1.

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 trial-and-error and commonsense methods, rather than the more complicated methods
being used currently. Even more modern methods require a certain amount of experience and common
sense. The most widely used methods today are based on experiments with full-scale, in-service
pavements that were built and monitored to failure. Empirical information derived from these road tests
is the most common basis for current pavement design methods. More recently, with the everexpanding 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 require
extensive training to use and are not developed for the inexperienced. Types of pavements can be
broadly categorized as rigid, flexible, or composite. The characteristics of these types are reviewed in
the following articles.

RIGID PAVEMENT

FLEXIBLE PAVEMENT

COMPOSITE PAVEMENT (OVERLAYS)

Page 1

We need to spend and focus over the aspect that involving in pavement design criteria. It is
centralized as three of analytical important prospect in this part of literature review for the Project
gaining information as listed below;
PAVEMENT STRESS
DESIGN OF CHIP SEAL
TYPES OF PAVEMENT DISTRESS
Rigid pavement can be constructed with contraction joints, expansion joints, dowelled joints, no
joints, temperature steel, continuous reinforcing steel, or no steel. Most generally, the construction
requirements 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 joints and the amount of steel used
are chosen in concert as a strategy to control cracking in the concrete pavement. Often, the owner
specifies the construction requirements but requires the designer to take care of other details such as
intersection jointing details and the like. It is 6imperative that a designer understands all of these design
options and the role each of these plays in concrete pavement performance.
Load transfer is the critical element at joints and cracks. In undo welled, unreinforced pavements, any
load transfer must be provided by aggregate interlock.

Aggregate interlock is lost when slabs contract and the joints or cracks open up. Also, interlock
is slowly destroyed by the movement of the concrete as traffic passes over. Given large temperature
variations and heavy trucks, aggregate interlock is ineffectual, and faulting is the primary result. Where
a long joint spacing is used and intermediate cracks are expected, steel reinforcement is added to hold
the cracks tightly closed (JRCP). This allows the load transfer to be accomplished through aggregate
interlock without the associated problems described above. Contraction joints 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. Later changes in the pavement
length are due to temperature changes.
Page 2

Where fixed objects such as structures are placed in the pavement, the use of an expansion joint
is warranted. Expansion joints should be used sparingly. The pavement will be allowed to creep toward
the expansion joint, thus opening the adjacent contraction joints. This can cause movement in the
adjacent contraction joints 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 Project Making
Process with high intention of other fundamental idea in highway engineering.
a) PAVEMENT STRESS
Pavement Stress is considered to be under the flexible pavement. The basic idea of pavement
stress starting from the loading area and impact on the pavement. Rutting in asphalt pavement includes
densification and shear flow of hot-mix asphalt, but the majority of severe instable rutting results from
shear flow within the asphalt mixtures. In recent years, another type of surface distress called TopDown Cracking (TDC), which is usually found in longitudinal path, has become more common in
asphalt pavement, this is also considered as a shear-related 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 tire-pavement 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 horizontal stress on shear stress are comprehensively
investigated by three-dimensional finite element method. In 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. Rutting influenced by the load of car,
and regularly happened on the mid of section in single road. We need to predict and understand stress strain distribution within the pavement structure as they relate to failure cracking and rutting.

2.0

PAVEMENT CONDITION INDEX TEST (PCI)

Page 3

A visual inspection of the pavement condition, identifying pavement distress types, quantities 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. One of the most comprehensive visual inspection
systems developed is the Pavement Condition Index (PCI) procedure. The system is built around the
concept of the PAVEMENT CONDITION INDEX or PCI. A new pavement (theoretically distress-free)
has a PCI of 100. For each distress measured, there are deduct values depending upon the nature of the
distress, its severity and quantity. The deduct values are summed, adjusted to take into account the total
number of distresses identified, and then subtracted from 100 to give the PCI index for the pavement.

This section PCI 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 PCI range. In addition, relationships between PCI and cost
can be established, making budget estimation and prediction more accurate and easier to perform.
3.0

Type of road

Page 4

Flexible 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 quality in layers over the
subgrade. Water bound macadam roads and stabilized 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 quality 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. Grouted
concrete roads are in the category of semi-rigid 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. In the design of a rigid pavement, the flexural strength of concrete is the major factor and
not the strength of subgrade. Due to this property of pavement, when the subgrade deflects beneath the
rigid pavement, the concrete slab is able to bridge over the localized failures and areas of inadequate
support from subgrade because of slab action.

