Pavement Condition Index Report

GROUP PROJECT TITLE: PAVEMENT CONDITION INDEX (PCI) ON ROADS IN PARIT RAJA AREA

COURSE CODE

BFC 31802

COURSE NAME

HIGHWAY ENGINEERING

FACULTY

FACULTY OF CIVIL AND ENVIRONMENTAL ENGINEERING

1) 2) 3) 4)

GROUP MEMBERS AND SECTION

5)

NAME FATIN NASUHA BINTI NGIMRAN HAFIZAH BINTI ZAINIL NURUL AMIRAH BINTI AHMAD MOHAMAD YUSREE BIN MOHD YUSOF MUHAMMAD SUKRI BIN ISHAK

MATRIC NO. DF160064

SECTION 8

DF160078

9

DF160087

9

DF160012

10

DF160091

10

LECTURER’S

NAME

PUAN ROSNAWATI BINTI BUHARI

DATE OF SUBMISSION

30th MAY 2018

MARKS

TABLE OF CONTENTS

NO.

CONTENT

PAGE

1.0

INTRODUCTION

3 – 4 4

2.0

METHODOLOGY

5 – 9 9

3.0

DATA ANALYSIS

10 – 21 21

4.0

BUDGETING FOR THE REHABILITATION METHOD

22

5.0

RESULTS AND DISCUSSION

23

6.0

CONCLUSION

24

7.0

APPENDICES

25 - 27

8.0

REFERENCE

28

2

1.0 INTRODUCTION

1.1

Perform Pavement Condition Index Test Perform Pavement Condition Index Test is a 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. PCI test is widely used in transportation civil engineering. The performance of a road is always influenced by several factors, particularly the traffic increasing and environmental factors. Typical distresses are cracks, rutting and weathering of pavement surface. The PCI provides a measure of the t he present condition of pavement based on the distress observed on the surface of the pavement, which also indicates the structural integrity and surface operational condition. However, the PCI cannot measure structural capacity nor does it provide direct measurement skid resistance or roughness. Continuous monitoring of the PCI is used to establish the rate of pavement deterioration, which permits early identification of major rehabilitation needs. Development of an effective pavement requires a broad understanding of the maintenance and rehabilitation techniques.

1.2

Bestari Residential College UTHM road

Figure 1: Bestari Residential College UTHM road 3

We were given a task to choose any road on the UTHM main campus or Parit Raja area. Then, we need to conduct a study in order to determine the extent of the road damaged. So, our group has chosen road in Bestari Residential College UTHM area as a study site Bestari Residential College was chosen due to its bad road surface and often gave discomfort to every road user. As we already learned in class, damage was caused from the increasing in traffic and environmental effects. There were also heavy vehicles such as lorries and buses used the road. Although the road has been fixed, the problems keep repeating. Therefore, we will learn to identify the types of road damages in site and calculate the cost to maintenance it besides finds a solution to reduce the damage. Delay and postponed maintenance activities will result in increased damage rates and larger overhaul costs.

4

2.0 METHODOLOGY

2.1 Research Methodology The methodology of this study describes briefly the overview of the process and workflow involved in the study to carry out the analysis of road infrastructure audits, several planning and statistics of the study were set as in Figure 2.1.1. Method of data collection used in the execution of the study is observation.

Provide final report collect data

Start Perform the research and observation of critical road infrstructure

overview the project task

End

borrow the tools needed for the project at FKAAS highway lab

identify the study area

Figure 2.1.1

2.2 Method of Survey Preparation i.

Apparatus safety for road survey a.

Safety vest

5

b.

Wheel meter

c.

Safety cone

d.

Ruler

e.

PCI table

6

2.3 Method of Data Collection Data collection is the primary data obtained in this research, which is collected from the individual and experience researchers in the research topic. Data collection was conducted using observations method on the locati on of study. i.

Research an observation Research and observation were implemented to observe the state of road condition with the reference guided manual ASTMD 6433.

2.4 Data Analysis Method The method to study data is appropriate to find the objective and scope of study. i. Pavement Condition Index To find the PCI, we must determine the distress density and deduct value, maximum allowable number of deduct and maximum corrected deduct value.

