1.0
INTRODUCTION
The movement of people and goods throughout the world is primarily dependent upon a transportation network consisting of roadways. Most, if not all, business economies, personal economies, and public economies are the result of this transportation system. Considering the high initial and annual cost of roadways and since each roadway serves many users, the only prudent owner of roadways is the public sector. Thus it is the discipline of civil engineering that manages the vast network of roadways. The surface of these roadways, the pavement, must have sufficient smoothness to allow a reasonable speed of travel, as well as ensure the safety of people and cargo. Additionally, once the pavement is in service, the economies that depend upon it will be financially burdened if the pavement is taken out of service for repair or maintenance. Thus, pavements should be designed to be long lasting with few maintenance needs.
The accomplishment of a successful pavement design depends upon several variables. The practice of pavement design is based on both engineering principles and experience. Pavements were built long before computers, calculators, and even slide rules. Prior to more modern times, pavements were designed by trialanderror and commonsense methods, rather than the more complicated methods being used currently. !ven more modern methods re"uire a certain amount of experience and common sense. The most widely used methods today are based on experiments with fullscale, inservice pavements that were built and monitored to failure. !mpirical information derived from these road tests is the most most common common basis basis for current current pavemen pavementt design design method methods. s. More More recent recently ly,, with with the ever ever expanding power of personal computers, more mathematically based pavement design methods such as finite element analysis and refined elastic layer theory have been introduced. These methods re"uire extensive training to use and are not developed for the inexperienced. Types of pavements can be broadly categori#ed as rigid, flexible, or composite. The characteristics of these types are reviewed in the following articles.
•
RIGID PAVEMENT PAVEMENT
•
FLEXIBLE PAVEMENT
•
COMPOSITE PAVEMENT (OVERLAYS)
Page 1
$e need to spend and focus over the aspect that involving in pavement design criteria. %t is centrali#ed as three of analytical important prospect in this part of literature review for the Pro&ect gaining information as listed below'
PAVEMENT PAVEMENT STRESS STRESS
DESIGN OF CHIP SEAL
TYPES OF PAVEMENT DISTRESS
(igid pavement can be constructed with contraction &oints, expansion &oints, dowelled &oints, no &oints, temperature steel, continuous reinforcing steel, or no steel. Most generally, the construction re"uirements concerning these options are carefully chosen by the owner or the public entity that will be responsible for future maintenance of the pavement. The types of &oints and the amount of steel used are chosen in concert as a strategy to control cracking in the concrete pavement. )ften, the owner specifies the construction re"uirements but re"uires the designer to take care of other details such as intersection &ointing details and the like. %t is *imperative that a designer understands all of these design options and the role each of these plays in concrete pavement performance. +oad transfer is the critical element at &oints and cracks. %n undo welled, unreinforced pavements, any load transfer must be provided by aggregate interlock.
Aggregate interlock is lost when slabs contract and the &oints or cracks open up. Also, interlock is slowly destroyed by the movement of the concrete as traffic passes over. iven large temperature variations and heavy trucks, aggregate interlock is ineffectual, and faulting is the primary result. $here a long &oint spacing is used and intermediate cracks are expected, steel reinforcement is added to hold the cracks tightly closed -(CP/. This allows the load transfer to be accomplished accomplished through through aggregate aggregate interlock without the associated problems described above. Contraction &oints do not provide for expansion of the pavement unless the same amount of contraction has already taken place. This contraction will initially be from shrinkage due to concrete curing. +ater changes in the pavement length are due to temperature changes. Page 2
$here fixed ob&ects such as structures are placed in the pavement, the use of an expansion &oint is warranted. !xpansion &oints should be used sparingly. The pavement will be allowed to creep toward the expansion &oint, thus opening the ad&acent contraction &oints. This can cause movement in the ad&acent contraction &oints in excess of their design capabilities and result in premature failures. This is showed, how the good implementation and idea given to review the overall literature of Pro&ect Making Process with high intention of other fundamental idea in highway engineering.
