Calculation Distress Highway

FKAAS© Universiti Tun Hussein Onn Malaysia
BFC31802 PROJECT
HIGHWAY ENGINEERING REPORT
Road Maintenance in Malaysia: Distress of Pavement at

Parit Sempadan, Batu Pahat
MUHAMMAD AKMAL BIN ABDUL ADIS¹, MUHAMMAD ZAREET
BIN MUHAMAD ZUL², ASNAWI HAKIM BIN AZAMAN³, KHAIRI BIN
OTHMAN ⁴ , AMIR NUR MUHAMMAD BIN SAMSUL NIZAM.
CF230244¹, CF230068², CF230131³, CF230158⁴,CF2300605
Faculty of Civil Engineering and Built Environment,
University Tun Hussein Onn Malaysia, 86400 Parit Raja, Johor, Malaysia
Abstract: Pavement is the tough surface that covers a road, runway, or other comparable area in civil
engineering. A pavement's main job is to transfer loads to the sub-base and the soil underneath.
Concrete rigid pavements are made of coarse and fine aggregate, Portland cement, and are frequently
strengthened by steel rod or mesh. The pavement condition index (PCI), which ranges from 0 to 100,
is used to describe the overall state of a pavement portion. The PCI is frequently used in asset
management and civil engineering for transportation, and many municipalities utilise it to assess the
efficiency of their road infrastructure and service levels. It needs a human assessment of the pavement
and is a statistical measurement.
1.0 INTRODUCTION
Environmental factor is traffic loading because it can cause pavement distresses like
moisture failure, irreversible deformation, and fatigue cracking. Additionally, utilizing
inferior materials, water, traffic, and bad management can contribute to the deterioration of
asphalt concrete pavement. A lot of factors such as drainage issues, low-quality materials,
high traffic, climate, poor design, and outside influences like utility cutbacks, could lead to a
pavement distress. Because of that, we use Pavement Condition Index (PCI) method which
determines the value for pavements using a visual evaluation of the pavement. On a scale
from 0 to 100, the Pavement Condition Index (PCI) measured the worst possible condition of
the pavement, with 100 representing the best possible condition.
2.0 LITERATURE REVIEW ON PCI TEST
The Pavement Condition Index (PCI) is one tool that's frequently used to evaluate the
state and functionality of paved roadways . The goal of this review of the literature is to
provide an overview of the previous investigations and studies on PCI. The definition,
measurement techniques, contributing factors, applications, and limitations are a few of the
subjects discussed. This research compiles data from multiple sources to enhance knowledge
of pavement condition improvement (PCI) and its significance in pavement management and
maintenance techniques. The PCI measure will be used to evaluate the state of the road
surface. By offering a quantitative evaluation of the existing pavement issues, it aids in
determining the general effectiveness and state of the road network. The primary goal of PCI
is to assist the transport agencies.
The primary goal of PCI is to help pavement managers and road transport
organizations make well-informed judgments about the maintenance and reschedule. To
guarantee that road networks run well and survive a long time, the conditions on the
pavement must be evaluated and tracked. Transport authorities that precisely assess the state
of road surfaces may effectively distribute resources and determine priorities. Furthermore,
regular PCI inspections help in the early detection of surface degradation, rutting, fractures,
and potholes. This makes it possible to take quick action to stop more degradation and
increase the pavement's service life.
The Pavement Condition Index (PCI) tracks and regulates the state of the road
pavements. This study of the literature gave an overview of PCI, covering its definition,
methods of measurement, influencing factors, uses, and limits. Transportation agencies and
pavement managers may design cost-effective pavement maintenance and rehabilitation
programs, optimize resource allocation, and make well-informed choices by properly
understanding and utilizing PCI. To improve PCI reading consistency and accuracy and
create integrated pavement maintenance plans, more research is required.
In order to determine PCI, a variety of methodologies will be used to test and assess
the pavement conditions. Among these technologies are visual surveys, human distress
checks, and automated data collection techniques including ground penetrating radar, digital
imaging, and laser scanning. Such surveys will be carried out by qualified inspectors who
will physically evaluate the road surface and keep an eye on the kind and extent of
disruptions. Through the use of manually conducted distress surveys, specialized tools are
employed to more precisely identify the scope and intensity of sufferings. There are other
elements that affect pavement condition, and PCI has an impact on their values as well.
Among these include the amount of traffic, the weather, and the design. Design of pavement,
quality of construction, volume of traffic, climate, material properties and maintenance
procedures are some of the factors that affect it.
3.0 OBJECTIVES
 To calculate the given road's Pavement Condition Index (PCI).