Figure 2.4.1 Step of calculation

7

Figure 2.4.2 Standard pavement rating

Figure 2.4.3

Figure 2.4.4 8

2.5

Medium to Report Pavement Condition For this road people can approach MPBP in its portal web to report

Figure 2.5.1 MPBP Portal

9

3.0 DATA ANALYSIS

3.1 Determine the Distress Density and Deduct Value Table 3.1 The Pavement Condition Survey For Sample Unit 01 KOLEJ KEDIAMAN BISTARI UTHM, PARIT SEMPADAN LAUT (ASPHALT SURFACED ROAD) CONDITION SURVEY DATA SHEET BRANCH: TRAFFIC LABORATORY UTHM

DATE: 8 MAY 2018

SURVEYED BY: BFF

SAMPLE UNIT: 01

SECTION: INFRONT ROAD OF KK BISTARI PINTU 2 SAMPLE AREA: 3.5 m x 50 m 2 2 01. Alligator Cracking (m ) 06. Depression (m ) 11. Patching & Utility 02. Bleeding (m2) 07. Edge Cracking (m) Cut Patching ((m 2) 03. Block Cracking (m2) 08. Joint Reflection 12. Polished 04. Bumps and Sags (m) Cracking (m) Aggregate (m2) 2 05. Corrugation (m ) 09. Lane/Shoulder Drop 13. Potholes (no.) Off (m) 14. Railroad Crossing 10. Longitudinal & (m2) Transverse Cracking 15. Rutting (m2) (m) DISTRESS SURVEY

QUANTITY

01 L

5.8x0.3 =1.74 9.4x0.4 =3.76

01 M 07 M 09 L

i.

TOTAL

1.74 3.76

1.5

0.9

2.4

2.9

1.0

3.9

16. Shoving (m 2) 17. Slippage Cracking (m2) 18. Swell (m2) 19. Weathering/ Ravelling (m 2)

DENSITY %

100*(1.74/175) = 0.99 100*(3.76/175) = 2.15 100*(2.4/50) = 4.8 100*(3.9/50) = 7.8

DEDUCT VALUE

11 30 18 10

Maximum allowable number of deducts, m

Highest deduct value, HDV = 30

m = 1 + (9/98)(100 – HDV) HDV) = 1 + (9/98)(100 – 30) 30) = 7.43

Deduct values in descending order: 30, 18, 11, 10 Number of deduct values = 4

Since the maximum allowable number of deducts is 7.43, therefore the first 4 and 0.43 of the 5th deduct value are selected, i.e. 30, 18, 11, 10, and 0.43*0 = 0

ii.

Maximum corrected deduct value, CDV

Number of deduct values greater than 2, q = 4 10

Total deduct value, TDV = 30 + 18 + 11 + 10 = 69 From Figure B-45, CDV = 39

Table 3.2 Reduce The Smallest Individual Deduct Value To 2 (q is now 4) And Determine The CDV. Repeat Until q Reaches 1.

No.

Deduct Values

Total

q

CDV

1.

30

18

11

10

69

4

39

2.

30

18

11

2

61

3

39

3.

30

18

2

2

52

2

38

4.

30

2

2

2

36

1

36

Maximum CDV = 39 iii.

Determine the Pavement Condition Index

PCI = 100 – CDV CDVmax = 100 – 39 39 = 61

Based on the rating for PCI value of 61, this section of pavement is in FAIR condition. condition. LOS = C Maintenance activity = Rehabilitation

11


DATE: 8 MAY 2018

SURVEYED BY: BFF

SAMPLE UNIT: 02

SECTION: INFRONT ROAD OF KK BISTARI PINTU 2 SAMPLE AREA: 3.5 m x 50 m 01. Alligator Cracking (m 2) 06. Depression (m2) 11. Patching & 16. Shoving (m 2) 2 02. Bleeding (m ) 07. Edge Cracking (m) Utility 17. Slippage Cracking 03. Block Cracking (m 2) 08. Joint Reflection Cut Patching (m2) 04. Bumps and Sags (m) Cracking (m) ((m2) 18. Swell (m2) 05. Corrugation (m 2) 09. Lane/Shoulder Drop 12. Polished 19. Weathering/ Off (m) Aggregate (m (m2) Ravelling (m 2) 10. Longitudinal & 13. Potholes (no.) Transverse Cracking 14. Railroad (m) Crossing (m2) 15. Rutting (m2) DISTRESS DENSITY QUANTITY TOTAL SURVEY %

01 M

9.2x0.6 =5.52 25.5x0.8 =20.4

01 H 07 M 15 H

i.

