FKAAB© Universiti Tun Hussein Onn Malaysia
BFC31802
HIGHWAY ENGINEERING
PROJECT REPORT
Determine the situation of road distress in Malaysia: Conduct
the PCI analysis for road and recommended the method of
maintenance or rehabilitation to improve the PCI if
necessary.
Amira Farhana Abdul Majid, Nur Adillah Omar, Norzahanim Mohd
Yunus, Nurul Syifa’ Nordin, Ahmed AbdiNasir Hassan
Undergraduate Student, Faculty of Civil Engineering and Built Environment, University Tun Hussein Onn,
86400, Batu Pahat, Johor, Malaysia
1.
Introduction
Pavements already exist since the late 1700s which is the first pavements were built by the idea of Thomas
Telford. As we know, now pavements are one of the important things for road construction. Lately in Malaysia,
we often see many vehicles passing on the highway. The number of these vehicles make the road become more
crowded from day to a day. The trigger of road density in addition to the number of vehicles is due to driving
knowledge and damaged road conditions.
In general, damaged roads such as cracking, corrugation, and damage to grooves extending along the road
around the vehicle wheel rutting are also in the form of asphalt pavements on the bleeding surface, and there are
also holes (pothole). This damage can occur on the road surface using asphalt concrete as the surface layer.
Damaged roads like this usually caused by a variety of factors, for example, due to heavy vehicle wheel loads
(frequent), high groundwater conditions, the consequences of wrong execution time, and due to planning errors.
Pavement condition index (PCI) is a system for assessing road pavement conditions by type, the level of
damage that occurs and can be used as a reference in the maintenance business. The PCI method provides
information on pavement conditions only at the time of the survey but cannot provide a predictive picture in the
future. However, by periodically conducting condition surveys, information on pavement conditions can be
useful for predicting future performance, as well as being able to be used as a more detailed measurement input.
Norzahanim Binti Mohd Yunus et al, Project Bfc 31802 : PCI
2
Literature Review
Pavement Condition Index (PCI) is a method of assessing pavement conditions developed by the U.S Army
Corps of Engineers, expressed in the Pavement Condition Index (PCI) index. The use of PCI for the roads and
parking lots has been widely used in Malaysia. In the PCI method, the degree of pavement damage is a function
of 3 main factors, namely:
1. Distress type
 According to Shahin (1994), there are 19 types of damage to the flexible pavement in the PCI method,
among which are: alligator cracking, bleeding, block cracking, bumps and sags, corrugation, depression,
edge cracking, joint reflection cracking, lane/shoulder drop off, longitudinal & transversal crack,
patching and utility cut patching, polished aggregate, potholes, railroad crossing, rutting, shoving,
slippage cracking, swell, weathering/ravelling.
2. Distress severity
 The severity of pavement damage on the PCI method, divided into 3 levels, namely low (l), medium
(m), and high (h). Determination of the severity for the type of damage has been defined by the PCI
method clearly in accordance with ASTM D 6433.3.
3. Distress quantity
 Distress quantity relates to measurement, measurement unit, and total quantities on the survey form.
Fig. 2. Relationship type of damage, severity, and size of damage to the determination of PCI value and
Standard Rating Scale (Source: Shahin 2004)
Assessment of Pavement Conditions, influenced by 5 factors, namely:
1. Density
2. Deduct Value (DV)
3. Total Deduct Value (TDV)
4. Corrected Deduct Value (CDV)
5. Pavement Quality Qualified
3.0 BACKGROUND OF STUDY
In this study, an attempt was made to evaluate and suggest a suitable method to repair the
damage of pavement, located in Semenyih, Selangor. This road is used for transporting goods and
people, with a large percentage of heavy vehicles moving on it. This road is located at Persiaran
Bandar Rinching, which is 1.0km long. It is a two-lane road, with one lane in each direction, and it is
an asphalt pavement road. Figure 1 shows the location of our study.
