrugations (GTC, 1998)

Severity levels

Low level of intensity (L): corrugations are minor and do not significantly affect ride
quality.

12
Medium level of intensity (M): corrugations are noticeable and significantly affect ride
quality.

Higher level of intensity (H): corrugations are easily noticed and severely affect ride quality.

How to Measure

Corrugation is measured square meters of surface area. The mean elevation difference between
the ridges and valleys of the corrugations indicates the level of severity. To determine the mean
elevation difference, a 3-meter straight edge should be placed perpendicular to the corrugations
so that the depth of the valleys can be measured in millimeters.

Possible causes

 Poor stability of asphalt concrete mixture or weak foundation.

 Excess moisture in the lower soil layers.
 Increase in asphalt and / or increase the soft material in the mix, or use a round pebble
mixture.
 Pollution mixture Contamination of mix.

Shoving

Description:

Crawl or longitudinal movement of the offset is localized to the area of the surface of the road
towards the traffic generated as a result of motor traffic loads, when the pavement layer drive
traffic it generates a short, high waves on the surface layer of pavement (see Figure 2.6). This
occurs in the defect sites intersections (and slower acceleration) and before traffic signals where
to stop and start of a movement or in areas adjoining cement concrete layer with a layer of
asphalt floppy.

13
 Figure 2.6 Crawl or Shoving (GTC, 199

Severity levels

Low (L): is the level that affects the quality of a simple command.

Medium (M): is the level that affects the average level of quality leadership.

Higher (H): level is severely affecting the quality of leadership.

How to Measure

Surface creep is measured by the box of the affected area for each level of severity, but when it
happens to crawl sites recorded as patching only. Density is calculated by dividing the area
affected by the defect on the total area of the section scanned multiplied by one hundred.

Possible causes

i. Shear stresses generated by the movement of vehicles on sites with steep slope or
at the intersections of traffic signals.
ii. Poor stability pavement surface because of the increased proportion of asphalt or
increase the proportion of the soft material in the mix or the use of rubble circular
shape.
iii. Stability of weak layers under the foundation stone and the foundation is reflected
on the surface of pavement.

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2.2.3 Disintegration

The progressive breaking up of the pavement into small, loose pieces is called disintegration:

Potholes

Potholes are structural failures which include both the surfacing and road base layer. They are
usually caused by water penetrating a cracked surfacing and weakening the road base. Further
trafficking causes the surfacing to break up and a pothole develops. Because of the obvious
hazard to the road user, potholes are usually patched as a matter of priority. Although patches are
not necessarily defects, they do indicate the previous condition of the road and are included in
the assessment. (ERA 2013)

Figure 2.7 Potholes (GTC, 1998)

Severity levels

Maximum Depth Median Diameter (mm)

100 -200 201 - 450 451 - 750
13 -25 Low Low Medium
– 50
(mm)
26 Low Medium Higher
More than 50 Medium Medium Higher

Table 2.1 severity levels of potholes (GTC, 1998)

15
How to Measure:

If a hole more than (750) is scaled mm Surface Area and then divided by (0.5) half a meter box
to find the equivalent number of craters, but if the depth of excavation is less than 25 mm are
considered moderate, and high intensity in the case of depth of more than 25 mm

Possible causes

 Break the surface of the pavement as a result of alligator cracks.

 Turn the place of the surface layer of paving.
 The presence of moisture and do accelerate the movement from the emergence of
drilling.

Patching

Description

A patch is an area of pavement which has been replaced with new material to repair the existing
pavement (see Figure 2.8). A patch is considered a defect no matter how well it is performing (a
patched area or adjacent area usually does not perform as well as an original pavement section)
(ASTM D6433).

Figure 2.8 Patching (GTC, 1998)

Severity levels

Low level of intensity (L): is the level that affects the quality of a simple command
and where the patching in good condition.

16
 Medium level of intensity (M): patch is moderately deteriorated and ride quality is rated as
medium severity.

Higher level of intensity (H): patch is badly deteriorated and ride quality is rated as high
severity. Patch needs replacement (maintenance needs to be immediate).

How to Measure

If a hole more than (750) is scaled mm Surface Area and then divided by (0.5) half a meter box
to find the equivalent number of craters, but if the depth of excavation is less than 25 mm are
considered moderate, and high intensity in the case of depth of more than 25 mm .

Possible causes

Possible reasons include a defect patching traffic loads, not controlling the quality of materials or
poor implementation of re-filling and the poor operation of asphalt.

2.3 Assessment of Surface Condition

Pavement condition assessment begins with collecting data to determine the type, amount, and
severity of surface distress, structural integrity, ride quality, and skid resistance of the pavement.
Pavement condition data is necessary to determine maintenance and rehabilitation needs, project
future condition, and identify the impacts of treatment. It is also used to identify feasible
maintenance and rehabilitation strategies, prioritize work, and help optimize maintenance and
rehabilitation fund expenditures. (AASHTO, 1993)

2.3.1. Pavement roughness

Pavement roughness is defined as an expression of irregularities in the longitudinal profile of its

surface that adversely affects the ride quality of a vehicle, thus causing discomfort to the user.
Smoother roads are required because they provide comfort and safety to road users, reduce
vehicle operating cost by reducing fuel and oil consumption, tire wear, maintenance cost and
vehicle depreciation, and reduce pavement maintenance cost. Smooth roads result in less
dynamic loading from truck traffic, which reduces pavement distresses thus resulting in less
maintenance and lower life cycle cost. Therefore, it is expected that smoother roads will last
longer. (Fred L. Mannering, Scott S. Washburn, 2012)

The Roughness Index Percentage (RIP) or Roughness Condition Index (RCI) is calculated by the
following formula:
17
 RCI = ------------------- equ. (ERA, 2013)

Where,

RCI = Roughness Condition Index

Average IRI is computed as:

Rating category IRI RCI

Excellent < 0.95 m/km 95-100

Good 0.95 – 1.49 m/km 85-94
(inch/mile) Value Range
Fair 1.50 – 1.88 m/km 61-84

Poor 1.89 – 2.68 m/km <=60

Table 2.2: IRI and RCI Range Description (FHWA, 2008)

2.3.2 Surface Condition Rating Index

SCI = 100 - [(100 - AC_Index) + (100 - LC_Index) + (100 - TC_Index) + (100 - Patch Index) +
(100 - Rut_Index)]

Where:

Determination of AC_Index, LC_Index, TC_Index, Patch Index and Rut Index as follow

Alligator Crack (AC) Index

AC_Index = 100 – 40 * [(%Low / 70) + (%Med / 30) + (%Hi / 10)]

In AC_Index, the denominators 70, 30, and 10 are the Maximum Allowable Extents (MAE)

for each severity Percent of total area is computed as:

Longitudinal Crack (LC) Index

LC_Index = 100 – 40 * [(%Low / 350) + (%Med / 200) + (%Hi / 75)]

Where:
18
The values %Low, %Med, And %Hi report the length of longitudinal cracking within each
severity as a percent of the section length (0.02 mile, primary lane).

These values are ≥ 0 and can exceed 100.

%LOW = Percent of interval length (primary lane, 0.02 in length), low severity

%MED = Percent of interval length (primary lane, 0.02 in length), medium severity

%HI = Percent of interval length (primary lane, 0.02 in length), high severity

Percent of interval length is computed as:

Length of respective longitudinal cracking

Transverse Crack Index

TC_Index = 100 – {[20 * ((Low / 15.1) + (Med / 7.5))] + [40 * (Hi / 1.9)]}

Where:

Number of cracks is computed as:

PATCH_INDEX = 100 – 40 * (%Patching / 80)

Percent of total area is computed as:

RUT_INDEX = 100 – 40 * [(%Low / 160) + (%Med / 80) + (%Hi / 40)]

Where:

Percent of rut measurements within each severity is computed as:

19
 2.4 Pavement Condition Index (PCI)

The detailed field inspections categorize and quantify the pavement deficiencies such as cracks,
patches and utility trench cuts. These deficiencies are entered into the PMS program that
calculates a Pavement Condition index (PCI) for each roadway. PCI values range from zero
(very poor) to 100 (excellent) (Weil, 2009).

2.4.1 Pavement Condition Rating

The pavement condition rating is a description of pavement condition as a function of the PCI
value that varies from failed to excellent as shown in Table 2.2.

Table 2.2 pavement condition ratings and pavement condition index ranges
(Seiler,2009.Weil, 2009.U.S DOT, 2009).

Pavement Condition rating Pavement Condition index

Excellent 86-100
Rating
Very Good Index
71-85
Good 56-70
Fair 41-55
Poor 26-40
Very Poor 11-25
Failed 0-10
Table 2.3: Pavement Condition Index (PCI) and Rating Scale (ASTM, D 6433)

The PCI is a quick method of comparing the overall condition of pavement and magnitude of
rehabilitation needs. The following figure shows how pavement condition typically deteriorates
over time. The new pavement holds its good condition for a long period, but once it begins
to fail; its condition drops rapidly (Weil, 2009).

20
Figure 2.9 Relationship between pavement condition and time (U.S DOT, 2009).

2.4.2 Definition Pavement Condition

Excellent:-Pavement is new construction .Nothing would improve the roadway at this time.

Very Good

Pavement structure is stable, with no cracking, no patching, and no deformation evident.

Roadways in this category are usually fairly new. Riding qualities are excellent. Nothing would
improve the roadway at this time.

Good

Pavement structure is stable, little cracking and no deformation evident. Little maintenance
would improve the roadway at this time.

Fair

Pavement structure is generally stable with minor areas of structural weakness evident.
Cracking is easier to detect. The pavement may be patched but not excessively. Although riding
qualities are good, deformation is more pronounced and easily noticed.

Poor
21
Areas of instability, marked evidence of structural deficiency, large crack patterns (alligator)
heavy and numerous patches, deformation very noticeable. The riding qualities are range
from acceptable to poor.

Very Poor

Pavement is in extremely deteriorated condition. Numerous areas are instability. Majority of

section is showing structural deficiency. Riding quality is unacceptable (probably should slow
down).

Failed

Pavement structure is failed, with cracking and deformation evident. Roadways in this
category are usually failed. Reconstruction at this time. (Bashir, 2006).

2.5. Type of Repair Options

After the inspected the roadway and examine the types of distress. Two different factors need
to be examined: density and the severity levels of distress (David, 2006). Maintenance is an
essential practice in providing for the long-term performance and the esthetic appearance of an
asphalt pavement. The purpose of pavement maintenance is to correct deficiencies caused by
distresses and to protect the pavement from further damage. Various degrees or levels of
maintenance can be applied to all pavements, regardless of the end user (Lavin, 2003).