5.52 20.4

8.0

8.0

16.0x2.5 =40.0

40.0

100*(5.52/175) = 3.15 100*(20.4/175) = 11.66 100*(8.0/50) = 16.00 100*(40.0/175) = 22.86

DEDUCT VALUE

34 64 26 75



m = 1 + (9/98)(100 – HDV) HDV) = 1 + (9/98)(100 – 75) 75) = 3.30

Deduct values in descending descending order : 75, 64, 34, 34, 26 Number of deduct values = 4

Since the maximum allowable number of deducts is 3.30, therefore only the first 4 and 0.30 of the 5th deduct value are selected, i.e.75, 64, 34, 26 and 0.30*0 = 0.

ii.


Number of deduct values greater than 2, q = 4

12

Total deduct value

= 75 + 64 + 34 + 26 = 199

From Figure Figure B-45, CDV = 99


No.

Deduct Values

Total

q

CDV

1.

75

64

34

26

199

4

99

2.

75

64

34

2

175

3

99

3.

75

64

2

2

143

2

92

4.

75

2

2

2

81

1

81



PCI = 100 – CDV CDVmax = 100 – 99 99 =1

Based on the rating for PCI value of 1, this section of pavement is in FAILED condition. LOS = F Maintenance activity = Reconstruction

13

3.3 Determine the Distress Density and Deduct Value Table 3.5 The Pavement Condition Survey For Sample Unit 03

KOLEJ KEDIAMAN BISTARI UTHM, PARIT SEMPADAN LAUT (ASPHALT SURFACED ROAD) CONDITION SURVEY DATA SHEET BRANCH: TRAFFIC LABORATORY UTHM

DATE: 8 MAY 2018

SURVEYED BY: BFF

SAMPLE UNIT: 03

SECTION: INFRONT ROAD OF KK BISTARI

SAMPLE AREA: 3.5 m x 50 m

PINTU 2 01. Alligator Cracking (m 2) 02. Bleeding (m2) 03. Block Cracking (m 2) 04. Bumps and Sags (m) 05. Corrugation (m 2)

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

01 M 09 L 01 L 09 L

i.

16. Shoving (m 2) 17. Slippage Cracking (m2) 18. Swell (m2) 19. Weathering/ Ravelling (m 2)

11. Patching & Utility Cut Patching ((m 2) 12. Polished Aggregate (m (m2) 13. Potholes (no.) 14. Railroad Crossing (m2) 15. Rutting (m 2)

QUANTITY

TOTAL

11.0x1.0 =11.0

11.0

6.0

6.0

3.0x0.6 =1.8

1.8

1.6

1.6

DENSITY %

DEDUCT VALUE

100*(11.0/175) = 6.29 100*(6.0/50) = 12.0 100*(1.8/175) = 1.03 100*(1.6/50) = 3.2

41 14 11 7


Highest deduct value, HDV = 41 m = 1 + (9/98)(100 – HDV) HDV) = 1 + (9/98)(100 – 41) 41) = 6.42

Deduct values in descending order: 41, 14, 11, 7 Number of deduct values = 4

Since the maximum allowable number of deducts is 6.42, therefore the first 4 and 0.42 of the 5th deduct value are selected, i.e. 41, 14, 11, 11, 7 and 0.42*0 = 0

ii.



14

Total deduct value

= 41 + 14 + 11 + 7 = 73

From Figure B-45, CDV = 41


No.

Deduct Values

Total

q

CDV

1.

41

14

11

7

73

4

41

2.

41

14

11

2

68

3

44

3.

41

14

2

2

59

2

43

4.

