UNIVERSITY TUN HUSSEIN ONN MALAYSIA

FACULTY OF CIVIL AND BUILT ENVIRONMENT ENGINEERING

SEMESTER 2 : SESSION 2022/2023

GROUP PROJECT

TITLE : PAVEMENT CONDITION INDEX (PCI) TEST

COURSE NAME : ENGINEERING HIGHWAY

COURSE CODE : BFC31802

SECTION NUMBER : 3

GROUP NUMBER : 4

LIST OF NAMES : 1) NUR IZZATI BALQIS BINTI SUKOR

2) ARFAH ADRIANA BINTI AHMAD KAMAL ARIFFIN

3) FATIN NABILA BINTI MOHAMAD ROZI

4) SYARIFAH NAZIRAH BINTI SYED KABEER RIFAIEE

5) NUR SYAZWANY ATHIRAH BINTI NOR AZMAN

LECTURER NAME : DR NURUL HIDAYAH BINTI MOHD KAMARUDDIN

 FKAAB© Universiti Tun Hussein Onn Malaysia

BFC31802 PROJECT
HIGHWAY ENGINEERING REPORT

Pavement Condition Index (PCI) Test: Distresses

Nur Izzati Balqis binti Sukor, Arfah Adriana binti Ahmad Kamal Ariffin, Fatin Nabila
binti Mohamad Rozi, Nur Syazwany Athirah binti Nor Azman, Syarifah Nazirah binti
Syed Kabeer Rifaiee

Abstract: Pavement is the tough surface that covers a road, runway, or other comparable
area in civil engineering. A pavement's main job is to transfer loads to the sub-base and the
soil underneath. Concrete rigid pavements are made of coarse and fine aggregate, Portland
cement, and are frequently strengthened by steel rod or mesh. The pavement condition index
(PCI), which ranges from 0 to 100, is used to describe the overall state of a pavement portion.
The PCI is frequently used in asset management and civil engineering for transportation, and
many municipalities utilise it to assess the efficiency of their road infrastructure and service
levels. It needs a human assessment of the pavement and is a statistical measurement.

1. Introduction

Traffic loading is the most important environmental factor since it can lead to
pavement distresses such moisture failure, fatigue cracking, and irreversible deformation.
Additionally, these pressures become more intense when utilising inferior materials, bad
management, water, traffic, and other elements that play a major role in the degeneration of
asphalt concrete pavements. Some common types of pavement distresses include cracking,
distortion, disintegration, skid hazards, and surface treatment distresses. Pavement distress
can be caused by a variety of circumstances, including heavy traffic, the environment or
climate, drainage problems, poor material quality, flawed design, and external influences
like utility cutbacks. The Pavement Condition Index (PCI) method determines the Pavement
Condition Index (PCI) value for pavements using a visual evaluation of the pavement. The
 Pavement Condition Index (PCI) measures the pavement's condition on a scale of 0 to 100,
with 0 denoting the worst possible condition and 100 denoting the best possible condition.

2. Literature review on PCI test

The Pavement Condition Index (PCI) is a popular tool for evaluating the performance
and state of paved roads. This review of the literature seeks to offer a summary of the PCI-
related research and studies that have already been conducted. The definition, among other
things, are covered, techniques of measurement, influencing factors, uses, and restrictions.
This review helps to improve knowledge of PCI and its importance in pavement
management and maintenance techniques by synthesising the findings from various sources.
Road pavement condition is assessed using the PCI metric. It aids in identifying the general
state and effectiveness of the road network and offers a quantitative assessment of the
pavement distresses that are present. Helping transport agencies is PCI's main goal.

PCI's major goal is to help pavement managers and transportation departments make
educated judgements about maintenance and restoration plans. For road networks to
function well and last a long time, it is essential to assess and monitor pavement conditions.
Transportation agencies can efficiently set priorities and distribute money by precisely
assessing the pavement's condition. Regular examinations utilising PCI enable early
diagnosis of distresses such cracks, potholes, rutting, and surface deterioration, allowing
prompt interventions to stop further deterioration and increase the service life of pavements.

