Pavement Condition Index Report

GROUP PROJECT
TITLE: PAVEMENT CONDITION INDEX (PCI) ON

ROADS IN PARIT RAJA AREA
COURSE CODE BFC 31802
COURSE NAME HIGHWAY ENGINEERING
FACULTY OF CIVIL AND ENVIRONMENTAL

FACULTY ENGINEERING
NAME MATRIC NO. SECTION

1) FATIN NASUHA DF160064 8
BINTI NGIMRAN
2) HAFIZAH BINTI DF160078 9
ZAINIL
3) NURUL AMIRAH DF160087 9
BINTI AHMAD
4) MOHAMAD DF160012 10
YUSREE BIN
MOHD YUSOF
5) MUHAMMAD DF160091 10
GROUP MEMBERS SUKRI BIN
AND SECTION ISHAK
LECTURER’S
NAME PUAN ROSNAWATI BINTI BUHARI
DATE OF
SUBMISSION 30th MAY 2018
MARKS
TABLE OF CONTENTS
NO. CONTENT PAGE
1.0 INTRODUCTION 3–4
2.0 METHODOLOGY 5–9
3.0 DATA ANALYSIS 10 – 21
4.0 BUDGETING FOR THE REHABILITATION 22

METHOD
5.0 RESULTS AND DISCUSSION 23
6.0 CONCLUSION 24
7.0 APPENDICES 25 - 27
8.0 REFERENCE 28
2
1.0 INTRODUCTION
1.1 Perform Pavement Condition Index Test
Perform Pavement Condition Index Test is a numerical rating of the pavement

condition that ranges from 0 to 100 with 0 being the worst possible condition and 100
being the best possible condition. PCI test is widely used in transportation civil
engineering. The performance of a road is always influenced by several factors,
particularly the traffic increasing and environmental factors. Typical distresses are
cracks, rutting and weathering of pavement surface.
The PCI provides a measure of the present condition of pavement based on the
distress observed on the surface of the pavement, which also indicates the structural
integrity and surface operational condition. However, the PCI cannot measure
structural capacity nor does it provide direct measurement skid resistance or
roughness. Continuous monitoring of the PCI is used to establish the rate of pavement
deterioration, which permits early identification of major rehabilitation needs.
Development of an effective pavement requires a broad understanding of the
maintenance and rehabilitation techniques.
1.2 Bestari Residential College UTHM road
Figure 1: Bestari Residential College UTHM road
3
We were given a task to choose any road on the UTHM main campus or Parit
Raja area. Then, we need to conduct a study in order to determine the extent of the
road damaged. So, our group has chosen road in Bestari Residential College UTHM
area as a study site
Bestari Residential College was chosen due to its bad road surface and often
gave discomfort to every road user. As we already learned in class, damage was
caused from the increasing in traffic and environmental effects. There were also
heavy vehicles such as lorries and buses used the road. Although the road has been
fixed, the problems keep repeating. Therefore, we will learn to identify the types of
road damages in site and calculate the cost to maintenance it besides finds a solution
to reduce the damage. Delay and postponed maintenance activities will result in
increased damage rates and larger overhaul costs.
4
2.0 METHODOLOGY
2.1 Research Methodology
The methodology of this study describes briefly the overview of the process and
workflow involved in the study to carry out the analysis of road infrastructure audits, several
planning and statistics of the study were set as in Figure 2.1.1. Method of data collection used
in the execution of the study is observation.
Provide
final report
collect data
Start
Perform the End
research and
overview observation of
the project critical road
task infrstructure
borrow the tools

identify the needed for the
study area project at FKAAS
highway lab
Figure 2.1.1
2.2 Method of Survey Preparation
i. Apparatus safety for road survey
a. Safety vest
5
b. Wheel meter
c. Safety cone
d. Ruler
e. PCI table
6
2.3 Method of Data Collection
Data collection is the primary data obtained in this research, which is collected from
the individual and experience researchers in the research topic. Data collection was
conducted using observations method on the location of study.
i. Research an observation
Research and observation were implemented to observe the state of road condition
with the reference guided manual ASTMD 6433.
2.4 Data Analysis Method
The method to study data is appropriate to find the objective and scope of study.
i. Pavement Condition Index