Norzahanim Binti Mohd Yunus et al, Project Bfc 31802 : PCI
Figure 1 shows the location of our study
4.0 OBJECTIVE
1. Find out the type of damage to the road pavement at the location
2. Identify the extent of damage during site observation
3. Find out which method to repair the pavement at the location
5.0 METODOLOGY
For any pavement maintenance and/or management activity, the knowledge of its condition is the
basic requirement. Therefore, there is a need for a standardized method for assessing the condition of the
pavement. After the condition of a pavement has been determined, only then a decision as to the need for
maintenance can be made. The process of measurement or evaluation of Pavement Condition Index is
graphically shown in Figure 3
Figure 3: Flow Chart for Evaluation of PCI
5.1 Literature Review
Comprehensive summary of previous research on the topic. For this topic, it explains about Pavement Condition
Index (PCI) and the meaning of distress type, severity and quantity.
5.2 Pavement Condition Survey
Pavement condition surveys give an indication of the serviceability of the road pavement and
the physical condition of the assets. It is referred to as the collection of data to determine the ride
quality and structural integrity of a road segment. They are based on observations by trained
to measurements surface distress.
5.3 Collection Data
Data collect is procedure of collecting, measuring and analysing accurate insight for research at Semenyih,
Selangor. It was collected for according of section. They collecting to find the deduct number of the distress
5.4 Calculation of Pavement Index
Its numerical index between 0 and 100, which is used to indicate the general condition of a pavement section. It
is a statistical measure from manual survey of the pavement.
5.5 Discussion
Delve the meaning, importance and relevance of result. It should focus on explaining and evaluating on what
already found, showing how it relates to literature review and making the argument in support of overall
conclusion.
5.6 Result
The result of a calculation that is calculated using the data collected.
Norzahanim Binti Mohd Yunus et al, Project Bfc 31802 : PCI
5.7 Conclusion
Last part of something or an opinion reached after some thought. For example, conclude about all distress that
already found and calculated.
6.0 DATA ANALYSIS
6.1 Dividing a Pavement Section into Sample Units
The number of sample units in a pavement section to be inspected can be determined using Figure 4.
Pavement section 1000m x 7m
1
100m
2
3
4
5
100m
100m
100m
100m
6
7
100m
100m
8
9
10
100m
100m
100m
Pavement section divided into sample units.
Sampling interval is determined using the following equation:
If N = 10, n = 5 (Determined from figure 4)
Interval, i =
=
= 2
Hence sample units to be inspected are 1,3,5,7 and 9
1
2
3
4
5
6
Sampling Interval
7
8
9
10
Norzahanim Binti Mohd Yunus et al, Project Bfc 31802 : PCI
6.2 Table 1: Section 1
JALAN MUTIARA, NILAI (ASPHALT SURFACED ROADS)
CONDITION SURVEY DATA SHEET
BRANCH: HIGHWAY ENGINEERING SUBJECT
DATE: 09 Jun 2021
SURVEYED BY: AHMED ABDINASIR HASSAN
SAMPLE UNIT: 01
SECTION: 5
SAMPLE AREA: 7M X 100M
01. Alligator Cracking (m2)
02. Bleeding (m2)
03. Block Cracking (m2)
04. Bumps and Sags (m)
05. Corrugation (m2)
DISTRESS
SURVEY
06. Depression (m2)
07. Edge Cracking (m)
08. Joint Reflection
Cracking (m)
09. Lane/Shoulder Drop
Off (m)
10. Longitudinal &
Transverse Cracking
(m)
11. Patching & Utility
Cut Patching ((m2)
12. Polished
Aggregate (m2)
13. Potholes (no.)
14. Railroad Crossing
(m2)
15. Rutting (m2)
QUANTITY
TOTAL
01 M
13 L
07L
1.04
0.57
1.2
1.04
0.57
1.2
06M
2.4
2.4
16. Shoving (m2)
17. Slippage
Cracking
(m2)
18. Swell (m2)
19. Weathering/
Raveling (m2)
DENSITY
%
DEDUCT
VALUE
0.17
10
0.07
0.04
0.6
26
10.5
16
*Density = (total/area) x 100
Ma
xim
um
allo
wab
le
nu
mbe
r of
ded
ucts,
m.