Density

Low Medium High

Type of distress
L Do nothing Slurry seal overlay

M depth patch overlay reconstruction

Alligator
H depth patch overlay reconstruction
Cracking Severity
L Do nothing Do nothing Do nothing
levels
M Crack sealing Crack sealing Recycle surface
Block Severity
cracking levels H Slurry seal Recycle surface Thin overlay

Transverse L Do nothing Do nothing Do nothing

and Longitudinal M Crack sealing Crack sealing Crack sealing

Severity
cracks
levels H Slurry seal Slurry seal Thin overlay

22
 L Do nothing Do nothing Do nothing
M Crack sealing Crack sealing Crack sealing
Edge Severity
H Repair shoulder
Repair shoulder
Repair shoulder /Deep
cracking levels
/Deep patching /Deep patching patching
L Do nothing Do nothing Do nothing

M Deep patching Deep patching Deep patching

Shoving Severity
levels H Deep patching Deep patching Reconstruction

L Do nothing Do nothing Do nothing

Rutting Severity M Milling and repave Milling and repave Milling and repave

levels H Deep patching Deep patching Reconstruction

L Do nothing Do nothing Do nothing

M Surface patching Surface patching Surface patching

Corrugation Severity
levels H Deep patching Base repair and
Base repair and repave

L Do nothing repave
Do nothing Do nothing

M Do nothing Spry hot sand and rollMilling and repave

Bleeding or Severity
levels H Milling and repave Milling and repave Milling and repave
Flushing
Raveling and
Severity L Do nothing Do nothing Do nothing
Weathering levels M Slurry seal Slurry seal Slurry seal

H Thin overlay Thin overlay Thin overlay

Potholes Severity L Surface patching Surface patching Surface patching

levels M Surface patching Surface patching Surface patching
H Deep patching Deep patching Deep patching

Table 2.4: Type of Repair Options.

23
2.5.1 Selection of Treatments for Each Condition

Maintenance is an essential practice in providing for the long-term performance and the
esthetic appearance of an asphalt pavement. The purpose of pavement maintenance is to correct
deficiencies caused by distresses and to protect the pavement from further damage. Various
degrees or levels of maintenance can be applied to all pavements, regardless of the end use. A
condition rating of the pavement will help determine what pavement maintenance technique is
necessary (Lavin, 2003).

Figure 2.10 shows nine renewal activities which restore the condition of pavement from a
downstream condition (worse) to an upstream condition (better) ( Akyildiz, 2008). Two type
of maintenance that routine and preventive maintenance are the most economical options.
Reconstruction techniques are the most expensive, and are usually done when there is no
otherchoice.

24
 Rehabilitation (2)

Thick overlay (3)

Thin overlay (4) Thin overlay (3)

Very good Very poor

condition Good Condition Fair Condition Poor Condition Condition
(5) (4) (3) (2) (1)

OM(4) OM(3)

Thick overlay (2)

Rehabilitation (1)

Reconstruction

Figure 2.10 pavement condition and maintenance activities (Akyildiz, 2008)

25
 Definition of Sets

a. Pavement Condition: This set represents the pavement’s condition state. There are five
predefined pavement condition states available. These condition states are as follows (Akyildiz,
2008).

 Very Poor Condition

 Poor Condition
 Fair Condition
 Good Condition
 Good Condition

b. Set of Treatments: A set of treatments represents the treatment types to be used in the model.
There are 9 predefined treatment types available. These treatments and their definitions are as
follows (Akyildiz, 2008):

1. Reconstruction applied to pavement in very poor condition: This treatment type restores
pavement in very poor condition to excellent condition.
2. Rehabilitation (1) applied t o pa ve m e nt i n very poor condition: This treatment type restores
pavement in very poor condition to good condition.
3. Rehabilitation (2) applied to pavement in poor condition: This treatment type restores
pavement in poor condition to excellent condition.
4. Thick Overlay (2) applied to pavement in poor condition: This treatment type restores
pavement in poor condition to good condition.
5. Thick Overlay (3) applied to pavement in fair condition: This treatment type restores
pavement in fair condition to excellent condition.
6. Thin Overlay (3) applied to pavement in fair condition: This treatment type restores
pavement in fair condition to good condition.
7. Thin Overlay (4) applied to pavement in good condition: This treatment type restores
pavement in good condition to excellent condition.
8. Ordinary Maintenance (OM3) applied to pavement in fair condition: This treatment type
preserves pavement in fair condition.

26
9. Ordinary Maintenance (OM4) applied to pavement in good condition: This treatment type
preserves pavement in good condition. Gory are usually failed. Reconstruction at this time
(Bashir, 2006).

Evaluation of the surface condition is done by the ruts, potholes, cracks, patches and roughness
of the pavement surface.

Various equipments used in the functional evaluation pavement are Unevenness Indicator,
Profilo graph, Rough meter, Bump Indicator and others.

27
 Chapter Three

3. Methodology

The study location identified in the present work was between fiche and Gerbaguracha section
(102km to 142km) of trunk road. For the purpose of functional evaluation the total the pavement
length was divided into four (4) relatively homogenous sections based on the IRI value. Manual
distress survey is conducted to identify the presence of various distresses like cracking, rutting,
potholes, patching, raveling, shoving, etc. in the pavement surface. The percentage area of each
distress present in each of the inspected sample units was calculated. The functional condition
of the pavement is assessed to be good, fair or poor based on this rating.

The PCI is a numerical indicator that rates the surface condition of the pavement. The PCI
provides a measure of the present condition of the pavement based on the distress observed
on the surface of the pavement. This practice covers the determination of roads and parking lots
pavement condition through visual survey using the Pavement Condition Index (PCI) method of
quantifying pavement condition

For this research the methodology is broken down into literature review, data collection, data
analysis, conclusion and recommendation. Its flow chart is shown below

28
 Fig 3.1: flow chart of research methodology

3.1 Homogeneous Section Selection

It is necessary to divide the road section into uniform or relatively homogenous sections based
on the data collected to date for the ease of data analysis & treatment selection

3.2 Pavement condition evaluation and analysis

Detailed pavement surface condition evaluation has been used the condition survey system by
Ethiopian Roads Authority Pavement Management System. Accordingly, the whole road section
of the project is assessed for all distresses (Cracking, Surface Deformation, and Surface Defects).
The details of this evaluation for the whole length of the project road (Fiche- Gebere Guracha)
are presented as follows.

29
3.2.1 F u n c t i o n a l Evaluation

The functional pavement evaluation consists of surface distress survey and roughness survey.
The data collection and analysis methodology presented as follows:

Figure 3.2: Pavement functional evaluation and analysis flow chart

3.2.1.1 R o u g h n e s s survey

Survey Objective:

Roughness survey is used to determine the longitudinal irregularities of the pavement surface
that adversely affects the ride quality of a vehicle, thus causing discomfort to the user.

Roughness Data Collection Method:

The surface roughness data was collected by roughno-meter instrument using condition survey
vehicle (Nissan station wagon) by ERA Maintenance firm survey team.

30
3.2.1.2 Roughness data analysis method

The collected roughness data is analyzed to determine international roughness Index (IRI) which
is used to classify roads according to their current condition. The Roughness Index Percentage
(RIP) or Roughness Condition Index (RCI) is calculated.

Software used

Calculation of the mean IRI and RCI values of the section are done using the excel spread
sheet.

Manuals used

Federal Highway Administration, Distress Identification Manual, Cycle 4, 2006-2008.

3.3 Distress data collection method

Visual pavement condition data were collected by Private Contractor firm survey team. The
identified distress is quantified and recorded using the following estimators:

Distress type - identify types of physical distress existing in the pavement. The distress types are
categorized according to their casual mechanisms (i.e. functional or structural).
Distress severity - estimating the distress items in three damage levels i.e. low (L), medium (M)
and high (H) severity. This assessment helps to estimate degree of deterioration.
Distress extent - Denote relative area (percentage of the road section) affected by each
combination of distress type and severity.

3.3.1. Distress data analysis method

The analysis consists of classification and quantification of distresses so as to identify causes of

distress and Propose Remedial Solution. Once the values of the condition attributes are
determined pavement surface condition index (SCI) of each sub segment is calculated .The
pavement surface condition index (SCI) of each sub segment is then weighed by length to
determine the average road segment SCI. The pavement surface condition index (SCI) of the
segment was calculated.

31
3.4. Pavement Condition Rating Index

In order to evaluate overall functional conditions of the pavement, it is necessary to combine

individual distress data to form composite index called Pavement Condition Index (PCI). Hence,
using the SCI (computed from the five surface distresses) and the RCI (computed from IRI), an
overall Pavement Condition Index (PCI) is computed.

The formula for PCI is:

PCR = (0.60 * SCR) + (0.40 * RCI) ------------- equ. (FHWA 2008)

The pavement condition index (PCI) rating in percentage is evaluated as below chart.

Distress Good
quantity Satisfactory
Roughness
(IRI)
Fair
PCI
Poor

Distress Very poor

type Distress
severity Serious

Failed

Figure 3.3: Pavement Condition Index rating

Software used

Calculation of the PCI is done using the excel spread sheet.

32
 Chapter Four

4. Result and Discussion

In this chapter the collected data and information are analyzed and discussed in detail using
evolution and analysis techniques described in the chapter three.

4.1 Homogeneous Section Selection

Prior to data analysis, the road section is divided into relatively homogenous sections based on the
IRI measurements for the ease of data analysis using the ‘cumulative sum’ method.

4.2 Functional evaluation and analysis of pavement

Two characteristics of functional pavement condition that can be used to evaluate the pavement
quality are:

 Pavement roughness (ride ability).

 Pavement distress (surface condition).

The functional pavement condition evaluation is made based on roughness survey and pavement
surface condition survey results.

4.2.1 Pavement Roughness

Pavement Roughness is one of the most effective parameter that can be used an indicator
of the pavement performance. Pavement roughness refers to irregularities in the pavement
surface that affect the riding comfort of highways. The riding quality is the primary concern for
the maintenance crew in highway organizations and the road users. It also has impact on the
vehicle operating costs. The unit of the roughness measurement is International Roughness Index
(IRI), which is expressed in terms of meter per kilometer (m/km).

IRI is the parameter for assessing the functional condition of the pavement. It defines a
characteristic of the longitudinal profile of a traveled wheel track and establishes a standardized
33
roughness measurement. The use of IRI measurement is to identify critical roughness and to
maintain the pavement quality. The IRI scale versus the ride quality is shown in following
table.

Condition Term IRI Ride Quality

Very Good < 0.95 m/km Acceptable

Good 0.95 – 1.49 m/km
Fair 1.50 – 1.88 m/km 0 – 2.68 m/km
Poor 1.89 – 2.68 m/km
Very Poor > 2.68 m/km Unacceptable
Table 4.1: FHWA pavement roughness versus ride quality

There are several causes for pavement to show roughness: traffic loading, environmental effects,
construction materials, and built-in construction irregularities are all considered to cause rough
surface on pavement. All pavements have irregularities built into the surface during construction,
so even a new pavement that has not been opened to traffic can exhibit roughness. The roughness
of a pavement normally increases with exposure to traffic loading and the environment.

4.2.1.1 Roughness data analysis and discussion

The roughness data analysis is done by dividing Fiche- Gebere Guracha road section in to four
homogeneous sub sections based on measured IRI values. Here IRI is taken for 40km that
conducted from Fiche- Gebereguracha using Roughometer III on date 30-31/01/2017 by
Maintenance organization of ERA. From the measured roughness values for 40km are presented
in appendix table A-2 and shown graphically in below figure 4.1

34
 IRI Value (m/km)

10
20
30
50
60
70
80
90

40

0
100
110
120
130
140
0+00
1+200
2+400
3+600
4+800
6+000
7+200
8+400
9+600
10+800
12+000
13+200
14+400
15+600

35
16+800
18+000
IRI

19+200
20+400
21+600
22+800
24+000

Figure 4.1: Fiche- Gebere Guracha section pavement IRI graph.

