Structural and functional prediction of

pavement condition (A case study on south

arterial road, Yogyakarta)
Cite as: AIP Conference Proceedings 1977, 040014 (2018); https://doi.org/10.1063/1.5042984
Published Online: 26 June 2018

Untung Rusmanto, Syafi’i, and Dewi Handayani

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AIP Conference Proceedings 1977, 040014 (2018); https://doi.org/10.1063/1.5042984 1977, 040014

© 2018 Author(s).
Structural and Functional Prediction of Pavement Condition
(A Case Study on South Arterial Road, Yogyakarta)
Untung Rusmanto1, a), Syafi’i2, b), and Dewi Handayani2, c)
1
Student of Master Program of Civil Engineering, Universitas Sebelas Maret, Indonesia
2
Lecturer of Department of Civil Engineering, Universitas Sebelas Maret, Indonesia

a)
Corresponding author: untung.rusmanto@student.uns.ac.id
b)
syafi’i_hn@yahoo.com
c)
dewi.handayani.sipil.uns@gmail.com

Abstract. Pavement conditions will reduce the level of service over time. It is characterized by the occurrence of
structural damage of the road pavement layers in which the neglect for a long period can worsen the condition of the
pavement layers that can affect the traffic safety and comfort. Road pavement performance is determined based on the
requirements of the functional and structural condition. The functional conditional requirements relate to roughness,
pavement surface aggravation, while the structural condition requirements relate to the pavement strength or carrying
capacity in serving the load and the traffic flow. The aim of this research is to evaluate the functional and structural of the
flexible pavement on south arterial road in Yogyakarta and to provide recommendation of maintenance and
rehabilitation. The functional evaluation of pavement is based on DGH and PCI method, which combines International
Roughness Index (IRI) and Pavement Condition Index (PCI) values, while structural pavement evaluation is performed
by analyzing the deflection value of Falling Weight Deflectometer (FWD) measurement analyzed by AASHTO 1993
with the output being the Structural Number (SN) value, where SN effective/SNfuture ratio results Structural Condition
Index (SCI) value which determines whether a pavement requires overlay or not. The results of functional analysis based
on IRI and PCI values indicate that the road conditions for each segment are good, damaged and heavily damaged. The
structural analysis for 2018 shows all segments yield SCI value<1, which means they require an overlay. The segments
requiring functional overlay are Km 00 + 000 up to 02 + 400, Km 04 + 400 up to 05 + 600, Km 07 + 600 up to 13 + 200,
Km and Km 16 + 000 up to 18 + 400. Meanwhile, the segments that require structural overlay are: Km 02 + 400 up to 04
+ 400, Km 05 + 600 up to 07 + 600 and Km 13 + 200 up to 16 + 000.

INTRODUCTION

Road damage inventory, road damage types and severity identification should be carried out promptly and
quickly in order to obtain the choice and execution of accurate road improvement in dealing with road damage.
Structural analysis of road pavement is obtained from the Structural Number or SN (AASHTO, 1993) of parameter
values on installed pavement to determine whether a current pavement is still able to withstand traffic load [1].
Meanwhile, the functional analysis is obtained from the value of user pavement parameters (serviceability) desired
by road users. Both of these parameters must be integrated hence a road performance can be achieved with a model
as a function of several factors defined as road damage which causes a decrease structurally and functionally
pavement conditions.
Based on the brief explanation, the purpose of this research is to evaluate the functional and structural condition
of pavement, in which the functional analysis is obtained from PCI visual assessment and also from International
Roughness Index (IRI) value. The structural analysis is done by analyzing the deflection obtained from Falling
Weight Deflectometer (FWD) using the 1993 AASHTO which generates Structural Number (SN) values.
Subsequently, the comparison between ineffective/SNfuture generates Structural Condition Index (SCI) that

Human-Dedicated Sustainable Product and Process Design: Materials, Resources, and Energy
AIP Conf. Proc. 1977, 040014-1–040014-10; https://doi.org/10.1063/1.5042984
Published by AIP Publishing. 978-0-7354-1687-1/$30.00

040014-1
determines whether a pavement requires an overlay or not. Meanwhile, functional analysis of pavement condition
prediction is obtained from visual assessment of PCI and also from International Roughness Index (IRI) values.