For determining PCI, pavement conditions are measured and evaluated using a variety
of techniques. Visual surveys, manual distress surveys, and automated data gathering
methods like laser scanning, ground penetrating radar, and digital imaging are some of these
tools. Trained inspectors conduct visual surveys by visually evaluating the pavement surface
and documenting the types and extents of distresses. Specialised tools are used in manual
distress surveys to more precisely gauge the degree and scope of distresses. The state of the
pavements and, subsequently, the PCI values are influenced by a number of factors. These
elements include the amount of traffic, the weather, the pavement's design, the calibre of the
construction, the maintenance procedures, and the material qualities. To create efficient
 maintenance and rehabilitation methods, it is crucial to comprehend how these factors affect
the condition of the pavement.

The last point here is, the Pavement Condition Index (PCI), which measures and
manages the state of road pavements. This review of the literature gave a general overview
of PCI, including its definition, measuring approaches, affecting variables, applications, and
constraints. Transportation agencies and pavement managers can execute cost-effective
pavement maintenance and rehabilitation programmes, optimise resource allocation, and
make well-informed decisions by comprehending and effectively using PCI. To improve the
precision and dependability of PCI readings and to create integrated pavement management
strategies, more study is required.

3. Objectives of the task

➢ To calculate the given road's Pavement Condition Index (PCI).

➢ To provide a maintenance technique to enhance the PCI
➢ Calculating the distress amounts and densities for each tested unit is required.
➢ To classify different types of distress in permanent deformity
4.0 Methodology

A methodology is a group of organised procedures that employ particular techniques or

strategies to solve complex problems within a given context. Methodologies for conducting
research offer additional strategies for gathering data and achieving objectives. Therefore, this
chapter will describe how researchers gather data from the site and do computations for result
analysis. Researchers look at the amount of service and maintenance activity at a specific area
as well as the Pavement Condition Index (PCI) rating method.

4.1 Method of Data Collection

The table below shows the procedure of the data conducted in this study to make sure this
project can be done.

Step Description of procedure

1 The kind of road in Parit Raja has been
identified.
2 Measured the road that will be inspected
3 Observe types of distress at the road
4 The data was collected
5 Calculated and analyze the data
completely
6 Summarize the project that have been
done
7 Full report is complete

This project has been conducted at Parit Hj Rais in Batu Pahat. Therefore, it is essential
to inspect and evaluate the pavement at Parit Hj Rais Johor in order to ascertain the kind of
distress and necessary maintenance. Within a kilometre, the data pavement is selected. To
gather data, the researchers visit the site. As a result, the 1km road was divided into ten pieces,
each area has 100 m long. By using the PCI survey sheet, researchers need to locate, evaluate,
and document the distressed pavement. To estimate the amount of distress, the researcher needs
to use the Bleeding vs Distress Density-Percent graph. The length and area of discomfort are
both specified. Furthermore, the data collected in the PCI survey sheet used to determine the
rate of distressed pavement and demonstrate the need for rehabilitation. Researchers can
calculate the deduction value using the Bleeding vs Distress Density - Percent graph to produce
the PCI value, PCI rating, quality of service, and maintenance activities.

4.2 Material and Equipment on Site

The table below lists the materials and equipment that will be used on the job site

Num. Equipment Explanation

1 Traffic cone To mark the area and for the safety of the researchers and
drivers.
2 Safety vest To being noticeable at the site by the drivers on the road.
3 PCI form To collect the distress pavement data from site.
4 Wheel meter To measure the road
5 Ruler To measure the depth of distress road.
6 Measuring Tape To measure the length of the distress road.