41

2

2

2

47

1

47



PCI = 100 – CDV CDVmax = 100 – 47 47 = 53

Based on the rating for PCI value of 53, this section of pavement is in POOR condition. LOS = D Maintenance activity = Major Rehabilitation or Deferred Action

15


DATE: 8 MAY 2018

SURVEYED BY: BFF

SAMPLE UNIT: 04

SECTION: INFRONT ROAD OF KK BISTARI PINTU 2 SAMPLE AREA: 3.5 m x 50 m 01. Alligator Cracking (m2) 06. Depression (m 2) 11. Patching & Utility 02. Bleeding (m2) 07. Edge Cracking (m) Cut Patching 03. Block Cracking (m2) 08. Joint Reflection ((m2) 04. Bumps and Sags (m) Cracking (m) 12. Polished 05. Corrugation (m 2) 09. Lane/Shoulder Drop Aggregate (m (m2) Off (m) 13. Potholes (no.) 10. Longitudinal & 14. Railroad Transverse Cracking Crossing (m) (m2) 15. Rutting (m2) DISTRESS QUANTITY TOTAL SURVEY

01 M 09 M 16 L 07 L

i.

12.0x0.7 =8.4

8.4

4.7

4.7

5.0x3.0 =15.0

15.0

1.2

1.2

16. Shoving (m2) 17. Slippage Cracking (m2) 18. Swell (m 2) 19. Weathering/ Ravelling (m 2)

DENSITY %

100*(8.4/175) = 4.8 100*(4.7/50) = 9.40 100*(15.0/175) = 8.57 100*(1.2/50) = 2.4

DEDUCT VALUE

48 18 19 4



m = 1 + (9/98)(100 – HDV) HDV) = 1 + (9/98)(100 – 48) 48) = 5.78

Deduct values in descending descending order: 48, 19, 18, 18, 4

Number of deduct values = 4

Since the maximum allowable number of deducts is 5.78, therefore more than 5 and 0.78 of the 4th deduct value are selected, i.e. 48, 19, 18 and 0.78*4 = 3.12

ii.



16

Total deduct value

= 48 + 19 + 18 + 3.12 = 88.12


Table 3.8 Reduce The Smallest Individual Deduct Value To 2 (q is now 4) And determine The CDV. Repeat Until q Reaches 1.

No.

Deduct Values

Total

q

CDV

1.

48

19

18

3.12

88.12

4

50

2.

48

19

18

2

87

3

56

3.

48

19

2

2

71

2

53

4.

48

2

2

2

54

1

54



PCI = 100 – CDV CDVmax = 100 – 56 56 = 44

Based on the rating for PCI value of 44, this section of pavement is in POOR condition. condition. LOS = D Maintenance activity = Major Rehabilitation or Deferred Action

17


DATE: 8 MAY 2018

SURVEYED BY: BFF

SAMPLE UNIT: 05

SECTION: INFRONT ROAD OF KK BISTARI PINTU 2 SAMPLE AREA: 3.5 m x 50 m 01. Alligator Cracking (m2) 06. Depression (m 2) 11. Patching & Utility 02. Bleeding (m2) 07. Edge Cracking (m) Cut Patching 03. Block Cracking (m2) 08. Joint Reflection ((m2) 04. Bumps and Sags (m) Cracking (m) 12. Polished 05. Corrugation (m 2) 09. Lane/Shoulder Drop Aggregate (m (m2) Off (m) 13. Potholes (no.) 10. Longitudinal & 14. Railroad Transverse Cracking Crossing (m) (m2) 15. Rutting (m2) DISTRESS QUANTITY TOTAL SURVEY

06 L 13 L 13 H

i.

0.8x0.4 = 0.32 0.2x0.45 = 0.09 2x0.2 = 0.4

0.32 0.2x0.3 = 0.06 1.5x0.25 0.38

0.15 0.78


DENSITY %

DEDUCT VALUE

100*(0.32/175) = 0.18 100*(0.15/175) = 0.09 100*(0.78/175) = 0.45

4 20 90



m = 1 + (9/98)(100 – HDV) HDV) = 1 + (9/98)(100 – 90) 90) = 1.92

Deduct values in descending order : 90, 20, 4

Number of deduct values = 3

Since the maximum allowable number of deducts is 1.92, therefore only the first 3 and 0.92 of the 4th deduct value are selected, i.e. 90, 20, 4 and 0.92*0 = 0.

ii.



Total deduct value

= 90 + 20 + 4 = 114 18


Table 3.10 Reduce The Smallest Individual Deduct Deduct Value To 2 (q is now n ow 3) And Determine The CDV. Repeat Until q Reaches 1.

No.

Deduct Values

Total

q

CDV

1.