LITERATURE REVIEW
Study on Dynamic Analysis of Falling Weight Deflectometer (FWD) has been conducted. FWD testing has been
used to evaluate the structural condition of pavement to predict the layer modulus using backcalculation process [2].
Study on the prediction of the remaining service life of road using pavement condition index has been conducted,
which found that the pavement condition encounters early damage hence service period is shorter than the designed
plan [3].
This present study entitled Structural and Functional Prediction of Pavement Condition (A Case Study of South
Arterial Road, Yogyakarta) has some fundamental differences with previous studies. These differences include the
analysis of Functional Analysis in this study used a combination of IRI and PCI values by analyzing IRI data in the
last four years to produce the value of pavement conditions on the South Arterial Road in Yogyakarta, and the
Structural Analysis in this study used the 1993 AASHTO Method by comparing the results of structural analysis of
the first and the fifth year where the results of structural review used as the basis for road improvement.

Functional Evaluation

Functional evaluation is in the form of information on the characteristics of pavement that directly affect the
safety and comfort of road users and road services. The main characteristics surveyed in the functional evaluation
are skid resistance, surface texture, and road roughness in serviceability.
The roughness data was obtained from the survey using the NAASRA Roughmeter and assigned the
International Roughness Index (IRI) value to the parameters for performing a functional pavement condition
assessment. In this study, IRI data was obtained since 2014.
TABLE 1. Road Condition and the Treatment
Road Condition IRI Average IRI Treatment
Good IRI ≤ 3.5 2.5 Routine Maintenance
Fair 3.5 < IRI ≤ 5.8 4.6 Periodic Maintenance
Damaged 5.8 < IRI ≤ 9.0 7.5 Road Improvement
Seriously Damaged IRI > 9.0 13.0 Road Reconstruction
Source: Directorate General of Highways of the Ministry of Public Works (2011).
The primary survey of pavement condition assessment on road damage in this study used the Pavement
Condition Index (PCI) method. The survey was conducted directly to identify the damage types, severity, and
quantities. The PCI method provides information on pavement conditions at the time of the survey but does not
provide an up-to-date prediction. The PCI is the level of pavement surface conditions. It is a numerical index whose
value ranges from 0 to 100. The value 0 shows the pavement in seriously damaged condition, and the value 100
shows the pavement is still perfect. It is based on visual condition survey results.

Structural Evaluation

Structural evaluation is performed on the damage of one or more pavement components causing the pavement
can no longer restrain the traffic load. In Structural Evaluation, the level of pavement service is assessed through
Structural Capacity to cumulative traffic load. Cumulative Equivalent Single Axle Load (CESA) is the cumulative
number of design traffic axis loads in the design lane during the design life as obtained by Eq. [4, 5].

ܹଵ଼ ൌ  σே௡
ேଵ ‫ܴܪܮ‬௝ šܸ‫ܨܦ‬௝ ‫ܦݔ‬஽ ‫ܦݔ‬௅ (1)

Where: W18 = traffic design on traffic lane (ESA); VDF = the equivalent axle load factor for each vehicle type;
DD = Distribution of direction factor (%); DL = distribution of lane factor (%). Distribution of direction factor is
normally set at 0.5.
Falling Weight Deflectometer (FWD) is a tool used to evaluate the strength of pavement structure, which is a
non-destructive test. The Non-Destructive Method is a method used in performing functional and structural