a/ PAV PAVEMENT STRESS Pavement 0tress is considered to be under the flexible pavement. The basic idea of pavement stress starting from the loading area and impact on the pavement. (utting in asphalt pavement includes densification and shear flow of hotmix asphalt, but the ma&ority of severe instable rutting results from shear flow within the asphalt mixtures. %n recent years, another type of surface distress called Top 1own Cracking -T1C/, which is usually found in longitudinal path, has become more common in asphalt pavement, this is also considered as a shearrelated failure. As a result, shear stress is believed to be one of the critical factors affecting pavements performance, and it is necessary to well understand shear stress in asphalt pavements. To gain an accurate understanding of the effect of shear stress on pavement performance, a laboratory method of applying tirepavement contact pressure is employed in this paper. The results are compared for differing loading conditions. The effects of tire pressure and stress components in terms of vertical and hori#ontal stress on shear stress are comprehensively investigated by threedimensional finite element method. %n addition, the effects of asphalt layer thickness and interface conditions are also discussed. Car loading is the most important aspect in order to effect the load distribution on pavement surface to the base. (utting influenced by the load of car, and regularly happened on the mid of section in single road. $e need to predict and understand stress strain distribution within the pavement structure as they relate to failure cracking and rutting.
2.0 2.0
PAVEMEN EMENT T CON CONDI DITI TION ON INDE INDEX X TES TEST T (PC (PCI) I) Page 3
A visual inspection of the pavement condition, identifying pavement distress types, "uantities and severities is an invaluable aid in the evaluation of a pavements performance, and the causes of poor performance in either structural or functional modes. )ne of the most comprehensive visual inspection systems developed is the Pavement Condition %ndex -PC%/ procedure. The system is built around the concept of the PA2!M!3T C)31%T%)3 %31!4 or PC%. A new pavement -theoretically distressfree/ has a PC% of 566. 7or each distress measured, there are deduct values depending upon the nature of the distress, its severity and "uantity. The deduct values are summed, ad&usted to take into account the total number of distresses identified, and then subtracted from 566 to give the PC% index for the pavement.
This section PC% can then be used to compare sections with one another, to monitor pavement performance over time for that section, and to show a picture of the entire network condition by examining the number of sections in each PC% range. %n addition, relationships between PC% and cost can be established, making budget estimation and prediction more accurate and easier to perform.
3.0
Type of road
Page 4
7lexible pavement can be defined as the one consisting of a mixture of asphaltic or bituminous material and aggregates placed on a bed of compacted granular material of appropriate "uality in layers over the subgrade. $ater bound macadam roads and stabili#ed soil roads with or without asphaltic toppings are examples of flexible pavements.
The design of flexible pavement is based on the principle that for a load of any magnitude, the intensity of a load diminishes as the load is transmitted downwards from the surface by virtue of spreading over an increasingly larger area, by carrying it deep enough into the ground through successive layers of granular material.Thus for flexible pavement, there can be grading in the "uality of materials used, the materials with high degree of strength is used at or near the surface. Thus the strength of subgrade primarily influences the thickness of the flexible pavement.
Flexible Pavement Cross-section
A rigid pavement is constructed from cement concrete or reinforced concrete slabs. routed concrete roads are in the category of semirigid pavements.The design of rigid pavement is based on providing a structural cement concrete slab of sufficient strength to resists the loads from traffic. The rigid pavement has rigidity and high modulus of elasticity to distribute the load over a relatively wide area of soil.
Page 5
Minor variations in sub grade strength have little influence on the structural capacity of a rigid pavement. %n the design of a rigid pavement, the flexural strength of concrete is the ma&or factor and not the strength of subgrade. 1ue to this property of pavement, when the subgrade deflects beneath the rigid pavement, the concrete slab is able to bridge over the locali#ed failures and areas of inade"uate support from subgrade because of slab action.