 To provide a maintenance technique to enhance the PCI
 Calculating the distress amounts and densities for each tested unit is required.
 To classify different types of distress in permanent deformity.
4.0 METHODOLOGY
The project's goal will be achieved through the discussion of the methodology, which
includes the method and process that has been implemented. Many methods and strategies
have been used to locate information sources for analysis and assessment of the state of the
road, including determining if maintenance is necessary. Direct observation of the site inquiry
was used to collect the data and information. It was carried out to inspect the seriously
damaged road flaw at Parit Sempadan. The site study was separated into intervals of 200m
distance within 1km. The goal was to investigate how severe the road is depending on PCI.
4.1 METHOD OF DATA COLLECTION
Table 1: Procedure of the data collection
STEP PROCEDURE
1. Determine the road in Parit Raja within one kilometer.
2. Prior to inspection, the road's width was measured.
3. Observe the types of pavement condition.
4. The data were collected for each pavement condition on the road.
5. Calculated and analyze the data.
6. An overview of the entire project has been discussed.
7. The entire report is finished.
Figure 1: Distress pavement was Figure 2: Collected data was filled in the PCI form.
measured by the student using
measuring tape.
This project was carried out in Batu Pahat at Parit Sempadan. Therefore, to determine
the type of distress and required maintenance, it is important that the pavement be inspected
and evaluated. The data pavement is gathered in less than one kilometer. To gather
information on the pavement condition at Parit Sempadan, five 200-meter intervals were
separated within one kilometer. Researchers must identify, assess, and record the
distressed pavement using the PCI survey form. Additionally, the information gathered in the
PCI survey sheet was used to show the necessity for reconstruction and to calculate the rate
of distressed pavement. To determine the PCI value, PCI rating, quality of service, and
maintenance activities, researchers can compute the deduction value using the Bleeding vs.
Distress Density - Percent graph.
Figure 5: Location of the project was carried out.
4.2 MATERIAL AND EQUIPMENT ON SITE

NO. EQUIPEMENT EXPLAINATION
1. Traffic cone For the researchers' safety and to indicate the 200-meter
interval
2. Safety vest To be seen at the location by other cars to prevent any

accidents from occurring while the project is being
carried out.
3. Wheel meter To measure the road length.
4. Ruler To measure the depth of distress pavement.
5. Measuring tape To measure the length of the distress pavement on the

road.
Table 2: Material and equipment used during the process.

4.3 METHOD FOR DATA ANALYSIS
The table below shows the procedure of the data conducted in this study to
make sure this project can be done.
Step Description of procedure

1 Road in Parit Raja has been identified.
2 Measured the road that will be inspected

3 Observe types of distress at the road
4 The data was collected
5 Calculated and analyze the data
completely
6 Summarize the project that have been
done
7 Full report is complete
Using the damage level discovered from the road condition survey, data analysis may
be performed anywhere to determine the kind of damage and its extent. The pavement
integrity and surface operational condition are rated using a numerical scale using the PCI
technique (Figure 2). The pavement network is separated into branches, sections, and sample
units in accordance with this methodology. Sample units are used for pavement surveys. This
rating system is based on a visual survey and is accurate, consistent, methodical, and
repeatable in identifying the kind, severity, and density of pavement surface distresses. The
following methods are used to create PCI and conduct condition surveys based on the
literature.
1. After examining the distress pavement at Parit Sempadan visually and the data
can be calculated by determining the type of distress and the level of severity.
2. For every kind and degree of distress, deduct values are computed using
deduct value curves.
3. The sum of each individual deduction value is used to calculate the total
deduct value (TDV).
4. The correction curves can be used to calculate the corrected deduct value
(CDV) once the TCV has been determined. If any individual deduct value is
greater than the CDV, the highest individual deduct value is used.
5. The formula for PCI = 100 – CDV.
Figure 1: Standard and customized PCI rating

scale.
5.0 RESULT AND DATA ANALYSIS
Pavement section ( 5m X 1000m)