040014-2
evaluations by collecting data on existing pavement structures without damaging the condition of the pavement
structure.
The structural evaluation of pavement with Non-Destructive Test in the FWD tool produces two important
parameters, namely the subgrade Resilient Modulus (MR) and Structural Number Effect (SNeff) of the installed
pavement structure (AASHTO, 1993). The subgrade resilient modulus is the value reflected in the measured defect
with considerable distance from the load center. The resilient modulus as the basis of back calculation can be known
by Eq. (2).
଴Ǥଶସ௉
‫ ܴܯ‬ൌ  (2)
ௗ௥௥

Where: MR = backcalculated subgrade resilient modulus (psi); P = applied load (lbs); dr = deflection at the
distance r from the loading center (in.); r = distance from loading center (in.).

The subgrade resilient modulus for planning is obtained by correcting the backcalculation of subgrade resilient
modulus with the C = 0.33 (for FWD loads, approximately 9,000 lbs.). MR design can be calculated using Eq. (3) as
follows:

଴Ǥଶସ௣
‫ܯ‬ோௗ௘௦௜௚௡ ൌ ‫ ܥ‬ቀ ቁ (3)
ௗೝ ௥

Where: C = 0.33 and P = applied load on FWD (lbs).

The future pavement thickness index (SNF) is the SN value required to accommodate planned traffic at the end
of the plan year. This value is obtained by using nomogram or nomograph using Eq. (3) based on the resilient
modulus of planning (MR design). The effective pavement thickness index (SNeff) is the SN value of existing
pavement. This value can be calculated using Eq. (4).

ܵܰ௘௙௙ ൌ ͲǤͲͲͶͷ‫ೌ ͳܦ‬ඥ‫ܧ‬௣ (4)

Where: D1 = total thickness of pavement layer above subgrade (in.); EP = effective modulus of all pavement layers
on subgrade (psi).

Structural Condition Index (SCI) values are used as parameters for determining road treatment as seen from
Sneff value and SNf value as obtained by Eq. (5).
ௌே
ܵ‫ ܫܥ‬ൌ ೐೑೑ (5)
ௌே೑
Where: SCI = Structural Condition Index Values
SNeff = Structural number Effective
SNf = Structural number in Future
TABLE. 2. Road Treatment based on SCI Values
SCI Values Treatment
>1 Maintenance
0.7 – 1 Functional Overlay
0.5 – 0.7 Structural Overlay
<0.5 Reconstruction

Source: DG of Bina Marga, 2011.

040014-3
 METHODOLOGY

This research was conducted on South Arterial Road, Yogyakarta, as one of the national roads with a length of
18,340 meters and pavement width of 20 to 22 meters. The location was chosen because it is an important route to
support the regional and national economy growth that connects the inter-provincial between the Special Province of
Yogyakarta and the Province of Central Java as well as the Province of East Java, with a fairly solid volume of
vehicles. The selection of this road was based on the writer's desire to contribute on the performance of the South
Artery Road in Yogyakarta and the maintenance or rehabilitation techniques of damage to the road segment as a
result of the distribution of goods and services.

South Arterial Road,

Yogyakarta

FIGURE 1. Research Site Map

(Source: Google Maps).

