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INTRODUCTION
Pavement Condition Index (PCI) is one of the most widely used performance measurement of
pavements; it has been used as an indicator of the pavement condition (Tighe et al., 2004; Uglova
and Saenko, 2016). This index measures the quantity and severity for each type of distress (ASTM,
2007).
Pavement condition evaluation which includes evaluation of distress, roughness, friction and
structure is one of the important components of pavement design, rehabilitation and management.
Most of the cost effective maintenance and rehabilitation (M&R) strategies developed using
Pavement Management System (PMS) is due to accurate pavement evaluation (Huang, 1993).
Pavement distresses are classified into two different categories. The first is known as functional
failure. In this case, the pavement does not carry out its intended function without either causing
discomfort to passengers or high stresses to vehicles. The second, known as structure failure,
includes a collapse of pavement structure or the breakdown of one or more components of the
pavement with such magnitude that the pavement becomes incapable of sustaining the loads
Road pavements require continuous Maintenance and Rehabilitation (M & R) works to prevent
deterioration caused by repetitive traffic loading and environmental factors. However, with the
limited fund allotted for pavement work, there is a need to use the available funds as effectively as
possible. To accomplish this, a systematic procedure for scheduling M-and-R works to optimize
the benefits to road users and minimize costs to the agency responsible for pavement management
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is recognized as a useful measure. Known as the Pavement Management System (PMS), such a
system would allow administrators and engineers to allocate funds, personnel, resources, etc. most
The Pavement Condition Index (PCI) is normally determined annually in order to evaluate changes
that occur in the road network system. The PCI rating of a roadway is based on the observed
surface distresses. The PCI rating is not a direct measure of structural capacity, skid resistance or
road roughness; however, it is an objective tool for assessing the M-and-R needs of a roadway
The government at network level failed the complications to prioritize budget allocation for road
maintenance to every regions and districts from the vague assessment report received from local
authority. Roads condition at urban level are being inspected through visual assessment method
If road corridors are not correctly evaluated, then the allocation given maybe over budgeted and
large sums of money may be wasted. Thus, this has made it difficult for government and
organization such as University of Agriculture, Makurdi to prioritize the fund allocation on the
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1.3 Aim and Objectives of Study
The aim of this study is to assess the Pavement Condition Index (PCI) of flexible Road Pavements
i. To identify common road pavement distresses on road corridors within Federal University
ii. To assess the quantity and severity of pavement distresses on flexible road corridors within
iii. To compute PCI Value used for describing pavement condition of road corridors on the
iv. To propose a suitable rehabilitation strategy for road corridors on UAM campus at present.
This study gives various insights into the various implications of assessing Pavement Condition
management, construction companies e.t.c. may benefit from this study. The findings from this
research would enable them to know the need for maintenance and rehabilitation strategy, provide
more information on preventive maintenance strategies and budgets. The findings from the study
will also show the importance of accessing the Pavement Condition Index of road corridors.
This study is limited to the assessment of a Pavement Condition Index of flexible road pavement
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CHAPTER TWO
LITERATURE REVIEW
It is necessary to know the condition of pavement from standpoint of setting up design criteria and
for establishing maintenance and priority. It will serve several purposes such as, establishing need
for including design requirements of procedures, and pointing out special conditions influencing
A condition survey is not concerned with determining the structural adequacy of a pavement and,
generally, it does not attempt to provide reasons as to why the pavement is, or to indicate what the
reliability or acceptability of highway pavement sections as the might be judge by road users at a
given time. As such, the results of a condition survey can be very valuable when determining
priorities for maintenance funding within a major road system (O'Flaherty, 1988).
The PCI is a quick method of comparing the overall condition of pavement and magnitude of
rehabilitation needs (Weil, 2009). Obead (2012) pointed out that the PCI can be used to identify
when the treatments are needed, to define the condition state, for ranking or prioritization, and as
Faris and Mahir (2012) stated that the maintenance of transportation assets has become a worst
challenge for most of the transportation agencies over the world. Trikit-Tooz Road (in the middle
of Iraq) was divided into segments to calculate PCI. Based on the results were concluded that
managers will be able to compare three types of necessity; financial, physical, and specifications
instructions, sometimes Condition Index refers to that assets able to be used for 15 years while
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specification refers that it can be used for 10 years only and so on. In the same way, Zaltuom
(2011) calculated the PCI for roads network in Al-Koms city in Libya.