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Sample unit =
(225 +- 95m2)
225 + 95m2 = 320 m2
5000m2 / 320m = 15.6 @ 15
Interverse =
N/n =15/7 = 2.14 @ 2
SECTION 1
Jalan Parit Sempadan, Parit Raja, Johor SKETCH
(ASPHALT SURFACED ROAD) CONDITION SURVEY DATA
SHEET
BRANCH: Traffic Laboratory DATE: 16 DECEMBER 2023
UTHM
SURVEYED BY: GROUP 4 SAMPLE UNIT: 1
SECTION: 1 SAMPLE AREA: 5m x 64m
01. Alligator Cracking (m2) 06. Depression (m2) 11. Patching & Utility Cut Patching (m2) 16. Shoving (m2)
02Bleeding (m2) 07. Edge Cracking (m) 12. Polished Aggregate (m2) 17. Slippage Cracking (m2) 03Block
Cracking (m2) 08. Joint Reflection Cracking (m) 13. Potholes (no.) 18. Swell (m2)
04Bumps and Sags (m) 09. Lane/Shoulder Drop Off (m) 14. Railroad Crossing (m2) 19. Weathering/Raveling (m2)
05Corrugation (m2) 10. Longitudinal & Transverse Cracking (m)15. Rutting (m2)
DISTRES S QU TOTAL DENSIT Y DEDUCT VALUE

SURVEY ANT %
ITY
11M 1.44 1.44 0.45 6
01M 1.92 1.92 0.6 7
09L 0.1 0.12 2 2.22 0.7 4
04M 3.6 1.6 0.5 8
07H 4.3 4 1.3 11
L = Low, M = Medium, H = High
2. Maximum allowable number of deducts m Highest deduct value, HDV = 11

m = 1 + (9/98)(100 – HDV)
= 1 + (9/98)(100 – 11)
= 9.173
•Deduct values in descending order: 11,8,7,6,4
•Number of deduct values = 5
3. Maximum corrected deducted value, CDV

• Number of deduct values greater than 2, q = 5
• Totals deduct value = 11 + 8 + 7 + 6 + 4 = 36
• From Figure below, CDV = 12
•Reduce the smallest individual deduct value to 2 (q is now 5) and determine the CDV.
•Repeat until q reaches 1.
Corrected Deduct Value, CDV for sample 1

NO DEDUCT VALUE TOTAL Q CDV
.
1. 11 8 7 6 4 36 5 12
2. 11 8 7 6 2 34 4 16
3. 11 8 7 2 2 30 3 17
4. 11 8 2 2 2 25 2 18
5. 11 2 2 2 2 19 1 19
Maximum CDV = 19
PCI=100 – 19 = 81 (Sastisfactory)
Based on the rating for PCI value of 81, this section of pavement is in satisfactory condition.
MAINTENANCE ACTIVITY
Los B = Preventive Maintenance
SECTION 2
1. Determine the Distress Density and Deduct Value from the sample unit.

(ASPHALT SURFACED ROAD) CONDITION SURVEY DATA SHEET
BRANCH: Traffic Laboratory DATE: 16
UTHM DECEMBER 2023
SECTION: 2 SAMPLE AREA: 5m x
64m
01. Alligator Cracking (m2) 06. Depression (m2) 11. Patching & Utility Cut Patching ((m2 16. Shoving (m2)
02Bleeding (m2) 07. Edge Cracking (m) 12. Polished Aggregate (m2) 17. Slippage Cracking (m2)
03Block Cracking (m2) 08. Joint Reflection Cracking (m) 13. Potholes (no.) 18. Swell (m2)
DISTRES S QUANTITY TOTAL DENSIT Y DEDUCT

SURVEY % VALUE
13M 3 3 0.9 30
07H 5.6 3.8 9.4 2.9 12
10M 2.5 6.5 9 2.8 8
04M 1.5 1.5 0.5 7
11H 3.68 3.68 1.2 31

m = 1 + (9/98)(100 – HDV)
= 1 + (9/98)(100 – 31)
= 7.3
• Totals deduct value = 31+30+12+8+7 = 88