25+200
26+400
27+600
28+800
30+000
31+200
32+400
33+600
34+800
36+000
37+200
38+400
IRI

39+600
Sub-section code
Sub-section / segment length
Evaluation of pavement Roughness
Chain age Sub-section evaluation Overall evaluation
ConditionWeight Roughness
Average IRI
RCI Rating Average IRI
RCI Condition
(m/km) (inch/mile) (m/km) Rating
From To

1 3.5 0+00 3+500 55.88 3540.9 0.04 poor

2 14 3+500 17+500 17.43 1104.57 30.16 poor 30.58

16.89 poor
3 14.3 17+500 31+800 29.66 1879.88 11.24 poor
4 8.2 31+800 40+00 19.33 1225.2 26.11 poor

Table 4.2: Fiche- Gebere Guracha section pavement roughness summary

Fiche- road section the roughness condition analysis result is presented in Table 4.2 above. All
section roughness condition rates are failed in poor condition.

The roughness condition assessment findings shown in Table 4.1 above reveals that out of the
total length of 40 km long road surveyed taken, the overall average roughness index of Fiche -
Gebere Guracha section is 30.58m/km and it is found to be poor condition category.

35 RCI
RCI
%ge 30
25
20
15
10
5
0
0+00-3+500 3+500-17+500 17+500-31+800 31+800-40+00
distanse

Figure 4.2: Pavement roughness condition Index by sub-section

As it can be observed in figure 4.2 above, the pavement roughness index values are vary from
chainage to chainage due to factors of roughness index. It should also understand that IRI values
36
may not reflect the level of surface distresses. At the initial stage of crocodile cracks, which is
the characteristics of this segment, does not contribute to roughness of the pavement. As per
the current evaluation this road segment is categorized as fair to poor. From the analyzed
most of the road distress are fatigue/crocodile cracks and yet the road is in Fair to bad riding
condition.

4.2.2 Pavement Surface Condition

The surface condition of a pavement at any time reflects the degree of damage caused by traffic,
the environment and others based upon condition survey evaluation of the pavement surface. The
pavement condition rating is a description of pavement condition as a function of the PCI value
that varies from failed to excellent

4.2.2.1 Data and Types of pavement distress

An asphalt pavement, when designed and constructed properly, will provide years of service. All
pavements will eventually require some type of maintenance. Pavements continually undergo
various types of stresses that induce minor defects into the pavement

The early detection and repair of defects in the pavement will prevent minor distresses from
developing into a pavement failure. The identification of the distress aids the engineer or
maintenance professional in identifying what caused the distress and the required approach in
repairing it.

A detailed evaluation is normally required to determine the best solution, especially when the
pavement structure is highly deteriorated. A reliable pavement assessment procedure is vital if
the correct maintenance treatment is to be identified. This will include a visual survey to identify
and measure each distress type and severity, and records the data on the Asphalt Pavement
Inspection Sheet. The letter L (low), M (medium), or H (high) is included along with the distress
number code to indicate the severity level of the distress. Distresses and severity level
definitions are listed in Chapter 2.

To understand which repair to choose, it is important to understand the distresses that occur in a
pavement (David, 2006). Assessing condition of pavement by visual observation and recording

37
of types of defects on the surface layer of the pavement. And include elements to assess the
situation visually as follows:

1. Type of distress
2. Severity of distress
3. Extent of distress

The surface distresses are identified and the area covered on pavement is measured. The
following sections describe some distress that found in area of study during the field
condition surveys:

No. Distress type

1 Alligator/Fatigue cracking
2 Rutting/Deformation
3 Longitudinal & Transverse
4 Patching
5 Ravelling
6 Shoving
7 Potholes
8 Edge damage

Table 4.3: Distresses types for flexible pavement

38
Alligator/Fatigue Cracking:

Low severity Medium severity High severity

Figure 4.3 Severity levels of Alligator cracking

a. Description:

Alligator fatigue cracking is a series of interconnecting cracks caused by fatigue failure of

the asphalt concrete surface under repeated traffic loading. Cracking begins at the bottom of the
asphalt surface (or stabilized base) where tensile stress and strain are highest under a wheel
load. The cracks propagate to the surface initially as a series of parallel longitudinal cracks.
After repeated traffic loading, the cracks connect, forming many-sided, sharp-angled pieces that
develop a pattern resembling chicken wire or the skin of crocodile, see Figure 4.3

b. P r o b l e m

Indicator of structural failure, cracks allow moisture infiltration, roughness, may further
deteriorate to a pothole.

c. Possible Causes

1- Repeated traffic loading.

2- Poor materials used in pavement.

3- Insufficient thickness of the pavement.

4- Poor drainage.
39
d. Options for Repair

Treatment based on the severity and intensity of cracks starting using overlays, surface patching
or re-construction.

Longitudinal Cracks

Low severity Medium severity High severity

Figure 4.4 Severity levels of longitudinal cracking

a. Description

Cracks parallel to the pavement's center line or lay down direction. They may be adjacent to the
pavement edge. Usually it is a type of fatigue cracking.

b. Problem

Allows moisture infiltration, roughness, indicates possible onset of alligator cracking and
structural failure.

c. Possible Causes

Pavement that is fatigued from heavy traffic (especially that due to high pressure truck tires), an
unstable base or poor Construction.

d. Options for Repair

Treatment of these cracks depends on the severity and intensity. In the case of low severity do
nothing, in the medium severity remedy to fill the cracks. In the case of high severity use
overlays surface or implementing to thin overlay.
40
 Transverse Cracks

Low severity Medium severity High severity

Figure 4.5 Severity levels of Transverse Cracks

a. Description

Transverse cracks extend across the pavement at approximately right angles to the pavement
centerline or lay down direction. These types of cracks are not normally load-associated.

b. Problem

Allows moisture infiltration and make roughness.

c. Possible Causes

 Shrinkage of the pavement surface due to low temperatures or asphalt binder hardening.
 Reflective crack caused by cracks beneath the surface layer.

d. Options for Repair

Treatment these cracks depend on the severity and intensity. In the case of low severity do
nothing, in the medium severity choice to fill the cracks.

41
 Rutting

a. Description

Rutting is a Surface depression in the wheel path. Pavement uplift (shearing) may occur along
the sides of the rut. Ruts are particularly visible after a rain when they are filled with water.
Significant rutting can lead to major structural failure of the pavement.

b. problem

Ruts filled with water can cause vehicle hydroplaning, can be hazardous because ruts tend to pull
a vehicle towards the rut path as it is steered across the rut.

c. Possible Causes

Permanent deformation in any of a pavement’s layers or subgrade usually caused by

consolidation or lateral movement of the materials due to traffic loading. Specific causes of
rutting can be:

 Insufficient compaction of HMA layers during construction. If it is not compacted enough

initially, HMA pavement may continue to densify under traffic loads.
 Sub-grade rutting (e.g., as a result of inadequate pavement structure)
 Improper mix design or manufacture (e.g., excessively high asphalt content, excessive mineral
filler, insufficient amount of angular aggregate particles)

d. Options for Repair

A heavily rutted pavement should be investigated to determine the root cause of failure (e.g.
insufficient compaction, subgrade rutting, poor mix design or studded tire wear). Slight ruts can
generally be left untreated. Pavement with deeper ruts should be level and overlayed.

42
Patching

Figure 4.6 Patching

a. Description

Patching is an area of pavement that has been replaced with new material to repair the existing
pavement. A patch is considered as a defect no matter how well it performs.

b. Problem

Roughness.

c. Possible Causes

Previous localized pavement deterioration that has been removed and patched.

d. Options for Repair

Repair distress in patch, Replace patch

43
Potholes

Low severity Medium severity High Severity

Figure 4.7 Severity levels of Potholes

a. Description

Small, bowl-shaped depressions in the pavement surface that penetrate all the way through the
asphalt layer down to the base course. They generally have sharp edges and vertical sides near
the top of the hole. Potholes are most likely to occur on roads with thin asphalt surface

b. Problem

Roughness (serious vehicular damage can result from driving across potholes at higher speeds),
moisture infiltration.

c. Possible Causes

Generally, potholes are the end result of alligator cracking. As alligator cracking becomes severe,
the interconnected cracks create small chunks of pavement, which can be dislodged as vehicles
drive over them. The remaining hole after the pavement chunk is dislodged is called a pothole.

44
4.2.2.2 Distress data analysis and discussion

The distresses are measured during the detailed condition survey and each has been used to
determine the surface condition Index of road sub- section which is then used to calculate the
overall Section surface condition Index in proportion to the road segment length. The Indices are
computed by the survey team and the computed surface condition index values are summarized
and presented in Appendix A, table A-2. Fiche- Gebere Guracha section the Pavement surface
condition index (SCI) analysis result is summarized and presented in Table 4.2 below

Sub-section code length (km) SCR Index

1 3.50 79.94
2 14 85.95
3 14.303 90.17
4 8.20 88.19

Table 4.4: Sub-section pavement surface condition index summary

Sub-section pavement surface condition assessment

Section No.1 2 3 4
distress type percentage percentage percentage percentage Average
Cracking 18.79 14.09 11.03 15.48 13.8
Rutting/Deformation 18.39 10.55 11.23 21.24 13.7
Patching 6.55 3.57 9.39 10.08 7.2
Ravelling 0.01 2.81 2.16 2.90 2.3
Shoving 0.71 1.12 2.62 1.02 1.6
Potholes 0.01 0.31 1.45 2.50 1.1
Edge damage 0.37 0.28 0.18 0.30 0.3
Bleeding 0.03 0.11 0.14 0.02 0.1
Table 4.5.percentage of total distress in sub-section

Sub- Section No-1 (from change 102+000-up to 106+000)

As it can be understood from table 4.3 above out of 3.5 km surveyed in this sub- section about
100% found to be in Fair condition with an average Surface Condition index of 79.94% .The

45
most dominant distresses observed in this sub- section are Fatigue/crocodile crack and
Rutting/Deformation

Sub- Section No-2 (from change 106+000 up to 120+000)

As it can be observed from table 2 above Out of 14 km surveyed in this sub- section about
100% f o u n d to be in good condition with an average Condition index of 85.95% .The most
dominant distresses observed in this sub- section are fatigue cracking and alligator crack.

Sub- Section No-3 (from change 120+000-up to 134+000)

Out of 14.3km surveyed in this sub- section about 100% f o u n d to be in good condition with an
average Condition index of 90.19% .The most dominant distresses observed in this sub- section
are Rutting/Deformation & alligator cracking.

Sub- Section No-4 (from change 134+000 up to 142+000)

As it can be observed in table 2 out of 8 km surveyed about 100% found to be in Fair

condition with an average Condition index of 88.19%. Predominate distresses are
Rutting/Deformation and alligator cracking.

4.2.2.3 Pre-dominant distress types observed and Possible causes

The distribution of particular distresses types are also estimated using visual distress data. The
pre-dominant distresses i n Fiche- Gebere Guracha section are alligator cracking, rutting, patch
deterioration, potholes, edge damage, longitudinal cracking, traversal cracking, and bleeding. As
it can be observed most of the types of distresses contribute are related pavement defects due to
traffic loading.

4.2.3 Pavement condition indices

Pavement condition indexes are a numerical between 0 and 100, which is used to indicate the
general condition of a pavement. The result of analysis with 100 numerical value represent the
best possible condition of pavement while 0 representing the worst possible condition. In this
paper the pavement condition was evaluated in terms of the surface distress existing at the time

46
 of the field evaluation and surface roughness of the pavement. PCI of each section of pavement
is calculated using the method defined in chapter 2.