90

20

4

114

3

70

2.

90

20

2

112

2

78

3.

90

2

2

94

1

94



PCI = 100 – CDV CDVmax = 100 – 94 94 =6

Based on the rating for PCI value of 6, this section of pavement is in FAILED condition. LOS = F Maintenance activity = Reconstruction

19


DATE: 8 MAY 2018

SURVEYED BY: BFF

SAMPLE UNIT: 06

SECTION: INFRONT ROAD OF KK BISTARI PINTU 2 SAMPLE AREA: 3.5 m x 50 m 01. Alligator Cracking (m2) 06. Depression (m2) 11. Patching & Utility 02. Bleeding (m2) 07. Edge Cracking (m) Cut Patching ((m2) 2 03. Block Cracking (m ) 08. Joint Reflection 12. Polished 04. Bumps and Sags (m) Cracking (m) Aggregate (m (m2) 2 05. Corrugation (m ) 09. Lane/Shoulder Drop 13. Potholes (no.) Off (m) 14. Railroad Crossing 10. Longitudinal & (m2) Transverse Cracking 15. Rutting (m2) (m) DISTRESS SURVEY

07 L 15 L 13 L

i.

QUANTITY

2.5

2.0

2.5x0.5 = 1.25 0.2x0.3 =0.04

10x0.7 =7

TOTAL

3.0

7.5 8.25 0.04


DENSITY %

DEDUCT VALUE

100*(7.5/50) = 15 100*(8.25/175) = 4.71 100*(0.04/175) = 0.02

14 20 5



m = 1 + (9/98)(100 – HDV) HDV) = 1 + (9/98)(100 – 20) 20) = 8.35

Deduct values in descending order : 20, 14, 5 Number of deduct values = 3

Since the maximum allowable number of deducts is 8.35, therefore only the first 2 and 0.35 of the 3rd deduct value are selected, i.e. 20, 14, and 0.35*5 = 1.75

ii.



Total deduct value

= 20 + 14 = 34

From Figure Figure B-45, CDV = 25 20

Table 3.12 Reduce The Smallest Individual Deduct Deduct Value To 2 (q is now 2) And Determine The CDV. Repeat Until q Reaches 1.

No.

Deduct Values

Total

q

CDV

1.

20

14

34

2

25

2.

20

2

22

1

22



PCI = 100 – CDV CDVmax = 100 – 25 25 = 75

Based on the rating for PCI value of 75, this section of pavement is in SATISFACTORY condition. LOS = B Maintenance activity = Preventive maintenance

21

4.0 BUDGETING FOR THE REHABILITATION METHOD

UNIT

QUANTITY

RATES (RM)

m2

2100

0.20

420

1.1.2

Supply and apply tack coat (RSIK) uniformly over the existing pavement all in accordance with the specification sub section or as directed by S.O.

m2

2100

1.50

3150

1.1.3

Supply lay and compact to 50mm compacted thickness Asphaltic Concrete Wearing Course (ACW 20) of 20 mm nominal size aggregates all in accordance accordance with the specification sub – section section or as directed by S.O.

m2

2100

25.00

52500

ITEM NO. PV1 1.0A 1.1 1.1.1

DESCRIPTION PAVEMENT PAVEMENT RESURFACING WORKS RESURFACING Supply all plant and labour to cleaning existing pavement pavement using power broom broom before spraying spraying of tack coat.

Total collection (RM) 2.0B

2.1

2.1.1

2.1.2

AMOUNT (RM)

56070

RECONSTRUCTION ROAD SHOULDER EARTH SHOULDER

Supply and compact to thickness of approved selected earth material material as in sub-section in specification to form from road shoulder, flushed with new pavement from contractor own source. Supply and compact to thickness of laterite as in sub section in specification to form road shoulder flushed with new pavement pavement from contractor source

m2

60

8.00

480

m2

60

10.00

600

Total collection (RM) 3.0C

3.1 3.1.1

1080

ROAD MARKING PAINTING OF NEW ROAD MARKINGS

Ditto intermittent center line and lane marking of 100 mm wide

m2

60

18

1080

Total collection (RM)

