1.0 INTRODUCTION
A coun countr try y that that is adva advanc nced ed,, depe depend ndin ing g on the the rapi rapid d deve develo lopm pmen ent. t. With the 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 surface deform deformatio ation, n, surface surface defects defects,, edge edge defects defects,, pothol potholee and patch. patch. !n overcom overcomee the problem of damage to the road r oad paving, several methods have been introduced to facilitate facili tate the implementation of the parties involved. "ore efficient maintenance measures will be chosen to ensure the comfort and safety to the user and to ensure a benefit in the management.
!n 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 #avement $ondition !ndex %#$!& on the road, whether it is in a nice rating or not. 'umerical rating of the pavement condition that ranges from ( to )((, with ( being the worst possible condition and )(( being the best possible condition.
2.0 BACKGROUND OF STUDY
*ite selection for this pro+ect in alan #arit *empadan -aut along (( 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.
/urthermore, 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. *tudies 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 ma+or maintenance.
3.0 OBJECTIVE
). /ind out the type of damage to the road pavement . !dentify the extent of damage through counting 0. /ind out method of repair on the pavement
4.0 METHODOLOGY 4.1 Mate!a"# A$% E&'!()e$ t
). 1and 2dometer Wheel . Traffic $one 0. "easuring Tape 3. *urvey data sheet
4.2 Met*+% Mea#'e)e$t
). $hoose a suitable site and have damage. . #ut traffic cone for easy surveying and minimi4e the traffic when work is in progress. 0. 'ext, start the measurement using the hand wheel odometer (( meters long and marking every )(( meters. 3. Any types of damage is measured by length, width, depth, diameter and area and use hand odometer wheel and measuring tape while measure. 5. "ake bookkeeping and record the data each types of damage based on the degree of damage that is low, medium and high.
4.3 Met*+% O, C"a##!,!-at!+$ O, Fa!"'e
Road pavement damage is ). 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 &.
. 6leeding 6leeding 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. 6leeding is measure in square meters of surface area % length x width &.
0. $orrugation $orrugation 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
3. 7dge cracking 7dge defects occur along the interface of flexible pavement and the shoulder, and are most significant where the shoulder is unsealed.
5. #atching and 8tility $ut #atching A patch is an area of pavement that has been replaced with new material to repair the existing pavement and the measurement in m9 of surface area.
:. #olished Aggregate This distress is caused by repeated traffic application when the aggregate in the surface become smooth, adhesion with vertical tires is considerable reduce. #olish aggregate is measure m of surface area.
;. #otholes #othole is a bowl
=. *lippage $racking
*lippage cracking are crescent or half
.0 CALCULATION OF /AVEMENT CONDITION INDE /CI
). ) Add up the total quantity of each distress type at each severity level, and record them in the >Total *everities? section. /or example, /ig. 3 shows five entries for the @istress Type ), >Alligator $racking? 5-, 3-, 3-, =1, and :1. The distress at each 2
severity level is summed and entered in the >Total *everity? section as )0
m
2
2
& of low severity and )3
ft
%).0
m
ft
%).
2
& of medium severity. The units for the
quantities may be either in square feet %square meters&, linear feet %meters&, or number of occurrences, depending on the distress type. . @ivide the total quantity of each distress type at each severity level from) by the total area of the sample unit and multiply by )(( to obtain the percent density of each distress type and severity. 0. @etermine the deduct value %@& for each distress type and severity level combination from the distress deduct value curves in Appendix B0. 3. @etermine the maximum corrected deduct value %$@&. The procedure for determining maximum $@ from individual @s is identical for both A$ and #$$ pavement types. 5. The following procedure must be used to determine the maximum $@. i.
C.5.) !f none or only one individual deduct value is greater than two, the total value is used in place of the maximum $@ in determining the #$!D otherwise, maximum $@ must be determined using the procedure described at below. -ist the individual deduct values in descending order. /or example, in /ig. 3 this
ii.
will be 5.), 0.3, );.C, ))., ;.C, ;.5, :.C, and 5.0. @etermine the allowable number of deducts, m, from /ig. 5, or using the following
iii.
formula %see 7q 3&
( )(
m=1 +
9
98
100 − HDV
) ≤ 10 →eq. 4
/ig.3 example of a /lexible #avement *urvey @ata *heet
/ig.5 Ad+ustment of 'umber of @educt alues
Where m E allowable number of deducts including fractions %must be less than or equal to ten&, and 1@ E highest individual deduct value. %/or the example in /ig. 3, mE ) F %CGC=&%)((<5.)& E ;.C&. iv.
The number of individual deduct values is reduced to the m largest deduct values, including the fractional part. /or the example in /ig. :, the values are 5.), 0.3, );.C, ))., ;.C, ;.5, :.C, and 3.= %the 3.= is obtained by multiplying 5.0 by %;.CH ; E
v.
