PSZ 19:16 (Pind.

1/07)
UNIVERSITI TEKNOLOGI MALAYSIA

DECLARATION OF UNDERGRADUATE PROJECT REPORT AND COPYRIGHT

Author’s full name : Nurzahrin Bin Mohmad Barudin

Date of Birth : 28 November 1983

Title : Correlation between Functional Properties and Structural Properties of

Flexible Pavement

Academic Session : 2016/2017

I declare that this thesis is classified as:

CONFIDENTIAL (Contains confidential information under the Official Secret Act

1972)*

RESTRICTED (Contains restricted information as specified by the

organization where research was done)*

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SIGNATURE SIGNATURE OF SUPERVISOR

831128-01-5883 Dr. HARYATI YAACOB

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Date: 18 JUNE 2017 Date: 18 JUNE 2017

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 “I hereby declare that I have read this report and in my
opinion this report is sufficient in terms of scope and quality for the
award of the Degree of Bachelor of Civil Engineering.”

Signature : ………………………….........
Name of Supervisor : Dr. HARYATI YAACOB
Date : 18 JUNE 2017.
CORRELATION BETWEEN FUNCTIONAL PROPERTIES AND STRUCTURAL
PROPERTIES OF FLEXIBLE PAVEMENT

NURZAHRIN BIN MOHMAD BARUDIN

A report submitted in fulfilment of the

requirements for the award of the degree of
Bachelor of Civil Engineering

Faculty of Civil Engineering

Universiti Teknologi Malaysia

JUNE 2017
 iv

I declare that this report entitled “Correlation between Functional Properties and
Structural Properties of Flexible Pavement” is the result of my own research except
as cited in the references. The report has not been accepted for any degree and is not
concurrently submitted in candidature of any other degree.

Signature : ....................................................
Name : NURZAHRIN BIN MOHMAD BARUDIN
Date : 18 JUNE 2017
 v

PRAISE BE TO GOD

IN THE NAME OF GOD ALMIGHTY

GRACIOUS MOST MERCIFUL

This thesis is dedicated to:

My great parents, who never stop giving of themselves in countless ways,

My dearest wife, who leads me through the valley of darkness with light of hope and
support,

For being my eyes, when I couldn't see,

For parting my lips, when I couldn't breathe,

Thank you for loving me.

My beloved sons; Zikry and Ziyad, sorry for the time I’m not there for you,

To all my family, the symbol of love and giving,

My friends who encourage and support me, you know who you are,

All the people in my life who touch my heart,

 vi

ACKNOWLEDGEMENT

Prima facea, I am grateful to the God Almighty for the good health and
wellbeing that were necessary to complete this thesis.

Foremost, I would like to express my sincere gratitude to my advisor Dr.

Haryati Yaacob for the continuous support of my study and research, for her
patience, motivation, enthusiasm, and immense knowledge. Her guidance helped me
in all the time of research and writing of this thesis. I could not have imagined having
a better advisor and mentor for my study.

Special thanks for the family and a beloved wife in give encouragement and
support to me to continue the study. Thank you for your patience and sacrifice.

My sincere thanks also go to all of the teammates members for their help and
supported me through this venture.

Finally, i want take this opportunity to express gratitude to the Selia

Engineering Sdn. Bhd and Jabatan Kerja Raya (D) Muar for the cooperation in
completing the study.

Thank you also for all those involved directly or indirectly in preparing this
thesis.
 vii

ABSTRAK

Sifat-sifat kefungsian dan sifat-sifat struktur adalah sangat penting dalam

menilai dan menentukan prestasi turapan. Kajian ini telah mengukur sifat-sifat fungsi
dan sifat-sifat struktur di jalan yang telah dipilih. Hubungan antara sifat-sifat ini telah
dibangunkan dan dikenal pasti. Kajian ini telah mengumpul 1198 bilangan data
Indeks Antarabangsa Kekasaran (IRI), aluran kedalaman dan kedalaman tekstur bagi
sifat-sifat kefungsian. Manakala bagi sifat-sifat struktur, 120 nombor elastik modulus
dan 12 nombor nisbah galas california (CBR) data telah diukur. Data-data ini telah
dikumpulkan dengan menggunakan Multi Laser Profiler (MLP), Falling Weight
Deflectometer (FWD) dan Dynamic Cone Penetrometer (DCP). Pengumpulan data
telah dilakukan sepanjang 60 km jalan bertempat di Muar. Analisis regresi
menunjukkan bahawa pekali korelasi, r yang diperolehi bagi semua parameter adalah
berhampiran dengan 0. Keputusan ini biasanya membuat kesimpulan bahawa tidak
ada hubungan antara sifat-sifat fungsi dan sifat-sifat struktur.
 viii

ABSTRACT

The functional properties and structural properties are very important in order
to evaluate and determine the pavements performance. This study had measured the
functional properties and structural properties on selected road. The correlations
between these properties were developed and identified. The study had collected
1198 numbers of data for International Roughness Index (IRI), Rut Depth and texture
depth. While for structural properties, 120 numbers of elastic Modulus and 12
numbers of California Bearing Ratio (CBR) data has been measured. These data have
been collected by using Multi Laser Profiler (MLP), Falling Weight Deflectometer
(FWD) and Dynamic Cone Penetrometer (DCP). The data collection was done along
60 km of road located in Muar. Regression analysis shows that the coefficient of
correlation, R obtained for all parameter is near to 0. These results generally
conclude that there were no correlations between the functional properties and
structural properties.
 ix

TABLE OF CONTENT

CHAPTER TITLE PAGE

ACKNOWLEDGEMENT vi
ABSTRAK vii
ABSTRACT viii
TABLE OF CONTENT ix
LIST OF TABLES xii
LIST OF FIGURES xiii
LIST OF ABBREAVIATIONS xv
LIST OF EQUATION xvii
LIST OF APPENDICES xviii

1 INTRODUCTION 1
1.1 Introduction 1
1.2 Background of Study 2
1.3 Problem Statement 3
1.4 Aims and Objectives of the Study 4
1.5 Scope of the study 5
1.6 Contribution of the Study 5
1.7 Summary of Chapters 6

2 LITERATURE REVIEW 7
2.1 Introduction 7
2.2 Flexible Pavement 9
2.3 Definitions of Pavement Layers 10
2.3.1 Bituminous Wearing Course 10
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2.3.2 Bituminous Binder Course 10

2.3.3 Road Base 11
2.3.4 Sub Base 11
2.3.5 Sub Grade 12
2.4 Functional Properties 12
2.4.1 International Roughness Index 13
2.4.2 Rut Depth 16
2.4.3 Texture Depth 17
2.5 Structural Properties 18
2.5.1 Elastic Modulus 19
2.5.2 California Bearing Ratio 20
2.6 Correlation between of Functional and Structural Properties
21
2.7 Summary 24

3 RESEARCH METHODOLOGY 25
3.1 Introduction 25
3.2 Location of Study 29
3.3 Multi Laser Profiler Test 31
3.4 Falling Weight Deflectometer 33
3.5 Dynamic Cone Penetrometer 36
3.6 Data Analysis 38
3.7 Summary 42

4 ANALYSIS AND DISCUSSION 44

4.1 Introduction 44
4.2 Results 44
4.3 Functional Properties Data 45
4.4 Structural Properties Data 49
4.5 Correlation Functional Properties with Elastic Modulus 52
4.6 Correlation Functional Properties with California Bearing
Ratio 55
4.7 Correlation between Functional Properties 57
4.8 Discussion 59
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4.9 Summary 61

5 CONCLUSION AND RECOMMENDATION 62

5.1 Introduction 62
5.2 Conclusion 62
5.3 Recommendation 63

REFERENCES 65
APPENDICES A-B
 xii

LIST OF TABLES

TABLE NO. TITLE PAGE

Table 2.1 Stiffness Criteria & Ranges (MPa) (JKR, 1994) 20

Table 3.1 Testing Summary 28
Table 4.1 Pavement assessment criteria (OPUS, 2015) 45
Table 4.2 Functional properties result 46
Table 4.3 Material condition interpretation (JKR, 1994) 50
Table 4.4 Structural properties result 50
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LIST OF FIGURES

FIGURE NO TITLE PAGE

Figure 2.1 Distribution of references by topic area 8

Figure 2.2 Typical flexible pavement cross section (JKR, 2013). 9
Figure 2.3 IRI roughness scale (Sayers et al., 1986) 15
Figure 2.4 Micro and macro texture (JKR, 1994) 18
Figure 2.5 Relationship between percent change in IRI and SN. (Rada et a.l,
2012) 22
Figure 2.6 Correlation between IRI and MTD (Yero et al., 2012) 23
Figure 3.1 Research flow chart 27
Figure 3.2 Distribution of data 29
Figure 3.3 Maps of site location 30
Figure 3.4 Example of Multi Laser Profiler (http://ssesb.com.my/) 32
Figure 3.5 Example of Falling Weight Deflectometer (http://ssesb.com.my/) 34
Figure 3.6 Deflection bowl and materials characterisation (JKR, 1994). 35
Figure 3.7 Schematic of FWD Load and Deflection Measurement (Praveen et al.,
2014). 35
Figure 3.8 Schematics of the Dynamic Cone Penetrometer (JKR,1994). 37
Figure 3.9 Sample data collected for Multi Laser Profiler (MLP) test 39
Figure 3.10 Sample data collected for Falling Weight Deflectometer (FWD) Test
40
Figure 3.11 Sample data collected for Dynamic Cone Penetrometer (DCP) Test 41
Figure 4.1 IRI percentage distribution 47
Figure 4.2 Rut depth percentage distribution 48
Figure 4.3 Texture depth percentage distribution 49
Figure 4.4 Modulus elastic percentage distribution 51
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Figure 4.5 California bearing ratio percentage distribution 52