Rigid Pavement Cross-Section
$e had survey a few roads in 8T9M. $e found that is most suitable site and easy to conduct that we chose to continue the pro&ect as it is in 8T9M. The respective road had a few sort of damaged that easily can found on their pavement due to transportation of bus in and out from the place.
Page 6
.0
MET!ODO"O#$ a) %ORMIN# #ROUP
+ecturer told us there is a pro&ect for 9ighwa y !ngineering sub&ect and she asked us to form in a group. To proceed with the pro&ect we have to create group consist of : people. There are ; bo ys and < girls in our group.
&) PRO'"EM AND SCOPE O% PROECT
After the briefing for forming group, the lecturer gave us the problem and the scope of pro&ect. 0he has briefly explained the problem statement for the pro&ect. The problem was about the roads that have been built are often damaged due to vehicle load and environment. This situation re"uires the maintenance work to be done so that it can provide comfortable riding to road users. !ach of the group has to conduct a survey of pavement conditions to determine damages and recommend appropriate pavement preservation work to local authorities. The factors of the damage to the roads also need to be reviewed. . ) 'RIE%IN# OR 'RAINSTORMIN# SESSION
)ur lecturer gave us a brainstorming session on how to solve the related problem. %n this session, lecturer had given us some opinions such as the procedures and re"uirements for the pro&ect also the e"uipments that are needed for this pro&ect.
d) DISCUSSION * INVESTI#ATIN# PRO'"EM
After the lecturer briefed us about the problem o f the pro&ect and the group discussion on = 1ecember ;65*, we had suggested few sites for our pro&ect around 8T9M area such as near the < block area and near 1iploma 1evelopment Centre. To determine the site forour pro&ect, we have to conduct a survey on the site so that the site that we chooseis fulfilled the re"uirements of this pro&ect such as minimum < cracks within;>.:m of the road. $e decided to choose the area of our pro&ect site is at near < block.?efore we start the onsite laboratory works, we were divided into several small groups. !ach of the groupmember has to identify the problems and do research on the problems in theinternet, books and &ournal.
Page 7
After that, the identified problems will be solved in7%+A table by using brainstorming method. The method of 7%+A table is asfollowings@
%ACTS
IDEAS
The roads that
"EARNIN# ISSUES %mproper drainage Types of chip seal
%dentified the
have been built are
system and design
1esign of chip seal
cracks
often damaged due
Aggregate for chip
?ased on data
to vehicle load and
seals
analysis, recommend
environment
ACTION P"AN
a design of chip seal to repair the cracks
+.0
DATA ANA"$SIS (ONSITE "A'ORATOR$ ,OR-S)
$e did our onsite laboratory works on * 1ecember ;65*. 7irst, we measured the length and the width of the road. 0ubse"uently, we have found < types of damage along the road for ;>.:m length. The measurement procedures are as following@
5.
The first damage we found was pothole and we measure their length and width.
;.
Then, second damage we found was crocodile crack and also we measure their length and width.
<.
The last one we found was utility cut patching.
=.
7or all damage we snap a picture for our references.
After we had done all measurement, we identified the types of cracks, measure the length, width and depth -pothole/ and filled the data in the lab sheet. Conse"uently, we make Pavement Condition %ndex -PC%/ test and make a recommendation a maintenance shall be needed to improve the PC%.
.0
T$PES O% %"EXI'"E PAVEMENT DISTRESS
Page 8
This section is a summary of the major exible pavement distresses !ach distress discussion includes "# $ description of the distress %# &hy the distress is a problem and '# Typical causes of the distress
I.