Hig
hest
ded
uct
valu
e,
HD
V=
26
m=
1 + (9/98) (100 – HDV)
= 1 + (9/98) (100 – 26)
= 7.79
Deduct value in descending order: (26, 16, 10.5, 10)
Number of deduct values = 4
Since the maximum allowable number of deducts is 7.79, and we only have 4 deduct value. Therefore, the 4
number are selected. i.e. 26,16,10.5,10
Maximum corrected deduct value, CDV.
Number of deduct values greater than 2, q = 4
Totals deduct value = 26 + 16 + 10.5 + 10 = 62.5
From Figure B-45, first CDV = 62.5
Reduce the smallest individual deduct value to 2 (q is now 2) and determine the CDV. Repeat until q reaches
one.
NO.
Deduct values
Total
q
CDV
1.
26
16
10.5
10
62.5
4
33
2.
26
16
10.5
2
54.5
3
31.5
3.
26
16
2
2
46
2
30
4.
26
2
2
2
32
1
31
Maximum CDV = 33
Determine the Pavement Condition Index
PCI = 100 – CDV max
Norzahanim Binti Mohd Yunus et al, Project Bfc 31802 : PCI
= 100 – 33
= 67
Based on the rating for PCI value of 67, this section of pavement is in fair.
6.3 TABLE 2: SECTION 3
JALAN MUTIARA, NILAI (ASPHALT SURFACED ROADS)
CONDITION SURVEY DATA SHEET
BRANCH: HIGHWAY ENGINEERING SUBJECT
DATE: 09 Jun 2021
SURVEYED BY: NURUL SYIFA’ BT NORDIN
SAMPLE UNIT: 03
SECTION: 5
SAMPLE AREA: 7M X 100M
01. Alligator Cracking (m2)
02. Bleeding (m2)
03. Block Cracking (m2)
04. Bumps and Sags (m)
05. Corrugation (m2)
06. Depression (m2)
07. Edge Cracking (m)
08. Joint Reflection
Cracking (m)
09. Lane/Shoulder Drop
Off (m)
10. Longitudinal &
Transverse Cracking
(m)
DISTRESS
SURVEY
11. Patching & Utility
Cut Patching ((m2)
12. Polished
Aggregate (m2)
13. Potholes (no.)
14. Railroad Crossing
(m2)
15. Rutting (m2)
QUANTITY
16. Shoving (m2)
17. Slippage
Cracking
(m2)
18. Swell (m2)
19. Weathering/
Raveling (m2)
TOTAL
DENSITY
%
DEDUCT
VALUE
11 M
0.98
0.98
0.14
3
09 M
0.85
0.85
0.12
0
10 M
0.1
0.7
0.10
0
16 H
1..5
1.5
0.22
0
0.6
*Density = (total/area) x 100
Maximum allowable number of deducts, m.
Highest deduct value, HDV = 3
m = 1 + (9/98) (100 - HDV)
= 1 + (9/98) (100 - 3)
= 9.9
Deduct values in descending order: 3, 0, 0, 0.
Number of deduct value = 4
Since the maximum allowable number of deducts is 9.9, therefore all deduct number can be used.
Maximum corrected deduct value, CDV.
Number of deduct values greater than 2, q = 1
From Figure B-45, CDV = 2
NO.
1.