1080

COLLECTION 1.0A

56070

2.0B

1080

3.0C

1080 Total Carried To Summary (RM)

58230

22

5.0 RESULTS AND DISCUSSION

The pavement condition of the selected road has been determined using pavement condition index (PCI) method. The data obtained to be use in t his method have been collected through measurement. The PCI is a numerical rating of the pavement condition that ranges from 0 to 100, with 0 being the poor condition and 100 being the best condition. Based on the data analysis for sample unit 1 (section 1), sample unit 2 (section 3), sample unit 3 (section 5), sample unit 4 (section 7), sample unit 5 (section 9) and sample unit 6 (section 11), the calculated PCI values are 40,16,59,57, 20 and 77 respectively. By obtaining the PCI values section, the pavement condition for each section can be determine. The highest PCI value obtained was 77 in sample unit 6 (section 11). The pavement for this section is in satisfactory condition which means it need preventive maintenance only. The lowest PCI value obtained was 16 in sample unit 2 (section 3). The pavement for this section is in serious condition which means it need major rehabilitation. The average PCI value that have been calculated 40 which means the entire road is in poor condition and the road need a major rehabilitation. The method that have been suggested for rehabilitation work for this road is resurfacing. The following is the estimated cost for the selected road rehabilitation: 1. Resurfacing (cleaning pavement, applying tack coat, lay and compact asphalt concrete wearing coarse with thickness 50mm) = RM 56,070 2. Reconstruction road shoulder (supply and compact earth material and laterite) = RM 1080 3. Road marking (ditto intermittent centre line and lane marking of 100 mm wide) = RM 1080 Total estimated cost for rehabilitation for the selected road is RM 58,230. The details of the amount and rate of each works can be found in bill of quantity table.

23

6.0 CONCLUSION

For a conclusion, there are many distress surveys that we obtain from the road we had chosen, which is Kolej Kediaman Bistari. The distress that we see was edge cracking, potholes, alligator cracking, shoulder drop off and many more. As we conclude for all the reading for this road for all the sections, the average PCI value that have been calculated is 40 which means that the road condition is in a poor condition. So, this road needs road rehabilitation which is surfacing. Besides that, by doing the survey, we also know that if alligator cracking and rutting occur in the same area, each is recorded separately at its respective severity level and also, if bleeding is counted, polished aggregate is not counted in the the same area. Moreover, spalling as used herein is the further breaking of pavement or loss of materials around cracks or joints. If a crack does not have the same severity level along its entire length, each portion of the crack having a different severity level should be recorded separately. If, however, the different levels of severity in a portion of a crack cannot be easily divided, that portion should be rated at the highest severity level present. During the field condition surveys and validation of the PCI, we learn that faulting is counted only at joints. Faulting associated with cracks is not counted separately since it is incorporated into the severity-level definitions of cracks. Crack definitions are also used in defining corner breaks and divided slabs. Also, joint seal damage is not counted on a slab-byslab basis. Instead, a severity level is assigned based on the overall condition of the joint seal in the area. Cracks that in reinforced concrete slabs that are less than 1/8 in. wide are counted as shrinkage cracks. Shrinkage cracks should not be counted to determine i f the slab is broken into four or more pieces. Low-severity scaling, that is, crazing, should only be counted if there is evidence that future scaling is likely to occur.

24

7.0 APPENDICES

7.1 Level of Severity of Distress

Figure 7.1.1 Low Severity Lane/Shoulder Drop Off

Figure 7.1.2 Low Severity

Figure 7.1.3 High Severity Edge

Alligator Cracking

Cracking


Figure 7.5 Low Severity

Alligator Cracking

Lane/Shoulder Drop Off

Figure 7.1.6 Low Severity Alligator


Cracking

Lane/Shoulder Drop Off 25

Figure 7.1.8 High Severity Rutting

Figure 7.1.9 Low Severity Depression

Figure 7.1.10 High Severity Potholes

Figure 7.1.11 Low Severity Edge Cracking

7.2 Method of Data Sample Taken

26

7.3 Group Members

From left: Yusree, Hafizah, Amirah, Fatin Nasuha and Sukri

27

8.0 REFERENCE

1. D 6433 – 07 07 Standard Practice for Roads and Parking Lots Pavement Condition Index Surveys 2. Y. Richard Kim (Nov 2014), Asphalt Pavement, CRC Press Publisher, London, ISBN 9781315736754

28

Pavement Condition Index Report

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