Figure 4.6 Correlation between elastic modulus and IRI 53
Figure 4.7 Correlation between elastic modulus and rut depth 54
Figure 4.8 Correlation between elastic modulus and texture depth 55
Figure 4.9 Correlation between CBR and IRI 56
Figure 4.10 Correlation between CBR and rut depth 57
Figure 4.11 Correlation between IRI and rut depth 58
Figure 4.12 Correlation between IRI and texture depth 59
 xv

LIST OF ABBREAVIATIONS

CBR - California Bearing Ratio

CDOT - Colorado Departments of Transport

DCP - Dynamic Cone Penetrometer

E - Elastic Modulus

ESAL - Equivalent Standard Axle Load

FT - Federal Trunk

FWD - Falling Weight Deflectometer

HMA - Hot Mix Asphalt

HMA - Hot Mix Asphalt

IRI - International Roughness Index

IRRE - International Road Roughness Experiment

JKR - Public Work Department

km/h - Kilometre per hour

m/km - Meters per kilometre

MHA - Malaysian Highway Authorities

MLP - Multi-Laser Profiler

mm/m - Millimetres per meter

MR - Resilient Modulus

MTD - Mean Texture Depth

NDT - Non-destructive testing

NSV - Network Survey Vehicle

 xvi

PCNs - Pavement Classification Numbers

PSI - Present Serviceability Index

PSR - Present Serviceability Rating

R - Correlation Coefficient

RN - Ride Number

SMTD - Sensor Measured Texture Depth

SN - Structural Number

USA - United State of America

 xvii

LIST OF EQUATION

NO EQUATION PAGE

3.1 37
 xviii

LIST OF APPENDICES

APPENDIX TITLE PAGE

APPENDIX A: Correlation Data for Structural (FWD) and Functional

(IRI, Rut Depth, Texture Depth) 68
APPENDIX B: Correlation Data for Structural (DCP) and Functional
(IRI, Rut Depth) 71
 1

CHAPTER 1

INTRODUCTION

1.1 Introduction

In general, roads are divided into two types of flexible pavement and rigid
pavement. Between these two types of pavement, flexible pavement more
constructed and used in Malaysia. As we understand, flexible pavement requires
more observation after construction to ensure long-life pavement is able to provide
optimum service to users.

Observations to be considered is the nature of the functional properties and

structural properties of the pavement to determine the remaining life of the pavement
before rehabilitation work. This is important to ensure that consumers can use the
road safely and comfortably.

Pavement needs functional properties and structural properties in providing

quality services to motorist. In terms of flexible pavement serviceability, it could
have a correlation between functional properties and structural properties. This study
was conducted to see the existence of a correlation between functional and structural
properties of nature.
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1.2 Background of Study

Road has been used as a main transportation system connecting different

areas. Generally the road system for a country classified into several type such as
highway, National highway or federal routes, State or provincial highways,
municipal road and other roads including rural roads. In Malaysia legitimate road to
be gazette by the Federal authorities.

State highway agencies spend billions of money each year on the various
transportation infrastructure assets to meet legislative, agency, and public
expectations. Pavements are a major component of those transportation assets and
pavement rehabilitation is one of the most critical, costly and complex elements
preserving pavements to extend their service life and, more importantly, to improve
motorists safety and satisfaction, and to save public tax moneys. This is especially
true at present since a large percentage of the pavement networks are reaching the
end of their serviceable life, and pavement rehabilitation has become even more
daunting given the funding constraints faced by the highway agencies.

Pavement evaluation is carried out to determine the existing condition of

pavements in terms of its functional and structural adequacy. The data obtained from
such studies are used for deciding the type of maintenance operations required,
prioritization of maintenance works and for establishing a pavement maintenance
management system. Evaluation of pavement surface condition can be studied with
reference to the riding quality in terms of surface roughness, undulations cracking,
potholes and other surface distresses to get the functional properties. Diagnosing the
existing structural condition of individual layers of pavements as well as examining
the overall pavement strength is termed as structural evaluation to get the structural
properties. Functional properties and structural properties are key pavement
performance indicators. The relationship between these two indicators has been a
topic of frequent and continuing discussion in the pavement community, but to date
an accepted and widely used relationship has not been identified.
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There exist two types of pavement failures; consist functional failure and
structural failure. The first type is functional failure, describes pavement structures
incapable of carrying out their functions at the intended serviceability; causing
discomfort to passengers or high stresses to vehicles given their excessive roughness.
The second type is structural failure, describes pavement structures incapable of
carrying the traffic loads imposed. For example, structural failure is another
important indicator to making rational pavement investment decisions

These two types of failure may correlates with the functional properties and
structural properties. The conditions of flexible pavement are important to ensure the
roads are always in a safe and comfortable to use. Comfort and road safety is also
influenced by the nature of the functional properties and structural properties of the
road. Other than that, Material properties play a vital role to determine the structural
and functional performance of pavement layers during its service life

Therefore, determining the nature of the functional properties and structural

properties is important in the process of on-going road maintenance. Road
maintenance is done to restore the performance of a road depends on the types of
failures that happened. Therefore, this study will be focusing on correlation between
the functional properties and structure properties of flexible pavement.

1.3 Problem Statement

Functional properties and structural properties are two key performance

indicators, but the relationship between them is a topic of frequent and continuing
discussion in the pavement community. One could argue that ride quality as
functional properties is not an indicator of structural properties adequacy. However,
if the pavement is not properly designed, distresses will likely develop quickly,
 4
*
which could result in an increase in roughness. Perhaps this increase in roughness
could be related to structural properties adequacy.

Flexible pavements in Malaysia shall consist of various types of surface

layers and structures. Flexible pavements also have preferences with the multiple
pattern of damage caused either functional failure or structure failure or both.
Therefore, the functional properties and structural properties are very important in
order to evaluate and determine the pavements performance. There may be a
relationship between deterioration of functional properties and structural properties
of the pavement. From the functional and structural properties evaluation by certain
testing, the correlation of both properties can provide highway authorities on the
suitable rehabilitation method for the pavement.

1.4 Aims and Objectives of the Study

This study aims to;

i. To determine and assess the functional properties and structural

properties on selected road.

ii. To evaluate the correlation between structural properties and

functional properties on flexible pavement.
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1.5 Scope of the study

This research has involved three different site testing consists of Jalan Muar –
Yong Peng (FT24), Jalan Parit Yusuf (FT085) and Jalan Pintasan Muar (FT224). The
types of material on the road involved road are asphaltic concrete for surface layer
and crush aggregate for road base. This research focused only on data collection
relates to International Roughness Index (IRI), rut depth, texture depth, elastic
modulus and California Bearing Ratio (CBR) by conducted non-destructive testing.
The scope of this study also involves determining the correlation between the
functional properties and structure properties.

1.6 Contribution of the Study

Assessment of pavement is important in ensuring that the type of road

damage can be made by using the appropriate method of treatment, and lasts longer.
This study shall provide useful data for determining the correlation between
functional properties and structure properties of flexible pavement surfaces. The
finding of this study will provide the information on the condition of functional
properties and structure properties for flexible pavement. This was done in an effort
to improve the evaluation and use of pavement condition data in pavement
rehabilitation planning and decisions. The result of the research also will be useful to
the road authorities such as Public Work Department (JKR) for planning further
maintenance and rehabilitation work.
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1.7 Summary of Chapters

Chapter 1 explained about the background of study and the problem of

statement. The aim and objective are defined in this chapter including the scope of
study and the contribution of this study.

Chapter 2 discussed about the literature review of this study. This chapter
explained the theoretical background of the study and discuss the work done by
previous researchers.

Chapter 3 discussed about the research methodology. This chapter described

the detail methodology used for this study. The research methodology includes
literature review, data collection, data analysis and conclusion.

Chapter 4 discussed about the analyses and the result base on the objective of
the study.

Chapter 5 discussed about the conclusion and the recommendation for this
study. The conclusion was based on the objective given at the initial study.
Recommendation for the further study is also highlighted in this chapter.
 7

CHAPTER 2

LITERATURE REVIEW

2.1 Introduction

A total of 23 references were identified in the literature and considered

relevant to this study. Each of these 23 references was reviewed by identifying the
reference type, source, objectives and goals, findings and observations, relevance to
the project, and other pertinent information. The majority (48%) of these references
was from journal and previous-related studies, and the remainder (26%) was from
conference paper and manual or standard from highway agencies. Figure 2.1 shows
the distribution of the 23 references by topic area.
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*

Figure 2.1: Distribution of references by topic area

Two references were identified during the literature search that closely related
to this study. The first one was a Transportation Research Board Annual Meeting
paper conducted by Rada, et al. (2012) on the Relating Ride Quality and Structural
Adequacy for Pavement Rehabilitation and Management Decisions. The second
study was performed by Jyoti and Rakesh (2015) on the Impact of Subgrade and
Granular Layer Material Properties on Rutting for American Journal of Civil
Engineering and Architecture,

This chapter will be discussing on the previous findings associated to the

functional properties and structure properties of flexible pavement. Through this
chapter, all the parameters that been mentioned before will be discuss in more
details.
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2.2 Flexible Pavement

Flexible pavements can be modelled as multi-layered elastic systems.