Over all
PCI Rating Indicators Treatment Measures
No Visible Defects.
Very GoodRoad surface in good condition Routine Maintenance
Moderate Surface Defects Resealing and restoration of
skid resistance
good Little or No Other defects
Significant Other Pavement Defects. Surface Restoration
Carry out localized repairs
Surface defects may be present, Very localized structural
and Surface treatment or thin
distress, Patching in Fair condition and Surface Distortion
fair requiring reduction in speed. overlay.
Structural Distress Present. Structural Overlay
Strengthen road localized
Rutting, Alligator Cracking or Poor Patching for 5% to 25%. patching and prior to overlay.
poor
Significant Areas of Structural Distress. Road Reconstruction
Needs full depth reconstruction
Very poor Rutting, Alligator Cracking or Poor Patching for 25% to 50%.with extensive base repair
Large Areas of Structural Distress. Road Reconstruction
Needs full depth reconstruction
Rutting, Alligator Cracking or Poor Patching for > 50%. with extensive base repair
Severe Rutting, Extensive Very Poor Patching and Many
serious Potholes.
Extensive Structural Distress. Road Reconstruction
Needs full depth reconstruction
Road Disintegration of surface, Pavement Failure, Many large
with extensive base repair
failed and deep Potholes and Extensive Failed Patching.

Table 4.6: The PSCI Rating System

47
4.2.3.1 Sub section Pavement condition indices assessment

Fiche- Gebere Guracha road section pavement functional condition analysis result is summarized
and presented in Appendix A1, Appendix A-2 .Pavement Condition Indices (PCI) of the sub-
sections are shown in graph and Table 4.4 below.

120

PCI
100

80
PCI

60

40

20

Distance
0
0+00
1+200
2+400
3+600
4+800
6+000
7+200
8+400
9+600
10+800
12+000
13+200
14+400
15+600
16+800
18+000
19+200
20+400
21+600
22+800
24+000
25+200
26+400
27+600
28+800
30+000
31+200
32+400
33+600
34+800
36+000
37+200
38+400
39+600

Figure 4.8: Pavement Condition Index (PCI)

48
 Sub-section evaluation Overall evaluation
Pavement Condition rating
Weighted Condition rating
Sub-section NO.
Chain age Condition Index Pavement
(PCI) Condition Index
(PCI)
From To
1 0+00 3+500 52.93 poor
2 3+500 17+500 66.17 fair 58.46 fair
3 17+500 31+800 56.07 fair
4 31+800 40+00 58.66 fair
Table 4.7: Sub-sections pavement functional condition summary

From table4.4 above it can be observed that Sub -section No. 1 in poor condition rating, which shows
the road need strengthening by structural overlay. Structural distresses are present (alligator
cracking, rutting, poor/failed patching or potholes and edge problems). Frequent potholes are
present.

No. 2, 3 and 4 relatively have a better functional performance than Sub-section No. 2. However
the overall pavement functional condition is found in fair condition.

4.2.3.2 Overall functional condition assessment

The overall pavement functional condition assessment finding is summarized and presented in
appendix A-1, Table A-2.The overall pavement condition index (PCI) of Fiche- Gebere Guracha
section is about 58.46% which is in poor serviceability condition category.

49
 Chapter Five

5. Conclusions and Recommendations

5.1 Conclusions

Assessing roadway defects conditions is an essential first step for requiring good planning to
fund and accurate identification of appropriate type maintenance used for the projects.
Evaluation in service pavements is very vital for keeping them in good serviceable condition.

The following conclusions are drawn based on the pavement functional evaluation and analysis
results:

 Sub-Section 0+000 to 3+500 has a mean PCI value of 52.93%. This mean value indicate that the
road section pavement is found in poor functional condition. The pavement distress survey
analysis also show that the most dominant distresses in this section are alligator cracking,
Rutting and poor patching present (5% to 25% of surface. Therefore, the road section shows
signs of needing strengthening by structural overlay.
 Sub-section 3+500to 17+500 has a mean PCI value of 66.17% and it shows that the majority of
this road section pavement is in fair functional condition. The pavement distress survey analyses
also indicate that the most dominant distresses in this sub-section are cracking and rutting.
Therefore, this section of the road doesn’t require structural strengthening but it need
localized repairs and Surface treatment or thin overlay
 Sub-section from 17+500 to 31+800 of the pavement have a mean PCI value of 56.07% which
shows that the road section pavement is at fair functional condition. But the value is mostly
nearest to poor condition rate value. The most dominant distresses observed in this section are
Rutting/Deformation & alligator cracking. The road requires either large quantities of localized
repair before surfacing or thin overlay.
 Sub-section from 31+800 to 40+000 of the pavement have a mean PCI value of 58.66% which
shows that the road section pavement is at fair functional condition. The most dominant
distresses observed in this section are Rutting/Deformation and alligator cracking and patching.
The road requires either large quantities of localized repair before surfacing or thin overlay.

50
 The results of the selected road that are evaluated showed the P C I value range (50-70). The
average PCI value of the segment was in fair condition, most of the deterioration is caused by
longitudinal and transverse cracks. Pavement life can be extended at relatively low cost by
timely maintenance. To further improve the obtained results, continuous pavement monitoring is
needed. This research was carried out to estimate of roads flexible pavement condition
through visual surveys using the Pavement Condition Index (PCI) method

In this project as described above the majority of pavement surface is damaged by large amount
of high severe alligator / fatigue cracking and Excessive rutting propagates to severe potholes
and other distresses which can be attributed to unstable existing materials. Those distresses are
induced by traffic loading, aging as well as environmental effects.
Once significant deterioration begins, it is common to see the pavement decline rapidly. This is
usually due to a combination of loading and the effects of additional moisture. As a pavement
ages and additional cracking develops, more moisture can enter the pavement and accelerate the
rate of deterioration. So it should be repaired or maintained timely.

5.2 Recommendation

 A reliable pavement defect assessment should be done to identify the correct maintenance
treatment of road.
 The Pavement Surface Condition Index (PSCI) rating system in Rural Flexible Roads Manual
should have been developed in our country.
 Effective maintenance can extend a pavement's life. Crack sealing and surface treatments can
reduce in aging of asphalt pavement.
 Based on the results of the analysis described in the previous chapters, preventive and corrective
maintenance are recommended to improve the observed distresses and to develop the ride quality
and service life of the pavement
 It is recommended to consider using automated survey techniques to reduce labor needs and
increase safety of any personnel that may conduct the surveys.
 Periodic inspection is necessary to provide current and useful evaluation data. It is
recommended that ratings be updated every year

51
 References

AASHTO, (1993), Guide for design of pavement structure, Washington DC.

Akyildiz.S,(2008), Development Of New Network-Level Optimization Model For Salem District

Pavement Maintenance Programming, Master Dissertation, Virginia Polytechnic Institute
University, Blacksburg, Virginia
ASTM, (American Society for Testing and Materials) (2007), ―Standard Practice for Roads and
Parking Lots Pavement Condition Index Surveys.‖ ASTM D6433-07
http://www.astm.org/Standards/D6433.htm, last accessed on December 12, 2013.

Bashir .M, (2006)Effect of thermal cracking and environmental condition on asphalt Pavement, Master
Dissertation, Al-mergheb University, Khoms.
David P. Orr, PE, (2006), Pavement Maintenance, USA

Ethiopian Road authority, (2002), Pavement rehabilitation and asphalt overlay manual

Ethiopian Road authority, (2013), Pavement rehabilitation and asphalt overlay manual

Federal Highway Administration, Distress Identification Manual for the NPS Road Inventory
Program, Cycle 4, 2006-2008, USA

Fred L. Mannering, Scott S. Washburn, (2012), Principles of highway engineering and traffic analysis,
5th Ed. USA
GTC (Geotechnical Testing Center), (1998), guide of pavement defects and proposals for maintenance,
Riyadh – KSA. www.momra.gov.sa/GeneralServ/Specs/spec0101-4.asp. accessed on Nov 2010
Lavin.P.G, (2003) Asphalt Pavement, Taylor & Francis e-Library, London and New
York,
Luo Z, (2005) Flexible Pavement Condition Model Using Cluster wise Regression and Mechanistic-
Empirical Procedure for Fatigue Cracking Modeling, Ph.D Dissertation, The University of
Toledo, December.
TRL, (1999), Road Note 18: A guide to the pavement evaluation and maintenance of bitumen-surfaced
roads in tropical and sub-tropical countries, UK

52
 Appendix –A

Pavement Functional Condition

Evaluation

53
 Appendix A-1: Summary of Pavement Functional Condition Evaluation of Fiche- Gebere Guracha Section

Chain age
Functional Evaluation
Evaluation of pavement Roughness
Evaluation of pavement surface condition
(based on IRI & SCI)
Sub-section evaluation Overall evaluation Sub-section Overall
Sub-section
evaluation evaluation
evaluation
Sub-section / segment length

Roughness Condition Rating

Roughness Condition Index

Pavement Condition Index

Surface Condition Rating
Weighted Average IRI

Condition Index (PCI)

Average IRI

RCI Condition Index

Sub -section code

Weighted Pavement
SCR average Index
Condition rating

Condition rating

Condition rating
Overall weight
(inch/mile)
(inch/mi

(PCI)
From To (m/km) le)

1 3.5 0+00 3+500 55.88 3540.9 0.04 poor 79.94 fair 52.93 poor

2 14 3+500 17+500 17.43 1104.57 30.16 poor 16.8 85.95 good 66.17 fair
1937.6 poor 86.0625 58.46 poor
9
3 14.3 17+500 31+800 29.66 1879.88 11.24 poor 90.17 good 56.07 poor

4 8.2 31+800 40+00 19.33 1225.2 26.11 poor 88.19 good 58.66 poor

54
Appendix-A-2: Roughness Measurements (IRI), Surface condition Indices (SCI) & Pavement Condition Indices (PCI) of Fiche- Gebere
Guracha

pavement
Sub-Section Evaluation Functional evaluation
chainage using RCI &SCR
Pavement
condition Condition
Roughness surface rating Rating
Condition conditio (PCR)
Average
Index n PCR=(0.6*S
IRI
CR)+0.4*RC
Average (in/mil)
LHS IRI (m/km)

RHS IRI (m/km)

sub-section code

I)
IRI
RCI = 32*[5*e
(m/km)
(-0.0041*IRI SCR
town

from To avg) ]
1 0+00 0+100 90.9 73.40 82.15 5205.01 0.00 98.58 59.15 fair
1 0+100 0+200 54.9 54.60 54.75 3468.95 0.00 98.58 59.15 fair
fiche

