1.

0 INTRODUCTION
In recent year highway engineering have seen huge development that demand
high pavement performance and efficient prohibition techniques, hence, it is very
important to study pavement behavior under different loading and weather conditions to
produce pavement that meets the required pavement performance goals. In order to do
that There are many different types of evaluation techniques that could be used to
evaluate pavement distresses, some of these done by human inspector who gathers
information by walking or driving along the road and making visual survey, and the
others done by using some automated techniques. Cracks are the most common pavement
distresses usually occur in pavement structures, in addition it is very important factor for
the pavement design, and therefore it is necessary to study all types of cracks that occur
in the Malaysian roads.
There are two ways to measure the condition of a road network. The first way is
to call it the Squeaky Wheel, sit back and wait for the complaints. The more complaints,
the worse the condition of the roads. The second way is to use a more thorough,
comprehensive and pro-active approach to review the entire road network. This network
is function able important before road maintenance being done. Although, some road
should be maintained monthly, yearly or more than a year considered the damage of the
road. So, road network is important to ensure the maintenance work being done with
suitable method.
There are few type one of them are Pavement Condition Index. The Pavement
Condition Index is a simple, convenient and low cost way to monitor the condition of the
surface of roads, identify maintenance and rehabilitation needs, and ensure that road
maintenance budgets are spent wisely. The PCI provides a numerical rating for the
condition of road segments within the road network, where 0 is the worst possible
condition and 100 is the best. Pavement distress types for asphalt pavement can be
include by such as the following:
1. Low ride quality
2. Alligator cracking
3. Bleeding
4. Corrugation
5. Depression
6. Potholes
7. Rutting
8. Shoving

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 The Pavement Condition Index (PCI) method is used to obtain a Pavement
Condition Index (PCI) value for pavements through a visual survey of the pavement. The
Pavement Condition Index (PCI) is a numerical rating of the pavement condition that
ranges from 0 to 100 (refer to Figure 1), with 0 being the worst possible condition and
100 being the best possible condition. The Pavement Condition Index (PCI) method was
developed by the Construction Engineering Research Laboratory of the U.S. Army Corps
of Engineers. This method can be used on both asphalt surfaced as well as jointed
portland cement concrete (PCC) pavements.

Figure 1 : Pavement Condition Index (PCI) Rating Scale and the corresponding Level of
Service and Maintenance Activity

Performing a Pavement Condition Survey on Asphalt Surfaced Pavements

Equipment: Inspectors need a hand odometer or measuring tape to measure

distress lengths and areas, a straight edge, a ruler to measure the depth of ruts or
depressions, and the PCI distress manual (to assist in identifying distresses and

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determining their severity levels). Procedure: A sample unit is inspected by measuring the
distress type and severity according to the PCI distress manual, and recording the data on
the flexible pavement survey sheet (as shown in Figure 2). One data sheet is used for
each sample unit.

Figure 2 : Pavement Condition Survey Sheet

Dividing a Pavement Section into Sample Units

A sample unit is defined as the portion of pavement section designated only for
the purpose of pavement inspection. Figure 3 shows an example of sample units.

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 Figure 3 : Example of a pavement section divided into sample units

The number of sample units in a pavement section to be inspected can be

determined using Figure 4. When performing initial inspection, the PCI standard
deviation for asphalt concrete is assumed to be 10.

Figure 4 : Selection of the minimum number of sample units

It is recommended that the sample units to be inspected be spaced equally

throughout the section, and that the first one be chosen at random (this technique is
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 known as systematic random). Sampling interval is determined using the following
equation:

N
Interval, i = n

where N = total number of sample units in section

n = minimum number of sample units to be inspected

The sampling interval is rounded off to the smaller whole number (e.g. 3.6 is
rounded to 3).

Example:
If N = 20,
n = 9 (determined from Figure 4)
Interval, i = 20/9 = 2.2 2.0
Hence sample units to be inspected are 1, 3, 5, 7, 9, 11, 13, 15 and 17 (as
indicated in Figure 5).