This research employed primary and secondary data collection. Primary data collection included: 1. Road
dimension and surface pavement condition, and 2. Type of damage, extent, and severity of road damage.
Meanwhile, secondary data included: 1. Map of road segment, 2. Existing pavement structure, 3. IRI Data, 4. Road
Deflection Data (FWD), and 5. AADT Data.
Data analysis was conducted on several pavement characteristics that describe the functional and structural
performance of the road through several evaluations of pavement conditions. The evaluations in this research were
divided into two analysis phases, i.e., functional and structural analysis as shown in Figure 2.
Functional analysis of pavement consisted of:
1. Pavement Condition Index (PCI) Analysis, which was obtained based on survey conducted visually in every
100 meters. PCI is a numeric index whose value ranges from 0 to 100.
2. The analysis of IRI values, which was obtained in each segment combined based on Bina Marga and PCI
methods to obtain road condition by functional criteria (IRI and PCI) [6, 7].
Structural analysis of pavement consisted of:
1. Average Daily Traffic (AADT) data, vehicle axis load data, FWD deflection data, pavement temperature
data and installed pavement thickness data, which are secondary survey data.
2. The average growth of traffic was calculated from the history of annual traffic data. This value is necessary
to calculate the average traffic growth factor.
3. Traffic growth factor, AADT data, and Truck Factor value for each vehicle class were obtained from the
axis load calculation used to find the Cumulative ESAL (Equivalent Standard Axle Load) value at the
present day and the cumulative value of ESAL for the next 5 (five) years.
4. Through the AASHTO (1993) method, the cumulative ESAL value obtained was used to find the value of
Structural Number in Future (SNf). Meanwhile, FWD deflection data and pavement temperature value were
used to calculate the value of Structural Number Effective (SNeff).
5. The ratio between SNeff to SNf is called the Structural Condition Index (SCI) value, the value was used as a
reference to determine whether the pavement requires overlay treatment or not, where SCI <1 indicates the
pavement requires an overlay.

040014-4
 Start

Literature Review

Problem Identification Secondary Data Collection:

Primary Data Collection:
- Map of road segment
- Road dimension and surface pavement
condition - Existing pavement structure
Data Collection
- Type of damage, extent, and severity of - IRI Data
road damage - Road Deflection Data (FWD)
- AADT Data

Functional Analysis Structural Analysis

AADT Analysis

Cesal Value Analysis

ITPf Assessment
- IRI Analysis
- Damage Condition (PCI )
1. Damage Density ITPeff Assessment
2. Deduct Value (DV)
3. Total Deduct Value (TDV)
4. Corrected Deduct Value
(CDV) Prediction of Pavement
5. PCI = 100 – CDV Condition
6. Average PCI
7. Pavement Condition
Conclusion and Suggestion

Finish

FIGURE 2. Research Flowchart.

RESULT AND DISCUSSION

Functional Condition Analysis

The data used in Functional Analysis were IRI data and road physical condition survey data using PCI. The IRI
analysis becomes a parameter for performing a functional pavement condition assessment. These data are used to
formulate treatment recommendation on a physical basis.
The verification of IRI data of the second semester of 2014 toward IRI of the second semester of 2015,
confirmed IRI value on 3 segments or 1.6% with the average IRI value + 3.13, IRI limit value increased by 23
segments or 12.6% with the average value of IRI 0.638, the value of decreased IRI 156 segment or 85.8% with the
value of IRI -1.267. The average IRI value of 2014 = 3.754, the average IRI value of 2015 = 2.788 as indicated in
Figure 3.

040014-5
 IRI DATA VERIFICATION IN SEMESTER II/2014 TOWARD THE IRI
ON SEMESTER II 2015 DIY PROVINCE
1,60%
12,60%
Confirmed IRI value
Increased IRI limit value
Decreased IRI limit value
Constant IRI value

85,80% 184 Segmen t in total

100 M long

FIGURE 3. IRI Data Verification in 2014-2015.

The verification of IRI data of the second semester of 2015 toward IRI of the second semester of 2016,
confirmed IRI value on 48 segments or 26.20% with the average IRI value + 3.396, IRI limit value increased by 92
segments or 50.30% with the average value of IRI 0.982, the value of IRI decreased 35 segments or 19.10% with the
value of IRI -0.981, fixed IRI value 8 segments or 4.4%. The average IRI value of 2015 = 2.788, the average IRI
value of 2016 = 3.985 as indicated in Figure 4.

IRI DATA VERIFICATION IN SEMESTER II/2015 TOWARD THE IRI ON

SEMESTER II/2016 DIY PROVINCE

4,4%
Confirmed IRI value
26,20%
Increased IRI limit value

19,10% Decreased IRI limit value

Constant IRI value
184 Segments in total
100 M long

50,30%

FIGURE 4. IRI Data Verification in 2015-2016.

