1.0 INTRODUCTION

A country that is advanced, depending on the rapid development. With the development, the need for road infrastructure as the road is a link between one place to another place. When the situation deteriorated pavement at a certain point, it must be repaired in order to maintain service levels. The type of maintenance required depends on the levels of distress and damage caused by road pavement. To overcome these problems, various efforts undertaken such studies on bituminous materials with the aim of ensuring the quality of construction of roads is guaranteed and can reduce maintenance costs.

Road pavement damage usually occurs due to traffic load, temperature, moisture content or the movement of the sub grade and it can be divided into six categories: pavement crack, surface deformation, surface defects, edge defects, pothole and patch. In overcome the problem of damage to the road paving, several methods have been introduced to facilitate the implementation of the parties involved. More efficient maintenance measures will be chosen to ensure the comfort and safety to the user and to ensure a benefit in the management.

In addition, the failure of the pavement can be classified according to survey any damage which occurs at the site are classified according to the damage that can be viewed. The failure are determine and can record in the condition survey data sheet. Research conducted to determine the Pavement Condition Index (PCI) on the road, whether it is in a nice rating or not. Numerical rating of the pavement condition that ranges from 0 to 100, with 0 being the worst possible condition and 100 being the best possible condition.

2.0 BACKGROUND OF STUDY

Site selection for this project in Jalan Parit Sempadan Laut along 200 meters of where along the road has damages such as alligator cracking, bleeding, corrugation and others. 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.

Furthermore, the function of pavement which like we knew are providing a flat surface for the movement of vehicles that are more comfortable and safe, receive and distribute the load of the vehicle below, other than that protect the sub grade from being exposed to the weather. Studies conducted on the road to investigate the road pavement index is in good condition or not, and this damage can be done by minor or major maintenance.

3.0 OBJECTIVE1. Find out the type of damage to the road pavement 2. Identify the extent of damage through counting3. Find out method of repair on the pavement

4.0 METHODOLOGY4.1 Materials And Equipment1. Hand Odometer Wheel2. Traffic Cone3. Measuring Tape4. Survey data sheet

4.2 Method Measurement 1. Choose a suitable site and have damage.2. Put traffic cone for easy surveying and minimize the traffic when work is in progress.3. Next, start the measurement using the hand wheel odometer 200 meters long and marking every 100 meters.4. Any types of damage is measured by length, width, depth, diameter and area and use hand odometer wheel and measuring tape while measure.5. Make bookkeeping and record the data each types of damage based on the degree of damage that is low, medium and high.

4.3 Method Of Classification Of FailureRoad pavement damage is :1. Alligator cracking Alligator or fatigue cracking is a series of interconnecting cracks caused by fatigue failure of the asphalt concrete surface under repeated traffic loading such as wheel paths. Alligator cracking is measured in square meters ( length x width ).

2. BleedingBleeding is a film of bituminous material on the pavement surface that creates a shiny, glass like, reflecting surface that usually become quite sticky and its caused by excessive asphaltic tars. Bleeding is measure in square meters of surface area ( length x width ).3. CorrugationCorrugation is regular transverse undulations, closely spaced alternate valleys and crests with wave lengths. This type of distress usually caused by traffic action combined with an unstable pavement surface

4. Edge crackingEdge defects occur along the interface of flexible pavement and the shoulder, and are most significant where the shoulder is unsealed.

5. Patching and Utility Cut PatchingA patch is an area of pavement that has been replaced with new material to repair the existing pavement and the measurement in m of surface area.

6. Polished AggregateThis distress is caused by repeated traffic application when the aggregate in the surface become smooth, adhesion with vertical tires is considerable reduce. Polish aggregate is measure m2 of surface area.

7. PotholesPothole is a bowl-shaped cavity in the pavement surface resulting from the loss of wearing course and binder course materials. Measuring the pothole by counting the number.

8. Slippage Cracking

Slippage cracking are crescent or half-moon shaped cracks, usually transverse to the direction of travel and is measure m2 of surface area.

5.0 CALCULATION OF PAVEMENT CONDITION INDEX (PCI)1. 1 Add up the total quantity of each distress type at each severity level, and record them in the Total Severities section. For example, Fig. 4 shows five entries for the Distress Type 1, Alligator Cracking: 5L, 4L, 4L, 8H, and 6H. The distress at each severity level is summed and entered in the Total Severity section as 13 (1.2 ) of low severity and 14 (1.3 ) of medium severity. The units for the quantities may be either in square feet (square meters), linear feet (meters), or number of occurrences, depending on the distress type.2. Divide the total quantity of each distress type at each severity level from1 by the total area of the sample unit and multiply by 100 to obtain the percent density of each distress type and severity.3. Determine the deduct value (DV) for each distress type and severity level combination from the distress deduct value curves in Appendix X3.4. Determine the maximum corrected deduct value (CDV).The procedure for determining maximum CDV from individual DVs is identical for both AC and PCC pavement types.5. The following procedure must be used to determine the maximum CDV.i. 9.5.1 If none or only one individual deduct value is greater than two, the total value is used in place of the maximum CDV in determining the PCI; otherwise, maximum CDV must be determined using the procedure described at below.ii. List the individual deduct values in descending order. For example, in Fig. 4 this will be 25.1, 23.4, 17.9, 11.2, 7.9, 7.5, 6.9, and 5.3.iii. Determine the allowable number of deducts, m, from Fig. 5, or using the following formula (see Eq 4):