NO DEDUCT VALUE TOTAL Q CDV

.
1. 31 30 12 8 7 88 5 45
2. 31 30 12 8 2 83 4 59
3. 31 30 12 2 2 77 3 49
4. 31 30 2 2 2 67 2 47
5. 31 2 2 2 2 39 1 39
Maximum CDV =59
PCI= 100 – 59 = 41(Poor)
Based on the rating for PCI value of 41, this section of pavement is in poor condition.
Los D= Major rehabilitation or deferred action

SECTION 3

BRANCH: Traffic Laboratory UTHM DATE: 16 December 2023
SECTION: 3 SAMPLE AREA: 5m x 64m
01. Alligator Cracking (m2) 06. Depression (m2) 11. Patching & Utility Cut Patching (m2) 16. Shoving (m2)
02. Bleeding (m2) 07. Edge Cracking (m) 12. Polished Aggregate (m2) 17. Slippage Cracking (m2)
03. Block Cracking (m2) 08. Joint Reflection Cracking (m) 13. Potholes (no.) 18. Swell (m2)
04. Bumps and Sags (m) 09. Lane/Shoulder Drop Off (m) 14. Railroad Crossing (m2) 19.Weathering/Raveling (m2)
05. Corrugation (m2) 10. Longitudinal & Transverse Cracking (m)15. Rutting (m2)
DISTRESS QUANTITY TOTAL DENSIT Y DEDUCT

SURVEY % VALUE
11M 3.68 4.01 7.69 2.4 4
06H 3.36 4.05 7.41 2.3 12
02L 2.0 2.0 0.6 0
09M 0.9 1.2 2.1 0.7 5

m = 1 + (9/98)(100 – HDV)
= 1 + (9/98)(100 – 12)
=9
•Deduct values in descending order: 12,5, 4,0
• Totals deduct value =12+5+4+0=21

NO. DEDUCT VALUE TOTAL Q CDV
1. 12 5 4 0 21 4 9
2. 12 5 4 2 23 3 12
3. 12 5 2 2 21 2 20
4. 12 2 2 2 18 1 19
Maximum CDV=19
PCI =100 – 19= 81 (Satisfactory)

SECTION 4

UTHM DECEMBER 2023
64m

SURVEY % VALUE
01M 1.08 1.08 0.3 12
07L 2 2 0.6 5
08L 3.3 2.4 5.7 1.7 6
06M 3.36 3.36 1 9
02M 2 2 0.6 3

m = 1 + (9/98)(100 – HDV)
= 1 + (9/98)(100 – 12)
= 9.08

• Number of deduct values greater than 2, q =5
• Totals deduct value = 12+9+6+5+3= 35

NO. DEDUCT VALUE TOTA Q CDV

L
1. 12 9 6 5 3 35 5 13
2. 12 9 6 5 2 34 4 15
3. 12 9 6 2 2 31 3 16
4. 12 9 2 2 2 27 2 19
5. 12 2 2 2 2 20 1 20
Maximum CDV = 20
PCI=100 – 20 = 80 (Satisfactory)

SECTION 5

UTHM DECEMBER 2023
64m

SURVEY % VALUE
01L 1.6 1.6 0.5 7
02M 1.8 1.8 0.6 2
04M 3 1.5 4.5 1.4 25
10M 6.5 3.5 10 3.1 8
11M 5 5 1.6 24

m = 1 + (9/98)(100 – HDV)
= 1 + (9/98)(100 – 25)
= 7.8
• Totals deduct value = 25+24+8+7+2=66

NO. DEDUCT VALUE TOTA Q CDV

L
1. 25 24 8 7 2 66 5 33
2. 25 24 8 7 2 66 4 38
3. 25 24 8 2 2 61 3 39
4. 25 24 2 2 2 55 2 41
5. 25 2 2 2 2 33 1 36
Maximum CDV
PCI = 100 – 41= 59 (Fair)
Based on the rating for PCI value of 59, this section of pavement is in fair condition.
Los C = Rehabilitation
SECTION 6