The verification of IRI data of the second semester of 2016 toward IRI of the second semester of 2017,
confirmed IRI value on 17 segments or 11.96%. There are two segments with an average confirmation IRI value of -
6.270 and 15 segments of the average value of IRI + 3.996, IRI limit value increased by 22 segments or 11.96%
with the average value of IRI 0.591, the value of IRI decreased 144 segments or 78.26% with the value of IRI -
1.301. The average IRI value of 2016 = 3.985, the average IRI value of 2017 = 3.280, as indicated in Figure 5.

040014-6
 IRI DATA VERIFICATION IN SEMESTER II/2016 TOWARD THE IRI SEMESTER
II/2017 DIY PROVINCE

0% 9,78% Confirmed IRI value

11,96%
Increased IRI limit value

Decreased IRI limit value

78,26% Constant IRI value

184 Segments in total
100 M long

FIGURE 5. IRI Data Verification in 2016-2017.

Evaluation of road pavement condition of South Arterial Road Yogyakarta was done in which road segment was
split into 11 segments. The recommendation proposed to the Minister of Public Works Regulation is shown in Table
3 below.
TABLE 3. Average IRI Value and Treatment Recommendations for 2017
No Segment STA Segment Standard Average Uniformity Recommended
Length (m) of IRI Value Factor (UF) Treatment
Permit Uniformity Factor
Deviation
(s)
1 Km 0 + 000 Routine
up to 00 + 400 400,00 0,31 2,81 10,96 % 00 % - 10 % Very Good Maintenance
Km 00 + 400 Routine
2 up to 02 + 100 1.700,00 0,89 3,02 29,45 % 21 % - 30 % Fairly Good Maintenance
Km 02 + 100 Routine
3 up to 04 + 900 2.800,00 0,26 1,94 13,21 % 11 % - 20 % Good Maintenance
Km 04 + 900 Routine
4 up to 06 + 800 2.900,00 0,50 2,29 21,90 % 21 % - 30 % Fairly Good Maintenance
Km 06 + 800 Road
5 up to 07 + 000 200,00 0,13 8,70 1,46 % 00 % - 10 % Very Good Improvement
Km 07 + 000 Routine
6 up to 10 + 500 3.500,00 0,29 2,69 10,74 % 00 % - 10 % Very Good Maintenance
Km 10 + 500 Road
7 up to 11 + 500 1.000,00 0,15 8,25 1,78 % 00 % - 10 % Very Good Improvement
Km 11 + 500 Routine
8 up to 12 + 300 800,00 0,14 2,67 5,10 % 00 % - 10 % Very Good Maintenance
Km 12 + 300 Routine
9 up to 15 + 000 2.700,00 0,75 2,82 26,57 % 20 % - 30 % Fairly Good Maintenance
Km 15 + 000 Road
10 up to 15 + 700 700,00 0,24 9,12 2,65 % 20 % - 30 % Very Good Reconstruction
Km 15 + 700 Routine
11 up to 18 + 340 2.640,00 0,64 3,34 19,32 % 10 % - 20 % Good Maintenance
The total of 18.340,00

Pavement Conditional Index (PCI)

This study analyzed the condition of road damage using PCI method. Surveys of road damage conditions were
carried out to identify the type of damage, severity, and quantity of damage. The survey results were summarized
according to the type of damage and severity for each sample of the examined unit, then PCI values were calculated
and repair options were determined according to the type of damage. The PCI value calculation results are outlined
in Figure 6.

040014-7
 15,3

19,6 PCI value ranges 80-90, in 11,94 km or

65,1 65,1%, routine maintenance is
recommended

FIGURE 6. Recommended Proportion from PCI Method.