Vishwanath et al. (2013) used PCI as a measuring tool to determine the pavement maintenance
strategies based on distress survey. It was provided a simple approach to develop PCI for the
selected arterial road stretches for taking up cost effective maintenance measures/treatments. It
was concluded that PCI serves as warning system for early identification or projection of major
repairs required. Also, they concluded that PCI is a function of the type of distress, density of
Since geographical information systems with their spatial analysis capabilities, match the
geographical nature of the road networks, they are considered the most appropriate tools to
enhance pavement management operations, with features such as graphical display of pavement
The Pavement Condition Index (PCI) has been developed by the U.S. Army Corps of Engineers
(1982). The PCI value is decreased by a cumulative deduct value score based upon the type,
aggregation of the different measures of pavement condition. Juang and Amirkhanian (1992)
documented the development of Unified Pavement Distress Index (UPDI) using the theory of
fuzzy sets.
Zhang (1993) developed a comprehensive ranking index for flexible pavements called the overall
acceptability index (OAI) based on fuzzy set theory. Four parameters viz. roughness, surface
distress, structural capacity and skid resistance were considered for OAL.
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Shoukry et al. (1997) adopted a fuzzy logic approach to derive a universal pavement distress
evaluator defined as Fuzzy Distress Index (FDI) and based on this pavement sections were ranked
Thube et al. (2007) developed a PSI and PCI based composite pavement deterioration models for
low volume roads of India. Gharaibeh et al. (2010) compared the pavement condition indexes from
five DOTs in United States, and the results showed significant differences among seemingly
similar pavement condition indexes, which may be due to different distress types considered,
weighting factors and the mathematical forms of the indexes, as concluded by the author.
works. It includes evaluation of existing distresses, road roughness, structural adequacy, traffic
analysis, material testing and study of drainage condition. This section deals with types of
bituminous surfaces, types and causes of distresses. Photographs all taken during distress surveys
A typical flexible or bituminous pavement structure consists of the following pavement courses:
sub-base, base, and bituminous wearing surface. The wearing surface is the uppermost layer of the
aggregate. The binder may be sprayed on the surface followed by application of aggregate and
referred to as a bituminous surface treatment. The binder and aggregate may be mixed in a central
plant or mixed in place on the road and referred to as hot or cold mixes. The wearing surface may
range in thickness from less than 2.5cm, as in the case of a surface treatment, to several centimeters
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The wearing surface has four principal functions: to protect the base from abrasive effects of
traffic, to distribute loads to the underlying layers of pavement structure, to prevent surface water
from penetrating into the base and sub-grade, and to provide a smooth riding surface for traffic
The base and sub-base are made using different materials designated the upper and lower base or
sub-base. Where the soil is considered to be very weak, a capping layer may also be introduced
between the sub-base and the soil foundation. This may be of an inferior type of sub-base material,
or it may be the upper part of the soil improved by some form of stabilization (e.g. with lime or
cement). The soil immediately below the sub base (or capping layer) is generally referred to as the
sub grade and the surface of the sub grade is termed the formation level (Fiker, 2005).
Deterioration of flexible pavements arises from deformation under traffic loading generally
associated, in the later stages, with cracking. Such deformation is associated with heavy
commercial vehicles; the contribution of private cars and light commercial vehicles is negligible.
Flexible pavements which are called upon to carry much heavier traffic loads than their design
would permit often crack as a result of the large elastic deflections. This condition can cause
breakup of the surface and give rise to potholing, before appreciable permanent deformation has
occurred.
i. Alligator Fatigue Cracks: Alligator cracks are interconnected cracks forming a series
of small blocks resembling an alligator skin. The lengths of the cracked pieces are
usually less than 15cm on the longest side. In some cases, alligator cracking is caused
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by excessive deflection of the surface over unstable sub grade or lower courses of the
structure. The unstable support is usually the result of saturation of the bases or sub
grade. Although the affected areas in most cases are not large, occurring principally in
ii. Bleeding: Bleeding is the upward movement of the binder material in the pavement
creating a film of bituminous material on the surface. This condition usually occurs
during hot weather and will cause an extremely slippery surface. The most common
cause of bleeding is excess asphalt binder in one or more of the pavement courses. This
can result from a rich mix, variations in aggregate blending, improperly constructed
seal coat, or heavy prime or tack coat. Traffic volume, tire pressure, or load in excess
of design quantities can cause over compaction of bituminous layers forcing the binder
iii. Block cracking: Block cracking is an interconnected series of cracks that divide the
alligator cracking by size and by not being load related. The blocks usually range from
cycling and by shrinkage of the asphalt concrete. This distress is not load related but is
Block cracking can also be caused by oxidative hardening of the asphalt if mixed too
long in the pug mill of asphalt batch facility, mixed too hot, or stored too long in silos.