Deduct values
26
16
10.5
Maximum CDV = 2
Determine the Pavement Condition Index, PCI
10
Total
q
CDV
62.5
4
33
Norzahanim Binti Mohd Yunus et al, Project Bfc 31802 : PCI
PCI = 100 - CDVmax
= 100 - 2
= 98
Based on rating for PCI value of 98, this section of pavement is in good condition
6.4 TABLE 3: SECTION 5
ASPHALT SURFACED ROADS AND PARKING LOTS
CONDITION SURVEY DATA SHEET FOR SAMPLE UNIT
BRANCH: HIGHWAY ENGINEERING SUBJECT
DATE: 01 JUNE 2021
SURVEYED BY: NORZAHANIM BINTI MOHD YUNUS
SAMPLE UNIT: 05
SECTION: 5
SAMPLE AREA: 100m X 7m = 700 m2
01. Alligator Cracking (m2)
02. Bleeding (m2)
03. Block Cracking (m2)
04. Bumps and Sags (m)
05. Corrugation (m2)
06. Depression (m2)
07. Edge Cracking (m)
08. Joint Reflection
Cracking (m)
09. Lane/Shoulder Drop
Off (m)
10. Longitudinal &
Transverse Cracking
(m)
DISTRESS
SURVEY
QUANTITY
11L
1.0 x 0.6
=0.6
11M
78 x 0.3
= 23.4
01M
2.8 x 1.0
=2.8
3.2 x 0.28
13H
=0.9
0.5 x 0.13
13L
= 0.07
*Density = (total/area) x 100
11. Patching & Utility
Cut Patching ((m2)
12. Polished
Aggregate (m2)
13. Potholes (no.)
14. Railroad Crossing
(m2)
15. Rutting (m2)
16. Shoving (m2)
17. Slippage
Cracking
(m2)
18. Swell (m2)
19. Weathering/
Raveling (m2)
TOTAL
DENSITY
%
DEDUCT
VALUE
0.6
0.1
0
23.4
3.3
19
2.8
0.4
14
0.9
0.1
55
0.07
0.01
3
Maximum allowable number of deduct, m
Highest deduct value, HDV = 55
m = 1 + (9/98) (100 – HDV)
= 1 + (9/98) (100 – 55)
= 5.13
Deduct value in descending order: (55,19,14,3,0)
Number of deduct values = 5
Since the maximum allowable number of deducts is 3.39, therefore only 5 selected and 0.13 not selected,
i.e., 55, 19, 14, 0
Maximum corrected deduct value, CDV.
Number of deduct values greater than 2, q = 4
Totals deduct value = 55 + 19 + 14 + 3 = 91
Norzahanim Binti Mohd Yunus et al, Project Bfc 31802 : PCI
From Figure B-45, first CDV = 52
Reduce the smallest individual deduct value to 2 (q is now 2) and determine the CDV. Repeat until q reaches one.
No.
Deduct Values
Total
q
CDV
1.
55
19
14
3
91
4
52
2.
55
19
14
2
90
3
58
3.
55
19
2
2
78
2
56
4.
55
2
2
2
61
1
61
Maximum CDV = 61
Determine the Pavement Condition Index
PCI = 100 – CDVmax
= 100 – 61
= 39
Based on the rating for PCI value of 39, this section of pavement is in Very Poor condition.
6.5 TABLE 4: SECTION 7
ASPHALT SURFACED ROADS AND PARKING LOTS
CONDITION SURVEY DATA SHEET FOR SAMPLE UNIT
BRANCH: HIGHWAY ENGINEERING SUBJECT
DATE: 01 JUNE 2021
SURVEYED BY: AMIRA FARHANA BINTI ABDUL MAJID
SAMPLE UNIT: 07
SECTION: 5
SAMPLE AREA: 100m X 7m = 700 m2
01. Alligator Cracking (m2)
02. Bleeding (m2)
03. Block Cracking (m2)
04. Bumps and Sags (m)
05. Corrugation (m2)
DISTRESS
SURVEY
06M
06. Depression (m2)
07. Edge Cracking (m)
08. Joint Reflection
Cracking (m)
09. Lane/Shoulder Drop
Off (m)
10. Longitudinal &
Transverse Cracking
(m)
QUANTITY
1.1 x 0.37
=0.41
01L
3.1 x 0.15 0.22 x 0.3
=0.47
= 0.07
13H
3.5 x 0.5
=1.75
0.7 x 0.38
13M
=0.27
58x 0.5
11M
= 29
*Density = (total/area) x 100
11. Patching & Utility
Cut Patching ((m2)
12. Polished
Aggregate (m2)