%a/e (Aa/or) Cra45
De6rp/o5
0eries of interconnected cracks caused by fatigue failure of the 9MA surface -or stabili#ed base/ under repeated traffic loading. %n thin pavements, cracking initiates at the bottom of the 9MA layer where the tensile stress is the highest then propagates to the surface as one or more longitudinal cracks. This is commonly referred to as bottomup or classical fatigue cracking. %n thick pavements, the cracks most likely initiate from the top in areas of high locali#ed tensile stresses resulting from tirepavement interaction and asphalt binder aging -topdown cracking/. After repeated loading, the longitudinal cracks connect forming manysided sharpangled pieces that develop into a pattern resembling the back of an alligator or crocodile.
Pro&e7
%ndicator of structural failure, cracks allow moisture infiltration, roughness, may further deteriorate to a pothole.
Po66&e Ca6e6
Page 9
%nade"uate structural support, which may be caused by a myriad of things. A few of the more common ones are listed here@ •
1ecrease in pavement load supporting characteristics
•
+oss of base, sub base or sub grade support -e.g., poor drainage or spring thaw resulting in a less stiff base/.
•
%ncrease in loading -e.g., more or heavier loads than anticipated in design/
•
%nade"uate structural design
•
Poor construction -e.g., inade"uate compaction/
II.
POT!O"E
De6rp/o5 A pothole is a structural failure in an asphalt pavement, caused by the presence of water in the
underlying soil structure and the presence of traffic passing over the affected area. %ntroduction of water to the underlying soil structure first weakens the supporting soil. Traffic then fatigues and breaks the poorly supported asphalt surface in the affected area. Continued traffic action e&ects both asphalt and the underlying soil material to create a hole in the pavement.
Page 10
Pro&e7 a5d po66&e a6e6
Areas sub&ect to free#ing and thawing, frost heaving can damage a pavement and create openings for water to enter. 0pring thaw of pavements accelerates this process when thawing of upper portions of the soil structure in a pavement cannot drain past stillfro#en lower layers, thus saturating the supporting soil and weakening it. Potholes can grow to several feet in width, though they usually only develop to depths of a few inches. %f they become large enough, damage to tires, wheels, and vehicle suspensions is liable to occur. 0erious road accidents can occur as a direct result, especially on those roads where vehicle speeds are greater.
Potholes may result from four main causes@ •
• • •
%nsufficient pavement thickness to support traffic during free#eBthaw periods without locali#ed failures. %nsufficient drainage. 7ailures at utility trenches and castings -manhole and drain casings/. Miscellaneous pavement defects and cracks left unmaintained and unsealed so as to admit moisture and compromise the structural integrity of the pavement.
III.
UTI"IT$ CUT PATC!IN#
DESCRI'TION
%nstalling, replacing, or repairing underground utilities is one of the most common reasons for patching in pavements, especially in urban areas. 1epending on how well agencies manage to coordinate with Page 11
each other, a perfectly good pavement may need to get torn up on account of utility work. Then when the work is done and the pavement is patched up again, often the patch doesnt perform as well as the rest of the pavement PRO'"EM Any utility cut, whether it involves a trench for a pipe or cable, or &ust a smaller DkeyholeE opening,
will re"uire patching to match the surrounding pavement surface. 7undamentally, a patch will always reduce the structural integrity of the pavement to some degree, even if the patch is installed perfectly. 9owever, many of the problems with patches are due to poor construction practices, so using the right techni"ues will make a big difference. A properly constructed utility patch should be able to perform comparably to the existing pavement that surrounds it. POSSI'"E CAUSES
8tility patch performance is also affected by many other factors, so achieving a high"uality patch depends on more than &ust what type of patching techni"ue you use. To make a costeffective decision, you will want to balance the cost of the work against the expected lifespan of the patch. Proper construction techni"ues, such as compaction, make a big difference. The &oint where the patch meets the existing pavement is also a critical area. 1) Co6/ a5d Ser8e "fe
%n terms of cost, a Tsection patch will naturally add to the expenses for the utility work. ?ecause it involves cutting back -and then replacing/ additional pavement material, this techni"ue creates some additional material cost compared with a patch that only covers the trench itself. $hether this cost is &ustified by the performance benefits is an important "uestion to consider when deciding if this approach should be used. %t may also matter who is responsible for actually doing -or paying for/ the repair when utility work is done, the utility compan y or the agency that owns the road. A related issue is the remaining service life of the pavement when the utility work takes place. This could affect whether it makes sense to use a Tsection approach to patching, since the cost of the patch will be weighed against the value to be gained from it. $hen the remaining life is short, it may not be critical to select the longestlasting patch techni"ue, and a more temporary patch may be sufficient.