Structural Condition Analysis

The data used in structural pavement condition analysis include the existing pavement structure data, AADT
data, pavement Deflection Data (FWD) and air temperature. Structural Condition Index (SCI) determines whether a
pavement requires overlays or not. AADT data was obtained from work unit at P2JN Special Region of Yogyakarta
[8]. The traffic growth factor was determined based on the manual of pavement design No. 02/M/BM/2013 issued
by the Directorate General of Bina Marga. The manual does not distinguish the traffic growth of each type of
vehicle, therefore in this study, traffic growth factor was included in the limitation of the problem due to limitations
of secondary data.

Cumulative Equivalent Single Axle Load

Vehicles passing through the segment number 007.11 (K) of the South Arterial Road Yogyakarta were evenly
distributed in both traffic directions, either toward Central Java or towards East Java, therefore the direction
distribution coefficient was set at 0.5. The coefficient of lane distribution was determined by 80% as shown in Table
4.
TABLE 4. Cumulative Equivalent Single Axle Load
AADT Days
No Vehicle Type Group Unit Year 2017 VDF DD DL R in a W 18
Year
1 Sedan, jeep, st.wagon 2 Vehicle 23.136,00 0,00 0,50 0,80 1 365 1.689,00
2 Pick-up, combi 3 Vehicle 1.402,00 0,04 0,50 0,80 1 365 7.164,00
3 Truck 2 as(L), micro 4 Vehicle 4.007,00 0,04 0,50 0,80 1 365 20.473,00
truck, Delivery Car
4 Small Bus 5a Vehicle 645,00 0,30 0,50 0,80 1 365 28.251,00
5 Big Bus 5b Vehicle 1.247,00 1,00 0,50 0,80 1 365 182.062,00
6 2-axis 4-Wheel Light 6a Vehicle 445,00 0,80 0,50 0,80 1 365 51.918,00
Truck
7 2-axis 6-Wheel Light 6b Vehicle 1.072,00 7,30 0,50 0,80 1 365 1.142.538,00
Truck
8 3-Axis Medium Truck 7a Vehicle 305,00 28,90 0,50 0,80 1 365 1.284.807,00
9 4-Axis Truck, Trailer 7b Vehicle 48,00 36,90 0,50 0,80 1 365 258.595,00
Truck
10 Semitrailer Truck 7c Vehicle 65,00 13,60 0,50 0,80 1 365 128.071,00
The total of 32.370,00 3.105.568,00

The value of Effective Structural Number is the structural capacity at the present day after undergoing a
structural deterioration. Meanwhile, Structural Number Future (SNf) is the structural capacity of a pavement
which is able to serve the upcoming traffic load/plan (in this case is the cumulative traffic load for the next 1
or 5 years).
The ratio between SNeff to SNf is called the Structural Condition Index (SCI) value, SCI value <1
indicates that the pavement requires overlay as demonstrated on Table 5 and 6.

040014-8
 TABLE 5. Treatment Recommendation based on SCI for CESAL in 2018

Km to Km Seg Distance Mr (psi) C W18 (Esal) Log Snf Sn SCI Recommen

ment (Km) (W18) (2018) eff dation
Km 0 + 000 1 Functional
s/d 02 + 400 2.400,00 6.249,00 0,33 6.212.689 6,79 5,92 4,67 0,790 Overlay
Km 02 + 400 Structural
s/d 04 + 400 2 2.000,00 5.801,00 0,33 6.212.689 6,79 5,92 4,09 0,690 Overlay
Km 04 + 400 Structural
s/d 05 + 600 3 1.200,00 4.661,00 0,33 6.212.689 6,79 5,92 4,14 0,700 Overlay
Km 05 + 600 Structural
s/d 07 + 600 4 2.000,00 7.745,00 0,33 6.212.689 6,79 5,92 4,05 0,684 Overlay
Km 07 + 600 Functional
s/d 10 + 400 5 2.800,00 5.781,00 0,33 6.212.689 6,79 5,92 4,44 0,750 Overlay
Km 10 + 400 Functional
s/d 13 + 200 6 2.800,00 6.734,00 0,33 6.212.689 6,79 5,92 4,65 0,786 Overlay
Km 13 + 200 Structural
s/d 16 + 000 7 2.800,00 4.462,00 0,33 6.212.689 6,79 5,92 4,12 0,697 Overlay
Km 16 + 000 Functional
s/d 18 + 400 8 2.400,00 5.050,00 0,33 6.212.689 6,79 5,92 4,38 0,740 Overlay
The total of 18.400,00