Rigid Pavement Cross-Section

We had survey a few roads in UTHM. We found that is most suitable site and easy to conduct
that we chose to continue the project as it is in UTHM. 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

4.0

METHODOLOGY
a) FORMING GROUP

Lecturer told us there is a project for Highway Engineering subject and she asked us to form in a group.
To proceed with the project we have to create group consist of 5 people. There are 2 boys and 3 girls in
our group.
b) PROBLEM AND SCOPE OF PROJECT
After the briefing for forming group, the lecturer gave us the problem and the scope of project. She has
briefly explained the problem statement for the project. The problem was about the roads that have
been built are often damaged due to vehicle load and environment. This situation requires the
maintenance work to be done so that it can provide comfortable riding to road
users. Each 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.
.
c) BRIEFING OR BRAINSTORMING SESSION
Our lecturer gave us a brainstorming session on how to solve the related problem. In this session,
lecturer had given us some opinions such as the procedures and requirements for the project also the
equipments that are needed for this project.

d) DISCUSSION / INVESTIGATING PROBLEM

After the lecturer briefed us about the problem of the project and the group discussion on
4 December 2016, we had suggested few sites for our project around UTHM area such as near the G3
block area and near Diploma Development Centre. To determine the site forour project, we have to
conduct a survey on the site so that the site that we chooseis fulfilled the requirements of this project
such as minimum 3 cracks within28.5m of the road. We decided to choose the area of our project site is
at near G3 block.Before we start the onsite laboratory works, we were divided into several small
groups. Each of the groupmember has to identify the problems and do research on the problems in
theinternet, books and journal.

Page 7

After that, the identified problems will be solved inFILA table by using brainstorming method. The
method of FILA table is asfollowings:

FACTS

IDEAS

- The roads that

LEARNING
ISSUES
- Improper drainage -Types of chip seal

- Identified the

have been built are

system and design

-Design of chip seal

cracks

often damaged due

-Aggregate for chip

- Based on data

to vehicle load and

seals

analysis, recommend

environment

ACTION PLAN

a design of chip seal

to repair the cracks

5.0

DATA ANALYSIS (ONSITE LABORATORY WORKS)

We did our onsite laboratory works on 6 December 2016. First, we measured the length and the width
of the road. Subsequently, we have found 3 types of damage along the road for 28.5m length. The
measurement procedures are as following:
1.

The first damage we found was pothole and we measure their length and width.

2.

Then, second damage we found was crocodile crack and also we measure their length and
width.

3.

The last one we found was utility cut patching.

4.

For 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. Consequently, we make Pavement Condition Index
(PCI) test and make a recommendation a maintenance shall be needed to improve the PCI.

6.0

TYPES OF FLEXIBLE PAVEMENT DISTRESS

Page 8

This section is a summary of the major flexible pavement distresses. Each

distress discussion includes
1) A description of the distress
2) Why the distress is a problem and
3) Typical causes of the distress.
I.

Fatigue (Alligator) Cracking

Description
Series of interconnected cracks caused by fatigue failure of the HMA surface (or stabilized base) under
repeated traffic loading. In thin pavements, cracking initiates at the bottom of the HMA 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 "bottom-up" or "classical" fatigue cracking. In thick pavements, the cracks most
likely initiate from the top in areas of high localized tensile stresses resulting from tire-pavement interaction
and asphalt binder aging (top-down cracking). After repeated loading, the longitudinal cracks connect
forming many-sided sharp-angled pieces that develop into a pattern resembling the back of an alligator or
crocodile.

Problem
Indicator of structural failure, cracks allow moisture infiltration, roughness, may further deteriorate to a
pothole.

Possible Causes
Page 9

Inadequate structural support, which may be caused by a myriad of things. A few of the more common
ones are listed here:

Decrease in pavement load supporting characteristics

Loss of base, sub base or sub grade support (e.g., poor drainage or spring thaw resulting in a less
stiff base).

