BFT40203

PAVEMENT ENGINEERING

PAVEMENT CONDITION INDEX (PCI)

METHOD
JALAN PARIT SEMPADAN LAUT
PROJECT MEMBERS: MATRIX NO.:
NUR ZAWAWI BIN ZULKIFLEE CF140030
NUR IZZATI BINTI MOHD FUZI CF140130
NURUL NABILAH BINTI ISMAIL CF140015
NUTHIDAYAH BINTI ABD RAUB CF140055
NOOR ARYANIE BINTI JUDIN CF140271
 PROJECT OUTLINE

CONCLUSION

DISCUSSION

RESULT AND
DATA ANALYSIS
METHODOLOGY

INTRODUCTION
 INTRODUCTION
BACKGROUND STUDY

Site selection for this case study was at Jalan Parit Sempadan Laut, which located
near to Perwira Resident College.
The road pavement damage can be classified into two types, function damage and
structural damage where the damage occurred due to the increasing traffic load
through the area, the environment and road pavement layer thickness itself.

OBJECTIVE
To identify the types of distresses at selected location by using Pavement Condition
Survey (PCS) method.
To evaluate pavement distresses with PCI (Pavement Condition Index).
To suggest the most suitable maintenance and surface treatment method by the
standard specification from JKR.

PROBLEM STATEMENT

The pavement distress occur before its design life period

 LOCATION OF CASE STUDY

1.5km
Case study area Jalan
Parit Sempadan Laut
 METHODOLOGY

ROAD
SELECTION

EVALUATION
PREPARATION

EVALUATION
PROCESS

ANALYSIS
DATA

RECOMMENDATION
AND CONCLUSION

SUBMITTING
PROJECT REPORT
 EQUIPMENT AND TOOLS

ODOMETER MEASURING TAPE SAFETY VEST

CONE MANUAL OF PCI PCI DATA SHEET

 EVALUATION PREPARATION

i. Choose a suitable site and have damage.

ii. Put traffic cone for easy surveying and

minimize the traffic when work is in
progress.
DETERMINING THE AREA OF
ROAD
iii. Next, start the measurement using the
odometer wheel, 1.5 kilometer long and
marking every 54 meters.

iv. Any types of damage is measured by

length, width, depth, diameter and area
and use measuring tape while measure.

v. Make bookkeeping and record the data

each types of damage based on the
degree of damage that is low, medium
and high.
DETERMINING LENGTH AND
WIDTH OF ROAD
 DATA RESULT AND ANALYSIS
Pavement Condition Index (PCI) method

Case study total length= 1500meter

Total number of sample units in section (N) = 28

Minimum number of units to be surveyed = 4 (Obtain from the curve)

Number of units surveyed = 8

Interval (i) = N/n = 28/4 = 6

Random start (S) = 1

Sample area = 54m X 2.5m for all Section (1,4,7,8,13,18,23 & 28)
 DATA ANALYSIS

SAMPLE ANALYSIS AREA

Step of analysis

i. Determine the Distress Density and Deduct Value

ii. Maximum allowable number of deducts, m
m = 1 + (9/98)(100 HDV)

iii. Maximum corrected deduct value, CDV

iv. Determine the Pavement Condition Index (PC)
PCI = 100 CDVmax
 PCI RESULT

SECTION 28

SECTION 4,
7, 8, 18 & 23

SECTION 1
& 13
 PAVEMENT DISTRESS IDENTIFY

POOR CONDITON

SECTION 1 SECTION 13
 PAVEMENT DISTRESS IDENTIFY
FAIR CONDITON

SECTION 4 SECTION 18 SECTION 7

 DISCUSSION

Based from the observation made, we noticed that the road is in fair and poor condition.
There are many distress, and cracking were identify. The most suitable maintenance
method to use for the road is chip seal. Meanwhile the satisfactory roads only need
rehabilitation and routine maintenance.

Therefore, several next practices can be extracted from the foregoing discussion:

i. Conduct electrostatic testing of chip seal aggregate source before chip design to
ensure that the binder selected for the project is compatible with the potential
sources of aggregate.
ii. Specify a uniformly graded high-quality aggregate.
iii. Consider using lightweight synthetic aggregate in areas where post-construction
vehicle damage is a major concern.
iv. Use life-cycle cost analysis to determine the benefit of importing either synthetic
aggregate or high-quality natural aggregate to areas where availability of high-quality
aggregate is limited.
v. Use polymer-modified binders to enhance chip seal performance.
 RECOMMENDATION
Type and description
Fatigue (Alligator) Cracking
Description:
Series of interconnected cracks caused
by fatigue failure of the HMA surface
(or stabilized base) under repeated
traffic loading. In thin pavements,
cracking initiates at the bottom of the
HMA layer where the tensile stress is
the highest then propagates to the
surface as one or more longitudinal
cracks.
Problem solving
Repair :
A fatigue cracked pavement
should be investigated to
determine the root cause of
failure.. Once the characteristic
alligator pattern is apparent,
repair by crack sealing is generally
ineffective. Fatigue crack repair
generally falls into one of two
categories:
 Type and description Problem solving
Longitudinal (Linear) & Transverse Cracking

i. Poorly constructed paving joint crack Maintenance suggestion:

ii. Shrinkage of the asphalt layer
Improve drainage by removing the
iii. Daily temperature cycling
source that traps the water. Seal
iv. Cracks in an underlying layer that reflect up
crack or fill with asphalt emulsion
through the pavement
slurry or light grade of asphalt mixed
v. Longitudinal segregation caused by the
with fine sand. Provide side drainage
improper operation of the paver
ditches
Crack seal/fill

Pothole

Pothole is a bowl-shape cavity in the pavement Maintenance suggestion:

surface resulting from the loss of wearing
Pathing
course and binder course materials.
Cut and patch
i. Loss of surface course Base construction
ii. Moisture entry to base course through a
cracked pavement surface
iii. Load associated disintegration of base
 Type and description Problem solving
Edge Cracks

Description: Maintenance suggestion:

i. Lack of lateral support Improve drainage. Remove

ii. Settlement of underlying material vegetation close to edge. Fill
iii. Shrinkage of drying out soil cracks with asphalt emulsion
iv. Weak base or subgrade layer slurry or emulsified asphalt
v. Poor drainage Crack seal/fill
vi. Frost heave
vii. Heavy traffic or vegetation along edge
 CONCLUSION

From data analysis, can be conclude that section 1 and 13 is

in the critical damage with pci value of 0 (LOS D). This road
section should be major rehabilitation and endanger the
safety of road users.
For section 28, the pci value is 100(LOS B). This section is in
satisfactory condition and requires routine and preventive
maintenance to meet standard with minor defects and
acceptable physical condition.
The last section, section 4, 7, 8, 18 and 23 pci value is 10 to
50 (LOS C). The road is in fair condition and rehabilation
with perfect physical condition, and well above current
standards.