According to Manual for the structural design of flexible pavement (JKR, 2013)
Pavements are usually composed of layers of different materials; layering of payment
has a significant effect on its performance. Flexible pavement is composed of a
bituminous material surface course and underlying base and sub base courses. The
bituminous material is more often asphalt whose viscous nature allows significant
plastic deformation. Most asphalt surfaces are built on a gravel base, although some
'full depth' asphalt surfaces are built directly on the subgrade. Flexible Pavement is
so named as the pavement surface reflects the total deflection of all subsequent layers
due to the traffic load acting upon it.

The flexible pavement design is based on the load distributing characteristics

of a layered system. It transmits load to the subgrade through a combination of
layers. The typical flexible pavements cross section show on Figure 2.2. It is
constructed with a bituminous-treated surface or a relatively thin surface of hot-mix
asphalt (HMA) over one or more unbound base courses resting on a subgrade.

Figure 2.2: Typical flexible pavement cross section (JKR, 2013).

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2.3 Definitions of Pavement Layers

Pavements are usually composed of layers of different materials; layering of

pavement has significant effect on it performance. Composition, density and
thickness of paving materials such as bituminous materials, stabilized granular
materials, unbound granular road base and subcase shall be selected so that they
perform as an integral structure and meet intended performance requirements.

2.3.1 Bituminous Wearing Course

The wearing course is the upper layer in pavement. It consists of mineral

aggregate bound together with bitumen, laid in layers, and compacted. Aggregates
used for wearing course mixtures could be crushed rock, sand, gravel or slags.
Bituminous wearing course shall meet both structural (resistance to stresses and
strains imposed by traffic loads) and functional performance requirements; the latter
includes adequate durability (resistance to the disintegrating effects of climate), good
frictional characteristics and smoothness.

2.3.2 Bituminous Binder Course

Bituminous binder course is usually considered part of the surface layers of

pavement. Binder courses are designed to withstand the highest shear stresses that
occur about 50 - 70 mm below the pavement surface. The binder course is therefore
placed between the wearing course and road base to reduce rut depth by combining
qualities of stability and durability. A binder course shall have good resistance to
shear-induced distress, because shear stress is highest at depth of about 0.9 times the
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radius of the contact area of a wheel load, which corresponds in the case of most
commercial vehicles to a depth of about 8 to 12 cm below the pavement surface
(JKR, 2013).

2.3.3 Road Base

Road base is constructed directly above sub base before receive the binder
course layer. Road base is the main structural layer of a pavement. In flexible
pavements, it shall consist of bituminous mixtures, or a granular layer stabilized with
cement, emulsion, or similar materials, or mechanically stabilized but otherwise
unbound crushed aggregate road base or wet-mix road base. Its key function is to
distribute traffic loads so that subcase is not subjected to excessive stresses and
strains (JKR, 2013).

2.3.4 Sub Base

In highway engineering, sub base is the layer of aggregate material laid on

the subgrade, on which the base course layer is located. It may be omitted when there
will be only foot traffic on the pavement, but it is necessary for surfaces used by
vehicles. Its role is to spread the load evenly over the subgrade. The materials used if
often an unbound granular. Sub base can dramatically increase the life of the road or
paving. The quality of subcase is very important for the useful life of the road. Sub
base shall consist of a layer of specified material composition, stiffness and thickness
places directly on the subgrade. Sub base shall be considered as lower road base that
supports the upper road base and that aids in distributing traffic induced stresses.
Because stress levels are lower in the sub base course than in the road base, sub base
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materials are usually of lower quality and stiffness than materials used as road base
(JKR, 2012).

2.3.5 Sub Grade

The subgrade refers to the soil under the pavement within a depth of
approximately 1 meter below the sub base. Subgrade is the native material
underneath a constructed road. The overall strength and performance of a pavement
is dependent not only upon its design but also on the load-bearing capacity of
the subgrade soil. It is the upper layer of earthworks prepared for subsequent
construction of the pavement layers described above. It can either be natural
undisturbed soil or compacted soil obtained from elsewhere and placed as fill
material. The strength of the subgrade layer is important as the thicknesses of the
upper layers are dependent on it. Additionally, greater subgrade structural capacity
can result in thinner (but not excessively thin) and more economical pavement
structures

2.4 Functional Properties

Functional properties can be determined with functional evaluation that

primarily concerned with the ride quality or surface texture of a road section.
Everyone who drives or rides in a vehicle over the surface of roads can subjectively
judge the smoothness of the ride. The ride quality as functional properties of
pavement is extremely important to road users. Pavement roughness is defined as an
expression of irregularities in the longitudinal profile of its surface that adversely
affects the ride quality of a vehicle, thus causing discomfort to the user. The
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roughness of the road has been known to reduce satisfaction of the pavement, prove
uneconomical to the road users, as well as reduce the safety of the travellers.

Functional properties are the characteristic of the surface layer of the flexible
pavement. Functional properties of pavements include skid resistance and
unevenness. Skid resistance is a function of micro and macro texture of the pavement
surface. Pavement unevenness is generally defined as an expression of irregularities
in the pavement surface that adversely affect the ride quality of a vehicle.

According to Colorado Departments of Transport (CDOT, 2017) states

functional deterioration is defined as any condition adversely affecting the highway
user. These include poor surface friction and texture, hydroplaning and splash from
wheel path rutting, and excess surface deterioration. That shows the type of
properties is important to sure that flexible pavement is function well for road user.
When the functional properties are in acceptable condition, it consists for safety and
riding quality for road user. The following sections will discuss in details on the
functional properties that will be measured in this study.

2.4.1 International Roughness Index

Roughness is typically quantified using different indices such as Present

Serviceability Rating (PSR), Present Serviceability Index (PSI), Ride Number (RN),
and International Roughness Index (IRI). This study was focusing on IRI to measure
the roughness. The IRI is a scale for roughness based on the simulated response of a
generic motor vehicle to the roughness in a single wheel path of the road surface. Its
true value is determined by obtaining suitably accurate measurement of the profile of
the road, processing it through an algorithm that simulates the way a reference
vehicle would respond to the roughness inputs, and accumulating the suspension
travel. It is normally reported in meters per kilometre (m/km) or millimetres per
 14
*
meter (mm/m). IRI is an international parameter used to measured pavement
roughness conditions and may simplify inspection works

The IRI is widely used throughout the world as a ride quality indicator. The
IRI is a measure of the pavement roughness that impacts the vehicle response, and
thereby the riding comfort of passengers in the vehicle. Highway agencies use the
IRI to track the ride quality of their pavement network

Currently, most country under Departments of Transportation as well as many

state and municipal agencies measure pavement smoothness on pavement
rehabilitation and construction projects. This how they evaluate the comfort for user
used the pavement. In this matter, IRI was used worldwide as the index for
comparing pavement smoothness and widely used for pavement management, and its
use in pavement construction is on the rise. In the past decade, profiling instrument
have become the everyday tools for measuring road roughness. The IRI is so-named
because it was a product of the International Road Roughness Experiment (IRRE),
conducted by research teams from Brazil, England, France, the United States, and
Belgium for the purpose of identifying such an index (Sayers et al., 1986).

The determination of initial IRI values for various pavement types is a

challenging task. This is mainly due to the variations in pavement data collected
across localities and the limited availability of pavement design and simulation tools.
A number of factors can affect a pavement’s initial smoothness, such as the
pavement’s base/sub base support characteristics, the pavement’s functional
classification, material properties, traffic volume, and climatic conditions (Don and
Michael, 2014).

Figure 2.3 provide a series of descriptors for selected levels on the roughness
scale. These describe the typical categories of road, surface shape defects, ride
sensation and typical travelling speed associated with each given roughness.
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Figure 2.3: IRI roughness scale (Sayers et al., 1986)

The IRI is a roughness parameter which is determined from a road profile

measured in a wheel path. In the IRI calculation, the measured profile is processed
using a mathematical transform which filters and cumulates the wavelengths
encountered in the profile. The IRI is developed mathematically to represent the
reaction of a single tire on a vehicle suspension to roughness in the pavement surface
traveling at 80 km/h. IRI is used to define a characteristic of the longitudinal profile
of a travelled wheel track and constitutes a standardized roughness measurement.