(.C&&. !f less than m deduct values are available, all of the deduct values are used. @etermine maximum $@ iteratively, as shown in /ig. :. a. @etermine total deduct value by summing individual deduct values. The total deduct value is obtained by adding the individual deduct values in C.5.3, that is, )(3.;. b. @etermine q as the number of deducts with a value greater than .(. /or example, in /ig. :, qE=. c. @etermine the $@ from total deduct value and q by looking up the appropriate correction curve for A$ pavements in /ig. B3.)5 in Appendix B0. d. Reduce the smallest individual deduct value greater than .( to .( and repeat a
to c until qE) e. "aximum $@ is the largest of the $@s. :. $alculate #$! by subtracting the maximum $@ from )(( #$! E )((
Appendix B0 Alligator $racking
/!I. B3.)5 Railroad $rossing
/ig : $alculation of $orrected #$! alueJ/lexible #avement
/!I. /lexible #avement $ondition *urvey @ata *heet for *ample 8nit
.0 A$a"#!# %ata #avement condition survey is used as a pavement rating method that is based on visual
inspection of pavement distress. The survey will define the #avement %#$!& which is 'umerical rating of the pavement condition that range from ( H )((, with ( being the worst possible condition and )(( being the best possible condition. The activity of this survey begins with carrying out the inspection for pavement distresses to the sample unit that has been selected. The measurement of the distress includes its length, width, depth, diameter and area. The severity of the distresses is when defined according to low, moderate of high level. /ield condition survey sheets are shown in /!I and /!I :. .1 /a5e)e$t C+$%!t!+$ I$%e6 /or the standard procedures in determining the #avement $ondition !ndex %#$!&, refer to the
*tandard #ractice for Roads and #arking -ots #avement $ondition !ndex *urveys %A*T" :300 < (;&. /igure below show maintenance activity and time for each level of *ervice based on #$!.
A-A' #AR!T *7"#A@A' -A8T %A*#1A-T *8R/A$7@ R2A@& $2'@!T!2' *8R7K @ATA *177T 6RA'$1 TRAFFIC LABORATORY UTHM @AT7 *8R7K7@ 6K *7$T!2' (). Alligator $racking %m& (. 6leeding %m &
*A"#-7 8'!T (KM 0.462 – 0.562) *A"#-7 AR7A 100m x 3.5m = 350 m (:. @epression %m& )). #atching L 8tility ):. *hoving %m & $ut #atching %m& (;. 7dge $racking %m& ). #olished Aggregate );. *lippage $racking %m& %m& (=. oint Reflection )0. #otholes %no.& )=. *well %m& $racking %m& (C. -aneG*houlder )3. Railroad $rossing )C. WeatheringG @rop 2ff %m& %m & Ravelling %m& )(. -ongitudinal L )5. Rutting %m & Transverse $racking %m& @7'*!TK @7@8$T M8A'T!TK T2TAN A-87
(0. 6lock $racking %m& (3. 6umps and *ags %m& (5. $orrugation %m &
@!*TR7* * *8R7K 01 L
1.8
01 H
1.1 7
3.7
1.13
11
136. 5
136.5
3
7
02 L
15.4
15.4
4.4
1
05 H
66.3
66.3
18.4
70
07 L
63.8
63.8
63.8
14
11 L
4
4
1.14
2
12
2
2
0.57
0
13 L
1
2
0.57
4
13 M
1
1
0.2
58
13 H
1
1
0.2
80
17 M
4
4
1.14
12
!K"TCH#
1
1
Ma6!)') a""+7a8"e $')8e +, %e%'-t#9 )
1ighest deduct value, 1@ E =( m E ) F %CGC=&%)(( H 1@& E ) F %CGC=&%)(( H ;C& E .= @educt values in descending order =(, ;C, ;(, 5=, 3C, )3, ), )), , ), ( 'umber of deduct values E )) *ince the maximum allowable number of deducts is .=, therefore only the first and (.= of the 0th deduct value are selected, i.e. =(, ;C and (.=O;( E 5:.
Ma6!)') -+e-te% %e%'-t 5a"'e9 CDV
'umber of deduct values greater than , q E 0 Total deduct value E =( F ;C F 5: E )5 /rom /igure B3.(%A*T" @:3(( H (;&, $@ E )((
Reduce the smallest individual deduct value to %q is now & and determine the $@. Repeat until q reaches ). 'o . ) 0
@educt alues
Total
q
$@
=(
;C
5:
5)
0
)((
=(
;C
):)
CC
=(
=3
)
=3
"aximum $@ E )(( Dete)!$e t*e /a5e)e$t C+$%!t!+$ I$%e6
#$! E )(( H $@ max E )(( H )(( E(
6ased on the rating for #$! value of )(( %/!I. ) #avement $ondition !ndex %#$!&, Rating *cale, and *uggested $olors&, this section % KM 0.462 – 0.562) having -evel of *ervice %-2*& / of pavement is in failed condition and need to reconstruction.