1 0+200 0+300 16.7 43.40 30.05 1903.96 0.07 98.58 59.17 fair

55
1 0+300 0+400 189.7 27.90 108.80 6893.55 0.00 98.58 59.15 fair
1 0+400 0+500 155.7 14.90 85.30 5404.59 0.00 98.58 59.15 fair
1 0+500 0+600 87.9 20.20 54.05 3424.60 0.00 98.58 59.15 fair
1 0+600 0+700 106.8 1.80 54.30 3440.44 0.00 98.58 59.15 fair
1 0+700 0+800 152.6 18.60 85.60 5423.60 0.00 98.58 59.15 fair
1 0+800 0+900 105.2 36.60 70.90 4492.21 0.00 98.58 59.15 fair
1 0+900 1+00 57.2 73.90 65.55 4153.24 0.00 98.58 59.15 fair
1 1+00 1+100 67.4 59.70 63.55 4026.52 0.00 81.99 49.19 poor
1 1+100 1+200 93.3 21.10 57.20 3624.18 0.00 81.99 49.19 poor
1 1+200 1+300 51.2 34.00 42.60 2699.13 0.00 81.99 49.19 poor
1 1+300 1+400 48.9 11.60 30.25 1916.64 0.06 81.99 49.22 poor
1 1+400 1+500 25.5 19.10 22.30 1412.92 0.49 81.99 49.39 poor
1 1+500 1+600 36 23.50 29.75 1884.96 0.07 81.99 49.22 poor
1 1+600 1+700 59.4 14.80 37.10 2350.65 0.01 81.99 49.20 poor
1 1+700 1+800 33.1 18.50 25.80 1634.68 0.20 81.99 49.27 poor
1 1+800 1+900 62.2 2.30 32.25 2043.35 0.04 81.99 49.21 poor
1 1+900 2+000 74.5 1.30 37.90 2401.34 0.01 85.52 51.32 poor
1 2+000 2+100 137.5 2.80 70.15 4444.69 0.00 85.52 51.31 poor
1 2+100 2+200 118.2 24.30 71.25 4514.39 0.00 85.52 51.31 poor
1 2+200 2+300 192.3 14.00 103.15 6535.57 0.00 85.52 51.31 poor

56
1 2+300 2+400 240.8 2.80 121.80 7717.23 0.00 85.52 51.31 poor
1 2+400 2+500 57.7 20.90 39.30 2490.04 0.01 85.52 51.32 poor
1 2+500 2+600 53 2.60 27.80 1761.40 0.12 85.52 51.36 poor
1 2+600 2+700 160.2 1.20 80.70 5113.14 0.00 85.52 51.31 poor
1 2+700 2+800 206.4 0.60 103.50 6557.74 0.00 85.52 51.31 poor
1 2+800 2+900 73.5 12.70 43.10 2730.81 0.00 85.52 51.31 poor
1 2+900 3+000 91 0.60 45.80 2901.88 0.00 84.64 50.78 poor
1 3+000 3+100 55 6.50 30.75 1948.32 0.05 84.64 50.80 poor
1 3+100 3+200 42 10.40 26.20 1660.03 0.18 84.64 50.85 poor
1 3+200 3+300 67 10.20 38.60 2445.69 0.01 84.64 50.78 poor
1 3+300 3+400 79.4 8.80 44.10 2794.17 0.00 84.64 50.78 poor
1 3+400 3+500 75.3 4.00 39.65 2512.22 0.01 84.64 50.78 poor
2 3+500 3+600 54.3 2.90 28.60 1812.09 0.09 84.64 50.82 poor
2 3+600 3+700 64.9 4.60 34.75 2201.75 0.02 84.64 50.79 poor
2 3+700 3+800 5.2 26.30 15.75 997.92 2.67 84.64 51.85 poor
2 3+800 3+900 17 26.70 21.85 1384.41 0.55 84.64 51.00 poor
2 3+900 4+000 82 5.10 43.55 2759.32 0.00 83.72 50.23 poor
2 4+000 4+100 44 0.50 22.25 1409.76 0.49 83.72 50.43 poor
2 4+100 4+200 20.2 0.50 10.35 655.77 10.88 83.72 54.58 poor
2 4+200 4+300 36 7.30 21.65 1371.74 0.58 83.72 50.46 poor

57
2 4+300 4+400 47.2 15.90 31.55 1999.00 0.04 83.72 50.25 poor
2 4+400 4+500 33.6 6.80 20.20 1279.87 0.84 83.72 50.57 poor
2 4+500 4+600 2.6 24.00 13.30 842.69 5.05 83.72 52.25 poor
2 4+600 4+700 57 25.70 41.35 2619.93 0.00 83.72 50.23 poor
2 4+700 4+800 15.6 8.80 12.20 772.99 6.73 83.72 52.92 poor
2 4+800 4+900 19.8 20.30 20.05 1270.36 0.88 83.72 50.58 poor
2 4+900 5+000 42.9 24.00 33.45 2119.39 0.03 83.11 49.88 poor
2 5+000 5+100 1 14.70 7.85 497.37 20.82 83.11 58.19 fair
2 5+100 5+200 0.8 10.20 5.50 348.48 38.34 83.11 65.20 fair
2 5+200 5+300 0.5 9.10 4.80 304.13 45.98 83.11 68.26 fair
2 5+300 5+400 2.9 35.50 19.20 1216.51 1.09 83.11 50.30 poor
2 5+400 5+500 0.6 3.80 2.20 139.39 90.35 83.11 86.01 good
2 5+500 5+600 0.6 5.70 3.15 199.58 70.59 83.11 78.10 satisfactory
2 5+600 5+700 0.7 78.30 39.50 2502.71 0.01 83.11 49.87 poor
2 5+700 5+800 0.6 32.60 16.60 1051.77 2.14 83.11 50.72 poor
2 5+800 5+900 0.6 38.50 19.55 1238.68 1.00 83.11 50.26 poor
2 5+900 6+000 0.6 25.30 12.95 820.51 5.53 87.73 54.85 poor
2 6+000 6+100 0.6 17.40 9.00 570.24 15.44 87.73 58.82 fair
2 6+100 6+200 0.7 2.40 1.55 98.21 106.97 87.73 95.43 good
2 6+200 6+300 0.7 3.60 2.15 136.22 91.53 87.73 89.25 good

58
2 6+300 6+400 0.8 8.00 4.40 278.78 51.02 87.73 73.05 satisfactory
2 6+400 6+500 0.6 3.80 2.20 139.39 90.35 87.73 88.78 good
2 6+500 6+600 0.5 0.50 0.50 31.68 140.51 87.73 108.84 good
2 6+600 6+700 14.2 0.40 7.30 462.53 24.02 87.73 62.25 fair
2 6+700 6+800 2.4 0.70 1.55 98.21 106.97 87.73 95.43 good
2 6+800 6+900 0.5 0.70 0.60 38.02 136.91 87.73 107.40 good
2 6+900 7+000 0.5 1.30 0.90 57.02 126.64 92.24 106.00 good
2 7+000 7+100 0.5 4.80 2.65 167.90 80.38 92.24 87.49 good
2 7+100 7+200 0.5 0.70 0.60 38.02 136.91 92.24 110.11 good
2 7+200 7+300 0.5 1.40 0.95 60.19 125.01 92.24 105.35 good
2 7+300 7+400 0.5 0.70 0.60 38.02 136.91 92.24 110.11 good
2 7+400 7+500 0.5 4.70 2.60 164.74 81.43 92.24 87.91 good
2 7+500 7+600 0.5 2.20 1.35 85.54 112.67 92.24 100.41 good
2 7+600 7+700 0.5 1.40 0.95 60.19 125.01 92.24 105.35 good
2 7+700 7+800 0.8 1.00 0.90 57.02 126.64 92.24 106.00 good
2 7+800 7+900 0.5 7.60 4.05 256.61 55.87 92.24 77.69 satisfactory
2 7+900 8+000 0.5 7.00 3.75 237.60 60.40 87.95 76.93 satisfactory
2 8+000 8+100 0.5 3.20 1.85 117.22 98.95 87.95 92.35 good
2 8+100 8+200 0.6 0.80 0.70 44.35 133.40 87.95 106.13 good
2 8+200 8+300 0.6 1.10 0.85 53.86 128.30 87.95 104.09 good

59
 2 8+300 8+400 0.5 2.60 1.55 98.21 106.97 87.95 95.56 good
2 8+400 8+500 0.7 0.30 0.50 31.68 140.51 87.95 108.97 good
2 8+500 8+600 2.1 2.80 2.45 155.23 84.67 87.95 86.63 good
2 8+600 8+700 32.2 5.40 18.80 1191.16 1.21 87.95 53.25 Poor
2 8+700 8+800 31.1 2.90 17.00 1077.12 1.93 87.95 53.54 Poor
2 8+800 8+900 24.7 0.90 12.80 811.01 5.75 87.95 55.07 fair
2 8+900 9+000 61.4 0.70 31.05 1967.32 0.05 91.39 54.86 Poor
2 9+000 9+100 9.4 0.70 5.05 319.97 43.09 91.39 72.07 satisfactory
2 9+100 9+200 14.2 1.30 7.75 491.04 21.37 91.39 63.38 Fair
2 9+200 9+300 2.6 0.40 1.50 95.04 108.37 91.39 98.18 good
2 9+300 9+400 0.6 1.60 1.10 69.70 120.23 91.39 102.93 good
2 9+400 9+500 0.5 0.50 0.50 31.68 140.51 91.39 111.04 good
2 9+500 9+600 0.5 5.60 3.05 193.25 72.45 91.39 83.81 good
2 9+600 9+700 0.5 10.20 5.35 338.98 39.86 91.39 70.78 fair
2 9+700 9+800 0.5 14.00 7.25 459.36 24.33 91.39 64.57 Fair
2 9+800 9+900 0.5 0.70 0.60 38.02 136.91 91.39 109.60 good
2 9+900 10+000 0.6 1.60 1.10 69.70 120.23 82.73 97.73 good
2 10+000 10+100 0.7 30.10 15.40 975.74 2.93 82.73 50.81 Poor
2 10+100 10+200 0.5 9.90 5.20 329.47 41.44 82.73 66.22 fair
Anbiso

2 10+200 10+300 0.5 14.50 7.50 475.20 22.80 82.73 58.76 fair

60
2 10+300 10+400 0.5 9.30 4.90 310.46 44.80 82.73 67.56 fair
2 10+400 10+500 3.4 18.20 10.80 684.29 9.68 82.73 53.51 poor
2 10+500 10+600 1.8 28.20 15.00 950.40 3.25 82.73 50.94 poor
2 10+600 10+700 0.4 28.60 14.50 918.72 3.70 82.73 51.12 poor
2 10+700 10+800 2.6 10.80 6.70 424.51 28.07 82.73 60.87 fair
2 10+800 10+900 7.4 40.00 23.70 1501.63 0.34 82.73 49.78 poor
2 10+900 11+000 1 19.40 10.20 646.27 11.31 94.40 61.17 fair
2 11+000 11+100 0.4 28.00 14.20 899.71 4.00 94.40 58.24 fair
2 11+100 11+200 0.5 21.80 11.15 706.46 8.83 94.40 60.18 fair
2 11+200 11+300 0.6 18.70 9.65 611.42 13.04 94.40 61.86 fair
2 11+300 11+400 0.5 10.20 5.35 338.98 39.86 94.40 72.59 fair
2 11+400 11+500 0.5 50.00 25.25 1599.84 0.23 94.40 56.73 fair
2 11+500 11+600 0.5 53.40 26.95 1707.55 0.15 94.40 56.70 fair
2 11+600 11+700 0.5 59.40 29.95 1897.63 0.07 94.40 56.67 fair
2 11+700 11+800 0.6 36.90 18.75 1188.00 1.23 94.40 57.13 fair
2 11+800 11+900 0.5 43.20 21.85 1384.41 0.55 94.40 56.86 fair
2 11+900 12+000 0.4 63.70 32.05 2030.68 0.04 99.01 59.42 fair
2 12+000 12+100 4.7 34.30 19.50 1235.52 1.01 99.01 59.81 fair
2 12+100 12+200 0.7 95.30 48.00 3041.27 0.00 99.01 59.40 fair
2 12+200 12+300 30.9 57.50 44.20 2800.50 0.00 99.01 59.40 fair