4.3 Method of Data Analysis

To identify the type of damage and its scope, data analysis can be done anywhere using the
damage level learned from the road condition survey. The stage stays the same throughout as
well. Based on the literature, the following procedures are used to perform condition surveys
and produce PCI ratings:
1) Calculate the density after visually inspecting the sample unit and determining the type
of distress and its level of severity.
2) Deduct values are calculated using deduct value curves for each type and severity of
distress
3) The total deduct value (TDV) is computed by sum each individual deduction values.
4) After calculated the TCV, the corrected deduct value (CDV) may be computed using
the correction curves. The CDV is set to the highest individual deduct value if any
individual deduct value exceeds it.
5) The PCI is computed using the relation PCI = 100 – CDV
Figure 4.1 Pavement Condition Index (PCI)
5.0 Result and Data Analysis

5.1 Outline
Data analysis is the systematic use of statistical and logical methods to define the domain of
the data, modularize the data structure, condense the data representation, exhibit via tables and
graphs, analyze statistical inclinations, probability data, and derive meaningful conclusions.
We may elaborate on the research findings based on the data collected in this chapter. The
pavement condition rating is derived using a correlation that shows the pavement condition
rating as a function of the PCI value from the data because the PCI process is the industry
standard for visually evaluating the current pavement condition. The data we have collected is
the result of a pavement condition survey that was carried out on Jalan Parit Hj.Rais. We
divided the 1000-meter road into 10 sections, each measured 100 meters, to collect raw data.
Any information related to any problem pavement surface distress will be recorded in the
condition survey datasheet form.

5.2 Analysis of the site data

5.2.1 Section 1 Secondary Data

1. Determine the Distress Density and Deduct Value from the sample unit.

Jalan universiti 6, Parit, Johor SKETCH

(ASPHALT SURFACED ROAD) CONDITION SURVEY DATA SHEET

BRANCH: Traffic Laboratory DATE: 23 JUNE 2023

UTHM
SURVEYED BY: GROUP 1 SAMPLE UNIT: 1
SECTION: 2 SAMPLE AREA: 8m x 100m
01. Alligator Cracking (m2) 06. Depression (m2) 11. Patching & Utility Cut Patching ((m2 16. Shoving (m2)
02Bleeding (m2) 07. Edge Cracking (m) 12. Polished Aggregate (m2) 17. Slippage Cracking (m2)
03Block Cracking (m2) 08. Joint Reflection Cracking (m) 13. Potholes (no.) 18. Swell (m2)
04Bumps and Sags (m) 09. Lane/Shoulder Drop Off (m) 14. Railroad Crossing (m2) 19. Weathering/Raveling (m2)
05Corrugation (m2) 10. Longitudinal & Transverse Cracking (m)15. Rutting (m2)

DISTRES QUANTITY TOTAL DENSIT Y DEDUCT

S % VALUE
SURVEY
10H 2.48 2.31 2.89 5.05 3.9 16.63 2.07 22

13M 1.12 0.99 2.11 0.26 5

04M 1.43 0.97 2.4 0.3 43

15L 0.48 1.65 2.13 0.26 1

 01H 8.1 8.1 1.01 60

L = Low, M = Medium, H = High

2. Maximum allowable number of deducts m

Highest deduct value, HDV = 60
m = 1 + (9/98) (100 – HDV)
= 1 + (9/98) (100 – 60)
= 4.67
• Deduct values in descending order: 60, 43, 22, 5, 1.
• Number of deduct values = 5
• Since the maximum allowable number of deducts is 4.67, therefore only the first and
0.67 of the 5th deduct value are selected, i.e., 60, 43, 22, 5 and 0.67×1 = 0.67

3. Maximum corrected deducted value, CDV

• Number of deduct values, CDV q = 5
• Total deduct value = 60 + 43 + 22 + 5 + 0.67 = 130.67
• From Figure below, CDV = 68
• Reduce the smallest individual deduct value to 2 (q is now 5) and determine the CDV.
• Repeat until q reaches 1.