All these mechanisms make the asphalt cement especially susceptible to tensile strains,
which can exceed the tensile strain capacity of the asphalt mixture and cause the block
cracking.
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Block cracking is more often seen in large paved areas, such as parking lots or airfield
pavements, than on roads and streets. It can be very serious, especially if the cracks
development of secondary cracks. Because the cracks can be closely spaced, the
These cracks should be sealed to prevent or minimize intrusion of water (Roberts and
others, 1991).
iv. Bumps and Sags: Bumps and sags are small, localized, upward and downward
settlement over utilities, the buildup of material in a crack in combination with loading.
subsidence.
across the bituminous pavement surface. The cause of corrugations is usually lack of
stability in the bituminous mix. Lack of stability can be caused by the mix being rich,
the aggregate having excessive amounts of fines, rounded or smooth textured particles,
vi. Depressions: Depressions are localized low areas of limited size which may or may
not be accompanied by cracking. Depressions dip below grade and water collects in
them. Depressions may be caused by traffic heavier than that for which the pavement
methods.
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vii. Edge Cracking: Edge cracks are parallel to and usually within 30 to 60cm of the edge
weakened base or sub base at the pavement edge. Weakening of the base or sub base
the pavement edge and the shoulder. This distress is caused by either shoulder erosion
shoulder height.
ix. Longitudinal/Transverse Cracking: Longitudinal cracks are those which run parallel
to the pavement while transverse cracks extend perpendicularly across the pavement.
This cracking may be caused by poorly constructed paving joints, temperature effects
Longitudinal cracks are indicial cracks that basically run parallel to the centerline of
the roadway. They most often occur at the joint between adjacent lanes of asphalt
mixture or at the edges of the wheel paths in a rutted pavement. These cracks allow
water to penetrate into the underlying layers; possible softening of stabilized layers and
accelerating the development of fatigue cracks radiating outward from the longitudinal
crack. Raveling of asphalt mix material adjacent to the longitudinal crack often widens
and cracks and accelerates the overall damage to the pavement structure.
Longitudinal cracks between adjacent lanes can be indicted by low temperature, since
the density at the joint between paving lanes is lowest, resulting in low tensile strength.
Typically the density of the asphalt mix near a longitudinal joint is at least 2 to 3 percent
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lower than the remaining pavement. Low tensile strength, coupled with the possibility
of oxidative hardening of the asphalt due to high voids in the mixture in the joint area,
makes the material particularly susceptible to cracking and subsequent raveling. Poor
adhesion between the asphalt and the aggregate can aggravate the problem adjacent to
x. Utility cut patching: Patching and utility cut patching are areas where the original
pavement was removed and replaced with new material (Figure 2.12). These areas are
considered defects because the patched area or adjacent area usually does not perform
which the surface aggregate has been worn smooth. Polished aggregate causes a
reduction in skid resistance, especially when wet. This distress is caused by low quality
xii. Potholes: Potholes are usually caused by a localized weakness in the pavement
resulting from a combination of such factors as too little asphalt, thin surface thickness,
too many fines, too few fines, or poor drainage. Unless repaired promptly, their growth
The occurrence of potholes often coincides with a period of heavy rainfall during which
water penetrates the asphalt layer through cracks, usually closely spaced alligator
cracks, and softens the granular base course. Fine material is pumped through the
cracks so that the underlying base support is weakened resulting in removal of the
adjacent material by traffic. Once the first piece is dislodged, the pothole grows rapidly
since all other pieces are more easily dislodged that the first piece.
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Potholes can develop along any crack that occurs in a pavement for example either
xiii. Railroad Crossing: Railroad crossing distresses are depressions or bumps around
xiv. Raveling: Raveling is a progressive separation of the aggregate from the binder.