Design of Flexible Pavement Structures had recommended IRI value

acceptance in Malaysia for minor and other low volume paved road was 8.0 m/km.
According to Malaysian Highway Authorities (MHA) in OPUS (2015) the pavement
condition of IRI are GOOD (IRI<2.0 m/km), FAIR (IRI 2.0 - 3.0m/km), POOR (IRI
3 – 3.8 m/km) and BAD (IRI>3.8 m/km).
 16
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2.4.2 Rut Depth

The asphalt pavement distresses are impact from the traffic loading, climate
and environmental conditions. The most often and negative type of pavement distress
is rutting. There are countries facing functional constraints on their flexible road
pavements due to rutting and trying to resolve. In addition, rutting in pavements
causes hydroplaning, severe physiological and safety concern for users. Rutting
occurs only on flexible pavements as indicated by permanent deformation or rut
depth along wheel path. Rutting is characterized by depressions along the wheel
path.

Rut depths may or may not affect the structural capacity of the pavement. It
significantly depends on type of pavement structure, kind and quality of materials
used for different types of structure layers, also pavement construction techniques
and quality. Rutting is the transverse irregularity in the vehicle tire tracks caused by
excessive traffic loads, the use of pavement (asphalt) quality and / or failure of the
base layer of the road Rutting also a longitudinal depression in the wheel path in
bituminous pavements, which can be attributed to excessive consolidation, formed
by an accumulation of permanent deformations caused by repeated heavy loads, or
lateral movement of the material, caused by shear failure of the bituminous concrete
layer, or a combination of both mechanisms.

There are several factors that influence rutting. The width and depth of the rut
are widely affected by structural characters of the pavement layers (thickness and
material quality), traffic loads, and environmental conditions. Vehicle speed/time and
contact pressure are represented directly in the creep rate model, while temperature,
asphalt/bitumen mixture characteristics and construction quality are represented in
the values of the constants (Shahbaz et al., 2013).

According to MHA in OPUS (2015) the pavement condition of rut depth are
GOOD (<5.0 mm), FAIR (5 – 10 mm), POOR (10 – 20 mm) and BAD (>20 mm).
 17
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2.4.3 Texture Depth

Texture is a surface characteristic which has a very wide influence on

pavements functional quality. It is currently assessed by a number of test methods.
Pavement texture is often categorized by texture wavelengths Texture is a surface
characteristic which has a very wide influence on pavements functional quality. The
measurement of texture depth is done either by the sand patch method or a laser
measurement device. A texture depth measurement is important to evaluate an
average texture depth value.

According to Haryati Yaacob et al., (2014) characteristics such as safety,

noise emission, driving comfort, rolling resistance, wear of tyre and operating costs
are influenced, to a great extent, by pavement surface irregularities and therefore by
surface texture and unevenness.

Texture has an irrefutable influence on the functional quality of pavements,

what has made that several test methods for its assessment were developed over the
last year (Freitas et al., 2008).

In dry conditions all clean, surfaced roads have a high skidding resistance.
The fine scale micro-texture of the surface aggregate is the main contributor to
sliding resistance and is the dominant factor in determining wet skidding resistance
at lower speeds. Macro-texture, which provides rapid drainage routes between the
tyre and road surface, and tyre resilience are important factors in determining wet
skidding resistance at high speeds.

According to MHA in OPUS (2015) the pavement condition of texture depth

are GOOD (>0.5 mm), FAIR (0.3 – 0.5 mm) and POOR (< 0.3 mm). Figure 2.4
show the texture depth in micro and macro-texture.
 18
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Figure 2.4: Micro and macro texture (JKR, 1994)

2.5 Structural Properties

Pavement structural evaluation is concerned with the structural capacity of

the pavement as measured by deflection, load bearing, layer thickness, and material
properties. The main structural function of pavement is to support the wheel loads
applied to the carriageway, distribute them to the underlying subgrade and to provide
a uniform skid-resistant running surface with adequate service life. Structural
properties are the characteristic of the base layer of the flexible pavement. The
structural properties of pavement include density, thickness, stiffness and deflection.

This type of properties is important to support the surface layer of flexible

pavement. When the structural properties are inacceptable and good condition, it
consists of strong base to avoid the flexible pavement from fail cause of structural
 19
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damage. The following section will explain in detail about structural properties that
will be used in this study.

2.5.1 Elastic Modulus

Elastic modulus is sometimes called Young’s modulus after Thomas Young

who published the concept back in 1807. An elastic modulus (E) can be determined
for any solid material and represents a constant ratio of stress and strain (stiffness).
An elastic modulus, or modulus of elasticity, is the mathematical description of an
object or substance's tendency to be deformed elastically (i.e., non-permanently)
when a force is applied to it. Elasticity is a measured of how well a material returns
to its original shape and size.

An innovative method for flexible pavement analysis, the elastic layer can be
sub-divided further into many sub-layers. Each of the pavement layers can have its
own elasticity parameters such as the modulus of elasticity and the Poisson’s ratio
(Alkasawneh et al., 2006).

In flexible pavement design, response of subgrade to dynamic traffic loads

has been measured as soil support value, bearing ratio, and most recently as elastic
modulus or resilient modulus (MR) (Tranggono and Seo, 2009). An elastic modulus,
or modulus of elasticity, is the mathematical description of an object or substance's
tendency to be deformed elastically when a force is applied to it. Elasticity is a
measured of how well a material returns to its original shape and size. Flexible
pavements can be modelled as multi-layered elastic systems. Each of the pavement
layers can have its own plasticity parameters such as the modulus of elasticity.
 20
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For this study, the evaluation of the elastic modulus will be refer the Interim
Guide to Evaluation and Rehabilitation of Flexible Road Pavement that giving the
range as Table 2.1shows below.

Table 2.1: Stiffness Criteria & Ranges (MPa) (JKR, 1994)

2.5.2 California Bearing Ratio

In civil engineering the investigation of subgrade materials for pavement

design works become necessary to optimize structural safety and economy aspects of
the road infrastructures. One of the parameters that often resort to test, mostly in the
subgrade course is California Bearing Ratio (CBR) test. CBR is an empirical test and
widely applied in design of flexible pavement over the world. This method was
developed during 1928-29 by the California Highway Department. Use of CBR test
results for design of roads, introduced in USA during 2nd World War and
subsequently adopted as a standard method of design in other parts of the world, is
recently being discouraged in some advanced countries because of the imperialness
of the method. The California bearing ratio (CBR) test is frequently used in the
assessment of granular materials in base, sub base and subgrade layers of road
 21
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The design of new flexible pavements and rehabilitation of existing
pavements needs an accurate estimation of CBR value. Road rehabilitation very
often calls for testing of conditions pertaining to existing road structure, starting with
loadbearing courses, down to subgrade and subsoil. CBR is a parameter that
measures the strength of road soils and used as an integral part of pavement design.

The significance of the CBR test emerged from the following two facts, for
almost all pavement design charts, unbound materials are basically characterized in
terms of their CBR values when they are compacted in pavement layers and the CBR
value has been correlated with some fundamental properties of soils (Choudhary and
Joshi, 2014).

This test method is used to evaluate the potential strength of subgrade, sub
base, and base course material for use in road and airfield pavements. In this study,
the range for CBR value is based on Arahan Teknik Jalan 5/85 (Pindaan 2013) that
said minimum CBR of 5% is recommended for pavements that have to support
volumes corresponding to Traffic Classes T1 through T5 for subgrade while for road
base, minimum CBR requirement for Crushed Aggregate Road Base and Wet-Mix
Road Base is 80% corresponding to an elastic modulus of about 350 ± 100 MPa.

2.6 Correlation between of Functional and Structural Properties

Numbers of study have looked into the correlation between functional and
structural properties of flexible pavement. The findings from previous research will
discuss in the topic.

From Rada et al., (2012) study on Relating Ride Quality and Structural
Adequacy for Pavement Rehabilitation and Management Decisions define lack of
 22
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correlation found in the study. It said also, the good ride quality does not mean good
structural support. And the study said clearly, pavement structural and functional
performances are not independent of each other. However, this does not mean that
structural parameters are not important for consideration in roughness prediction
models, that roughness could not be one factor in the rate of structural deterioration,
or that many common factors do not affect both roughness and structural capacity.
As can be seen in Figure 2.5, no relationship exists between the change in IRI and
the change in Structure Number (SN).

Figure 2.5: Relationship between percent change in IRI and SN. (Rada et a.l, 2012)

According to Jyoti and Rakesh (2015) the strength parameters of subgrade

and granular layer are correlated with the permanent deformations characteristics.
The characteristics of subgrade, granular and base layer material properties have a
significant impact on the performance of the flexible pavement. The past researchers
have proved that permanent deformation i.e.; rut can happen in a bituminous as well
as base, sub base and subgrade layer. On this study, the correlation of CBR and
modulus of elasticity are moderated with the rutting. The characteristic deflection,
California bearing ratio (CBR) were correlated individually with the rutting
measurement and sensitivity analysis also performed. The result shows that
 23
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characteristic deflection and modulus of elasticity of subgrade, and granular layer
individually consists good relation with rutting.

It was concluded that the rutting prediction procedure using multi-load level
deflections can estimate an excessive level of rutting quite well and, thus, improve
the quality of prediction for rutting potential in flexible pavements (Richard and
Heemun, 2002)

As additional, the correlation between functional parameter itself also

defined. From Yero et al., (2012), in their study shows weak correlation between the
texture depth the roughness index of the surface dress road surfaces. For the Stone
Mastic Asphalt and Asphalt Concrete Wearing surfaces there was weak or no
correlation as the coefficient of variance (R2) is relatively less than unity. But the
general trend shows that the higher the texture depth the higher the roughness index
as shown on Figure 2.6 below.