61
2 12+300 12+400 1.7 89.10 45.40 2876.54 0.00 99.01 59.40 fair
2 12+400 12+500 17 64.10 40.55 2569.24 0.00 99.01 59.41 fair
2 12+500 12+600 17.1 34.20 25.65 1625.18 0.20 99.01 59.49 fair
2 12+600 12+700 6.7 45.10 25.90 1641.02 0.19 99.01 59.48 fair
2 12+700 12+800 17.9 19.00 18.45 1168.99 1.33 99.01 59.93 fair
2 12+800 12+900 4.1 90.90 47.50 3009.59 0.00 99.01 59.40 fair
2 12+900 13+000 0.8 109.60 55.20 3497.46 0.00 96.91 58.15 fair
2 13+000 13+100 0.5 67.50 34.00 2154.23 0.02 96.91 58.15 fair
2 13+100 13+200 0.8 45.70 23.25 1473.12 0.38 96.91 58.30 fair
2 13+200 13+300 0.5 78.20 39.35 2493.21 0.01 96.91 58.15 fair
2 13+300 13+400 0.5 21.00 10.75 681.12 9.80 96.91 62.07 fair
2 13+400 13+500 0.4 25.90 13.15 833.18 5.25 96.91 60.25 fair
2 13+500 13+600 0.6 62.10 31.35 1986.33 0.05 96.91 58.16 fair
2 13+600 13+700 0.6 25.30 12.95 820.51 5.53 96.91 60.36 fair
2 13+700 13+800 1.6 24.90 13.25 839.52 5.12 96.91 60.19 fair
2 13+800 13+900 16.9 19.20 18.05 1143.65 1.47 96.91 58.73 fair
2 13+900 14+000 16.2 18.40 17.30 1096.13 1.79 92.80 56.40 fair
2 14+000 14+100 1.1 6.70 3.90 247.10 58.09 92.80 78.92 satisfactory
2 14+100 14+200 0.7 12.50 6.60 418.17 28.81 92.80 67.20 Fair
2 14+200 14+300 7.1 30.90 19.00 1203.84 1.15 92.80 56.14 Fair

62
2 14+300 14+400 13.7 71.40 42.55 2695.96 0.00 92.80 55.68 Poor
2 14+400 14+500 1.4 61.80 31.60 2002.17 0.04 92.80 55.70 Poor
2 14+500 14+600 0.5 18.90 9.70 614.59 12.88 92.80 60.83 Fair
2 14+600 14+700 0.6 48.50 24.55 1555.48 0.27 92.80 55.79 Poor
2 14+700 14+800 0.6 47.00 23.80 1507.96 0.33 92.80 55.81 Poor
2 14+800 14+900 2.7 57.90 30.30 1919.80 0.06 92.80 55.70 Poor
2 14+900 15+000 1.1 40.40 20.75 1314.72 0.73 85.02 51.30 Poor
2 15+000 15+100 0.6 29.00 14.80 937.73 3.42 85.02 52.38 Poor
2 15+100 15+200 0.6 47.30 23.95 1517.47 0.32 85.02 51.14 Poor
2 15+200 15+300 0.5 44.40 22.45 1422.43 0.47 85.02 51.20 Poor
2 15+300 15+400 0.6 47.60 24.10 1526.97 0.31 85.02 51.13 Poor
2 15+400 15+500 1.1 35.90 18.50 1172.16 1.31 85.02 51.54 Poor
2 15+500 15+600 0.6 88.10 44.35 2810.01 0.00 85.02 51.01 Poor
2 15+600 15+700 0.6 7.50 4.05 256.61 55.87 85.02 73.36 satisfactory
2 15+700 15+800 0.7 17.70 9.20 582.91 14.66 85.02 56.88 fair
2 15+800 15+900 0.7 45.60 23.15 1466.78 0.39 85.02 51.17 poor
2 15+900 16+000 1.5 37.60 19.55 1238.68 1.00 95.81 57.88 fair
2 16+000 16+100 4.7 59.00 31.85 2018.01 0.04 95.81 57.50 fair
2 16+100 16+200 36.9 31.50 34.20 2166.91 0.02 95.81 57.49 fair
2 16+200 16+300 1.9 59.10 30.50 1932.48 0.06 95.81 57.51 fair

63
2 16+300 16+400 0.9 60.90 30.90 1957.82 0.05 95.81 57.51 fair
2 16+400 16+500 2.4 74.50 38.45 2436.19 0.01 95.81 57.49 fair
2 16+500 16+600 1.5 87.10 44.30 2806.84 0.00 95.81 57.49 fair
2 16+600 16+700 0.6 65.40 33.00 2090.87 0.03 95.81 57.50 fair
2 16+700 16+800 9.9 43.80 26.85 1701.21 0.15 95.81 57.55 fair
2 16+800 16+900 0.7 28.20 14.45 915.55 3.75 95.81 58.99 fair
2 16+900 17+000 2.6 38.70 20.65 1308.38 0.75 92.94 56.07 fair
2 17+000 17+100 1.7 31.00 16.35 1035.93 2.29 92.94 56.68 fair
2 17+100 17+200 2.1 57.10 29.60 1875.45 0.07 92.94 55.80 poor
2 17+200 17+300 10.4 53.60 32.00 2027.51 0.04 92.94 55.78 poor
2 17+300 17+400 10.7 31.20 20.95 1327.39 0.69 92.94 56.04 fair
2 17+400 17+500 10.1 100.80 55.45 3513.30 0.00 92.94 55.77 poor
3 17+500 17+600 10.7 188.60 99.65 6313.81 0.00 92.94 55.77 poor
3 17+600 17+700 22.2 144.70 83.45 5287.38 0.00 92.94 55.77 poor
3 17+700 17+800 14.9 81.00 47.95 3038.10 0.00 92.94 55.77 poor
3 17+800 17+900 36 106.00 71.00 4498.55 0.00 92.94 55.77 poor
3 17+900 18+000 52.1 124.60 88.35 5597.84 0.00 84.22 50.53 poor
3 18+000 18+100 50.1 79.90 65.00 4118.39 0.00 84.22 50.53 poor
3 18+100 18+200 71 122.40 96.70 6126.90 0.00 84.22 50.53 poor
3 18+200 18+300 11.3 59.90 35.60 2255.61 0.02 84.22 50.54 poor

64
 3 18+300 18+400 4.3 86.50 45.40 2876.54 0.00 84.22 50.53 poor
3 18+400 18+500 1.2 144.80 73.00 4625.27 0.00 84.22 50.53 poor
3 18+500 18+600 9 88.90 48.95 3101.46 0.00 84.22 50.53 poor
3 18+600 18+700 3.4 154.60 79.00 5005.43 0.00 84.22 50.53 poor
3 18+700 18+800 1.9 138.90 70.40 4460.53 0.00 84.22 50.53 poor
3 18+800 18+900 3.1 91.60 47.35 3000.09 0.00 84.22 50.53 poor
3 18+900 19+000 1 135.30 68.15 4317.97 0.00 93.07 55.84 poor
3 19+000 19+100 0.8 145.00 72.90 4618.93 0.00 93.07 55.84 poor
3 19+100 19+200 0.7 94.60 47.65 3019.10 0.00 93.07 55.84 poor
3 19+200 19+300 0.6 53.80 27.20 1723.39 0.14 93.07 55.89 poor
3 19+300 19+400 0.7 87.50 44.10 2794.17 0.00 93.07 55.84 poor
3 19+400 19+500 0.9 78.70 39.80 2521.72 0.01 93.07 55.84 poor
3 19+500 19+600 0.7 80.70 40.70 2578.75 0.00 93.07 55.84 poor
3 19+600 19+700 0.1 41.20 20.65 1308.38 0.75 93.07 56.14 poor
3 19+700 19+800 0.7 51.20 25.95 1644.19 0.19 93.07 55.92 poor
3 19+800 19+900 9.9 35.00 22.45 1422.43 0.47 93.07 56.03 fair
East cement

3 19+900 20+000 1.7 5.80 3.75 237.60 60.40 83.67 74.36 satisfactory
3 20+000 20+100 4.7 7.00 5.85 370.66 35.00 83.67 64.21 fair
3 20+100 20+200 3 15.20 9.10 576.57 15.05 83.67 56.22 fair
3 20+200 20+300 2.9 8.80 5.85 370.66 35.00 83.67 64.21 fair

65
3 20+300 20+400 1.2 4.80 3.00 190.08 73.39 83.67 79.56 satisfactory
3 20+400 20+500 6.5 61.10 33.80 2141.56 0.02 83.67 50.21 Poor
3 20+500 20+600 3.4 21.80 12.60 798.33 6.06 83.67 52.63 Poor
3 20+600 20+700 0.8 24.40 12.60 798.33 6.06 83.67 52.63 Poor
3 20+700 20+800 0.9 60.40 30.65 1941.98 0.06 83.67 50.23 Poor
3 20+800 20+900 0.7 49.50 25.10 1590.33 0.24 83.67 50.30 Poor
3 20+900 21+000 6.5 52.40 29.45 1865.95 0.08 89.46 53.71 Poor
3 21+000 21+100 1.5 39.00 20.25 1283.04 0.83 89.46 54.01 Poor
3 21+100 21+200 25.2 1.60 13.40 849.02 4.92 89.46 55.65 Poor
3 21+200 21+300 12.3 28.40 20.35 1289.37 0.81 89.46 54.00 Poor
3 21+300 21+400 9.5 30.80 20.15 1276.70 0.85 89.46 54.02 Poor
3 21+400 21+500 10.2 1.30 5.75 364.32 35.93 89.46 68.05 fair
3 21+500 21+600 11.9 8.50 10.20 646.27 11.31 89.46 58.20 poor
3 21+600 21+700 21.8 3.20 12.50 792.00 6.22 89.46 56.17 fair
3 21+700 21+800 9.2 3.50 6.35 402.33 30.74 89.46 65.98 fair
3 21+800 21+900 7 63.50 35.25 2233.43 0.02 89.46 53.69 poor
3 21+900 22+000 12.9 14.90 13.90 880.70 4.32 71.55 44.66 poor
3 22+000 22+100 7.5 14.10 10.80 684.29 9.68 71.55 46.80 poor
3 22+100 22+200 2.3 24.30 13.30 842.69 5.05 71.55 44.95 poor
3 22+200 22+300 15.7 7.30 11.50 728.64 8.07 71.55 46.16 poor