13. Potholes (no.)
14. Railroad Crossing
(m2)
15. Rutting (m2)
16. Shoving (m2)
17. Slippage
Cracking
(m2)
18. Swell (m2)
19. Weathering/
Raveling (m2)
TOTAL
DENSITY
%
DEDUCT
VALUE
0.41
0.06
6
0.39
0.06
6
1.75
0.25
74
0.27
0.04
6
29
4.14
21
Norzahanim Binti Mohd Yunus et al, Project Bfc 31802 : PCI
Maximum allowable number of deduct, m
Highest deduct value, HDV = 74
m = 1 + (9/98) (100 – HDV)
= 1 + (9/98) (100 – 74)
= 3.39
Deduct value in descending order: (74, 21, 6, 6)
Number of deduct values = 4
Since the maximum allowable number of deducts is 3.39, therefore only the first 3 and 0.39 of the 4th deduct value
are selected, i.e., 74, 21, 6, 6 and 0.39*6 = 2.34.
Maximum corrected deduct value, CDV.
Number of deduct values greater than 2, q = 3
Totals deduct value = 74 + 21 + 6 = 101
From Figure B-45, first CDV =76
Reduce the smallest individual deduct value to 2 (q is now 2) and determine the CDV. Repeat until q reaches one.
No.
Total
q
CDV
1.
74
21
Deduct Values
6
101
3
64
2.
74
21
2
97
2
68
3.
74
2
2
78
1
78
Maximum CDV = 78
Determine the Pavement Condition Index
PCI = 100 – CDVmax
= 100 – 78
= 22
Based on the rating for PCI value of 22, this section of pavement is in Serious condition.
Norzahanim Binti Mohd Yunus et al, Project Bfc 31802 : PCI
6.6 TABLE 4: SECTION 9
ASPHALT SURFACED ROADS AND PARKING LOTS
CONDITION SURVEY DATA SHEET FOR SAMPLE UNIT
BRANCH: HIGHWAY ENGINEERING SUBJECT
DATE: 01 JUNE 2021
SURVEYED BY: NUR ADILLAH BT OMAR
SAMPLE UNIT: 09
SECTION: 5
SAMPLE AREA: 100m X 7m = 700 m2
01. Alligator Cracking (m2)
02. Bleeding (m2)
03. Block Cracking (m2)
04. Bumps and Sags (m)
05. Corrugation (m2)
06. Depression (m2)
07. Edge Cracking (m)
08. Joint Reflection
Cracking (m)
09. Lane/Shoulder Drop
Off (m)
10. Longitudinal &
Transverse Cracking
(m)
DISTRESS
SURVEY
11. Patching & Utility
Cut Patching ((m2)
12. Polished
Aggregate (m2)
13. Potholes (no.)
14. Railroad Crossing
(m2)
15. Rutting (m2)
QUANTITY
16. Shoving (m2)
17. Slippage
Cracking
(m2)
18. Swell (m2)
19. Weathering/
Raveling (m2)
DENSITY
%
TOTAL
10M
0.7
0.7
11L
0.47
0.47
07 L
1
1
13 L
0.02
0.02
01 M
14
14
DEDUCT
VALUE
(0.7/700)(100)
= 0.1
(0.47/700)(100)
= 0.07 ~ 0.1
(1/700)(100)
= 0.1
(0.02/700)(100)
=0
(14/700)(100)
=2
3
3
3
0
28
*Density = (total/area) x 100
Maximum allowable number of deducts, m.
Highest deduct value, HDV = 28
m = 1 + (9/98) (100 - HDV)
= 1 + (9/98) (100 - 28)
= 7.6
Deduct values in descending order: 28, 3, 3, 3, 0.