Raveling is the failure of bond between the aggregate and the bituminous binder.
during wet or cold weather, dirty or disintegrating aggregate, insufficient binder in mix,
xv. Rutting: Rutting is a depression in the wheel path. In extreme cases there may be uplift
between the wheel paths in conjunction with the rutting. Rutting may be caused by a
permanent deformation in the pavement layer or the sub grade due to traffic loads.
xvi. Shoving: Shoving is a localized plastic movement in the bituminous surface. Areas
subjected to frequent vehicular braking action can exhibit shoving. The cause of
shoving is usually lack of stability in the bituminous mix. Lack of stability can be
caused by the mix being too rich, the aggregate having excessive amounts of fines or
rounded or smooth textured particles, poor bond between material layers, or the use of
a soft binder. Plastic flow in patching materials can also be caused by excessive
moisture in the mix, contamination by oil spillage, or too much volatile material
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Bus stops are often the first locations to exhibit premature distortion in the form of
shoving. Shoving can be easily detected at edge lane markings where these lines bend
Shoving occurs when the applied forces exceed the shear strength of the asphalt mix or
underlying layers. Shoving can also occur when thin asphalt layer are placed over
granular bases and sub base. Shoving is primarily due to unstable asphalt layers.
xvii. Slippage Cracking: Slippage cracks are usually crescent shaped cracks that normally
point in the direction of the thrust of the wheels during braking. A low strength surface
mix or a lack of bond between the surface layer and the course beneath causes this
distress. This slippage or delaminating can cause failures on the pavement surface
under traffic. The slippage can be caused by poor drainage, which could aggravate a
xviii. Swell: Swell is the localized upward displacement of a pavement due to the upheaval
xix. Weathering: Weathering is a process in which the more volatile parts of the asphalt
are lost which results in the hardening or aging of the asphalt binder in a pavement.
Defects such as cracks or holes in the pavement or low pavement density will allow
more area of the pavement to be exposed to air and water and increase the weathering
process. Raveling is often associated with weathering and is often a direct result of it.
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xx. Raveling from Fuel Spills: Raveling from fuel spills is similar to the raveling
described earlier. However, in this case the raveling is caused by fuel leaching away
the asphalt binder. This distress will accelerate if more fuel is spilled on a surface that
had previously started raveling. Fuel spills on pavement surface causes distress due to
xxi. Low skid resistance: Low skid resistance can be caused by a variety of factors
including excessive asphalt binder and the type of aggregate used in the mixtures. The
options available to alleviate this distress are to overlay or recycle the pavement, groove
the pavement, or apply a surface treatment. When the pavement is structurally sound,
the first alternative is unnecessary and the grooving of asphalt pavements may be the
best solution. Surface treatments include seal coats and slurry seals.
The major causes for the above mentioned distresses can be grouped in to three categories. The
first is due to overloading that includes excessive gross loads, high repletion of loads and high tire
pressure. Second climatic environmental conditions may cause surface irregularities and structural
weaknesses on the pavement. For example volume change of soil due to wetting and drying
resulting from improper drainage may be the prime cause of pavement distress.
A third causes may be disintegration of the paving materials due to method of construction and
supervisor are also factors that may aggravate pavement distress. Lack of maintenance will further
Distresses identified during condition surveys can be grouped in to three major categories of
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Load Associated Distress:
i. Alligator cracking
ii. Corrugation
v. Potholes
vi. Rutting
i. Bleeding
vii. Shoving
iii. Depression
iv. Swell
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2.5 Importance of Urban Road Maintenance
The goal of maintenance is to preserve the asset, not to upgrade it. Unlike major road works,
maintenance must be done regularly. Road maintenance comprises “activities to keep pavement,
shoulders, slopes, drainage facilities and all other structures and property within the road margins
as near as possible to their as-constructed or renewed condition” (PIARC, 1994). It includes minor
repairs and improvements to eliminate the cause of defects and to avoid excessive repetition of
maintenance efforts.
For management and operational convenience, road maintenance is categorized as follows (Sally
to ensure the daily passability and safety of existing roads in the short-run and to
varies but is generally once or more a week or month. Typical activities include
roadside verge clearing and grass cutting, cleaning of silted ditches and culverts,
patching, and pothole repair. For gravel roads it may include regrading every six
months.
ii. Periodic Maintenance: which covers activities on a section of road at regular and
relatively long intervals, aims to preserve the structural integrity of the road. These
operations tend to be large scale, requiring specialized equipment and skilled personnel.