Corrected Deduct Value, CDV for sample 1

NO DEDUCT VALUE TOTAL Q CDV

.
1. 60 43 22 5 0.67 130.67 5 68
.2. 60 43 22 5 2 132 4 74

3. 60 43 22 2 2 129 3 78

4. 60 43 2 2 2 109 2 76

5. 60 2 2 2 2 68 1 68

PCI=100 – 78= 22 (Serious)

Based on the rating for PCI value of 22, this section of pavement is in Serious condition.
MAINTENANCE ACTIVITY
Los F= Reconstruction
5.2.2 Section 2 Secondary Data
1. Determine the Distress Density and Deduct Value from the sample unit.
Jalan universiti 6, Parit, Johor SKETCH
(ASPHALT SURFACED ROAD) CONDITION SURVEY DATA SHEET

BRANCH: Traffic Laboratory UTHM DATE: 23 JUNE 2023

SURVEYED BY: GROUP 4 SAMPLE UNIT: 2
SECTION: 3 SAMPLE AREA: 8m x 100m
01. Alligator Cracking (m2) 06. Depression (m2) 11. Patching & Utility Cut Patching ((m2 16. Shoving (m2)
02Bleeding (m2) 07. Edge Cracking (m) 12. Polished Aggregate (m2) 17. Slippage Cracking (m2)
03Block Cracking (m2) 08. Joint Reflection Cracking (m) 13. Potholes (no.) 18. Swell (m2)
04Bumps and Sags (m) 09. Lane/Shoulder Drop Off (m) 14. Railroad Crossing (m2) 19.Weathering/Raveling (m2)
05Corrugation (m2) 10. Longitudinal & Transverse Cracking (m)15. Rutting (m2)

DISTRESS QUANTITY TOTAL DENSIT Y DEDUCT

SURVEY % VALUE

11 L 4.2 11.5 4.05 19.75 2.47 6

04 M 2.5 0.6 0.8 3.9 0.49 8

03 M 5.3 4 6 2 17.3 2.16 7

07 L 8.6 8.6 1.08 3

19 M 4.2 5.9 10.1 1.26 9

01 L 5.4 6.2 11.6 1.45 13

L = Low, M = Medium, H = High

2. Maximum allowable number of deducts m

Highest deduct value, HDV = 19
m = 1 + (9/98)(100 – HDV)
= 1 + (9/98)(100 – 19)
= 8.99
• Deduct values in descending order: 13,9,8,7,6,3
• Number of deduct values = 6

3. Maximum corrected deducted value, CDV

• Number of deduct values greater than 2, q = 6
• Totals deduct value =13 + 9 + 8 + 7 + 6 + 3 = 46
• From Figure below, CDV = 18
• Reduce the smallest individual deduct value to 2 (q is now 5) and determine the CDV.
• Repeat until q reaches 1.
Corrected Deduct Value, CDV for sample 1

NO DEDUCT VALUE TOTAL Q CDV

.
1. 13 9 8 7 6 3 46 6 18
.2. 13 9 8 7 6 2 45 5 17

3. 13 9 8 7 2 2 41 4 -

4. 13 9 8 2 2 2 36 3 -

5. 13 9 2 2 2 2 30 2 -

6. 13 2 2 2 2 2 23 1 -

PCI=100 – 18= 82 (Satisfactory)

Based on the rating for PCI value of 82, this section of pavement is in Satisfactory condition.

MAINTENANCE ACTIVITY
Los B = Preventive Maintenance
5.2.3 Section 3 Secondary Data
1. Determine the Distress Density and Deduct Value from the sample unit.
Jalan universiti 6, Parit, Johor SKETCH
(ASPHALT SURFACED ROAD) CONDITION SURVEY DATA SHEET

BRANCH: Traffic Laboratory UTHM DATE: 23 JUNE 2023

SURVEYED BY: GROUP 4 SAMPLE UNIT: 3
SECTION: 3 SAMPLE AREA: 8m x 100m
01. Alligator Cracking (m2) 06. Depression (m2) 11. Patching & Utility Cut Patching ((m2 16. Shoving (m2)
02Bleeding (m2) 07. Edge Cracking (m) 12. Polished Aggregate (m2) 17. Slippage Cracking (m2)
03Block Cracking (m2) 08. Joint Reflection Cracking (m) 13. Potholes (no.) 18. Swell (m2)
04Bumps and Sags (m) 09. Lane/Shoulder Drop Off (m) 14. Railroad Crossing (m2) 19.Weathering/Raveling (m2)
05Corrugation (m2) 10. Longitudinal & Transverse Cracking (m)15. Rutting (m2)