Page 12
The roadowning agency will naturally be happier if utility patches happen when a pavement is close to a scheduled rehabilitation. This would mean that the patch will likely only be needed for a short time. %n addition, if the pavement is ready for rehabilitation, its condition may have deteriorated enough that the patch will actually represent an improvement, at least temporarily.
2) Co7pa/o5
)ne of the big challenges for utility patches is compaction. This involves not &ust compaction of the patched surface, but also the underlying base material used to fill the trench. ?ecause of limited space to work in, and the fact that the backfill material may be different from the existing base, it can be difficult to achieve compaction to the appropriate density. $ithout proper compaction, the life of the patch will be significantly reduced. Part of the theory in using a Tsection or bridge patch is that it allows the patch material to be supported in part by the existing, already compacted base. 9owever, proper compaction of both the backfill material and the patch are essential if the patch is intended to be a permanent repair. A T section patch will not compensate for inade"uate compaction of the replacement base. 0oil and sub grade compaction can be verified using a device such as a 1ynamic Cone Penetrometer .
'# (oint Permeability
8tility patches also create a &oint where they meet the existing pavement. This opening makes the pavement more permeable and vulnerable to moisture penetration. To some degree, using a Tsection patch may help with this problem because water may not penetrate all the way through the pavement structure, the way it could if the &oint was directly over the trench walls. )nce again, though, the type of patch selected is not as critical as the "uality of the patch. %f moisture susceptibility is a concern, then compaction to achieve the desired density at the &oint is essential. The &oint should also be sealed to keep water and other materials from infiltrating. $ithout proper compaction and &oint sealing, the patch is less likely to perform properly, regardless of the type of patch selected.
Page 13
9.0
CA"CU"ATION
)T*+ R,$ .$SP*$/T S)RF$C! R,$# C,01T1,0 S)R2!3 $T$ S*!!T 4R$0C*5 *16*&$3 !0610!!R106 )T*+ $T!5 S)R2!3! 435 S$+P/! )01T5 S!CT1,05 S$+P/! $R!$5 Page 14
01. Alligator Cracking (m) 02. Bleeding (m2) 03. Block Cracking (m) 04. Bumps and Sags (m) 05. Corrugation (m2) 06. epression (m2)
0!. "dge Cracking (m) 0#. $oint %e&lection Cracking (m) 0'. aneS*oulder rop +&& (m) 10. ongitudinal , -ranserse Cracking (m)
1STR!SS S)R2!3
9" *
"" *
"' +
7)$0T1T3
':
;>
9A
";
%
9B
11. /atc*ing , tilit Cut /atc*ing ((m) 12. /olis*ed Aggregate (m2) 13. /ot*oles (no.) 14. %ailroad Crossing (m2) 15. %utting (m 2)
T,T$/
': < ";= >'
;> < % = A>
16. S*oing (m2) 1!. Slippage Cracking (m2) 1#. Sell (m 2) 1'. eat*ering%aelling (m 2)
!0S1T3 8
!) CT 2$/)!