Figure 2.6: Correlation between IRI and MTD (Yero et al., 2012)

From Lin et al., (2003).the results of the analysis prove that IRI can be used
either to evaluate the quality of pavement projects or to fully respond to the
 24
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characteristics of the pavement deterioration process, which can be used as the basis
for road maintenance evaluation

2.7 Summary

In summary this chapter, has discussed about the definition about the
parameters between functional properties and structural properties. This chapter
explained each parameter in more details to give the overview of the parameter that
chosen to conducted this study.

Moreover, this chapter discussed about previous study that related with this
study. There are several previous studies that give the useful information for this
study and can also be used as guidance and guidelines.
 25

CHAPTER 3

RESEARCH METODOLOGY

3.1 Introduction

This chapter will discuss on the methodology of this research. In this study
three different site road testing has been identified, located in Muar, Johor. To be
specified, these three roads are classified as federal road. The types of these roads are
flexible pavement with several deteriorations. However, these three roads are
different in age of the road. As additional, these three roads have different thickness
of every layer of structure due to maintenance and rehabilitation work that has been
done before.

Pavement evaluation is generally carried out by two methods (i) destructive

and (ii) non-destructive testing. This study has focused on non-destructive test. In the
non-destructive testing (NDT) method, the pavement is not subjected to any kind of
damage. NDT carried out without disturbing their existing condition

NDT refers to a collection of field testing methods that facilitate the in-situ
(in-place) testing of materials instead of conventional laboratory testing. NDT may
provide a relatively fast, inexpensive and accurate alternative to laboratory testing.
 26
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The study was involved in data collection relates to IRI, rut depth and texture
depth by using the Multi Laser Profiler for functional properties. While for structural
properties, elastic modulus and CBR data has been tested by using Falling Weight
Deflectometer (FWD) and Dynamic Cone Penetrometer (DCP). The data has been
collected within three month at the end of year 2015.

Then, the data collected was analyse to determine and assess the functional
properties and structural properties on selected road. The data was divided and
categorised by using certain road and highway agencies guidelines and practice. By
using the same data, it was used to evaluate the correlation between structural
properties and functional properties on flexible pavement. Figure 3.1 show the
research flow that was conducted in this study.
 27
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Figure 3.1: Research flow chart

 28
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From these three types of non-destructive test was produced 3726 total
numbers of data. The frequency of data was varies due to length of the road. For
functional properties, the data was collected at every 100m interval by using Multi-
laser Profiler that procedure 1198 numbers of data for each parameter consist IRI, rut
depth and texture depth. While for structural properties the data was collected at
every 1000m interval by using falling weight deflectometer that produced 120
numbers of data and for elastic modulus young at every 5000m interval by using
dynamic cone penetrometer that produced 12 numbers of data for California bearing
ratio. The total numbers of data was summarizing in Table 3.1 and the distribution of
data was shown in Figure 3.2.

Table 3.1: Testing Summary

Testing Data Collected Numbers of Data

IRI 1198

Multi Laser Profiler Rut Depth 1198

Texture Depth 1198

Falling Weight deflectometer Elastic Modulus 120

Dynamic Cone Penetrometer CBR 12

TOTAL 3726
 29
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Figure 3.2: Distribution of data

3.2 Location of Study

The location of study was selected is Federal roads in Muar. The location
selected for this research is based on varies pavement condition and deteriorations
base on the visual condition. Therefore, for this research, three roads, namely Jalan
Muar - Yong Peng (FT24), Jalan Parit Yusof (FT085) and Jalan Pintasan Muar
(FT224) was selected and the map of these there road has shown in Figure 3.3 below.
 30
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Figure 3.3: Maps of site location

The selected roads cumulative length is 60km with Jalan Muar – Yong Peng
(32km), Jalan Pintasan Muar (13km) and Jalan Parit Yusof (15km). The selected
roads consist of asphaltic concrete as a surface layer and compact crushed aggregate
as a road base. The thickness of the layer for that three roads might be varies because
of the age of the road and the previous maintenance method. Other than that, the
initial prediction for materials of sub base and subgrade is different for these three
roads due to different location.
 31
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3.3 Multi Laser Profiler Test

The most common method of measuring ride quality is the use of vehicle
mounted lasers to measure surface profile. Laser profilers are not influenced by
vehicle dynamics and are capable of being operated at normal highway speeds. The
Multi-Laser Profiler (MLP) is a vehicle-mounted system that automatically collects
integrated road condition data by recording laser profiles of the road surface at
highway speed. The MLP comes with an on board computer system and a range of
software for data acquisition and analysis tasks (Jay et al., 2002).

The advantages of MLP are it cans simultaneously measures roughness, rut

depth and texture depth. The systems have been developed to collect real-time
continuous highway-speed measurements of longitudinal profiles of road surfaces.
Road profiling systems incorporate non-contact laser sensors to measure to the road
surface and accelerometers to compensate for the effects of the vehicles movement.
There are specialized road profiling systems for transverse profile, rut depth, macro
texture and other shape characteristics.

MLP test is carried out to determine: functional properties in terms of IRI,

transverse profile – rut depth and surface texture of pavements – texture depth. The
test was conducted with Selia Engineering Sdn. Bhd. The MLP model, Hawkeye
2000 Series was installed and integrated into a dedicated Network Survey Vehicle
(NSV). The data collection using MLP is performed at a consistent speed.

The longitudinal profile, transverse profile and texture data are collected at
every 100m interval. The test by using MLP was operated at a constant speed to
minimize an error indication. The constant speed is to avoid accelerating or
decelerating during a profile run that can affect the profile data. Sudden braking or
stopping during testing was avoided as this may result in erroneous test data.
 32
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The IRI calculation is based on the quarter car model and output in unit of
m/km. The rut depth calculation is based on the 2m straight edge method. While the
texture measurements are in terms of average texture (mm) of sensor measured
texture depth (SMTD) in unit of mm.

All the MLP data is an average value from right and left wheel data reading.
The test was conducted along the roads selection for both sides to get the data the
data was capture by the system that using a laser as their method of measurement.
Then, the data was saved and record automatically to the software for post analysis.
The example of MLP was shown at Figure 3.4.

Figure 3.4: Example of Multi Laser Profiler (http://ssesb.com.my/)

 33
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3.4 Falling Weight Deflectometer

Falling Weight Deflectometer (FWD) is considered to be the most

appropriate equipment as it is possible to simulate closely the loading conditions of a
moving wheel. In 1964, the possibilities of the FWD for bearing capacity
measurement were examined for the first time in Denmark. FWD testing has been an
integral part of flexible pavement's condition assessment for a decade. To estimate
in-situ elastic modulus for every layer of pavement, back-calculation approach by
using non-destructive testing will conduct and commonly by using the FWD.

A FWD is a NDT device used by civil engineers to evaluate the physical

properties of pavement. It is designed to impart a load pulse to the pavement surface
which simulates the load produced by a rolling vehicle wheel. FWD is a tool used to
achieve rapid and repeatable in-situ characterization of the pavement layer stiffness
and to evaluate pavement structural condition.

Use of FWD in estimating the modulus has advantages with the test being
relatively rapid and non-destructive, and many state agencies are currently equipped
with the test devices and are routinely using it as part of their asset management
programs. The FWD is a commonly used method for the evaluation of the structural
performance and. most often used to calculate stiffness-related parameters of a
pavement structure. Over a period of time, research has rendered FWD capable of
not only predicting Elastic Modulus of Pavement Layers but for determination of
Residual Life of Pavement, Designing of Overlays, assignment of Pavement
Classification Numbers (PCNs) to airfield pavements, determination of load transfer
characteristics of joints in Concrete Pavements, etc. (Praveen et al., 2014). Figure 3.5
shows the example of FWD.
 34
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Figure 3.5: Example of Falling Weight Deflectometer (http://ssesb.com.my/)

The basic working principle of the impulse loading equipment is to drop a

mass on the pavement to produce an impulse load and measure the surface
deflections. The mass is dropped on a spring system, which in turn transmits the load
to the pavement through a loading plate.

The data was collect by using FWD was conducted with Selia Engineering
Sdn. Bhd. The data was collect at interval of 1000m for both sides of selected roads.
The deflection readings are recorded using 7 geophones, which are spaced at 0mm,
300mm, 500mm, 750mm, 1050mm, 1350mm, and 1650mm from the centre of
loading plate. For each test point, the first drop of the FWD load is applied to set the
loading plate on pavement. These are followed by another three test drops by
applying a load level of 50kN (load pressure of approximately 700kPa).

The deflections data from these test drops are recorded. Pavement
temperatures are measured every hour or whenever there is a noticeable change of
temperature at site. The FWD data is normalized to the pavement temperature of
40oC and standard load of 700kPa, which allowed a general comparison of the
pavement condition at all the test points. The deflection data from the third test drop
is included in the back-analysis using ELMOD (Version 6) software to determine the
 35
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effective stiffness of the pavement layers. The deflection readings at the various
offsets when plotted produced a bowl shape diagram shown in Figures 13 namely
deflection bowl and Figures 14 illustrated the principle schematic of FWD load and
deflection measurement.