To find the PCI, we must determine the distress density and deduct value, maximum
allowable number of deduct and maximum corrected deduct value.
Figure 2.4.1 Step of calculation
7
Figure 2.4.2 Standard pavement rating
Figure 2.4.3
Figure 2.4.4
8
2.5 Medium to Report Pavement Condition
For this road people can approach MPBP in its portal web to report
Figure 2.5.1 MPBP Portal
9
3.0 DATA ANALYSIS
3.1 Determine the Distress Density and Deduct Value

Table 3.1 The Pavement Condition Survey For Sample Unit 01
KOLEJ KEDIAMAN BISTARI UTHM, PARIT SEMPADAN LAUT
(ASPHALT SURFACED ROAD) CONDITION SURVEY DATA SHEET
BRANCH: TRAFFIC LABORATORY UTHM DATE: 8 MAY 2018

SURVEYED BY: BFF SAMPLE UNIT: 01
SECTION: INFRONT ROAD OF KK BISTARI PINTU 2 SAMPLE AREA: 3.5 m x 50 m
01. Alligator Cracking (m2) 06. Depression (m2) 11. Patching & Utility 16. Shoving (m2)
02. Bleeding (m2) 07. Edge Cracking (m) Cut Patching ((m2) 17. Slippage Cracking
03. Block Cracking (m2) 08. Joint Reflection 12. Polished (m2)
04. Bumps and Sags (m) Cracking (m) Aggregate (m2) 18. Swell (m2)
05. Corrugation (m2) 09. Lane/Shoulder Drop 13. Potholes (no.) 19. Weathering/
Off (m) 14. Railroad Crossing Ravelling (m2)
10. Longitudinal & (m2)
Transverse Cracking 15. Rutting (m2)
(m)
DISTRESS DENSITY DEDUCT
QUANTITY TOTAL
SURVEY % VALUE
01 L 5.8x0.3 100*(1.74/175)
1.74 11
=1.74 = 0.99
01 M 9.4x0.4 100*(3.76/175)
3.76 30
=3.76 = 2.15
07 M 100*(2.4/50)
1.5 0.9 2.4 18
= 4.8
09 L 100*(3.9/50)
2.9 1.0 3.9 10
= 7.8
i. Maximum allowable number of deducts, m

Highest deduct value, HDV = 30
m = 1 + (9/98)(100 – HDV)
= 1 + (9/98)(100 – 30)
= 7.43
Deduct values in descending order: 30, 18, 11, 10

Number of deduct values = 4
Since the maximum allowable number of deducts is 7.43, therefore the first 4 and 0.43 of the
5th deduct value are selected, i.e. 30, 18, 11, 10, and 0.43*0 = 0
ii. Maximum corrected deduct value, CDV

Number of deduct values greater than 2, q = 4
10
Total deduct value, TDV = 30 + 18 + 11 + 10 = 69
From Figure B-45, CDV = 39
Table 3.2 Reduce The Smallest Individual Deduct Value To 2 (q is now 4) And
Determine The CDV. Repeat Until q Reaches 1.
No. Deduct Values Total q CDV
1. 30 18 11 10 69 4 39
2. 30 18 11 2 61 3 39
3. 30 18 2 2 52 2 38
4. 30 2 2 2 36 1 36
Maximum CDV = 39
iii. Determine the Pavement Condition Index
PCI = 100 – CDVmax

= 100 – 39
= 61
Based on the rating for PCI value of 61, this section of pavement is in FAIR condition.
LOS = C
Maintenance activity = Rehabilitation
11