They cost more than routine maintenance works and require specific identification and
planning for implementation and often even design. Activities can be classified as
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conditions. For a paved road repaving is needed about every eight years; for a gravel
iii. Urgent Maintenance: is undertaken for repairs that cannot be foreseen but require
immediate attention, such as collapsed culverts or landslides that block a road. 2.5.
the sections to be rebuilt constitute more than 25 percent of the road’s length, the work
It is pertinent to note that as at 1995, it was estimated that the road network in Nigeria had an asset
nominal replacement value of almost 20billion US Dollars. The annual loss due to bad roads is
valued at N80 billion, while additional vehicle operating cost resulting from bad roads is valued at
N53.8 billion, bringing the total loss per annum to N133.3 billion (Oni, 2004; Arizona-Ogwu,
2008).
This figure excludes the hours lost on roads due to traffic congestion, physical and psychological
trauma people pass through during their trips (Arizona-Ogwu, 2008). Also, Arizona-Ogwu (2008)
affirms that only 10% of the fund requested by the Federal Ministry of Work and Housing was
released by the federal government between 1999 and 2002. This is an indication of nonchalant
attitude towards road maintenance in the country. To worsen the mobility crises in Nigeria, railway
system which was designed in 1908 in Nigeria to enhance the movement of bulky goods has
An overview of intra-city movement in Nigeria reveals that more than 80% of urban trips are made
on road and commuters depend on foot for short distances, while public transport modes (para-
transit) are patronized for long distances (Adetunji, 2013; Ogunsanya, 2004). Incidentally, the
designing of urban transport routes in Nigeria did not consider the pedestrian walkway, and other
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transport facilities such as street lights, fly overs, drainage and many others which are germane to
easing the movement of people, goods and information during intra-city movement. It is important
to note that the provision of these road transport facilities enhances the free flow of vehicular
transport and guarantees the safety of pedestrians and other road users. For instance, the design of
pedestrian walkways help to provide access for all types of pedestrian travel to schools as well as
A study of the California SRTS programme has shown that providing sidewalks is one of the most
effective engineering measures in encouraging children to walk to school (Boarnet et al, 2005).
Similarly, the provision of street light is equally important as this will enable commuters to see
each other clearly and ensure safety to make their trip easier during the night journey (Pegrum,
1972; Freedman et al, 1975). It is disheartening that in some of the African countries, most
especially in Nigeria, some engineers and architects who copied the road network design in
developed countries into urban centres in Nigeria do not consider these specifications during road
construction.
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CHAPTER THREE
Makurdi the capital city of Benue state located at latitude 7˚44'0"N and longitude 8˚51'0"E it
occupies a land area of about 34,059 square km with an estimated population of about 292,645.
Makurdi has a distinct season. The rainy season which runs from the month of April to October
and dry season from the month of November through the end of April. The temperature ranges
from 24˚C to 43˚C during the dry season and in the rainy season temperature ranges from 28˚C to
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The corridors will be selected within the Federal University of Agriculture, Makurdi of Benue
State.
3.2 Materials
The materials to be used was in accordance with American Standard Testing Materials- D 6433-
07, (2007):
i. Data Sheets will be used to record at a minimum the following information: date, location,
branch, section, sample unit size, distress types, severity levels, quantities, and names of
surveyors.
ii. Hand Odometer Wheel that reads to the nearest 0.1 ft (30 mm).
iv. Scale, 12 in. (300 mm) that reads to 1⁄8 in. (3 mm) or better.
3.3 Methods
The following steps were undertaken according to American Standard Testing Materials- D 6433-
07, (2007):
I. Branches of the pavement with different uses such as roadways and parking on the network
II. Each branch was divided into sections based on the pavements design, construction history,
III. The pavement sections were divided into sample units (100meters each).
IV. Individual sample units to be inspected were marked or identified in a manner to allow
inspectors and quality control personnel to easily locate them on the pavement surface.