Fig.4 example of a Flexible Pavement Survey Data Sheet

Fig.5 Adjustment of Number of Deduct Values

Where:m = allowable number of deducts including fractions (must be less than or equal to ten), and HDV = highest individual deduct value. (For the example in Fig. 4, m= 1 + (9/98)(100-25.1) = 7.9).i. ii. iii. iv. The number of individual deduct values is reduced to the m largest deduct values, including the fractional part. For the example in Fig. 6, the values are 25.1, 23.4, 17.9, 11.2, 7.9, 7.5, 6.9, and 4.8 (the 4.8 is obtained by multiplying 5.3 by (7.9 7 = 0.9)). If less than m deduct values are available, all of the deduct values are used.v. Determine maximum CDV iteratively, as shown in Fig. 6.a. Determine total deduct value by summing individual deduct values. The total deduct value is obtained by adding the individual deduct values in 9.5.4, that is, 104.7.b. Determine q as the number of deducts with a value greater than 2.0. For example, in Fig. 6, q=8.c. Determine the CDV from total deduct value and q by looking up the appropriate correction curve for AC pavements in Fig. X4.15 in Appendix X3.d. Reduce the smallest individual deduct value greater than 2.0 to 2.0 and repeat a to c until q=1e. Maximum CDV is the largest of the CDVs.1. 2. 3. 4. 5. 6. Calculate PCI by subtracting the maximum CDV from 100: PCI = 100-max CDV.7. Fig. 6shows a summary of PCI calculation for the example AC pavement data in Fig. 4. A blank PCI calculation form is included in Fig. 2. Appendix X3 Alligator CrackingFIG. X4.15 Railroad Crossing

Fig 6 Calculation of Corrected PCI ValueFlexible Pavement

FIG. 2 Flexible Pavement Condition Survey Data Sheet for Sample Unit6.0 Analysis dataPavement condition survey is used as a pavement rating method that is based on visual inspection of pavement distress. The survey will define the Pavement (PCI) which is Numerical rating of the pavement condition that range from 0 100, with 0 being the worst possible condition and 100 being the best possible condition.

The activity of this survey begins with carrying out the inspection for pavement distresses to the sample unit that has been selected. The measurement of the distress includes its length, width, depth, diameter and area. The severity of the distresses is when defined according to low, moderate of high level. Field condition survey sheets are shown in FIG 2 and FIG 6.

6.1 Pavement Condition IndexFor the standard procedures in determining the Pavement Condition Index (PCI), refer to the Standard Practice for Roads and Parking Lots Pavement Condition Index Surveys (ASTM 6433 - 07). Figure below show maintenance activity and time for each level of Service based on PCI.

JALAN PARIT SEMPADAN LAUT (ASPHALT SURFACED ROAD)CONDITION SURVEY DATA SHEET

BRANCH: TRAFFIC LABORATORY UTHMDATE:

SURVEYED BY: SAMPLE UNIT: (KM 0.462 0.562)

SECTION: SAMPLE AREA: 100m x 3.5m = 350 m2

01. Alligator Cracking (m2)06. Depression (m2)11. Patching & Utility Cut Patching (m2)16. Shoving (m2)

02. Bleeding (m2)07. Edge Cracking (m)12. Polished Aggregate (m2)17. Slippage Cracking (m2)

03. Block Cracking (m2)08. Joint Reflection Cracking (m)13. Potholes (no.)18. Swell (m2)

04. Bumps and Sags (m)09. Lane/Shoulder Drop Off (m)14. Railroad Crossing (m2)19. Weathering/ Ravelling (m2)

05. Corrugation (m2)10. Longitudinal & Transverse Cracking (m)15. Rutting (m2)

DISTRESSSURVEYQUANTITYTOTALDENSITY%DEDUCTVALUE

01 L1.811.17

3.971.1311

01 H136.5136.53979

02 L15.415.44.41

05 H66.366.318.9470

07 L63.863.863.814

11 L441.142

12220.570

13 L1120.5749

13 M110.2958

13 H110.2980

17 M441.1412

SKETCH:

Maximum allowable number of deducts, mHighest deduct value, HDV = 80m = 1 + (9/98)(100 HDV) = 1 + (9/98)(100 79) = 2.8Deduct values in descending order: 80, 79, 70, 58, 49, 14, 12, 11, 2, 1, 0Number of deduct values = 11Since the maximum allowable number of deducts is 2.8, therefore only the first 2 and 0.8 of the 3th deduct value are selected, i.e. 80, 79 and 0.8*70 = 56.