Figure 5 : Sampling Interval

2.0 OBJECTIVE
After a few years of the construction of some roads in Malaysia some serious
distresses have appeared on these roads, and thus changed the conditions of the pavement
to a failed state, although the road did not achieve its design life period yet, and was
designed according to the design manuals, therefore it is very important to make
comprehensive study of these problems to find out the main causes of such a behavior. In
our study, we had suggested few sites for our project which is Taman Melewar road. To
determine the site for our project, we have to conduct a survey on the site so that the site
that we choose is fulfilled the requirements of this project such as minimum four cracks
within 1km of the road. Along 200m+- of the road, there are few defect of road that we
spotted. A PCI was carried out to:
1. Identify immediate maintenance and rehabilitation needs
2. Monitor pavement condition over time

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 3. Develop a network preventive maintenance strategy
4. Develop road maintenance budgets
5. Evaluate pavement materials and designs

3.0 METHODOLOGY
In this dissertation is intended to contribute for the improvement of the use of
pavement condition index (PCI) methodology, when assessing rigid pavement distresses.
For a better understanding of the process, the work started by a detailed study of
every rigid pavement distress, as well as their causes, presenting possible
rehabilitation/maintenance solutions for each one of them. After understanding each
distress and their causes, the various levels of severity were studied for each distress, this
severity levels are distinguished by the intensity of the damaged caused at the pavement.
Thereafter, an explanation of how to measure them is given following the same
procedures as (ASTM - D5340, 2011).
After the detailed study of each rigid pavement distress, the main procedures of
rehabilitation and maintenance were presented as well as their actions. For better plans of
rehabilitation/maintenance the most known pavement management programs are briefly
presented. To better understand the PCI and Structural Condition Index (SCI) evaluation
and all the actions that are related with them, a detailed explanation of how to calculate
PCI/SCI, followed by a practical example of a rigid pavement of an airport evaluation,
that was performed accordingly with the Standard Test Method for Airport Pavement
Condition Index Surveys.
Additionally, an automated process was developed which further gave origin of a
Tablet application. To explain the subjectivity of the PCI and of the possible effect due to
the consideration of erroneous distress, several iterations were performed aiming to study
the influence of human error in the evaluation of PCI and the effect of maintenance
measures.

4.0 DATA & ANALYSIS

Section 1

No
Deduct Values Total q CDV
.
28 25 16 10 79 4 43
1
28 25 16 5 74 3 47
2

6
 28 25 5 5
3
28 5 5 5
4

10

Maximum CDV = 47

Determine the Pavement Condition Index

PCI = 100 CDVmax

= 100 47
= 53

Based on the rating for PCI value of 53, this section of pavement is in fair condition.

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Section 2

No
Deduct Values Total q CDV
.
34 32 66 2 56
1
34 5 39 1 46
2

10

Maximum CDV = 56

Determine the Pavement Condition Index

PCI = 100 CDVmax

= 100 56

= 44

Based on the rating for PCI value of 44, this section of pavement is in fair condition.

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Section 3

No
Deduct Values Total q CDV
.
34 27 61 2 45
1
34 5 39 1 39
2

10

Maximum CDV = 45

Determine the Pavement Condition Index

PCI = 100 CDVmax

= 100 45

= 55

Based on the rating for PCI value of 55, this section of pavement is in fair condition.

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Section 4

No
Deduct Values Total q CDV
.
33 30 28 91 3 58
1
33 30 5 68 2 50
2
33 5 5 43 1 41
3

10

Maximum CDV = 58

Determine the Pavement Condition Index

PCI = 100 CDVmax

= 100 58

= 42

Based on the rating for PCI value of 42, this section of pavement is in fair condition.

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5.0 DISCUSSION
The study involved the analysis of roughness and distress data from the road of
PARIT SEMPADAN. We conduct this survey data by along the road. We took about 20
section separately and took the survey data in 4 selected section that we think might be
the among the many sections of the road that apply damage on the road. Many vehicles
passing through the road with cross frequency between 3 minutes because the road is
connected to the main road. So, we took precautious by given 2 members to watch the
traffic flow and vehicles that passing through the road while other member is taking the
data.
From the observation of the road, on the 4 section that we survey, they are several
types of damage road which is alligator cracking, longitudinal and transverse cracking,
potholes, and depression that we conduct from the 4 of the section. We choose the most
damage for the section in the 20 section from the road.

6.0 CONCLUSION
In conclusion, the resulted data that we got from this survey on these 4 sections of
the road can made the final decision of the condition of PARIT SEMPADAN road. From
the section 1, the total deduct values is 79,74,63,43. And from the CDV is the highest is
47. The determination Pavement Condition Index (PCI) is 53 which is in the fair
condition. And for other section the maximum CDV is in range about 56 (section 2),
45(section 3) and 58 (section 4) so the PCI is about 42 to 53 which is the all section in the
fair condition. The level of service of the PARIT SEMPADAN is LOS D which is in the
major proper rehabilitation.

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