66
3 22+300 22+400 14.5 0.00 7.25 459.36 24.33 71.55 52.66 poor
3 22+400 22+500 5.6 0.10 2.85 180.58 76.31 71.55 73.45 satisfactory
3 22+500 22+600 12.2 0.10 6.15 389.66 32.38 71.55 55.88 poor
3 22+600 22+700 17.5 12.40 14.95 947.23 3.29 71.55 44.25 poor
3 22+700 22+800 2.4 73.30 37.85 2398.17 0.01 71.55 42.93 poor
3 22+800 22+900 1.6 136.10 68.85 4362.32 0.00 71.55 42.93 poor
3 22+900 23+000 1 92.30 46.65 2955.74 0.00 82.99 49.80 poor
3 23+000 23+100 13.2 60.00 36.60 2318.97 0.01 82.99 49.80 poor
3 23+100 23+200 27.3 146.50 86.90 5505.97 0.00 82.99 49.80 poor
3 23+200 23+300 8.9 93.60 51.25 3247.19 0.00 82.99 49.80 poor
3 23+300 23+400 6.8 1.10 3.95 250.27 57.34 82.99 72.73 satisfactory
3 23+400 23+500 8.8 51.70 30.25 1916.64 0.06 82.99 49.82 poor
3 23+500 23+600 1.8 7.50 4.65 294.62 47.81 82.99 68.92 fair
3 23+600 23+700 0.9 11.30 6.10 386.50 32.80 82.99 62.92 fair
3 23+700 23+800 0.8 38.30 19.55 1238.68 1.00 82.99 50.19 poor
3 23+800 23+900 0.7 78.20 39.45 2499.55 0.01 82.99 49.80 poor
3 23+900 24+000 1.7 79.90 40.80 2585.08 0.00 80.52 48.31 poor
3 24+000 24+100 2.1 5.70 3.90 247.10 58.09 80.52 71.55 satisfactory
3 24+100 24+200 0.9 23.00 11.95 757.15 7.18 80.52 51.18 poor
3 24+200 24+300 1 22.60 11.80 747.65 7.46 80.52 51.30 poor

67
 3 24+300 24+400 2.3 103.10 52.70 3339.06 0.00 80.52 48.31 poor
3 24+400 24+500 4.3 47.30 25.80 1634.68 0.20 80.52 48.39 poor
3 24+500 24+600 2 21.00 11.50 728.64 8.07 80.52 51.54 poor
3 24+600 24+700 2.7 1.70 2.20 139.39 90.35 80.52 84.45 fair
3 24+700 24+800 5.1 71.80 38.45 2436.19 0.01 80.52 48.31 poor
3 24+800 24+900 7.9 28.80 18.35 1162.65 1.36 80.52 48.86 poor
3 24+900 25+000 6.8 16.10 11.45 725.47 8.17 85.08 54.32 poor
3 25+000 25+100 2.1 17.90 10.00 633.60 11.91 85.08 55.81 poor
3 25+100 25+200 5.2 77.80 41.50 2629.43 0.00 85.08 51.05 poor
3 25+200 25+300 1 102.00 51.50 3263.03 0.00 85.08 51.05 poor
3 25+300 25+400 4.9 108.00 56.45 3576.66 0.00 85.08 51.05 poor
3 25+400 25+500 3 37.10 20.05 1270.36 0.88 85.08 51.40 poor
3 25+500 25+600 4.2 74.70 39.45 2499.55 0.01 85.08 51.05 poor
3 25+600 25+700 3.8 11.70 7.75 491.04 21.37 85.08 59.59 poor
3 25+700 25+800 5 17.00 11.00 696.96 9.19 85.08 54.72 poor
3 25+800 25+900 3.3 32.80 18.05 1143.65 1.47 85.08 51.64 poor
3 25+900 26+000 7.9 21.30 14.60 925.05 3.61 85.89 52.97 poor
3 26+000 26+100 7.5 40.20 23.85 1511.13 0.33 85.89 51.66 poor
3 26+100 26+200 26.2 44.20 35.20 2230.27 0.02 85.89 51.54 poor
Alidoro

3 26+200 26+300 2.7 51.20 26.95 1707.55 0.15 85.89 51.59 poor

68
3 26+300 26+400 3.8 59.30 31.55 1999.00 0.04 85.89 51.55 poor
3 26+400 26+500 33.6 70.30 51.95 3291.54 0.00 85.89 51.53 poor
3 26+500 26+600 2.1 78.10 40.10 2540.73 0.00 85.89 51.53 poor
3 26+600 26+700 15 15.00 15.00 950.40 3.25 85.89 52.83 poor
3 26+700 26+800 10.7 11.50 11.10 703.29 8.95 85.89 55.11 poor
3 26+800 26+900 9.4 43.20 26.30 1666.36 0.17 85.89 51.60 poor
3 26+900 27+000 0.7 31.60 16.15 1023.26 2.41 84.01 51.37 poor
3 27+000 27+100 1.4 45.80 23.60 1495.29 0.35 84.01 50.55 poor
3 27+100 27+200 2.3 101.50 51.90 3288.38 0.00 84.01 50.41 poor
3 27+200 27+300 4.5 57.60 31.05 1967.32 0.05 84.01 50.43 poor
3 27+300 27+400 0.5 69.60 35.05 2220.76 0.02 84.01 50.41 poor
3 27+400 27+500 2.7 16.90 9.80 620.93 12.55 84.01 55.43 poor
3 27+500 27+600 1.1 27.50 14.30 906.05 3.90 84.01 51.97 poor
3 27+600 27+700 0.5 1.40 0.95 60.19 125.01 84.01 100.41 Good
3 27+700 27+800 3 17.30 10.15 643.10 11.46 84.01 54.99 poor
3 27+800 27+900 0.5 13.40 6.95 440.35 26.30 84.01 60.93 fair
3 27+900 28+000 1.8 4.40 3.10 196.42 71.51 95.59 85.96 good
3 28+000 28+100 2.9 6.20 4.55 288.29 49.07 95.59 76.98 satisfactory
3 28+100 28+200 1.8 1.00 1.40 88.70 111.22 95.59 101.84 good
3 28+200 28+300 0.9 2.20 1.55 98.21 106.97 95.59 100.14 good

69
3 28+300 28+400 1 0.90 0.95 60.19 125.01 95.59 107.36 good
3 28+400 28+500 0.6 95.90 48.25 3057.11 0.00 95.59 57.35 fair
3 28+500 28+600 0.6 123.60 62.10 3934.65 0.00 95.59 57.35 fair
3 28+600 28+700 1.7 101.40 51.55 3266.20 0.00 95.59 57.35 fair
3 28+700 28+800 0.5 42.30 21.40 1355.90 0.62 95.59 57.60 fair
3 28+800 28+900 0.6 40.30 20.45 1295.71 0.79 95.59 57.67 fair
3 28+900 29+000 16.1 59.80 37.95 2404.51 0.01 87.17 52.30 poor
3 29+000 29+100 5.4 11.10 8.25 522.72 18.77 87.17 59.81 fair
3 29+100 29+200 7.8 19.80 13.80 874.37 4.44 87.17 54.07 poor
3 29+200 29+300 20.8 7.30 14.05 890.21 4.16 87.17 53.96 poor
3 29+300 29+400 11.3 69.30 40.30 2553.40 0.00 87.17 52.30 poor
3 29+400 29+500 7.4 31.40 19.40 1229.18 1.04 87.17 52.71 poor
3 29+500 29+600 14.9 26.20 20.55 1302.04 0.77 87.17 52.61 poor
3 29+600 29+700 53.4 10.60 32.00 2027.51 0.04 87.17 52.31 poor
3 29+700 29+800 19 45.50 32.25 2043.35 0.04 87.17 52.31 poor
3 29+800 29+900 3.7 20.90 12.30 779.33 6.55 87.17 54.92 poor
3 29+900 30+000 7.3 8.10 7.70 487.87 21.65 90.14 62.74 fair
3 30+000 30+100 18.5 9.10 13.80 874.37 4.44 90.14 55.86 poor
3 30+100 30+200 34.2 17.80 26.00 1647.36 0.19 90.14 54.16 poor
3 30+200 30+300 14.5 35.50 25.00 1584.00 0.24 90.14 54.18 poor

70
3 30+300 30+400 18.2 1.90 10.05 636.77 11.76 90.14 58.78 fair
3 30+400 30+500 24.7 2.10 13.40 849.02 4.92 90.14 56.05 fair
3 30+500 30+600 75.2 16.80 46.00 2914.55 0.00 90.14 54.08 poor
3 30+600 30+700 24.1 4.60 14.35 909.21 3.85 90.14 55.62 poor
3 30+700 30+800 111.6 9.00 60.30 3820.60 0.00 90.14 54.08 poor
3 30+800 30+900 185.3 24.00 104.65 6630.61 0.00 90.14 54.08 poor
3 30+900 31+000 26.6 10.70 18.65 1181.66 1.26 87.35 52.92 poor
3 31+000 31+100 67.5 19.10 43.30 2743.48 0.00 87.35 52.41 poor
3 31+100 31+200 82 36.40 59.20 3750.90 0.00 87.35 52.41 poor
3 31+200 31+300 29.5 125.20 77.35 4900.88 0.00 87.35 52.41 poor
3 31+300 31+400 1 41.80 21.40 1355.90 0.62 87.35 52.66 poor
3 31+400 31+500 6.5 38.10 22.30 1412.92 0.49 87.35 52.61 poor
3 31+500 31+600 10.9 15.60 13.25 839.52 5.12 87.35 54.46 poor
3 31+600 31+700 37.1 12.00 24.55 1555.48 0.27 87.35 52.52 poor
3 31+700 31+800 72.2 16.20 44.20 2800.50 0.00 87.35 52.41 poor
4 31+800 31+900 128.4 30.70 79.55 5040.28 0.00 87.35 52.41 poor
4 31+900 32+000 48.2 52.60 50.40 3193.34 0.00 86.25 51.75 poor
4 32+000 32+100 24.4 29.20 26.80 1698.04 0.15 86.25 51.81 poor
4 32+100 32+200 55.3 9.80 32.55 2062.36 0.03 86.25 51.77 poor
4 32+200 32+300 23.1 59.10 41.10 2604.09 0.00 86.25 51.75 poor

71
4 32+300 32+400 31 6.50 18.75 1188.00 1.23 86.25 52.24 poor
4 32+400 32+500 189.6 46.20 117.90 7470.13 0.00 86.25 51.75 poor
4 32+500 32+600 192.6 57.00 124.80 7907.31 0.00 86.25 51.75 poor
4 32+600 32+700 80.3 57.50 68.90 4365.49 0.00 86.25 51.75 poor
4 32+700 32+800 61.2 91.90 76.55 4850.20 0.00 86.25 51.75 poor
4 32+800 32+900 62 31.90 46.95 2974.74 0.00 86.25 51.75 poor
4 32+900 33+000 10.5 45.40 27.95 1770.91 0.11 87.46 52.52 poor
4 33+000 33+100 11.6 28.30 19.95 1264.03 0.90 87.46 52.83 poor
4 33+100 33+200 26.2 1.40 13.80 874.37 4.44 87.46 54.25 poor
4 33+200 33+300 20.3 1.60 10.95 693.79 9.31 87.46 56.20 fair
4 33+300 33+400 40 2.00 21.00 1330.56 0.68 87.46 52.75 poor
4 33+400 33+500 23.1 3.10 13.10 830.01 5.32 87.46 54.60 poor
4 33+500 33+600 62.3 7.70 35.00 2217.59 0.02 87.46 52.48 poor
4 33+600 33+700 20.7 14.20 17.45 1105.63 1.72 87.46 53.16 poor
4 33+700 33+800 45.6 5.90 25.75 1631.52 0.20 87.46 52.55 poor
4 33+800 33+900 19.2 10.00 14.60 925.05 3.61 87.46 53.92 poor
4 33+900 34+000 25.1 31.70 28.40 1799.42 0.10 67.61 40.61 poor
4 34+000 34+100 28.4 46.30 37.35 2366.49 0.01 67.61 40.57 poor
4 34+100 34+200 43.2 86.20 64.70 4099.38 0.00 67.61 40.57 poor
4 34+200 34+300 26.6 40.70 33.65 2132.06 0.03 67.61 40.58 poor