01. Alligator Cracking (m2) 06. Depression (m2) 11. Patching & 16. Shoving (m2)
02. Bleeding (m2) 07. Edge Cracking (m) Utility 17. Slippage Cracking
03. Block Cracking (m2) 08. Joint Reflection Cut Patching (m2)
2
04. Bumps and Sags (m) Cracking (m) ((m ) 18. Swell (m2)
05. Corrugation (m2) 09. Lane/Shoulder Drop 12. Polished 19. Weathering/
Off (m) Aggregate (m2) Ravelling (m2)
10. Longitudinal & 13. Potholes (no.)
Transverse Cracking 14. Railroad
(m) Crossing
(m2)
15. Rutting (m2)
QUANTITY TOTAL
SURVEY % VALUE
01 M 9.2x0.6 100*(5.52/175)
5.52 34
=5.52 = 3.15
01 H 25.5x0.8 100*(20.4/175)
20.4 64
=20.4 = 11.66
07 M 100*(8.0/50)
8.0 8.0 26
= 16.00
15 H 16.0x2.5 100*(40.0/175)
40.0 75
=40.0 = 22.86

m = 1 + (9/98)(100 – HDV)
= 1 + (9/98)(100 – 75)
= 3.30
Deduct values in descending order : 75, 64, 34, 26

Since the maximum allowable number of deducts is 3.30, therefore only the first 4 and 0.30
of the 5th deduct value are selected, i.e.75, 64, 34, 26 and 0.30*0 = 0.

12
Total deduct value = 75 + 64 + 34 + 26 = 199
1. 75 64 34 26 199 4 99
2. 75 64 34 2 175 3 99
3. 75 64 2 2 143 2 92
4. 75 2 2 2 81 1 81
Maximum CDV = 99

= 100 – 99
=1
Based on the rating for PCI value of 1, this section of pavement is in FAILED condition.
LOS = F
Maintenance activity = Reconstruction
13


SECTION: INFRONT ROAD OF KK BISTARI SAMPLE AREA: 3.5 m x 50 m
PINTU 2
03. Block Cracking (m2) 08. Joint Reflection 12. Polished (m2)
(m)
QUANTITY TOTAL
SURVEY % VALUE
01 M 11.0x1.0 100*(11.0/175)
11.0 41
=11.0 = 6.29
09 L 100*(6.0/50)
6.0 6.0 14
= 12.0
01 L 3.0x0.6 100*(1.8/175)
1.8 11
=1.8 = 1.03
09 L 100*(1.6/50)
1.6 1.6 7
= 3.2

m = 1 + (9/98)(100 – HDV)
= 1 + (9/98)(100 – 41)
= 6.42

Since the maximum allowable number of deducts is 6.42, therefore the first 4 and 0.42 of the
5th deduct value are selected, i.e. 41, 14, 11, 7 and 0.42*0 = 0

14
Total deduct value = 41 + 14 + 11 + 7 = 73
1. 41 14 11 7 73 4 41
2. 41 14 11 2 68 3 44
3. 41 14 2 2 59 2 43
4. 41 2 2 2 47 1 47
Maximum CDV = 47

= 100 – 47
= 53
Based on the rating for PCI value of 53, this section of pavement is in POOR condition.
LOS = D
Maintenance activity = Major Rehabilitation or Deferred Action
15


02. Bleeding (m2) 07. Edge Cracking (m) Cut Patching 17. Slippage Cracking
2
03. Block Cracking (m ) 08. Joint Reflection ((m2) (m2)
04. Bumps and Sags (m) Cracking (m) 12. Polished 18. Swell (m2)
05. Corrugation (m2) 09. Lane/Shoulder Drop Aggregate (m2) 19. Weathering/
Off (m) 13. Potholes (no.) Ravelling (m2)
10. Longitudinal & 14. Railroad
Transverse Cracking Crossing
(m) (m2)
15. Rutting (m2)
QUANTITY TOTAL
SURVEY % VALUE
01 M 12.0x0.7 100*(8.4/175)
8.4 48
=8.4 = 4.8
09 M 100*(4.7/50)
4.7 4.7 18
= 9.40
16 L 5.0x3.0 100*(15.0/175)
15.0 19
=15.0 = 8.57
07 L 100*(1.2/50)
1.2 1.2 4
= 2.4

m = 1 + (9/98)(100 – HDV)
= 1 + (9/98)(100 – 48)
= 5.78
Since the maximum allowable number of deducts is 5.78, therefore more than 5 and 0.78 of
the 4th deduct value are selected, i.e. 48, 19, 18 and 0.78*4 = 3.12