"99?.>'@A 99# = 9BB
A
"99?.A>@A 99# = "9B
"99?.";@A 99# 9A < 9B = = 9%' ";
Page 15
'%
>9
Ma:77 ao;a&e 57&er of ded/6< 7
9ighest deduct value, 912 F :6 m F 5 G -HBH>/-566 I 912/ F 5 G -HBH>/-566 I :6/ F :.* 1educt values in descending order@ :6, <;, * 3umber of deduct values F < 0ince the maximum allowable number of deducts is :.*, therefore only the first : and 6.* of the * deduct value are selected, i.e. :6, * and 6.*J* F <.*. th
(3) Ma:77 orre/ed ded/ 8ae< CDV
3umber of deduct values greater than ;, " F * Total deduct value F :6 G <; G * G <.* F H5.* 7rom 7igure ?=:, C12 F =; (educe the smallest individual deduct value to ; -" is now */ and determine the C12. (epeat until " reaches 5.
Page 16
o . 1 2 3 4
educt alues
-otal
C
50
32
6
3.6
'1.6
6
42
50
32
6
2
'0
5
25
50
32
2
2
#6
4
4#
50
2
2
2
56
3
35
5 6 ! # ' 10
Maximum C12 F =>
()
De/er75e /=e Pa8e7e5/ Co5d/o5 I5de:
PC% F 566 I C12max F 566 I => F :; ?ased on the rating for PC% value of :;, this section of pavement is in very poor condition.
Page 17
CONC"USION
7rom the pro&ect, we know how to identified the value of PC%. $e taken the value from the graph. ?ased on the rating for PC% value of :;, this section of pavement is in very poor condition. %n that road we have found < damage road such as pothole, utility cut patching and crocodile crack. 0o our group have finish calculate about that and the road need to maintenance.
Page 18
>.0
RECOMMENDATION
T$PE O% DISTRESS
POSSI'"E CAUSE
MAINTENANCE SU##ESTIONS
5. A portion of a pavement has been removed and replaced ;. A portion of a pavement 8tility CutsBPatch 7ailure
where additional
(eplace patch with deep or fulldepth patch
material has been added <. Poor installation techni"ues such as inade"uate compaction, inferior or improper materials =. 7ailure of the surrounding or underlying pavement 5. Continued deterioration of another type of distress, such as thawing of a fro#en Pot 9ole
subgrade,cracking, raveling, or a failed patch after pieces of the original pavement
Page 19
Partial, fulldepth or in&ection patching
surface have been dislodged Poor surface mixtures
T$PE O% DISTRESS
POSSI'"E CAUSE
MAINTENANCE SU##ESTIONS
$eak spots in the base or sub grade =. 0everity
of
the
surrounding distress and traffic action accelerate potholes
7atigue -Alligator/ Cracking !xcessive loading 7ulldepth patch ;. $eak surface, base, or sub grade Thin surface or base Poor drainage Any combination of 5=
Page 20
?.0
APPENDIX
)T*+ R,$ .$SP*$/T S)RF$C! R,$# C,01T1,0 S)R2!3 $T$ S*!!T 4R$0C*5 *16*&$3 !0610!!R106 )T*+ $T!5 S)R2!3! 435 S$+P/! )01T5 S!CT1,05 S$+P/! $R!$5 01. Alligator Cracking (m) 02. Bleeding (m2) 03. Block Cracking (m) 04. Bumps and Sags (m) 05. Corrugation (m2) 06. epression (m2)
1STR!SS S)R2!3
0!. "dge Cracking (m) 0#. $oint %e&lection Cracking (m) 0'. aneS*oulder rop +&& (m) 10. ongitudinal , -ranserse Cracking (m)
7)$0T1T3
11. /atc*ing , tilit Cut /atc*ing ((m) 12. /olis*ed Aggregate (m2) 13. /ot*oles (no.) 14. %ailroad Crossing (m2) 15. %utting (m 2)
T,T$/
9" *
Page 21
16. S*oing (m2) 1!. Slippage Cracking (m2) 1#. Sell (m 2) 1'. eat*ering%aelling (m 2)
!0S1T 3 8
!)CT 2$/)!