UTHM DECEMBER 2023
64m

SURVEY % VALUE
10H 5.05 2.89 7.94 2.48 15
04M 1.43 0.98 2.41 0.75 10
14L 0.45 1.64 4.09 1.28 20

m = 1 + (9/98)(100 – HDV)
= 1 + (9/98)(100 – 20)
= 8.34
•Deduct values in descending order: 20,15,10

• Totals deduct value = 20+15+10= 45
1. 15 13 3 21 3 27
2. 15 13 2 20 2 14
3. 15 2 2 19 1 19
Maximum CDV = 27
PCI = 100 – 27= 73 (Satisfactory)
Los B = Preventive maintenance

SECTION 7
UTHM DECEMBER 2023
64m

SURVEY % VALUE
11M 2.8 2.8 0.88 9
01H 5.4 3.2 8.6 2.69 45
07M 2.5 2.5 0.78 5

m = 1 + (9/98)(100 – HDV)
= 1 + (9/98)(100 – 45)
= 6.05
•Deduct values in descending order: 45,9,5

• Totals deduct value = 45+9+5=59
1. 45 9 5 59 3 37
2. 45 9 2 56 2 40
3. 45 2 2 49 1 48
Maximum CDV = 48
PCI = 100 – 48= 52 (Poor)
Based on the rating for PCI value of 52, this section of pavement is in poorcondition.
Los D = Major rehabilitatiom

SECTION 8
UTHM DECEMBER 2023
64m

SURVEY % VALUE
10H 5.8 4.5 10.3 3.22 18
02H 3.25 3.25 1.02 5

m = 1 + (9/98)(100 – HDV)
= 1 + (9/98)(100 – 18)
= 8.53
•Deduct values in descending order = 18,5

• Totals deduct value = 18+5=23
1. 18 5 23 2 16
2. 18 2 20 1 20
Maximum CDV = 20
PCI = 100 – 20= 80(Satisfactory)
Based on the rating for PCI value of 80, this section of pavement is in Satisfactory condition.
Los B = Preventive maintenance

5.1 Summary of result PCI and rating
Based on the data collection and PCI Value, researchers can easily determine the
 Level of service
 Type of maintenance
 Rating
PCI VALUE
Sectio Sample Maximum PCI Rating Level of Type of
n Area allowable Service maintenance
number of (LOS)
deduct (m)
1 320 - 81 Satisfactor LOS B Preventive
y Maintenance
2 320 - 41 Poor LOS D Major

rehabilitation
or deferred
action
y Maintenance

y Maintenance
5 320 - 59 Fair LOS C Rehabilitation

y Maintenance
7 320 - 52 Fair LOS C Rehabilitation
8 320 - 80 Satisfactory LOS B Preventive

Maintenance
PCI average
6.0 DISCUSSION
6.1 INTRODUCTION
In this chapter, we will discuss the Pavement Condition Index (PCI) test based on data that
we can conclude in this project and the recommendations for road maintenance and
rehabilitation for the road.
6.2 DISCUSSION FOR THE PAVEMENT CONDITION INDEX (PCI) TEST