Increase in loading (e.g., more or heavier loads than anticipated in design)

Inadequate structural design

Poor construction (e.g., inadequate compaction)

II.

POTHOLE

Description
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. Introduction 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 ejects both asphalt
and the underlying soil material to create a hole in the pavement.

Page 10

Problem and possible causes

Areas subject to freezing and thawing, frost heaving can damage a pavement and create openings for
water to enter. Spring thaw of pavements accelerates this process when thawing of upper portions of
the soil structure in a pavement cannot drain past still-frozen 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.
If they become large enough, damage to tires, wheels, and vehicle suspensions is liable to occur.
Serious road accidents can occur as a direct result, especially on those roads where vehicle speeds are
greater.

Potholes may result from four main causes:

Insufficient pavement thickness to support traffic during freeze/thaw periods without

localized failures.
Insufficient drainage.
Failures 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.

UTILITY CUT PATCHING

DESCRIBTION

Installing, replacing, or repairing underground utilities is one of the most common reasons for patching
in pavements, especially in urban areas. Depending 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
PROBLEM
Any utility cut, whether it involves a trench for a pipe or cable, or just a smaller keyhole opening,
will require patching to match the surrounding pavement surface. Fundamentally, a patch will always
reduce the structural integrity of the pavement to some degree, even if the patch is installed perfectly.
However, many of the problems with patches are due to poor construction practices, so using the right
techniques will make a big difference. A properly constructed utility patch should be able to perform
comparably to the existing pavement that surrounds it.
POSSIBLE CAUSES
Utility patch performance is also affected by many other factors, so achieving a high-quality patch
depends on more than just what type of patching technique you use. To make a cost-effective decision,
you will want to balance the cost of the work against the expected lifespan of the patch. Proper
construction techniques, such as compaction, make a big difference. The joint where the patch meets
the existing pavement is also a critical area.
1) Cost and Service Life
In terms of cost, a T-section patch will naturally add to the expenses for the utility work. Because it
involves cutting back (and then replacing) additional pavement material, this technique creates some
additional material cost compared with a patch that only covers the trench itself. Whether this cost is
justified by the performance benefits is an important question to consider when deciding if this
approach should be used. It may also matter who is responsible for actually doing (or paying for) the
repair when utility work is done, the utility company 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 T-section approach to patching, since the cost of the
patch will be weighed against the value to be gained from it. When the remaining life is short, it may
not be critical to select the longest-lasting patch technique, and a more temporary patch may be
sufficient.
Page 12

The road-owning 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. In 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) Compaction
One of the big challenges for utility patches is compaction. This involves not just compaction of the
patched surface, but also the underlying base material used to fill the trench. Because 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. Without proper compaction, the life of the
patch will be significantly reduced.
Part of the theory in using a T-section or bridge patch is that it allows the patch material to be
supported in part by the existing, already compacted base. However, proper compaction of both the
backfill material and the patch are essential if the patch is intended to be a permanent repair. A Tsection patch will not compensate for inadequate compaction of the replacement base. Soil and sub
grade compaction can be verified using a device such as a Dynamic Cone Penetrometer.

3) Joint Permeability

Utility patches also create a joint where they meet the existing pavement. This opening makes the
pavement more permeable and vulnerable to moisture penetration. To some degree, using a T-section
patch may help with this problem because water may not penetrate all the way through the pavement
structure, the way it could if the joint was directly over the trench walls. Once again, though, the type
of patch selected is not as critical as the quality of the patch.
If moisture susceptibility is a concern, then compaction to achieve the desired density at the
joint is essential. The joint should also be sealed to keep water and other materials from infiltrating.
Without proper compaction and joint sealing, the patch is less likely to perform properly, regardless of
the type of patch selected.