DISTRESS QUANTITY TOTAL DENSIT Y DEDUCT

SURVEY % VALUE

03 L 16.2 7.5 23.7 2.96 3

05 M 0.38 2.4 2.78 0.35 8

13 M 1 1 0.13 2

09 L 0.15 0.2 2 2.35 0.29 2

10 M 14.4 30 44.4 5.55 12

11 L 15 15 1.88 12

18 M 49 49 6.13 29

L = Low, M = Medium, H = High

2. Maximum allowable number of deducts, m

Highest deduct value, HDV = 29
m = 1 + (9/98) (100 – HDV)
= 1 + (9/98) (100 –29)
= 7.52
• Deduct values in descending order: 29,12,12,8,3,2,2
• Number of deduct values =7

3. Maximum corrected deducted value, CDV

• Number of deduct values greater than 2, q =
• Totals deduct value = 29 + 12 + 12 + 8 + 3 + 2 + 2= 68
• From Figure below, CDV = 31
 • Reduce the smallest individual deduct value to 2 (q is now 5) and determine the CDV.
• Repeat until q reaches 1.

Corrected Deduct Value, CDV for sample 1

NO DEDUCT VALUE TOTAL Q CDV

.
1. 29 12 12 8 3 2 2 68 7 31
.2. 29 12 12 8 3 2 2 68 6 31

3. 29 12 12 8 3 2 2 68 5 31

4. 29 12 12 8 2 2 2 67 4 31

5. 29 12 4 2 2 2 2 61 3 27

6. 29 12 2 2 2 2 2 51 2 21

7. 29 2 2 2 2 2 2 41 1 -

PCI=100 – 31= 69 (Fair)

Based on the rating for PCI value of 69, this section of pavement is in fair condition.

MAINTENANCE ACTIVITY
Los C= Rehabilitation
5.2.4 Section 4 Secondary Data
1. Determine the Distress Density and Deduct Value from the sample unit.
Jalan universiti 6, Parit, Johor SKETCH
(ASPHALT SURFACED ROAD) CONDITION SURVEY DATA SHEET

BRANCH: Traffic Laboratory UTHM DATE: 23 JUNE 2023

SURVEYED BY: GROUP 4 SAMPLE UNIT: 4
SECTION: 3 SAMPLE AREA:
01. Alligator Cracking (m2) 06. Depression (m2) 11. Patching & Utility Cut Patching ((m2 16. Shoving (m2)
02Bleeding (m2) 07. Edge Cracking (m) 12. Polished Aggregate (m2) 17. Slippage Cracking (m2)
03Block Cracking (m2) 08. Joint Reflection Cracking (m) 13. Potholes (no.) 18. Swell (m2)
04Bumps and Sags (m) 09. Lane/Shoulder Drop Off (m) 14. Railroad Crossing (m2) 19. Weathering/Raveling (m2)
05Corrugation (m2) 10. Longitudinal & Transverse Cracking (m)15. Rutting (m2)

DISTRES QUANTITY TOTAL DENSIT DEDUCT

S Y VALUE
SURVEY %
01L 30 2.1 0.6 32.7 4.088 24

04M 1.6 1.28 2.88 0.36 6

09L 5.5 5.5 0.688 2

13L 14.03 4.13 18.16 2.27 33

07M 17.98 9.6 27.58 3.448 8

02L 53.4 53.4 6.675 3

07L 13.6 13.6 1.7 4

L = Low, M = Medium, H = High

2. Maximum allowable number of deducts m

Highest deduct value, HDV = 33
m = 1 + (9/98) (100 – HDV)
= 1 + (9/98) (100 – 33)
= 7.15
• Deduct values in descending order: 33,24,8,6,4,3,2
• Number of deduct values = 7

3. Maximum corrected deducted value, CDV

• Number of deduct values greater than 2, q = 7
• Total deduct value = 33 + 24 + 8 + 6 + 4 + 3 + 2 = 80
• From Figure below, CDV = 38
 • Reduce the smallest individual deduct value to 2 (q is now 7) and determine the CDV.
• Repeat until q reaches 1.