One of the most important tools for evaluating and maintaining the state of road pavements is
the Pavement Context Index (PCI). Cracks, potholes, and rutting are just a few of the distress
elements it considers. It then provides a numerical grade that aids in prioritizing maintenance
and rehabilitation efforts. Through the consideration of several factors including traffic
volume, weather, and building materials, PCI provides a thorough assessment of pavement
condition. By extending the lifespan of road maintenance and facilitating effective resource
allocation, this data-driven strategy helps decision-makers ensure safe and long-lasting road
networks.
The PCI scale rating typically ranges from 0 to 100, with higher values indicating better
pavement conditions. The scale is divided into several condition categories, each representing
a range of PCI values. These categories are often used to assess the severity of pavement
distress and determine appropriate maintenance of rehabilitation actions. Here is a general
breakdown of PCI scale ratings:
• Excellent (PCI 35-100): Pavement is in excellent condition, with minimal distress and
excellent ride quality.
• Good (PCI 70-84): Pavement is in good condition, with some distress but still
providing a satisfactory ride quality.
• Fair (PCI 55-69): Pavement is in fair condition, showing moderate distress, and may
require prevention maintenance.
• Poor (PCI 40-54): Pavement is in poor condition, with significant distress, and
rehabilitation or reconstruction may be necessary.
• Very poor (PCI 25-39): Pavement is in very poor condition, with severe distress, and
rehabilitation is typically needed urgently.
• Failed (PCI 0-24): Pavement has failed, requiring reconstruction or major
rehabilitation.
These categories help transportation agencies prioritize maintenance and rehabilitation efforts
based on the observed PCI values. Regular assessments using the PCI scale are essential for
effective pavement management and ensuring the safety and longevity of road networks.
7.0 RECOMMENDATION
The results of the PCI test result in decisions regarding pavement maintenance and
rehabilitation strategies. A pavement with a lower Pavement Context Index (PCI) score,
typically ranging from 0 to 55, indicates poorer overall condition and significant distress. In
such cases, urgent repairs need the immediate attention is required to address critical distress,
such as potholes, cracks, and rutting, through targeted repairs. Also, priority areas need to
prioritize areas with the lowest PCI scores for rehabilitation efforts to prevent further
degradation and ensure safety. A proactive approach to addressing distress in pavements with
lower PCI scores is essential to extend the pavement's lifespan and maintain a safe road
network. A pavement with a higher Pavement Context Index (PCI) score, typically ranging
from 70 to 100, indicates better overall condition and minimal distress. In such cases routine
maintenance is needed to focus on routine maintenance activities to address minor issues
promptly and prevent the development of distress. Also, long term planning that focuses on
preserving the pavement’s current good condition, reducing the need for major rehabilitation.
While a higher PCI indicates a healthier pavement, proactive maintenance and preservation
efforts are still essential to ensure continued longevity and prevent deterioration over time.
Regular monitoring and strategic interventions contribute to sustainable pavement
management.
In summary, the PCI test is a cornerstone in pavement management, offering a quantitative

basis for decision-making that contributes to the resilience and longevity of road networks.
Regular assessments and strategic interventions guided by the PCI are key elements in
ensuring safe, reliable, and sustainable transportation infrastructure.
8.0 CONCLUSION
In conclusion, we can find a lot of distress on the road we have chosen, Parit Sampadan, Batu
Pahat. Among the distress we found are block cracking, bumpy and sagging roads,
corrugations, water bleeding and pumping, alligator cracking, and many more. As we can
conclude, the average PCI number that has been calculated for this road’s reading is 5 along
all its sections, which indicates that the road is in a critical condition.
The Pavement Context Index (PCI) test serves as a valuable tool for assessing the overall
condition of road pavements. By providing a numerical rating based on various distress
factors, the PCI enables informed decision-making in prioritizing maintenance and
rehabilitation efforts. It takes into account critical elements such as cracks, potholes, and
rutting, offering a comprehensive evaluation of pavement health.
Finally, by completing this road engineering project, we may have gained a better
understanding of assessing road defects. Students are better able to use the PCI form and
learn how to document damage on paper. For the safety and comfort of those who use the
road, the Malaysian authorities must deal with any road damage seriously. Roads must be
reinforced to increase their durability if they are to be used for a long period of time.
9.0 APPENDICES
Asphalt Concrete Roads: Deduct Value and Corrected Deduct Value Curves
MINUTES OF MEETING 1
Meeting 1 Date: 15/12/2023 Time: 8.00 a.m.-10.30 p.m.
No.
Method of Meeting: Site visit
1. MUHAMMAD ZAREET BIN MUHAMAD ZUL (CF230068)
Attendance:
2. ASNAWI HAKIM BIN AZAMAN( CF230131)
3. MUHAMMAD IRSYAD BIN MOHAMAD SIDEK ( CF230163)
4. AMIR NUR MUHAMMAD BIN SAMSUL NIZAM (CF230050)

5. MUHAMMAD AKMAL BIN ABDUL ADIS (CF230244)
6. KHARI BIN OTHMAN (CF230158)

Meeting Agenda
No. Details
1. All group members participated doing their task
2. All group members give their best teamwork effort to collect data
3. Data collected and group leader give every member their part of calculation
Meeting 2 Date: 25/12/2023 Time: 11.00 a.m. – 11.30 a.m.
No.
Method of Meeting: Division of duties
Attendance:


Meeting Agenda
No. Details
Meeting 2 Date: 2/01/2024 Time: 9.30 p.m – 11.00 p.m.
No.
Method of Meeting: Final Discussion
Attendance:


Meeting Agenda
No. Details
References
Pavement condition index. (2023, January 3). Wikipedia.