16
Total deduct value = 48 + 19 + 18 + 3.12 = 88.12
determine The CDV. Repeat Until q Reaches 1.
1. 48 19 18 3.12 88.12 4 50
2. 48 19 18 2 87 3 56
3. 48 19 2 2 71 2 53
4. 48 2 2 2 54 1 54
Maximum CDV = 56

= 100 – 56
= 44
Based on the rating for PCI value of 44, this section of pavement is in POOR condition.
LOS = D
Maintenance activity = Major Rehabilitation or Deferred Action
17


02. Bleeding (m2) 07. Edge Cracking (m) Cut Patching 17. Slippage Cracking
2
03. Block Cracking (m ) 08. Joint Reflection ((m2) (m2)
04. Bumps and Sags (m) Cracking (m) 12. Polished 18. Swell (m2)
05. Corrugation (m2) 09. Lane/Shoulder Drop Aggregate (m2) 19. Weathering/
Off (m) 13. Potholes (no.) Ravelling (m2)
10. Longitudinal & 14. Railroad
Transverse Cracking Crossing
(m) (m2)
15. Rutting (m2)
QUANTITY TOTAL
SURVEY % VALUE
06 L 0.8x0.4 100*(0.32/175) 4
0.32
= 0.32 = 0.18
13 L 0.2x0.45 0.2x0.3 100*(0.15/175)
0.15 20
= 0.09 = 0.06 = 0.09
13 H 2x0.2 1.5x0.25 100*(0.78/175)
0.78 90
= 0.4 0.38 = 0.45

m = 1 + (9/98)(100 – HDV)
= 1 + (9/98)(100 – 90)
= 1.92
Deduct values in descending order : 90, 20, 4
of the 4th deduct value are selected, i.e. 90, 20, 4 and 0.92*0 = 0.

Total deduct value = 90 + 20 + 4 = 114
18
1. 90 20 4 114 3 70
2. 90 20 2 112 2 78
3. 90 2 2 94 1 94
Maximum CDV = 94
= 100 – 94
=6
Based on the rating for PCI value of 6, this section of pavement is in FAILED condition.
LOS = F
Maintenance activity = Reconstruction
19


2
03. Block Cracking (m ) 08. Joint Reflection 12. Polished (m2)
(m)
QUANTITY TOTAL
SURVEY % VALUE
07 L 100*(7.5/50) 14
2.5 2.0 3.0 7.5
= 15
15 L 2.5x0.5 10x0.7 100*(8.25/175)
8.25 20
= 1.25 =7 = 4.71
13 L 0.2x0.3 100*(0.04/175)
0.04 5
=0.04 = 0.02

m = 1 + (9/98)(100 – HDV)
= 1 + (9/98)(100 – 20)
= 8.35
Deduct values in descending order : 20, 14, 5

of the 3rd deduct value are selected, i.e. 20, 14, and 0.35*5 = 1.75

Total deduct value = 20 + 14 = 34

20
1. 20 14 34 2 25
2. 20 2 22 1 22
Maximum CDV = 25

= 100 – 25
= 75
Based on the rating for PCI value of 75, this section of pavement is in SATISFACTORY
condition.
LOS = B
Maintenance activity = Preventive maintenance
21
4.0 BUDGETING FOR THE REHABILITATION METHOD
ITEM DESCRIPTION RATES AMOUNT

NO. UNIT QUANTITY (RM) (RM)
PV1 PAVEMENT
1.0A PAVEMENT RESURFACING WORKS
RESURFACING
1.1
Supply all plant and labour to cleaning existing m2 2100 0.20 420
1.1.1
pavement using power broom before spraying of
tack coat.
Supply and apply tack coat (RSIK) uniformly over
1.1.2 the existing pavement all in accordance with the m2 2100 1.50 3150
specification sub section or as directed by S.O.
Supply lay and compact to 50mm compacted
thickness Asphaltic Concrete Wearing Course
1.1.3 (ACW 20) of 20 mm nominal size aggregates all in m2 2100 25.00 52500
accordance with the specification sub – section or
as directed by S.O.
Total collection (RM) 56070
2.0B RECONSTRUCTION ROAD SHOULDER
2.1 EARTH SHOULDER