Corrected Deduct Value, CDV for sample 1

NO DEDUCT VALUE TOTAL Q CDV
.
1. 33 24 8 6 4 3 2 80 7 38
.2. 33 24 8 6 4 3 2 80 6 38

3. 33 24 8 6 4 2 2 79 5 37

4. 33 24 8 6 2 2 2 77 4 37

5. 33 24 8 2 2 2 2 73 3 34

6. 33 24 2 2 2 2 2 67 2 32

7. 33 2 2 2 2 2 2 45 1 18

PCI=100 – 38= 62 (Fair)

Based on the rating for PCI value of 57, this section of pavement is in Fair condition.

MAINTENANCE ACTIVITY
Los C= Rehabilitation
5.2.5 Section 5 Secondary Data
1. Determine the Distress Density and Deduct Value from the sample unit.
Jalan universiti 6, Parit, Johor SKETCH
(ASPHALT SURFACED ROAD) CONDITION SURVEY DATA SHEET

BRANCH: Traffic Laboratory UTHM DATE: 23 JUNE 2023

SURVEYED BY: GROUP 4 SAMPLE UNIT: 5
SECTION: 3 SAMPLE AREA:
01. Alligator Cracking (m2) 06. Depression (m2) 11. Patching & Utility Cut Patching ((m2 16. Shoving (m2)
02Bleeding (m2) 07. Edge Cracking (m) 12. Polished Aggregate (m2) 17. Slippage Cracking (m2)
03Block Cracking (m2) 08. Joint Reflection Cracking (m) 13. Potholes (no.) 18. Swell (m2)
04Bumps and Sags (m) 09. Lane/Shoulder Drop Off (m) 14. Railroad Crossing (m2) 19. Weathering/Raveling (m2)
05Corrugation (m2) 10. Longitudinal & Transverse Cracking (m)15. Rutting (m2)

DISTRES QUANTITY TOTAL DENSIT Y DEDUCT

S % VALUE
SURVEY

03L 8.36 2.42 10.78 1.35 2

04M 32.76 23.73 56.49 7.06 65

07L 4.56 21.5 26.06 5.26 7

01M 17.4 11.25 30.35 3.79 36

11L 12.8 11.5 1.7 24.3 3.04 8

19L 2.6 2.6 0.33 1

L = Low, M = Medium, H = High

2. Maximum allowable number of deducts, m

Highest deduct value, HDV = 65
m = 1 + (9/98)(100 – HDV)
= 1 + (9/98)(100 – 65)
= 4.21
• Deduct values in descending order: 65, 36, 8, 7, 2,1
• Number of deduct values = 6
• Since the maximum allowable number of deducts is 4.21, therefore only the first 1 and
0.21 of the 5 th deduct value are selected, i.e. 65, 36, 8, 7 and 0.92×2= 1.84

3. Maximum corrected deducted value, CDV

• Number of deduct values greater than 2, q = 5
• Total deduct value = 65 + 36 + 8 + 7 + 1.84 = 117.84
• From Figure below, CDV = 59
 • Reduce the smallest individual deduct value to 2 (q is now 5) and determine the CDV.
• Repeat until q reaches 1.

Corrected Deduct Value, CDV for sample 1

NO DEDUCT VALUE TOTAL Q CDV

.
1. 65 36 8 7 1.84 117.84 5 59
.2. 65 36 8 7 2 120 4 62

3. 65 36 8 2 2 115 3 61

4. 65 36 2 2 2 107 2 53

5. 65 2 2 2 2 75 1 42

PCI=100 – 62 = 38 (Very Poor )

MAINTENANCE ACTIVITY
Los E = Major Rehabilitation Or Deferred Action
5.3 Summary of result PCI and rating

Based on the data collection and PCI value, researchers can easily determine the
• Level of service
• Type of maintenance
• Rating