Maximum corrected deduct value, CDVNumber of deduct values greater than 2, q = 3Total deduct value = 80 + 79 + 56 = 215From Figure X4.20(ASTM D6400 07), CDV = 100

Reduce the smallest individual deduct value to 2 (q is now 2) and determine the CDV. Repeat until q reaches 1.No.Deduct ValuesTotalqCDV

18079562513100

280792161299

3802284184

Maximum CDV = 100Determine the Pavement Condition IndexPCI = 100 CDVmax = 100 100 = 0

Based on the rating for PCI value of 100 (FIG. 1 Pavement Condition Index (PCI), Rating Scale, and Suggested Colors), this section (KM 0.462 0.562) having Level of Service (LOS) F of pavement is in failed condition and need to reconstruction.

JALAN PARIT SEMPADAN LAUT (ASPHALT SURFACED ROAD)CONDITION SURVEY DATA SHEET

BRANCH: TRAFFIC LABORATORY UTHMDATE:

SURVEYED BY: SAMPLE UNIT: (KM 0.562 0.662)

SECTION: SAMPLE AREA: 100m x 3.5m =350 m2

01. Alligator Cracking (m2)06. Depression (m2)11. Patching & Utility Cut Patching ((m2)16. Shoving (m2)

02. Bleeding (m2)07. Edge Cracking(m)12. Polished Aggregate (m2)

17. Slippage Cracking (m2)

03. Block Cracking (m2)08. Joint Reflection Cracking (m)13. Potholes (no.)18. Swell (m2)

04. Bumps and Sags (m)09. Lane/Shoulder Drop Off (m)14. Railroad Crossing (m2)19. Weathering/ Ravelling (m2)

05. Corrugation (m2)10. Longitudinal & Transverse Cracking (m)15. Rutting (m2)

DISTRESSSURVEYQUANTITYTOTALDENSITY%DEDUCTVALUE

01 L11.4711.473.2722

01 M10.210.22.9133

09 L40.33.343.643.616

10 L9.69.69.617

10 M6.36.36.325

10 H7.57.57.555

11 L19.519.55.5711

12 147.25147.2542.0710

SKETCH:

Maximum allowable number of deducts, mHighest deduct value, HDV = 55m = 1 + (9/98)(100 HDV) = 1 + (9/98)(100 55) = 5.1

Deduct values in descending order: 55, 33, 25, 22, 17, 16, 11, 10Number of deduct values = 8Since the maximum allowable number of deducts is 5.6, therefore only the first 5 and 0.1 of the 6th deduct value are selected, i.e. 55, 33, 25, 22, 17 and 0.1*16 = 1.6.

Maximum corrected deduct value, CDVNumber of deduct values greater than 2, q = 6Total deduct value = 55 + 33 + 25 + 22 + 17 + 1.6 = 153.6From Figure X4.20(ASTM D6400 07), CDV = 73

Reduce the smallest individual deduct value to 2 (q is now 5) and determine the CDV. Repeat until q reaches 1.No.Deduct ValuesTotalqCDV

155332522171.6153.6673

255332522172154579

35533252222139478

4553325222119373

55533222296268

6552222265164

Maximum CDV = 79Determine the Pavement Condition IndexPCI = 100 CDVmax = 100 79 = 21Based on the rating for PCI value of 21 (FIG. 1 Pavement Condition Index (PCI), Rating Scale, and Suggested Colours), this section (KM 0.562 0.662) having Level of Service (LOS) F of pavement is in failed condition and need to reconstruction.

7.0 Estimation of Construction Cost

8.0 CONCLUSION

Results of the study have been made and there are various problems that occur on Jalan Parit Sempadan Laut. This pavement damage can interruptions to consumer. Damage and failure contributed to the disorder and lead to consumer concerns. Among the most common failure is identified malfunction and failure of the structure. Therefore, maintenance work should be carried out.

From the data record that have been taken there are various types of damage that involves damage to the pavement like alligator cracking, edge cracking and so on. Data were collected and analyzed at the level or index on the road. Furthermore, the calculations have been made along 200 meters of the damage and the extent of damage is proved that during the 0 to 100 meter rating for PCI section (KM 0462-0562) having Level of Service (LOS) F of pavement is in failed condition and need to reconstruction , While, on the road 100 meter to 200 meter rating for PCI section (KM 0562-0662) having Level of Service (LOS) F of pavement is in failed condition and need to reconstruction. Then along Jalan Parit Sempadan Laut about 200 meters requires the reconstruction of the road pavement. The construction cost estimation has been made along the 200 meters of the road. The reconstruction of the road along the 200 meter estimated total of RM 31993.00 and including 6% GST is RM 33,912.58.

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 achieved.

9.0 REFERENCE

1. ASTM D6433 - Standard practice for Roads and Parking Lots Pavement Condition Index Surveys.2. JKR 20709-2060-92 A Guide To The Visual Assessment of Flexible Pavement Surface Conditions.