Figure 3.6: Deflection bowl and materials characterisation (JKR, 1994).

Figure 3.7: Schematic of FWD Load and Deflection Measurement (Praveen et al.,
2014).
 36
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3.5 Dynamic Cone Penetrometer

One of method to estimate the CBR value is by using Dynamic Cone

Penetrometer (DCP). This field penetration is allowing us to perform the
measurements of resistance - loadbearing capacity of layers within the base. DCP test
results consist of number of blow counts versus penetration depth. DCP provides for
fast estimate of parameters pertaining to load- bearing capacity of materials in the
field, correlation link with laboratory CBR values (Tosovic and Vujanic, 2010).

The CBR value of uniform soils having similar characteristics can be

determined quickly and with adequate accuracy using the DCPT results and it may
helpful in enhancing highway construction quality control, ensuring long-term
pavement performance, stability and achieving more uniform structural
property.(Gill et al., 2010).

The most important parameter to evaluate subgrade/ sub base strength for the
pavement design is the CBR value. The CBR value of uniform soils having similar
characteristics can be determined quickly and with adequate accuracy using the DCP
results.

Before do a DCP test, it’s required to carry out coring of the asphalt layer.
However, it still can accept as NDT since the damage caused by coring is minimal.
The cone of 60° is installed at the bottom of lower tube. Then, the hammer is falling
down free fall from the fixed height of 575 mm, and thus sinking the bar into the
ground. The penetration depth is read on the ruler after every single weight impact.
Soil resistance was measured in terms of penetration as mm/blow. The calculation to
get the CBR from the penetration reading was use the equation as follow:
 37
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3.1 (3.1)

Where:
CBR - Laboratory value of CBR
K - Coefficient
C - Constant
DCPI - quotient between the sinking depth and number of blow (mm/blow)

The setup of the DCP equipment is similar for different types and testing
procedures and is assembled as shown in Figure 3.8 below.

Figure 3.8: Schematics of the Dynamic Cone Penetrometer (JKR,1994).

 38
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3.6 Data Analysis

All data must be scrutinized carefully to eliminate the irrelevant elements.

Relevant and useful data will be sorted and organized in such a way as to simplify
data analysis. Statistical tools will be applied in computing results and drawing
conclusions.

To answer the first objective, the data were collected has been analysed to
determine and to assess the functional and structural properties. The data has been
collected by dividing the data within the interval for each testing. The data were
recorded by section and chainage. Section number is representing a distance at every
1000m (1km) while chainage is at every 100m. For MLP test, the data were collected
at every 100m at all section numbers to get the functional properties data. For FWD
test, the section number was at every 1000m while for DCP test, the section numbers
are at every 5000m. The sample of data collected were illustrated at Figure 3.9
(MLP), Figure 3.10 (FWD) and Figure 3.11 (DCP)
 39
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Figure 3.9: Sample data collected for Multi Laser Profiler (MLP) test
 40
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Figure 3.10: Sample data collected for Falling Weight Deflectometer (FWD) Test
 41
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Figure 3.11: Sample data collected for Dynamic Cone Penetrometer (DCP) Test
 42
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To determine and assess the severity of data, for functional properties were
classified as good, fair, poor or bad based on criteria provided by Malaysian
Highway Authority (MHA) (OPUS, 2015). For structural properties, the data were
measured and classified based criteria provided by Malaysian Public Work
Department (JKR, 1994 and JKR, 2013).

To answer the second objective, the data were collected has been analysed to
evaluate the correlation between structural properties and functional properties on
flexible pavement. To look at the correlation, the data identified was plotted to the
graph. The data was synchronizing by using their similar section and chainage
number before it plotted as represent the same location for every tested data.

This study only observed at the correlation coefficient (r) either it positive,
negative or no correlation. Positive Correlation, when one variable increases, a
positive increase can be expected from the second variable. The opposite is true for
the Negative correlation, when one variable increases; the other variable can be
expected to decrease while No Correlation results when the two variables have no
measurable effect on each other. That is a change in X-axis, does not impact Y-axis.

Correlation coefficient only shows either there have a correlation between X-

axis and Y-axis by constructed a simple linear correlation. This correlation
coefficient observed by ignoring either X-axis is influenced by Y-axis or vice versa.

3.7 Summary

In this chapter, all the procedure or the methodology of the study was
explained. Research methodology started with literature review in which the data
serves as a benchmark for this study. Data required for research purpose can be
 43
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divided into two types which is Primary Data and Secondary Data and in this study,
all data ware Primary Data. The data collected and were analysed a using the road
and highway guidelines and practice while for the correlation coefficient were
analysed a using Microsoft excel.
 44

CHAPTER 4

ANALYSIS AND DISCUSSION

4.1 Introduction

This chapter discuss on data analysis obtained from the data collection. All
the data for the three types of tests conducted along 60km of roads were recorded and
analysed. The values presented are average figures for functional properties. The raw
data can be referred in the Appendix- A B and C datasheets. The outcome of the
study was discussed accordingly as below

4.2 Results

Through the tests that has been done onsite, , the data and the result obtained
will be used to determine functional properties and structural properties on selected
road and also to evaluate the correlation between functional properties and structural
properties on flexible pavement.
 45
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The data obtained from this study for the IRI, rut depth, texture depth were
categorized based on OPUS (2015), elastic modulus based on JKR (1994) and CBR
based on JKR (2013).

4.3 Functional Properties Data

The parameter for functional properties was obtained from MLP test. The
pavement functional properties are defined with respect to IRI, rut depth and TD
from the MLP survey. Table 4.1 shows the pavement conditions are classified as
good, fair, poor or bad based on the parameters and criteria those provided by MHA
(OPUS, 2015). The summary of the results can be seen in Table 4.2 for functional
properties

Table 4.1: Pavement assessment criteria (OPUS, 2015)

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Table 4.2: Functional properties result

Condition Range Numbers of Data Percentage

International Roughness Index (m/km)

Good <2 370 31%
Fair 2-3 399 33%
Poor 3 - 3.8 188 16%
Bad > 3.8 241 20%
Total 1198 100%
Rut Depth (mm)
Good <5 1019 85%
Fair 5 - 10 152 13%
Poor 10 - 20 27 2%
Bad > 20 0 0%
Total 1198 100%
Texture Depth (mm)
Good < 0.5 832 69%
Fair 0.3 - 0.5 318 27%
Poor <0.5 48 4%
Total 1198 100%

In term of roughness, from 1198 data, 370 numbers of data were achieved the
good condition according to MHA criteria. It represent 31 % of the roads are in good
conditions with IRI value of less than 2 m/km. Only 20% of the roads are in bad
while the rest are in fair and poor conditions with percentage distribution 33% and
16%. Figure 4.1 was drawn the percentage distribution of IRI.
 47
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Figure 4.1: IRI percentage distribution

From the data recorded, rut depth result was determined 1019 from the 1198
data’s in good condition 152 numbers in fair condition, 27 numbers in poor condition
and no area in bad condition. Figure 4.2 shows the rut depth value for 60km of road.
It shows that 85% of the roads are in good condition with maximum rut depth value
of less than 5mm. From the percentage distribution, shows the road is good in term
of rut depth condition.
 48
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Figure 4.2: Rut depth percentage distribution

The findings for texture depth from this study show that 832 value in good
condition. Figure 4.3 clearly shows that 69% of the roads are in good conditions
while 27% are in fair condition and 4% are in poor condition. It clearly shows, more
than half of the road is good on skid resistance with minimum texture depth value is
less than 0.
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Figure 4.3: Texture depth percentage distribution

4.4 Structural Properties Data

The results for structural properties were obtained from DCP and FWD that
computes the values of CBR and elastic modulus.

According to ATJ 5/85 (Pindaan 2013) (JKR, 2013), the minimum CBR of
5% is recommended for pavements that have to support volumes corresponding to
Traffic Classes T1 through T5 for subgrade and the minimum CBR requirement for
Crushed Aggregate Road Base and Wet-Mix Road Base is 80% corresponding to an
elastic modulus of about 350 ± 100 MPa. Table 4.3 shows the elastic modulus
criteria provided by JKR (JKR, 1994).
 50
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Table 4.3: Material condition interpretation (JKR, 1994)

For structural properties, there were 120 data for elastic modulus and 12 data
for CBR. The summary of the structural properties results was summarized in Table
4.4.