PCI Values
Section Sample Maximum PCI Rating Level of Type of
Area allowable number Service, Maintenance
of deduct (m) LOS
1 800 0.67 22 Serious LOS F Reconstruction

2 800 - 82 Satisfactor LOS B Preventive

y Maintenance
3 800 - 69 Fair LOS C Rehabilitation

4 800 - 62 Fair LOS C Rehabilitation

5 800 1.84 38 Very Poor Los E Major

Rehabilitation Or
Deferred Action

55 Poor Los D Major

PCI average Rehabilitation Or
Deferred Action
6.0 Discussion

6.1 Introduction
In this chapter, we will discuss the Pavement Condition Index (PCI) test based on data
that we can conclude in this project and the recommendations for road maintenance and
rehabilitation for the road.

6.2 Discussion for the Pavement Condition Index (PCI) test.

The primary evaluation technique for determining the quality of pavements is known as the
Pavement Condition Index (PCI) test. It provides a numerical score that represents the general
condition and excellence of a pavement network. Transportation agencies, engineers, and
researchers commonly used the PCI test to prioritize maintenance and rehabilitation activities,
distribute funding, and formulate future improvement plans. Pavement conditions can be
evaluated uniformly and objectively using the PCI test. To prioritize repairs and spend
resources effectively, it aids transportation organisations in identifying troubled locations.
Agencies may make wise judgements and prepare for long-term asset management by having
a thorough grasp of the pavement network's state.

Cracks, potholes, rutting, surface deterioration, faulting, and other pavement distress types
are all evaluated by the PCI test. Based on the nature, severity, and extent of these distresses,
various severity levels are assigned. Other elements including ride quality, skid resistance, and
structural strength are also taken into consideration during the test. Data Collection for the PCI
test involves visual inspections of the pavement surface, typically conducted by trained
inspectors. They assess the extent and severity of distresses within pre-defined distress types
and use a standardized rating system to assign scores. The collected data is then analysed to
calculate the overall PCI rating.

The PCI scale rating is typically expressed on a scale from 0 to 100, with 0 representing a
failed pavement in need of immediate replacement and 100 indicating a newly constructed or
excellent condition pavement. The scale is divided into ranges, such as extremely poor (0-20),
poor (21-40), fair (41-60), good (61-80), and excellent (81-100), which help classify the
pavement condition. The PCI test has various restrictions even if it is a useful tool. It could fall
short in capturing underlying or structural problems because it concentrates on surface
distresses. It also relies on visual inspections and subjective judgement, which can lead to
differences in inspection quality across inspectors. For a thorough understanding of pavement
conditions, it is crucial to use different evaluation methodologies and procedures in addition to
the PCI test.
7.0 Recommendations

7.1 Maintenance and Rehabilitation Strategies.

The PCI test results inform decisions regarding pavement maintenance and
rehabilitation strategies. In this case, pavements with lower PCI scores are likely to require
more immediate attention and more extensive repair or rehabilitation efforts. For the higher
PCI scores indicate better pavement conditions, allowing agencies to prioritize preventive
maintenance measures and extend the life of the pavement. In long-term Planning we can
regularly conducting PCI tests over time, transportation agencies can monitor the deterioration
trends of their pavement networks and plan for future improvements. This helps in developing
long-term strategies, estimating budgetary requirements, and optimizing the allocation of
resources for the maintenance and preservation of the pavement infrastructure.

Overall, the PCI test is an effective tool for evaluating pavement conditions and plays a
crucial role in managing and maintaining transportation infrastructure. It provides valuable data
for decision-making processes, enables efficient allocation of resources, and contributes to the
overall safety, performance, and sustainability of road networks.
8.0 Conclusions

As a conclusion, we can find numerous surveys of distress on the road we selected,

Jalan Parit Haji Rais. The signs of distress included block cracking, bumpy and sagging roads,
corrugations, water bleeding and pumping, alligator cracking, and many more. As we
concluded, the average PCI number that has been calculated for this road's readings throughout
all of its sections is 5, which denotes that the road is in critical condition. Therefore, surfacing
is required for road restoration on this particular road.