Supply and compact to thickness of approved
selected earth material as in sub-section in
2.1.1 m2 60 8.00 480
specification to form from road shoulder, flushed
with new pavement from contractor own source.
Supply and compact to thickness of laterite as in
2.1.2 sub section in specification to form road shoulder m2 60 10.00 600
flushed with new pavement from contractor source
3.0C ROAD MARKING
3.1 PAINTING OF NEW ROAD MARKINGS

Ditto intermittent center line and lane marking of
3.1.1 100 mm wide
m2 60 18 1080
COLLECTION
1.0A 56070
2.0B 1080
3.0C 1080
Total Carried To Summary (RM) 58230
22
5.0 RESULTS AND DISCUSSION
The pavement condition of the selected road has been determined using pavement
condition index (PCI) method. The data obtained to be use in this method have been collected
through measurement. The PCI is a numerical rating of the pavement condition that ranges
from 0 to 100, with 0 being the poor condition and 100 being the best condition. Based on the
data analysis for sample unit 1 (section 1), sample unit 2 (section 3), sample unit 3 (section
5), sample unit 4 (section 7), sample unit 5 (section 9) and sample unit 6 (section 11), the
calculated PCI values are 40,16,59,57, 20 and 77 respectively. By obtaining the PCI values
section, the pavement condition for each section can be determine. The highest PCI value
obtained was 77 in sample unit 6 (section 11). The pavement for this section is in satisfactory
condition which means it need preventive maintenance only. The lowest PCI value obtained
was 16 in sample unit 2 (section 3). The pavement for this section is in serious condition
which means it need major rehabilitation.
The average PCI value that have been calculated 40 which means the entire road is in
poor condition and the road need a major rehabilitation. The method that have been suggested
for rehabilitation work for this road is resurfacing.
The following is the estimated cost for the selected road rehabilitation:
1. Resurfacing (cleaning pavement, applying tack coat, lay and compact asphalt concrete
wearing coarse with thickness 50mm) = RM 56,070
2. Reconstruction road shoulder (supply and compact earth material and laterite) = RM
1080
3. Road marking (ditto intermittent centre line and lane marking of 100 mm wide) = RM
1080
Total estimated cost for rehabilitation for the selected road is RM 58,230. The details of
the amount and rate of each works can be found in bill of quantity table.
23
6.0 CONCLUSION
For a conclusion, there are many distress surveys that we obtain from the road we had
chosen, which is Kolej Kediaman Bistari. The distress that we see was edge cracking,
potholes, alligator cracking, shoulder drop off and many more. As we conclude for all the
reading for this road for all the sections, the average PCI value that have been calculated is 40
which means that the road condition is in a poor condition. So, this road needs road
rehabilitation which is surfacing.
Besides that, by doing the survey, we also know that if alligator cracking and rutting
occur in the same area, each is recorded separately at its respective severity level and also, if
bleeding is counted, polished aggregate is not counted in the same area. Moreover, spalling as
used herein is the further breaking of pavement or loss of materials around cracks or joints. If
a 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, however, the different
levels of severity in a portion of a crack cannot be easily divided, that portion should be rated
at the highest severity level present.
During the field condition surveys and validation of the PCI, we learn that faulting is
counted only at joints. Faulting associated with cracks is not counted separately since it is
incorporated into the severity-level definitions of cracks. Crack definitions are also used in
defining corner breaks and divided slabs. Also, joint seal damage is not counted on a slab-by-
slab basis. Instead, a severity level is assigned based on the overall condition of the joint seal
in the area. Cracks that in reinforced concrete slabs that are less than 1/8 in. wide are counted
as shrinkage cracks. Shrinkage cracks should not be counted to determine if the slab is broken
into four or more pieces. Low-severity scaling, that is, crazing, should only be counted if
there is evidence that future scaling is likely to occur.
24
7.0 APPENDICES
7.1 Level of Severity of Distress
Figure 7.1.1 Low Severity Lane/Shoulder Drop Off
Figure 7.1.2 Low Severity Figure 7.1.3 High Severity Edge

Alligator Cracking Cracking
Figure 7.1.4 Low Severity Figure 7.5 Low Severity

Alligator Cracking Lane/Shoulder Drop Off
Figure 7.1.6 Low Severity Alligator Figure 7.1.7 Low Severity