Page 13

7.0

CALCULATION

UTHM ROAD (ASPHALT SURFACED ROAD)

CONDITION SURVEY DATA SHEET
BRANCH: HIGHWAY ENGINEERING UTHM DATE:
SURVEYED BY:
SAMPLE UNIT:
SECTION:
SAMPLE AREA:
Page 14

01. Alligator Cracking (m)

02. Bleeding (m2)
03. Block Cracking (m)
04. Bumps and Sags (m)
05. Corrugation (m2)
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 H

11 H

13 M

QUANTITY

3.9

4.5

0.6

1.4

0.8

11. Patching & Utility

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

TOTAL

3.9 + 1.4=
5.3

4.5 + 2 =
6.5

16. Shoving (m2)

17. Slippage Cracking
(m2)
18. Swell (m2)
19. Weathering/Ravelling (m2)

DENSITY
%

DEDU
CT
VALUE

100*(5.3/6
00)
= 0.88

100*(6.5/6
00)
= 1.08

100*(1.4/6
00)
0.6 + 0.8 =
= 0.23
1.4

Page 15

32

50

Maximum allowable number of deducts, m

Highest deduct value, HDV = 50
m = 1 + (9/98)(100 HDV)
= 1 + (9/98)(100 50)
= 5.6
Deduct values in descending order: 50, 32, 6
Number of deduct values = 3
Since the maximum allowable number of deducts is 5.6, therefore only the first 5 and 0.6 of
the 6 deduct value are selected, i.e. 50, 6 and 0.6*6 = 3.6.
th

(3) Maximum corrected deduct value, CDV

Number of deduct values greater than 2, q = 6
Total deduct value = 50 + 32 + 6 + 3.6 = 91.6
From Figure B-45, CDV = 42
Reduce the smallest individual deduct value to 2 (q is now 6) and determine the CDV.
Repeat until q reaches 1.

Page 16

No
.
1
2
3
4

Deduct Values

Total

CDV

50

32

3.6

91.6

42

50

32

90

25

50

32

86

48

50

56

35

5
6
7
8
9
10

Maximum CDV = 48
(4)

Determine the Pavement Condition Index

PCI = 100 CDVmax

= 100 48
= 52
Based on the rating for PCI value of 52, this section of pavement is in very poor condition.

Page 17

CONCLUSION
From the project, we know how to identified the value of PCI. We taken the value from the graph.
Based on the rating for PCI value of 52, this section of pavement is in very poor condition. In that road
we have found 3 damage road such as pothole, utility cut patching and crocodile crack. So our group
have finish calculate about that and the road need to maintenance.

Page 18

8.0

RECOMMENDATION

TYPE OF DISTRESS

POSSIBLE CAUSE

MAINTENANCE
SUGGESTIONS

1. A portion of a pavement
has been removed and
replaced
2. A portion of a pavement
Utility Cuts/Patch Failure

where additional

Replace patch with deep or

full-depth patch

material has been added

3. Poor installation
techniques such as
inadequate compaction,
inferior or improper
materials
4. Failure of the
surrounding or
underlying pavement
1. Continued deterioration
of another type of
distress, such as
thawing of a frozen
Pot Hole

subgrade,cracking,
raveling, or a failed
patch after pieces of the
original pavement
Page 19

Partial, full-depth or injection

patching

surface have been

dislodged
Poor surface mixtures

TYPE OF DISTRESS

POSSIBLE CAUSE

MAINTENANCE
SUGGESTIONS

Weak spots in the base or sub

grade
4. Severity

of

the

surrounding distress and

traffic action accelerate
potholes

Fatigue (Alligator) Cracking

Excessive loading
Full-depth patch
2. Weak surface, base, or
sub grade
Thin surface or base
Poor drainage
Any combination of 1-4

Page 20

9.0

APPENDIX

UTHM ROAD (ASPHALT SURFACED ROAD)

CONDITION SURVEY DATA SHEET
BRANCH: HIGHWAY ENGINEERING UTHM
DATE:
SURVEYED BY:
SAMPLE UNIT:
SECTION:
SAMPLE AREA:
01. Alligator Cracking (m)
02. Bleeding (m2)
03. Block Cracking (m)
04. Bumps and Sags (m)
05. Corrugation (m2)
06. Depression (m2)

DISTRESS
SURVEY

07. Edge Cracking (m)

08. Joint Reflection
Cracking (m)
09. Lane/Shoulder Drop
Off (m)
10. Longitudinal &
Transverse Cracking
(m)

QUANTITY

11. Patching & Utility

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

TOTAL

01 H

Page 21

16. Shoving (m2)

17. Slippage Cracking
(m2)
18. Swell (m2)
19. Weathering/Ravelling (m2)

DENSIT
Y
%

DEDUCT
VALUE

11 H

13 M

Page 22

MINUTES OF MEETING 1
HIGHWAY ENGINEERING (BFC 31802)
UNIVERSITI TUN HUSSEIN ONN MALAYSIA ONN (UTHM)
Date

: 4 Disember 2016

Day

: Sunday

Time

:9.00 pm 11.00 pm

Venue

: G3, Uthm

Attendance

1.