Table 4.4: Structural properties result

Range to Types of Layer Numbers of Data Percentage

Structural
Category
(E1) (E2) (ES) (E1) (E2) (ES) (E1) (E2) (ES)
Bituminous Granular Base Subgrade Bituminous Granular Base Subgrade Bituminous Granular Base Subgrade

Elastic Modulus (Mpa)

POOR <1500 <200 < 50 47 35 0 39% 29% 0%

SATISFACTORY 1500 - 2500 200-300 50-100 16 25 26 13% 21% 22%

SOUND >2500 >300 >100 57 60 94 48% 50% 78%

Total 120 120 120 100% 100% 100%

California Bearing Ratio (%)

ABOVE MIN. LIMIT NA >80 >5 NA 3 3 NA 25% 25%

BELOW MIN.
NA <80 <5 NA 9 9 NA 75% 75%
LIMIT

Total NA 12 12 NA 100% 100%

From the table above, elastic modulus results were derive from three (3)
structural layers consist bituminous (E1), granular base (E2) and subgrade (ES).
Every structural layer had the own stiffness range. From 120 numbers of data for
 51
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every layer, the value in sound condition were 57 numbers for E1, 60 numbers for E2
and 94 numbers for ES. The result shows 48% for E1, 50% for E2 and 78% for ES
are in good condition. The overall percentage distributions of the results were shown
at Figure 4.4. The percentage distribution shows, most of the stiffness for pavement
layers are in sound condition.

Figure 4.4: Modulus elastic percentage distribution

According to CBR criteria, it was conducted at to two (2) structural layers

consist granular base (E2) and subgrade (E3). From 12 test point, the percentage
distribution for both layers were in poor condition with 75% was determined below
minimum limit as illustrated in Figure 4.5. It’s clearly shows the structural properties
are below the structural adequacy.
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Figure 4.5: California bearing ratio percentage distribution

4.5 Correlation Functional Properties with Elastic Modulus

From the data recorded, for this survey conducted on the three different
pavement layers, Bituminous (E1), Granular base (E2) and Subgrade (ES). Three (3)
test roads where investigated and Figure 4.6 shows the correlation between the
elastic modulus for three different structural layers and IRI investigated in this study.
The correlations coefficient, r, were found mix with positive and negative
correlation. The correlations to be within the range from -0.2975 to 0.039; showing
no correlations for these two parameters. This result agrees with the findings by Rada
et al., (2012), where the study concludes that a good riding quality is not totally
depending on the structural layers materials properties.
 53
*

Figure 4.6: Correlation between elastic modulus and IRI

Similar result has been found when looking at correlations between elastic
modulus and rut depth as presented in Figure 4.7. The results show negative
correlation coefficient for all layers that produce, r, which is near to zero, indicates
no correlation. The result indicates a decrease in the elastic modulus for all layer
investigated, decreases the rut depth with r range -0.0620 to 0.0392. This result
slightly contradict from what been found by Jyoti and Rakesh (2015), where a
moderate correlation between elastic modulus and rutting properties was reported.
 54
*

Figure 4.7: Correlation between elastic modulus and rut depth

Moreover, a negative correlation was also found between elastic modulus of

asphalt layer and texture depth. With correlation coefficient – 0.1401, it shows that
with a lower elastic modulus for asphalt layer, lower texture depth was recorded.
Less stiffness on asphalt mixture has led to a deeper embedment of aggregates which
contributes to a lower texture depth. However, this correlation was considered as
very weak since r value is very near to zero as illustrated in Figure 4.8
 55
*

Figure 4.8: Correlation between elastic modulus and texture depth

4.6 Correlation Functional Properties with California Bearing Ratio

The results obtained from the CBR and IRI investigated showed that the
correlation coefficient, r is negative with value of -0.0102 and -0.01831 as can be
seen in Figure 4.9. With correlations coefficient, r, approaching near to zero, it is
clearly shows that are no correlations observed between CBR and IRI.
 56
*

Figure 4.9: Correlation between CBR and IRI

Figure 4.10 shows the same results with no correlation between the CBR and
rut depth that give positive correlation coefficient for E3 with r , 0.1143 and negative
correlation coefficient ES with r , -0.4015.
 57
*

Figure 4.10: Correlation between CBR and rut depth

With correlations coefficient, r, approaching near to zero, it is clearly shows

that are no correlations observed between CBR as structural property and functional
properties consist IRI and rut depth. Again, these results were contradicts with
findings by Jyoti and Rakesh (2015)

4.7 Correlation between Functional Properties

This study also looks at the correlation between functional properties itself.
Figure 4.11 and Figure 27 both present the correlations between IRI with texture
depth and rut depth. From the graph shown, a very weak positive correlation was
found between IRI and rut depth with a positive correlations coefficient of 0.2388,
while no correlation was observed between IRI and texture depth with R value near
 58
*
to zero (0.0697). These results agree with the findings by Yero et al., (2012), where a
very weak correlation was observed between IRI and texture depth.

Figure 4.11: Correlation between IRI and rut depth

 59
*

Figure 4.12: Correlation between IRI and texture depth

4.8 Discussion

The results obtained from this study indicate that there are no correlations (r
near to zero) and some with very low correlations (r < 0.5) between functional and
structural properties. Many factor can influenced the result of correlation between
functional properties and structural properties.

First, these outcomes might be due to the lack of variations in data conditions
severity. Most of the functional and structural data (> 60%) presented in this study
were found to be in good and fair conditions. With a very minimum numbers of poor
and bad conditions data had led to a weak /no correlations between these properties.
From this factor, it shows the samples of roads are in good and fair condition for both
functional properties and structural properties. Because of that, the correlation might
 60
*
be hard to find due to variation of data not very equal for every type of category and
criteria that given by MHA and JKR.

Apart from that, CBR data measured from DCP too very little compared to
others test, only about 1% from overall tested was conducted. This test was more to a
spot measuring test which represents a small specific area with testing interval at
5000m per data along the road. This is because, DCP test is more complicated and
takes a long time to be made for each test point. This causes, DCP test is not done at
many test points due to time and cost constraints. While the rest of the tests were
considered as network survey with testing interval at 1000m for FWD and 100m for
MLP. In this matter, data collections were more precise at smaller scale and had been
average at certain length depending on the setting of the equipment. This different
frequency of data can’t be representing as a good indicator to get the correlation
between functional properties and structural properties.

Different data collection accuracy which represents the conditions of the

pavement at existing locations might be another reason. In term of accuracy, the
correlation might be correlating at the same point. But, in this study the correlating
just base on the section and chainage for every tested data. These factors also
contribute to these weak/no correlations results between structural and functional
properties.

Besides that, the duration of conducting test also affecting the result. In this
study, the functional and structural data collections were done separately at different
time approximately 3 months apart. With 3 months different, there’ll be possibility
that the conditions of the pavement had slightly changed due to time counting.
Therefore, the structural data collected were not denote purely to the earlier
functional conditions measured. And this could be another reason that cause to this
weak/ poor correlations observed in this study
 61
*
Others aspect that might be a reason to the weak/poor correlations observed
in this study are about the traffic volume. These three roads might not same in term
of traffic volume and also equivalent standard axle load (ESAL)

4.9 Summary

From the analysis, it can be summarized that the functional properties and
structural properties are not depending each other directly in their function to served
road user. The result shows the functional properties as indicator of riding quality
clearly not correlating with the structural properties as structural adequacy.
 62

CHAPTER 5

CONCLUSION AND RECOMMENDATION

5.1 Introduction

This is the last chapter of this report in which it will conclude the analysis
conducted in Chapter 3 and Chapter 4. The recommendation to get the correlation for
the future study is also included to improve the further study.

5.2 Conclusion

Ride quality and structural adequacy are key pavement performance

indicators. The relationship between these two indicators has been a topic of frequent
and continuing discussion in the pavement community, but to date an accepted and
widely used relationship has not been identified. The study was pursued in an effort
to improve the evaluation and use of pavement condition data in pavement
rehabilitation and maintenance decisions.

Functional properties and structural properties were generated to see if a

viable ride quality structural adequacy relationship could be identified. It was
 63
*
hypothesized a strong relationship between the two performance indicators in
evaluating the pavement serviceability.

However, regression analysis results for both properties shows that there is no
correlation between these two properties. From the results obtained, the following
conclusions were drawn;

1. In terms of functional and structural conditions, more than 60% of the

road measured, were considered in good and fair conditions.

2. There were no correlations observed between structural and functional

properties of the road, with some conditions showing a very weak
correlation.