72
4 34+300 34+400 12 37.70 24.85 1574.49 0.25 67.61 40.67 poor
4 34+400 34+500 12.4 29.10 20.75 1314.72 0.73 67.61 40.86 poor
4 34+500 34+600 8.3 33.10 20.70 1311.55 0.74 67.61 40.86 poor
4 34+600 34+700 7.2 4.00 5.60 354.82 37.35 67.61 55.51 poor
4 34+700 34+800 6.7 33.60 20.15 1276.70 0.85 67.61 40.91 poor
4 34+800 34+900 56.8 6.00 31.40 1989.50 0.05 67.61 40.58 poor
4 34+900 35+000 13.2 12.40 12.80 811.01 5.75 47.72 30.94 very poor
4 35+000 35+100 3.1 16.80 9.95 630.43 12.07 47.72 33.46 very poor
4 35+100 35+200 25.8 2.40 14.10 893.37 4.11 47.72 30.28 very poor
4 35+200 35+300 1.2 7.90 4.55 288.29 49.07 47.72 48.26 poor
4 35+300 35+400 16.2 5.90 11.05 700.13 9.07 47.72 32.26 very poor
4 35+400 35+500 10.8 0.00 5.40 342.14 39.35 47.72 44.37 poor
4 35+500 35+600 29 0.10 14.55 921.89 3.65 47.72 30.09 very poor
4 35+600 35+700 26 9.70 17.85 1130.97 1.55 47.72 29.25 very poor
4 35+700 35+800 26.3 3.90 15.10 956.73 3.17 47.72 29.90 very poor
4 35+800 35+900 24.1 2.70 13.40 849.02 4.92 47.72 30.60 very poor
4 35+900 36+000 27.3 0.60 13.95 883.87 4.27 88.05 54.54 poor
4 36+000 36+100 31.7 0.80 16.25 1029.60 2.35 88.05 53.77 poor
4 36+100 36+200 4.9 1.10 3.00 190.08 73.39 88.05 82.19 satisfactory
4 36+200 36+300 17 0.70 8.85 560.73 16.06 88.05 59.25 fair

73
 4 36+300 36+400 5.1 0.70 2.90 183.74 75.33 88.05 82.96 fair
4 36+400 36+500 1.1 0.90 1.00 63.36 123.40 88.05 102.19 good
4 36+500 36+600 9.4 0.70 5.05 319.97 43.09 88.05 70.06 fair
4 36+600 36+700 3.9 0.70 2.30 145.73 88.03 88.05 88.04 good
4 36+700 36+800 0.5 0.90 0.70 44.35 133.40 88.05 106.19 good
4 36+800 36+900 7.9 0.80 4.35 275.62 51.68 88.05 73.50 satisfactory
4 36+900 37+000 7.4 3.90 5.65 357.98 36.87 90.23 68.89 fair
4 37+000 37+100 0.5 2.30 1.40 88.70 111.22 90.23 98.62 good
4 37+100 37+200 1.5 0.80 1.15 72.86 118.68 90.23 101.61 good
4 37+200 37+300 0.5 0.50 0.50 31.68 140.51 90.23 110.34 good
4 37+300 37+400 7.8 0.60 4.20 266.11 53.74 90.23 75.63 satisfactory
4 37+400 37+500 7.2 0.70 3.95 250.27 57.34 90.23 77.07 satisfactory
4 37+500 37+600 3.7 2.30 3.00 190.08 73.39 90.23 83.49 satisfactory
4 37+600 37+700 17.7 1.00 9.35 592.41 14.10 90.23 59.78 fair
4 37+700 37+800 10.1 12.40 11.25 712.80 8.61 90.23 57.58 fair
4 37+800 37+900 4.9 1.50 3.20 202.75 69.68 90.23 82.01 satisfactory
4 37+900 38+000 0.8 0.80 0.80 50.69 129.98 89.98 105.98 good
Gerba gurecha

4 38+000 38+100 10.3 0.60 5.45 345.31 38.84 89.98 69.52 fair
4 38+100 38+200 4.6 0.50 2.55 161.57 82.50 89.98 86.99 good
4 38+200 38+300 8.9 0.50 4.70 297.79 47.19 89.98 72.87 satisfactory

74
 4 38+300 38+400 1.9 8.00 4.95 313.63 44.22 89.98 71.68 satisfactory
4 38+400 38+500 1.3 5.20 3.25 205.92 68.78 89.98 81.50 satisfactory
4 38+500 38+600 10 0.80 5.40 342.14 39.35 89.98 69.73 fair
4 38+600 38+700 6.9 1.10 4.00 253.44 56.60 89.98 76.63 satisfactory
4 38+700 38+800 19.8 4.30 12.05 763.49 6.99 89.98 56.79 fair
4 38+800 38+900 12.9 1.00 6.95 440.35 26.30 89.98 64.51 fair
4 38+900 39+000 19.8 1.30 10.55 668.45 10.32 80.23 52.26 poor
4 39+000 39+100 8.5 8.70 8.60 544.89 17.13 80.23 54.99 poor
4 39+100 39+200 18 9.30 13.65 864.86 4.61 80.23 49.98 poor
4 39+200 39+300 11.8 9.70 10.75 681.12 9.80 80.23 52.06 poor
4 39+300 39+400 12.4 6.50 9.45 598.75 13.74 80.23 53.63 poor
4 39+400 39+500 2.8 31.70 17.25 1092.96 1.81 80.23 48.86 poor
4 39+500 39+600 26.8 24.90 25.85 1637.85 0.19 80.23 48.21 poor
4 39+600 39+700 0 17.60 8.80 557.57 16.27 80.23 54.64 poor
4 39+700 39+800 0.1 8.90 4.50 285.12 49.71 80.23 68.02 fair
4 39+800 39+900 1.6 10.30 5.95 376.99 34.11 80.23 61.78 fair
4 39+900 40+000 41.3 14.90 28.10 1780.41 0.11 92.14 55.33 poor

Appendix A-3: Measurement of Surface condition Indices (SCI) of Fiche- Gebere Guracha

75
N Station
Pothole /
o Start End
Alligator crack Longitudinal crack Transverse crack Patch Rutting SCI
L M H ID L M H ID LM H ID Qu. ID L M H ID
1
102.0 103.0 - 0.6 99.9 - - 0.9 100.0 100.0 - 100.0 - - - 98.6 98.6
2
103.0 104.0 10.5 99.0 - - - 100.0 100.0 7.3 96.3 0.2 26.5 1.3 86.7 82.0
3
104.0 105.0 15.6 21.6 97.3 - 100.0 100.0 3.7 98.1 - 19.8 0.1 90.1 85.6
4
105.0 106.0 26.9 97.3 - - - 100.0 100.0 15.2 92.4 10.1 94.9 84.6
5
106.0 107.0 - 20.2 98.0 100.0 100.0 3.1 98.4 20.0 2.7 87.3 83.7
6
107.0 108.0 21.2 97.9 100.0 100.0 1.2 99.4 23.1 2.6 85.8 83.1
7
108.0 109.0 12.2 98.8 0.5 0.6 99.9 100.0 0.0 100.0 - 22.0 - 89.0 87.7
8
109.0 110.0 23.1 97.7 100.0 100.0 10.9 94.6 - 100.0 92.2
9
110.0 111.0 24.0 97.6 100.0 100.0 7.9 96.1 11.4 94.3 87.9
10
111.0 112.0 19.6 98.0 0.8 99.9 100.0 0.1 100.0 13.1 93.5 91.4
11
112.0 113.0 27.0 97.3 0.1 100.0 100.0 1.0 99.5 4.2 12.0 85.9 82.7
12
113.0 114.0 18.4 98.2 0.2 100.0 100.0 1.4 99.3 4.8 0.7 96.9 94.4
13
114.0 115.0 1.7 99.8 100.0 100.0 0.6 99.7 1.0 99.5 99.0

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14
115.0 116.0 1.9 99.8 0.2 100.0 100.0 1.1 99.5 4.8 97.6 96.9
15
116.0 117.0 4.2 99.6 0.0 100.0 100.0 5.4 97.3 4.1 95.9 92.8
16
117.0 118.0 9.2 99.1 0.0 100.0 100.0 14.2 92.9 3.0 5.5 93.0 85.0
17
118.0 119.0 2.8 99.7 100.0 100.0 7.2 96.4 0.6 99.7 95.8
18
119.0 120.0 9.6 99.0 100.0 100.0 3.1 98.4 9.1 95.5 92.9
19
120.0 121.0 32.2 96.8 100.0 100.0 3.1 98.5 3.7 9.2 89.0 84.2
20
121.0 122.0 8.6 99.1 100.0 100.0 2.1 99.0 2.8 3.7 95.0 93.1
21
122.0 123.0 21.0 97.9 100.0 100.0 10.2 94.9 9.5 4.4 90.9 83.7
22
123.0 124.0 8.8 99.1 2.7 100.0 100.0 5.7 97.2 13.6 93.2 89.5
23
124.0 125.0 13.2 98.7 0.2 100.0 100.0 19.7 90.1 4.9 14.8 82.7 71.5
24
125.0 126.0 6.9 99.3 0.4 100.0 100.0 22.3 88.8 1.9 4.2 94.9 83.0
25
126.0 127.0 16.9 98.3 0.1 100.0 100.0 19.0 90.5 16.6 91.7 80.5
26
127.0 128.0 8.3 99.2 100.0 100.0 7.0 96.5 21.2 89.4 85.1
27
128.0 129.0 2.5 99.9 100.0 100.0 7.4 96.3 15.6 2.5 89.7 85.9
28
129.0 130.0 12.0 98.8 100.0 100.0 16.9 91.5 12.7 93.7 84.0

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 29
130.0 131.0 2.0 99.8 100.0 100.0 3.6 98.2 4.9 97.6 95.6
30
131.0 132.0 5.9 99.4 100.0 100.0 16.2 91.9 8.3 95.9 87.2
31
132.0 133.0 4.6 99.5 0.1 100.0 100.0 14.6 92.7 4.2 97.9 90.1
32
133.0 134.0 10.1 99.0 100.0 100.0 6.6 96.7 16.7 91.7 87.4
33
134.0 135.0 15.4 98.5 100.0 100.0 2.9 98.5 21.5 89.3 86.3
34
135.0 136.0 6.5 99.4 100.0 100.0 14.1 93.0 1.7 4.0 95.1 87.5
35
136.0 137.0 17.6 98.2 100.0 100.0 32.5 83.8 6.0 11.4 85.6 67.6
36
137.0 138.0 19.0 98.1 100.0 100.0 31.7 84.2 69.1 65.5 47.7
37
138.0 139.0 12.4 98.8 0.3 100.0 100.0 3.9 98.0 17.5 91.3 88.0
38
139.0 140.0 10.0 99.0 100.0 100.0 11.2 94.4 6.3 96.8 90.2
39
140.0 141.0 4.4 99.6 100.0 100.0 3.8 98.1 5.9 4.7 92.3 90.0
40
141.0 142.0 38.3 96.2 100.0 100.0 0.2 99.9 11.9 9.9 84.1 80.2
41
142.0 143.0 59.0 94.1 100.0 100.0 2.1 98.9 1.8 99.1 92.1
Note: L=low severity, M=medium severity, H=high severity and Qu=quantity

78