Cracking Lane/Shoulder Drop Off
25
Figure 7.1.8 High Severity Rutting Figure 7.1.9 Low Severity Depression
Figure 7.1.10 High Severity Potholes Figure 7.1.11 Low Severity Edge
Cracking
7.2 Method of Data Sample Taken
26
7.3 Group Members
From left: Yusree, Hafizah, Amirah, Fatin Nasuha and Sukri
27
8.0 REFERENCE
1. D 6433 – 07 Standard Practice for Roads and Parking Lots Pavement Condition Index
Surveys
2. Y. Richard Kim (Nov 2014), Asphalt Pavement, CRC Press Publisher, London, ISBN
9781315736754
28

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GROUP PROJECT

TITLE: PAVEMENT CONDITION INDEX (PCI) ON

COURSE CODE BFC 31802

COURSE NAME HIGHWAY ENGINEERING

FACULTY OF CIVIL AND ENVIRONMENTAL

NAME MATRIC NO. SECTION

NO. CONTENT PAGE

1.0 INTRODUCTION 3–4

2.0 METHODOLOGY 5–9

3.0 DATA ANALYSIS 10 – 21

4.0 BUDGETING FOR THE REHABILITATION 22

5.0 RESULTS AND DISCUSSION 23

1.1 Perform Pavement Condition Index Test

Perform Pavement Condition Index Test is a numerical rating of the pavement

1.2 Bestari Residential College UTHM road

Figure 1: Bestari Residential College UTHM road

2.1 Research Methodology

borrow the tools

2.2 Method of Survey Preparation

i. Apparatus safety for road survey

2.4 Data Analysis Method

i. Pavement Condition Index

Figure 2.4.1 Step of calculation

Figure 2.5.1 MPBP Portal

3.1 Determine the Distress Density and Deduct Value

BRANCH: TRAFFIC LABORATORY UTHM DATE: 8 MAY 2018

i. Maximum allowable number of deducts, m

Deduct values in descending order: 30, 18, 11, 10

ii. Maximum corrected deduct value, CDV

PCI = 100 – CDVmax

KOLEJ KEDIAMAN BISTARI UTHM, PARIT SEMPADAN LAUT

BRANCH: TRAFFIC LABORATORY UTHM DATE: 8 MAY 2018

i. Maximum allowable number of deducts, m

Deduct values in descending order : 75, 64, 34, 26

ii. Maximum corrected deduct value, CDV

PCI = 100 – CDVmax

KOLEJ KEDIAMAN BISTARI UTHM, PARIT SEMPADAN LAUT

BRANCH: TRAFFIC LABORATORY UTHM DATE: 8 MAY 2018

i. Maximum allowable number of deducts, m

Deduct values in descending order: 41, 14, 11, 7

ii. Maximum corrected deduct value, CDV

PCI = 100 – CDVmax

KOLEJ KEDIAMAN BISTARI UTHM, PARIT SEMPADAN LAUT

BRANCH: TRAFFIC LABORATORY UTHM DATE: 8 MAY 2018

i. Maximum allowable number of deducts, m

Deduct values in descending order: 48, 19, 18, 4

Number of deduct values = 4

ii. Maximum corrected deduct value, CDV

PCI = 100 – CDVmax

KOLEJ KEDIAMAN BISTARI UTHM, PARIT SEMPADAN LAUT

BRANCH: TRAFFIC LABORATORY UTHM DATE: 8 MAY 2018

i. Maximum allowable number of deducts, m

Deduct values in descending order : 90, 20, 4

Number of deduct values = 3

ii. Maximum corrected deduct value, CDV

Total deduct value = 90 + 20 + 4 = 114

KOLEJ KEDIAMAN BISTARI UTHM, PARIT SEMPADAN LAUT

BRANCH: TRAFFIC LABORATORY UTHM DATE: 8 MAY 2018

i. Maximum allowable number of deducts, m

Deduct values in descending order : 20, 14, 5

ii. Maximum corrected deduct value, CDV

Total deduct value = 20 + 14 = 34

PCI = 100 – CDVmax

ITEM DESCRIPTION RATES AMOUNT