A-A' #AR!T *7"#A@A' -A8T %A*#1A-T *8R/A$7@ R2A@& $2'@!T!2' *8R7K @ATA *177T 6RA'$1 TRAFFIC LABORATORY @AT7 UTHM *8R7K7@ 6K *A"#-7 8'!T (KM 0.562 – 0.662) *7$T!2' *A"#-7 AR7A 100m x 3.5m =350 m (). Alligator (:. @epression %m & )). #atching L 8tility ):. *hoving %m& $racking %m& $ut #atching %%m& (. 6leeding %m & (;. 7dge $racking%m& ). #olished );. *lippage $racking Aggregate %m & %m& (0. 6lock $racking %m& (3. 6umps and *ags %m& (5. $orrugation %m &
(=. oint Reflection $racking %m& (C. -aneG*houlder @rop 2ff %m& )(. -ongitudinal L Transverse $racking %m&
@!*TR7* * *8R7K 01 L 01 M 0 L 10 L 10 M 10 H 11 L 12
!K"TCH#
)0. #otholes %no.&
)=. *well %m&
)3. Railroad $rossing %m& )5. Rutting %m &
)C. WeatheringG Ravelling %m&
T2TA-
@7'*!T K N
@7@8$T A-87
11.47
11.47
3.27
22
10.2
10.2
2.1
33
43.6
43.6
16
.6
.6
.6
17
6.3
6.3
6.3
25
7.5
7.5
7.5
55
1.5
1.5
5.57
11
147.2 5
147.25
42.07
10
M8A'T!TK
40.3
3.3
Ma6!)') a""+7a8"e $')8e +, %e%'-t#9 )
1ighest deduct value, 1@ E 55 m E ) F %CGC=&%)(( H 1@& E ) F %CGC=&%)(( H 55& E 5.)
@educt values in descending order 55, 00, 5, , );, ):, )), )( 'umber of deduct values E = *ince the maximum allowable number of deducts is 5.:, therefore only the first 5 and (.) of the :th deduct value are selected, i.e. 55, 00, 5, , ); and (.)O): E ).:.
Ma6!)') -+e-te% %e%'-t 5a"'e9 CDV
'umber of deduct values greater than , q E : Total deduct value E 55 F 00 F 5 F F ); F ).: E )50.: /rom /igure B3.(%A*T" @:3(( H (;&, $@ E ;0
Reduce the smallest individual deduct value to %q is now 5& and determine the $@. Repeat until q reaches ). 'o . ) 0 3 5 :
@educt alues 55 55 55 55 55 55
00 00 00 00 00
5 5 5 5
); );
).:
Total
q
$@
)50.: )53 )0C ))C C: :5
: 5 3 0 )
;0 ;C ;= ;0 := :3
"aximum $@ E ;C Dete)!$e t*e /a5e)e$t C+$%!t!+$ I$%e6
#$! E )(( H $@ max E )(( H ;C E ) 6ased on the rating for #$! value of ) %/!I. ) #avement $ondition !ndex %#$!&, Rating *cale, and *uggested $olours&, this section % KM 0.562 – 0.662) having -evel of *ervice %-2*& / of pavement is in failed condition and need to reconstruction.
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8.0 CONCLUSION
Results of the study have been made and there are various problems that occur on alan #arit *empadan -aut. This pavement damage can interruptions to consumer. @amage and failure contributed to the disorder and lead to consumer concerns. Among the most common failure is identified malfunction and failure of the structure. Therefore, maintenance work should be carried out.
/rom the data record that have been taken there are various types of damage that involves damage to the pavement like alligator cracking, edge cracking and so on. @ata were collected and analy4ed at the level or index on the road. /urthermore, the calculations have been made along (( meters of the damage and the extent of damage is proved that during the ( to )(( meter rating for #$! section %P" (3:<(5:& having -evel of *ervice %-2*& / of pavement is in failed condition and need to reconstruction , While, on the road )(( meter to (( meter rating for #$! section %P" (5:<(::& having -evel of *ervice %-2*& / of pavement is in failed condition and need to reconstruction. Then along alan #arit *empadan -aut about (( meters requires the reconstruction of the road pavement. The construction cost estimation has been made along the (( meters of the road. The reconstruction of the road along the (( meter estimated total of R" 0)CC0.(( and including :N I*T is R" 00,C).5=.
/inally, the construction of the highway is a road structure that largely contributed to human comfort where it is frequently used by all users. Therefore, the parties involved and the authorities should always notice the quality of the construction of rural roads or even roads to user satisfaction can be achieved.
9.0 REFERENCE
1. ASTM D6433 - “Standard practice for Roads and Parking Lots Paveent !ondition "nde# S$rve%s&. '. ()R '*+*,-'*6*-,' “A $ide To T/e 0is$a Assessent of 2e#ie Paveent S$rface !onditions&.