Best Practices for Pavement Pavement Condition Index (PCI) There’s More (and Less) to the
Score. (2021).
Karim, F. M. A., Rubasi, K. a. H., & Saleh, A. S. (2016). The Road Pavement Condition
Index (PCI) Evaluation and Maintenance: A Case Study of Yemen. Organization,
Technology and Management in Construction: An International Journal, 8(1), 1446–1455.
Rigid Pavement Response Calculations – Pavement Interactive. (n.d.).

Calculation Distress Highway

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Calculation Distress Highway

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FKAAS© Universiti Tun Hussein Onn Malaysia

Road Maintenance in Malaysia: Distress of Pavement at

 To calculate the given road's Pavement Condition Index (PCI).

4.1 METHOD OF DATA COLLECTION

Table 1: Procedure of the data collection

4.2 MATERIAL AND EQUIPMENT ON SITE

2. Safety vest To be seen at the location by other cars to prevent any

3. Wheel meter To measure the road length.

4. Ruler To measure the depth of distress pavement.

5. Measuring tape To measure the length of the distress pavement on the

Table 2: Material and equipment used during the process.

Step Description of procedure

2 Measured the road that will be inspected

Figure 1: Standard and customized PCI rating

Pavement section ( 5m X 1000m)

5000m2 / 320m = 15.6 @ 15

DISTRES S QU TOTAL DENSIT Y DEDUCT VALUE

01M 1.92 1.92 0.6 7

09L 0.1 0.12 2 2.22 0.7 4

04M 3.6 1.6 0.5 8

07H 4.3 4 1.3 11

L = Low, M = Medium, H = High

2. Maximum allowable number of deducts m Highest deduct value, HDV = 11

3. Maximum corrected deducted value, CDV

Corrected Deduct Value, CDV for sample 1

Jalan Parit Sempadan, Parit Raja, Johor SKETCH

DISTRES S QUANTITY TOTAL DENSIT Y DEDUCT

07H 5.6 3.8 9.4 2.9 12

10M 2.5 6.5 9 2.8 8

04M 1.5 1.5 0.5 7

11H 3.68 3.68 1.2 31

L = Low, M = Medium, H = High

•Deduct values in descending order: 31,30,12,8,7

•Number of deduct values = 5

3. Maximum corrected deducted value, CDV

• Number of deduct values greater than 2, q = 5

• Totals deduct value = 31+30+12+8+7 = 88

• From Figure below, CDV = 45

•Repeat until q reaches 1.

NO DEDUCT VALUE TOTAL Q CDV

Maximum CDV =59

PCI= 100 – 59 = 41(Poor)

Los D= Major rehabilitation or deferred action

Jalan Parit Sempadan, Parit Raja, Johor SKETCH

DISTRESS QUANTITY TOTAL DENSIT Y DEDUCT

11M 3.68 4.01 7.69 2.4 4

06H 3.36 4.05 7.41 2.3 12

02L 2.0 2.0 0.6 0

09M 0.9 1.2 2.1 0.7 5

L = Low, M = Medium, H = High

•Deduct values in descending order: 12,5, 4,0

•Number of deduct values = 4

3. Maximum corrected deducted value, CDV

• Number of deduct values greater than 2, q = 4

• Totals deduct value =12+5+4+0=21

• From Figure below, CDV = 9

•Repeat until q reaches 1.

NO. DEDUCT VALUE TOTAL Q CDV

PCI =100 – 19= 81 (Satisfactory)

Los B = Preventive Maintenance

Jalan Parit Sempadan, Parit Raja, Johor SKETCH

DISTRES S QUANTITY TOTAL DENSIT Y DEDUCT

01M 1.08 1.08 0.3 12