Number of deduct value = 5
Since the maximum allowable number of deducts is 7.6, therefore all deduct number can be used.
Maximum corrected deduct value, CDV.
Number of deduct values greater than 2, q = 4
Totals deduct value = 3 + 3 + 3 + 28 = 37
From Figure B-45, CDV = 14
Reduce the smallest individual deduct value to 2 (q is now 2) and determine the CDV. Repeat until q reaches one.
No.
1
Deduct Values
3
3
28
3
2
3
28
28
3
3
3
2
4
28
2
2
Total
37
q
4
CDV
14
2
2
36
35
3
2
57
47
2
34
1
34
Norzahanim Binti Mohd Yunus et al, Project Bfc 31802 : PCI
Maximum CDV = 57
Determine the Pavement Condition Index, PCI
PCI = 100 - CDVmax
= 100 - 57
= 43
Based on rating for PCI value, 43, this section of pavement is in poor condition.
7.0 DISCUSSION ON RESULT
Based on the results that have been calculated, the total average of PCI value in Persiaran Bandar
Rinching. In section one and section three, the PCI is in fair and good condition. In the fifth road section, the
PCI result is in very poor condition while in the seventh section is in serious condition. This shows that along
1km of the road, we can determine common types of road distress level and determine the maintenance that
should be implemented in each of the road sections.
The first common distress that is found in Persiaran Bandar Rinching is potholes. Potholes generally
are big and serious, which is usually less than 4m. Potholes located in section seventh of 1 km Persiaran Bandar
Rinching road are categorized as deep potholes. While section fifth is categorized in both conditions which are
larger and small potholes. Potholes are measured by counting the number that are low, medium, and highseverity and the pavement distress located at this road are level high-severity. The distress on the road will put
people at risk, measures should be taken to avoid incidents and affect people's good driving quality. Corrective
or reactive maintenance is performed after a pavement deficiency such as friction loss or extensive cracks has
occurred.
Alligator cracking is a common type of distress in asphalt pavement. The following are most closely related to
fatigue cracks, which are characterized by interconnected or interlocking cracks in the asphalt layer that
resemble the skin of a crocodile. Based on the results, most of the road sections at Persiaran Bandar Rinching
have alligator cracking distress. The road sections that are affected by alligator cracking are road section one,
fifth and seventh. Mitigation and maintenance measures need to be taken on these roads as the breakdown can
lead to much larger mishaps such as potholes or premature lane failure, and even in advanced cases, repairs can
be very costly if not done as soon as possible. Proper repair may include first sealing cracks with crack sealant,
installing paving fabric over a tack coat, or milling the damaged asphalt. An overlay of hot mix asphalt is then
placed over the completed repair.
A patch is defined as an area where the original pavement has been removed and replaced with a filler
material. Deterioration of a patch typically progresses at a higher rate than the original pavement. Patching is
usually divided into three types which are small, medium and high. In this project we found that there were
patching distress detected along roads only in the third section, fifth and seventh. For section fifth, there can be
classified low and medium severity distress categories. Then, section seventh is only in medium severity. All
flexible pavements require patching at some time during their service life. Defective pavement and unstable
surface materials are removed to a stable material depth, which is normally found only 5 cm below the road
surface.
8.0 DISCUSSION ON MAINTENANCE
As the average of the PCI value is 54, it shows that the road is in a poor condition. Maintenance that
must be finished on this road is major rehabilitation or deferred action. Major rehabilitation consists of structural
enhancements that both extend the service life of an existing pavement and/or improve its load-carrying
capability. Pavement rehabilitation shall be defined as resurfacing, restoration, and rehabilitation (3R) work
consisting of structural enhancements that extend the service life of an existing pavement and improve its
structural capacity. Rehabilitation strategies consist of recovery remedies and structural overlays. This can also
additionally consist of partial recycling of the existing pavement, placement of additional surface materials or
other work that is required to restore an existing pavement to a structural or functional condition.