Nurul Shafiqah Bt Sujali

2.

Nur Athirah Nabila Bt Othman

3.

Siti Norshaeffa Bt Alias

4.

Mohd Nazrul Hariz B Bahari Nor

5.

Muhammad Haziq B Zulkefli

Activity:
1
2
3

Discussion 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 project.
Borrow the equipment from laboratory at Fkaas.

Prepared by,

Confirmed by,

(Nur Athirah Nabila bt Othma

Page 23

MINUTES OF MEETING 2
HIGHWAY ENGINEERING (BFC 31802)
UNIVERSITI TUN HUSSEIN ONN MALAYSIA ONN (UTHM)
Date

: 6 Disember 2016

Day

: Tuesday

Time

: 3.00 pm 5.00 pm

Venue

: G3, Uthm

Attendance

1.

Nurul Shafiqah Bt Sujali

2.

Nur Athirah Nabila Bt Othman

3.

Siti Norshaeffa Bt Alias

4.

Mohd Nazrul Hariz B Bahari Nor

5.

Muhammad Haziq B Zulkefl

Activity:
1) We choose one of the road in front of G3 building that has crocodile crack, pothole and
utility cut patching.
2) We measure the distance and area of the damage affected.
3) Then we collect the data needed.

Prepared by,

Confirmed by,

(Nur Athirah Nabila bt Othman)

Page 24

MINUTES OF MEETING 3
HIGHWAY ENGINEERING (BFC 31802)
UNIVERSITI TUN HUSSEIN ONN MALAYSIA ONN (UTHM)
Date

: 9 Disember 2016

Day

: Friday

Time

: 4.30 pm 6.00 pm

Venue

: Tunku Tun Aminah Library, Uthm

Attendance

1.

Nurul Shafiqah Bt Sujali

2.

Nur Athirah Nabila Bt Othman

3.

Siti Norshaeffa Bt Alias

4.

Mohd Nazrul Hariz B Bahari Nor

5.

Muhammad Haziq B Zulkefli

Activity:
1) We discuss about the format of the report.
2) We divide each others part for report.
3) Find help among the group of friends about the calculations.

Prepared by,

Confirmed by,

(Nur Athirah Nabila bt Othman)

Page 25

MINUTES OF MEETING 4
HIGHWAY ENGINEERING (BFC 31802)
UNIVERSITI TUN HUSSEIN ONN MALAYSIA ONN (UTHM)
Date

: 11 Disember 2016

Day

: Sunday

Time

: 8.00 pm 11.00 pm

Venue

: Tunku Tun Aminah Library, Uthm

Attendance

1.

Nurul Shafiqah Bt Sujali

2.

Nur Athirah Nabila Bt Othman

3.

Siti Norshaeffa Bt Alias

4.

Mohd Nazrul Hariz B Bahari Nor

5.

Muhammad Haziq B Zulkefli

Activity:
1) Still proceed with the report.
2) Discuss the data calculation and check again.
3) We prepare to send the report.

Prepared by,

(Nur Athirah Nabila bt Othman)

Confirmed by,

Page 26

SITE LOCATION

CONE BEEN PLACED

Page 27

MEASURED POTHOLE DEPTH

MEASURED CROCODILE
CRACK

MEASURING DISTANCE USING WHEEL

TAPE

Page 28

Page 29

10.0

REFERENCE

1. http://www.asphaltinstitute.org/asphalt-pavement-distress-summary/
2.
3.
4.
5.

www.cee.mtu.edu/~balkire/CE5403/ASTMD6433.pd
www.astm.org/DATABASE.CART/HISTORICAL/D6433-07.htm
infostore.saiglobal.com ... Road engineering Road construction materials
www.dttas.ie/sites/default/files/.../roads/.../pavement-condition-study-report.pdf

Page 30