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Paint marks along the edge and sketches with locations connected to physical pavement
The sample units chosen were inspected individually for each sampled unit. The sample unit was
sketched including orientation. The branch and section number and the number and type of the
sample unit (random or additional) was also recorded. The sample unit size measured with the
hand odometer was then recorded. The distress inspection by walking over the sidewalk/shoulder
of the sample unit being surveyed, measuring the quantity of each severity level of every distress
type present, and recording the data were recorded as well. The procedure for each sample unit to
i. The total quantity of each distress type at each severity level were added up, and recorded
ii. The total quantity of each distress type at each severity level from step (i) was divided by
the total area of the sample unit and multiply by 100 to obtain the percent density of each
iii. The deduct value (DV) for each distress type and severity level combination from the
iv. The maximum corrected deduct value (CDV) was also determined.
v. The Pavement Condition Index was then calculated by subtracting the maximum CDV
from 100.
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The following were the proposed road segments for the work:
ROAD SEGMENT
3. Ring Road
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The distress obtained was recorded using Flexible Pavement Condition Survey Data Sheet for
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A standard PCI Rating Scale was used to classify the PCI of each Road segment as computed. A
Figure 3.3: Pavement Condition Index (PCI) and Rating Scale (ASTM, 2007)
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CHAPTER FOUR
4.1 Results
From Table 4.1 shows the field work data obtained from the flexible road corridors on UAM
campus. It also shows their respective PCI values with their various rating.
Table 4.1: Distribution of PCI and Ratings of various Road segments along Routes
Road Corridors ID Code Total Corrected PCI Rating
Segments Deduct Deduct
Values Values
Gate – Clinic Junction GCJ-1 63.9 40.0 60 Fair
GCJ-2 76.0 43.0 57 Fair
GCJ-3 98.9 62 38 Very poor
GCJ-4 108.8 68 32 Very poor
GCJ-5 144.2 59 41 Poor
GCJ-6 107.0 67 33 Very poor
GCJ-7 37.5 22.0 78 Satisfactory
Clinic–Ring Road Junction CRRJ-1 135.0 76 24 Serious
CRRJ-2 125.1 77 23 Serious
CRRJ-3 125.1 77 23 Serious
CRRJ-4 75.3 38 62 Fair
CRRJ-5 61.6 33 67 Fair
CRRJ-6 71.9 36 64 Fair
CRRJ-7 73.2 47 53 Poor
CRRJ-8 110.9 58 42 Poor
CRRJ-9 132.8 64 36 Very poor
CRRJ-10 119.3 58 42 Poor
CRRJ-11 127.1 62 38 Very poor
CRRJ-12 233.4 76 24 Serious
CRRJ-13 76.8 43 57 Fair
CRRJ-14 158.3 91 9 Failed
CRRJ-15 76.2 48 52 Poor
Ring Road RR-1 55.0 41 59 Fair
RR-2 48.0 30 70 Fair
RR-3 32.0 32 68 Fair
RR-4 29.1 17 83 Satisfactory
RR-5 67.0 49 51 Poor
RR-6 84.6 54 46 Poor
RR-7 42.3 31 69 Fair
RR-8 3.2 0 100 Good
RR-9 0 0 100 Good
RR-10 39.1 29 71 Satisfactory
RR-11 90.8 64 36 Very poor
RR-12 82.2 59 41 Poor
RR-13 38.4 28 72 Satisfactory
South Core-Gate Junction SCG-1 156.2 79 21 Serious
SCG-2 194.6 88 12 Serious
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SCG-3 119.5 68 32 Very poor
SCG-4 194.4 88 12 Serious
SCG-5 168.2 82 18 Serious
SCG-6 146.5 75 25 Serious
SCG-7 133.6 75 25 Serious
SCG-8 78.8 40 60 Fair
SCG-9 149.4 93 7 Failed
SCG-10 175.0 82 18 Serious
SCG-11 155.2 85 15 Serious
South Core-Vet Auditorium SCV-1 103.0 65 35 Very poor
SCV-2 155.2 85 15 Serious
Hostel Junction-Water Works HJWW-1 68.3 34 66 Fair
HJWW-2 195.0 92 8 Failed
HJWW-3 144.9 74 26 Very poor
Staff Quarters Street SQS-1 154.7 85 15 Serious
SQS-2 111.8 69 31 Very poor
SQS-3 119.1 62 38 Very poor
SQS-4 130.2 67 33 Very poor
SQS-5 29.7 10 90 Good
SQS-6 176.2 86 14 Serious
SQS-7 72.1 41 59 Fair
SQS-8 103.6 65 35 Very poor
From Table 4.2 also shows the summary of the road corridors, average Pavement Condition Index
(PCI) and their various pavement conditions on the UAM campus. According to American
Association of State Highway and Transport Officials (1986), it can be noticed that the pavement
condition assessment from Gate – Clinic Junction is on a poor pavement condition with an average