The condition of the roads has an impact on both the standard of living and financial
prosperity. To evaluate the condition of the road, one needs a pavement condition index model.
In many countries, roads are the main mode of transportation, and as such, they are part of the
transportation sector of the economy. Even though there are further technological options for
calculating the PCI value, such as potential modern 3D-scanning and digital video scanning,
these technologies are still under development and extremely pricey. Further research should
be conducted to incorporate data strength into PCI modelling in light of the findings.

In conclusion, by completing this project in the area of road engineering, we may have
a better understanding of how to assess road defects. Students will be better able to use the PCI
form and will learn how to document damage on paper. For the safety and comfort of those
who use the roads, Malaysian authorities must treat any road damage seriously. Roads must be
strengthened to increase their resilience if they are to be used for a long time. In Malaysia, it's
crucial to take into account the load from large trucks when planning roadways. Malaysian
highway officials must modernise their current design and repair practises to attain the best
user efficiency.
9.0 Appendixes

Figure 9.1 : Standard PCI rating scale from 0 to 100

Figure 9.2 Total deduct value

 MINUTES OF MEETING 1

Meeting 1 Date: 23/06/2023 Time: 11.00am-12.30 p.m.

No.
Method of Meeting: Site visit
1. NUR IZZATI BALQIS BT SUKOR (CF220120)
Attendance:
2. NUR SYAZWANY ATHIRAH BT NOR AZMAN (CF220197)

3. ARFAH ADRIANA BT AHMAD KAMAL ARIFFIN

(CF220070)
SYARIFAH NAZIRAH BT SYED KABEER RIFAIEE
4. (CF220137)
5. FATIN NABILA BINTI MOHAMAD ROZI (CF220216)
Meeting Agenda

No. Details
1. All group members participated doing their task
2. All group members give their best teamwork effort to collect data
3. Data collected and group leader give every member their part of calculation
 MINUTES OF MEETING 2

Meeting 2 Date: 26/06/2023 Time: 7.00am-8.00a.m.

No.
Method of Meeting: Division of duties
1. NUR IZZATI BALQIS BT SUKOR (CF220120)
Attendance:
2. NUR SYAZWANY ATHIRAH BT NOR AZMAN (CF220197)

3. ARFAH ADRIANA BT AHMAD KAMAL ARIFFIN

(CF220070)
SYARIFAH NAZIRAH BT SYED KABEER RIFAIEE
4. (CF220137)
5. FATIN NABILA BINTI MOHAMAD ROZI (CF220216)
Meeting Agenda

No. Details
1. All group members participated doing their task
2. All group members need to choose their task in report
 MINUTES OF MEETING 3

Meeting 3 Date: 05/07/2023 Time: 11.00pm-12.00pm.

No.
Method of Meeting: Division of duties
1. NUR IZZATI BALQIS BT SUKOR (CF220120)
Attendance:
2. NUR SYAZWANY ATHIRAH BT NOR AZMAN (CF220197)

3. ARFAH ADRIANA BT AHMAD KAMAL ARIFFIN

(CF220070)
SYARIFAH NAZIRAH BT SYED KABEER RIFAIEE
4. (CF220137)
5. FATIN NABILA BINTI MOHAMAD ROZI (CF220216)
Meeting Agenda

No. Details
1. All group members need to do correction in calculation
2. Discuss on how to solve the calculation and recheck the answer
References

Pavement condition index. (2023, January 3). Wikipedia.

Best Practices for Pavement Pavement Condition Index (PCI) There’s More (and Less) to the
Score. (2021).

Karim, F. M. A., Rubasi, K. a. H., & Saleh, A. S. (2016). The Road Pavement Condition Index

(PCI) Evaluation and Maintenance: A Case Study of Yemen. Organization, Technology and

Management in Construction: An International Journal, 8(1), 1446–1455.

Rigid Pavement Response Calculations – Pavement Interactive. (n.d.).