The pavement rehabilitation process includes the following procedures. Firstly, prioritization of the
pavement in need of rehabilitation, which includes follow-up activities to assess the functional and structural
condition of the pavement. Secondly, development of can implemented rehabilitation strategies. Next, selecting
the most cost-effective remediation strategy considering several constraints, which may include reduced service
life, life-cycle costs, and budget constraints, and finally, an appropriate performance measurement of the
remediated pavements.
Norzahanim Binti Mohd Yunus et al, Project Bfc 31802 : PCI
Asphalt pavement rehabilitation generally involves renewing the existing pavement to mitigate the
effects of ruts, cracks and other defects. The thickness of the resurface may depend on the condition of the
existing roadway, the expected future truck traffic and the resources available. Efforts should be made to
increase the flow of traffic through the zone with better scheduling of development activities, use of appropriate
and realized paving materials and community education.
9.0 CONCLUSION
To sum up, the objectives of this study were achieved to use pavement condition index (PCI) and
produce a rehabilitation method based on the road located at Persiaran Bandar Rinching, Semenyih.
From the data record that has been taken there are various types of damage involve damage to the
pavement such as potholes, alligator cracking, patching and depression. In this project, the 1 km distance we
divided into 5 sections. Based on the data we found that section one and three was fair and good condition.
Another three section which is section five and nine was very poor and poor condition. But for section seven is
in serious condition. Based on the pavement condition index rating scale, the average for all section is 54%.
Looking at the average pavement condition index value ranking 54% falls in the major rehabilitation or deferred
action. Results of the study have been made, and various problems occur on Persiaran Bandar Rinching,
Semenyih. This distress can interrupt the consumer. Distress and failure contributed to the disorder and lead to
consumer concerns. Among the most common failures are identified as malfunction and failure of the structure.
Therefore, maintenance work must be carried out.
Finally, the construction of the highway is a road structure that largely contributed to human comfort
where it is frequently used by all users. Therefore, the parties involved, and the authorities should always notice
the quality of the construction of rural roads or even roads to user satisfaction can be achieve.
10. REFERENCES
Organization, Technology and Management in Construction 2016; 8: 1446–1455, Prof. Dr Fareed M.A. Karim,*
Dr Khaled Abdul Haleem Rubasi, and Dr Ali Abdo Saleh; “The Road Pavement Condition Index (PCI)
Evaluation and Maintenance: A Case Study of Yemen”
Habib Shahnazari1; Mohammad A. Tutunchian2; Mehdi Mashayekhi3; and Amir A. Amini4“Application of
Soft Computing for Prediction of Pavement Condition Index” Journal of Transportation Engineering©
ASCE/December 2012
Pavement Condition Index, Wikipedia
BFC31802 Highway Engineering, Google Classroom, Nasradeen Ali Khalifa Milad
Norzahanim Binti Mohd Yunus et al, Project Bfc 31802 : PCI
APPENDIX
NO
TYPE OF DAMAGE
UNIT
1
Alligator Cracking
m2
2
Bleeding
m2
3
Block Cracking
m2
4
Bumps and Sags
m
5
Corrugation
m2
6
Depression
m2
7
Edge Cracking
m
8
Joint. Reflection Cracking
m
9
Lane Shoulder Drop Off
m
10
Longitudinal & Transverse Cracking
m
11
Pathing & Utility Patching
m2
12
Polished Aggregates
m2
13
Potholes
number
14
Rail Road Crossing
m2
15
Rutting
m2
16
Shoving
m2
17
Slippage Cracking
m2
18
Swell
m2
19
Weathering / Ravelling
m2
Table 1 Type of pavement damage
TYPE OF DISTRESS ON REPORT
Longitudinal & Transverse Cracking
Norzahanim Binti Mohd Yunus et al, Project Bfc 31802 : PCI
Pathing & Utility Patching
Alligator Cracking
Potholes