PCI of 48.43 and requires Rehabilitation, Clinic – Ring Road Junction is on a very poor pavement
condition with an average PCI of 35.87 and requires Reconstruction, ring road is on a fair pavement
condition with an average PCI of 66.62 and requires Rehabilitation, South Core –Gate Junction is
on a serious pavement condition with an average PCI of 22.27 and requires Reconstruction, South
Core – Vet Auditorium is on a serious pavement condition with an average PCI of 25 and requires
Reconstruction, Hostel Junction-Water Work is on a very poor condition with an average PCI of
33.5 and requires Reconstruction and Staff Quarters Street is on a very poor pavement condition
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Also according to American Association of State Highway and Transport Officials (1986),the
results implies that the road corridors from Gate – Clinic Junction requires Rehabilitation, Clinic
– Ring Road Junction requires Reconstruction, Ring Road requires Rehabilitation, South Core –
Gate Junction requires Reconstruction, South Core – Vet Auditorium also requires Reconstruction,
Hostel Junction-Water Work requires Reconstruction and Staff Quarters Street requires
Reconstruction maintenance strategy for the road corridors obtained from PCI legend.
Table 4.2: Summary of the Road Corridors and their various PCI Rating
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Table 4.3 shows the rating of pavement condition with various frequency distribution of PCI on
the road segments. The results indicates there are 3 pavements on failed conditions which include
CRRJ, SCG and HJWW, 4 pavements on serious conditions which include CRRJ, SCG, SCV and
SQS, 7 of the pavements are entirely in a very poor conditions, 3 of the road segments were on
poor conditions, 6 of the pavements were on fair conditions with exception of SCV, 2 of the
pavements were on satisfactory conditions and 2 of the pavements (RR and SQS) were on good
condition.
From Table 4.4 shows the percentage frequency of the entire road network. The results obtained
suggests that 5.1% of are in failed pavement condition, 25.4% are in serious pavement condition,
22% are in very poor pavement condition, 13.6% are in poor pavement condition, 22% are in fair
pavement condition, 6.8% are in satisfactory pavement condition and 5.1% are in good pavement
The results further suggests according to American Association of State Highway and Transport
Officials (1986), the road corridors on UAM Campus requires reconstruction of the pavements.
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Table 4.3: Percentage Distribution of PCI and Ratings for various Road Segments
Table 4.4: PCI rating of Entire Road Network on the UAM Campus
Rating of Pavement
Frequency % Frequency
Condition
Failed 3 5.1
Serious 15 25.4
Very Poor 13 22.0
Poor 8 13.6
Fair 13 22.0
Satisfactory 4 6.8
Good 3 5.1
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CHAPTER FIVE
5.1 Conclusions
In this study, the road corridor in UAM were inspected by the visual inspection method. An
appropriate the entire road network was selected for visual inspection and rating. This work
proposed a methodology based on the definition of new deduct value curves to complete the ASTM
D6433 Distress Identification Catalogue to assess the road corridors on UAM campus. From the
results obtained from this study, the following conclusions can be drawn;
i. It has been found that the road corridors namely Clinic-Ring Road Junction, Hostel
Junction-Water Works and Staff Quarters Road were rated ‘very poor’, with their
respective average PCI (35.87, 33.5 and 39.38) and requires reconstruction.
ii. It has been found that South Core - Gate Junction and South Core -Vet Auditorium
were rated as ‘serious’ with average PCI of 22.27 and 25.0 respectively and requires
reconstruction.
iii. Gate - Clinic Junction was rated to be ‘poor’ with average PCI of 48.43 and requires
rehabilitation.
iv. Ring Road Junction was rated to be ‘fair’ with average PCI of 66.62 and requires
rehabilitation.
30
5.2 Recommendations
ii. Further study on the assessment of the road network should be encouraged to determine
iii. South Core – Gate Junction and South Core – Vet Auditorium had the worst PCI of
31
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