TABLE 6. Treatment Recommendation based on SCI for CESAL in 2022

Km to Km Seg Distance Mr (psi) C W18 (Esal) Log Snf Sn SCI Recommen

ment (Km) (W18) (2022) eff dation
Km 0 + 000 Functional
s/d 02 + 400 1 2.400,00 6.249,00 0,33 18.656.717 7,27 6,39 4,674 0,73 Overlay
Km 02 + 400 Structural
s/d 04 + 400 2 2.000,00 5.801,00 0,33 18.656.717 7,27 6,22 4,085 0,66 Overlay
Km 04 + 400 Structural
s/d 05 + 600 3 1.200,00 4.661,00 0,33 18.656.717 7,27 6,22 4,143 0,67 Overlay
Km 05 + 600 Structural
s/d 07 + 600 4 2.000,00 7.745,00 0,33 18.656.717 7,27 6,22 4,049 0,66 Overlay
Km 07 + 600 Functional
s/d 10 + 400 5 2.800,00 5.781,00 0,33 18.656.717 7,27 6,00 4,440 0,74 Overlay
Km 10 + 400 Functional
s/d 13 + 200 6 2.800,00 6.734,00 0,33 18.656.717 7,27 6,22 4,651 0,75 Overlay
Km 13 + 200 Structural
s/d 16 + 000 7 2.800,00 4.462,00 0,33 18.656.717 7,27 6,22 4,124 0,66 Overlay
Km 16 + 000 Structural
s/d 18 + 400 8 2.400,00 5.050,00 0,33 18.656.717 7,27 7,51 4,377 0,58 Overlay
The total of 18.400,00

CONCLUSION AND RECOMMENDATION

Based on the results of the study, some conclusions can be formulated as follows:
1. Based on the Functional Analysis, namely the combination of IRI and PCI values, which results in
the condition of pavement on the South Arterial Road, Yogyakarta for 2017, the condition were in a
Good category, damaged and seriously damaged, requiring Routine Maintenance, Road
Improvement, and Reconstruction. IRI functional value analysis for 2014 obtained an average IRI
value of 3.754 or in Medium conditions, for 2015 obtained an average IRI value of 2.788 indicating
Good conditions, and for 2016 obtained an average IRI value of 3.985 indicating Medium condition.
2. Based on the Structural Analysis using the 1993 AASHTO Method, it can be concluded that the
pavement structure on the South Arterial road Yogyakarta requires reinforcement, functional
overlay and partly structural overlay. Based on Structural Analysis in 2018, 5 (five) segments
require functional overlay treatment and 3 (three) segments require structural overlay. Furthermore,
based on 2022 analysis, 5 (five) segments require structural overlay and 3 (three) segments require
functional overlay. There is a significant recommendation change between 2018 and 2022 hence
immediate treatment is required.

040014-9
 REFERENCES

1. American Association of State Highway and Transportation Officials (AASHTO). 1993. Guide for The Design
of Pavement Structures, The American Association of State Highway Transportation Officials, Washington,
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3. Setyawan, et al. 2015. Predicting The Remaining Service Life Of Road Using Pavement Condition Index.
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4. M. Y. Shahin. 2005. Pavement Management For Airport, Road and Parking Lots, second edition Springer
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5. American Association of State Highway and Transportation Officials (AASHTO). 1993. Guide for The Design
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