"" *
"' +
Page 22
MINUTES O% MEETIN# 1
9%9$AK !3%3!!(%3 -?7C <5>6;/ 83%2!(0%T% T83 9800!%3 )33 MA+AK0%A )33 -8T9M/ 1ate
@ = 1isember ;65*
1ay
@ 0unday
Time
@H.66 pm I 55.66 pm
2enue
@ <, 8thm
Attendance
@
5.
3urul 0hafi"ah ?t 0u&ali
;.
3ur Athirah 3abila ?t )thman
<.
0iti 3orshaeffa ?t Alias
=.
Mohd 3a#rul 9ari# ? ?ahari 3or
:.
Muhammad 9a#i" ? Lulkefli
Activity@ 5 ; <
1iscussion on the topic that has been given to us in the class. Then, we choose the suitable place to get the data needed in the pro&ect. ?orrow the e"uipment from laboratory at 7kaas.
Prepared by,
Confirmed by,
- 3ur Athirah 3abila bt )thma
Page 23
MINUTES O% MEETIN# 2
9%9$AK !3%3!!(%3 -?7C <5>6;/ 83%2!(0%T% T83 9800!%3 )33 MA+AK0%A )33 -8T9M/ 1ate
@ * 1isember ;65*
1ay
@ Tuesday
Time
@ <.66 pm I :.66 pm
2enue
@ <, 8thm
Attendance
@
5.
3urul 0hafi"ah ?t 0u&ali
;.
3ur Athirah 3abila ?t )thman
<.
0iti 3orshaeffa ?t Alias
=.
Mohd 3a#rul 9ari# ? ?ahari 3or
:.
Muhammad 9a#i" ? Lulkefl
Activity@ 5/ $e choose one of the road in front of < building that has crocodile crack, pothole and utility cut patching. ;/ $e measure the distance and area of the damage affected.
Prepared by, Confirmed by, - 3ur Athirah 3abila bt )thman / Page 24
MINUTES O% MEETIN# 3
9%9$AK !3%3!!(%3 -?7C <5>6;/ 83%2!(0%T% T83 9800!%3 )33 MA+AK0%A )33 -8T9M/ 1ate
@ H 1isember ;65*
1ay
@ 7riday
Time
@ =.<6 pm I *.66 pm
2enue
@ Tunku Tun Aminah +ibrary, 8thm
Attendance
@
5.
3urul 0hafi"ah ?t 0u&ali
;.
3ur Athirah 3abila ?t )thman
<.
0iti 3orshaeffa ?t Alias
=.
Mohd 3a#rul 9ari# ? ?ahari 3or
:.
Muhammad 9a#i" ? Lulkefli
Activity@ 5/ $e discuss about the format of the report. ;/ $e divide each others part for report.
Prepared by,
Confirmed by,
- 3ur Athirah 3abila bt )thman /
Page 25
MINUTES O% MEETIN#
9%9$AK !3%3!!(%3 -?7C <5>6;/ 83%2!(0%T% T83 9800!%3 )33 MA+AK0%A )33 -8T9M/ 1ate
@ 55 1isember ;65*
1ay
@ 0unday
Time
@ >.66 pm I 55.66 pm
2enue
@ Tunku Tun Aminah +ibrary, 8thm
Attendance
@
5.
3urul 0hafi"ah ?t 0u&ali
;.
3ur Athirah 3abila ?t )thman
<.
0iti 3orshaeffa ?t Alias
=.
Mohd 3a#rul 9ari# ? ?ahari 3or
:.
Muhammad 9a#i" ? Lulkefli
Activity@ 5/ 0till proceed with the report. ;/ 1iscuss the data calculation and check again.
Prepared by, - 3ur Athirah 3abila bt )thman /
Confirmed by,
Page 26
SITE "OCATION
C)3! ?!!3 P+AC!1
Page 27
+!$S)R! P,T*,/! !PT*
+!$S)R! CR,C,1/! CR$C
M!A08(%3 1%0TA3C! 80%3 $9!!+ TAP!
Page 28
Page 29