Clearly, pavement functional and structural performances are not independent

of each other that can be used as a guideline in Pavement Management System

5.3 Recommendation

From the study of Correlation between Functional Properties and Structural

Properties of Flexible Pavement, the quality of data collected play a major role in
determining and evaluating the result. In order to achieve that, few aspects need to be
improved such as variation, numbers, and accuracy of data and also duration of data
collection

For the further study, it is recommended that to focus on the quality of data.
The variation of data can be improve when the conditions of severity is most equal
 64
*
from good to bad condition. For the numbers of data, the more data collected and
same numbers of data point for every testing might be contribute the good
correlation. The accuracy of data point is most important to represent the properties
condition at the same point. And also the duration of data collection can be reduce
shorter to avoid the changes of the properties due to weather, traffic volume and the
age of the road.
 65
*

REFERENCES

Alkasawneh Wael, Ernie Pan, Feng Han, Ronghua Zhu, and Roger Green (2006).
Flexible Pavement Response to Elastic Modulus Variation with Depth. 2006
International Conference on Perpetual Pavement. 13-15 September Columbus,
Ohio: ICPP, 1-15.
Don Chen and Michael Dye (2014), Evaluation of Initial IRI Values as Acceptance
Criteria for Flexible Pavements, 4th IAJC/ISAM Joint International
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Er. Devendra Kumar Choudhary, and Dr. Y. P.Joshi (2014). A Detailed Study of Cbr
Method for Flexible Pavement Design. Journal of Engineering Research and
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Freitas Elisabete F., Pereira Paulo A. A., Antunes M. L., and Domingos, P. (2008)
Analysis of Test Methods for Texture Depth Evaluation Applied in Portugal. C-
TAC - Communications at National Conferences, Repositóri University of
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Gill, K.S. Jha, J.N. and Choudhary, A.K. (2010) CBR Value Estimation Using
Dynamic Cone Penetrometer. Indian Geotechnical Conference. 16-18
Disember.. Mumbai, India: IIT; 063.
Haryati Yaacob, Norhidayah Abdul Hassan, Mohd Rosli Hainin and Muhammad
Fudhail Rosli (2014) Comparison of Sand Patch Test and Multi Laser Profiler in
Pavement Surface Measurement Jurnal Teknologi (Sciences & Engineering).
70(4), 103 – 106.
Jabatan Kerja Raya. (1994). Interim Guide To Evaluation And Rehabilitation of
Flexible Road Pavement. Kuala Lumpur: Cawangan Jalan.
Jabatan Kerja Raya. (2013). Manual for the structural design of flexible pavement.
ATJ 5/85 (pindaan 2013). Kuala Lumpur: Cawangan Kejuruteraan Jalan dan
Geoteknik.
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Jabatan Kerja Raya. (2012) Design guide for alternative pavement structures low
volume roads. Kuala Lumpur: Cawangan Jalan dan Geoteknik.
Jay N. Meegoda, Geoffrey M. Rowe, Chamil H. Hettiarachchi, Nishantha Bandara
and Mark J. Sharrock (2002) Correlation of Surface Texture, Segregation, and
Measurement of Air Voids Design. Retrieved on October 28, 2016 from
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Jyoti S.Trivedi, and Dr.Rakesh Kumar. (2015). Impact of Subgrade and Granular
Layer Material Properties on Rutting. American Journal of Civil Engineering
and Architecture. 3(3), 64-70
Jyh-Dong Lin, Jyh-Tyng Yau and Liang-Hao Hsiao (2003). Correlation Analysis
Between International Roughness Index (IRI) and Pavement Distress by Neural
Network. 82th Annual Meeting of the Transportation Research Board. 12-16
January, Washington, D.C.
Michael W Sayers, Thomas D. Gillespie, and William D. O. Paterson. (1986).
Guidelines for conducting and calibrating road roughness measurements. World
Bank. Technical paper number 46.
OPUS Management Sdn. Bhd. (2015). Pavement Condition Assessment along North-
South Expressway for Year 2014. January. Executive Summary.
Colorado Departments of Transport (CDOT). (2017). CDOT 2017 M-E Pavement
Design Manual. Colorado, Canada. Colorado Departments of Transport.
Praveen Kumar, G.D. Ransinchung R.N, and Lt Col Mayank Mehta. (2014).
Performance Testing of Bituminous Mixes Using FallingWeight Deflectometer.
In. Dr. G. C. Mishra (Ed.) Civil Engineering Systems and Sustainable
Innovations. (pp. 172-178). New Delhi: Excellent Publishing House.
Rada, Perera, Prabhakar and Wiser. (2012). Relating Ride Quality and Structural
Adequacy for Pavement Rehabilitation and Management Decisions.
Transportation Research Board Annual Meetin. 22 – 26 January. Washington,
D.C
Selia Selenggara Engineering Sdn. Bhd. (2016). Retrieved on November 4, 2016
from http://ssesb.com.my/.
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Shahbaz khana, M.N.Nagabhushanaba, Devesh Tiwarica, and P.K.Jainda. (2013).
Rutting in Flexible Pavement: An approach of evaluation with Accelerated
Pavement Testing Facility. Procedia - Social and Behavioral Sciences. 104: 149
– 157
Suleiman Arafat Yero, Mohd. Rosli Hainin and Haryati Yacoob. (2012). The
Correlation between Texture Depth, Pendulum Test Value and Roughness Index
of various Asphalt Surfaces in Malaysia. International Journal of Recent
Research and Applied Studies (IJRRAS). 13(1). 104 – 109.
Tosovic, S. and Vujanic, V. (2010). C.B.R. Testing with Dynamic conical
penetrometer in the process of road rehabilitation and construction control.
Slovenian congress on roads and traffic. 20-22 Oktober. Portorož, Slovenia:
DRC, 2010. 1372-1377.
Tranggono, Mochammad and Youngguk ,Seo. (2010). Evaluation of Elastic Modulus
Properties of Flexible Pavement at Korea Expressway Corporation Test Road.
Retrieved on October 28, 2016 from http://reaaa.vms.my/images/2/23/(9-
29)Evaluation_of_Elastic_Modulus_Properties_of_Flexible_Pavement_at.pdf
Y. Richard Kim and Heemun Park. (2002). Use of Falling Weight Deflectometer
Multi-Load Data for Pavement Strength Estimation. FHWA/NC/2002-006
North Carolina State: University Raleigh, NC.
 *******************************

APPENDIX A:
CORRELATION DATA FOR STRUCTURAL (FWD) AND FUNCTIONAL (IRI,
RUT DEPTH, TEXTURE DEPTH)
Structural Functional

Rut Average (mm)

Average TD (mm)
IRI (m/km)
ROUTE Bil Section Elastic Moduli (Mpa)

E1 E3 ES
1 34000 3660 110 65 2.68 2.05 0.45
2 35000 2475 91 60 3.61 2.59 0.62
3 36000 3986 146 134 4.15 0.45 0.60
4 37000 2642 195 114 1.34 2.03 0.34
5 38000 5895 195 176 2.59 2.65 0.34
6 39000 4429 133 78 1.97 2.19 0.33
7 40000 9515 285 197 3.55 1.18 0.26
8 41000 4872 161 161 1.44 1.46 0.73
9 42000 750 581 157 4.51 5.08 0.68
10 43000 4872 146 93 2.24 1.55 0.58
11 44000 788 498 125 2.84 2.83 0.35
12 45000 676 553 162 1.80 1.85 0.55
13 46000 442 344 104 1.86 4.40 0.69
14 47000 448 195 325 1.45 1.43 1.01
15 48000 609 559 235 2.79 2.46 0.99
16 49000 778 522 408 1.61 2.29 1.02
17 50000 478 434 159 2.83 2.85 0.57
18 51000 926 746 258 1.21 2.39 0.77
19 52000 1878 639 584 1.97 2.11 0.50
20 53000 825 436 793 1.46 1.09 0.47
21 54000 966 554 156 1.32 0.72 0.49
22 55000 1044 301 345 3.38 5.59 0.32
23 56000 3533 1082 127 3.25 1.30 0.48
24 57000 2599 218 94 2.70 2.21 0.46
25 58000 787 488 99 2.39 1.35 0.64
JALAN MUAR - YONG PENG (FT24)

26 59000 2327 740 68 2.91 1.02 0.55

27 60000 907 292 79 3.62 2.40 0.53
28 61000 1486 369 118 5.35 5.04 0.65
29 62000 1850 459 106 1.52 4.02 0.52
30 63000 7136 2752 203 2.55 3.16 0.82
31 64000 894 417 143 1.44 0.87 0.58
32 65100 1105 268 84 4.71 2.55 0.62
33 33500 3140 147 93 5.53 1.72 0.48
34 34500 506 384 106 3.22 2.15 0.52
35 35500 1292 669 293 5.41 2.53 0.53
36 36500 2423 793 181 2.11 1.69 0.29
37 37500 2662 939 247 2.60 3.28 0.48
38 38500 1428 610 136 1.98 3.41 0.32
39 39500 809 820 200 3.22 3.87 0.37
40 40500 2818 537 175 3.44 1.42 0.33
41 41500 1538 785 137 6.78 2.32 0.66
42 42500 1002 654 162 1.57 1.29 0.80
43 43500 9962 330 199 2.85 2.46 0.35
44 44500 1959 438 148 2.65 8.67 1.31
45 45500 1033 507 473 1.66 0.48 0.87
46 46500 1473 705 158 1.47 0.64 0.88
47 47500 3137 695 198 2.45 1.21 0.62
48 48500 765 738 123 2.11 2.21 0.97
49 49500 7487 345 193 2.30 3.21 0.68
50 50500 1102 705 341 2.53 1.16 0.58
51 51500 5197 398 131 1.84 1.00 0.69
52 52500 1943 452 266 1.91 1.42 0.46
53 53500 7443 313 177 2.10 1.43 0.51
54 54500 8199 285 152 2.60 0.85 0.32
55 55500 4338 272 95 2.33 0.01 0.43
56 56500 6145 225 106 3.02 2.26 0.65
57 57500 5807 197 118 2.07 3.20 0.60
58 58500 6468 236 127 2.84 2.62 0.37
59 59500 1531 177 81 2.37 0.31 0.29
60 60500 5908 195 112 3.03 0.46 0.66
61 61500 5880 195 96 2.25 3.14 0.41
62 62500 4254 285 143 2.04 2.15 0.34
63 63500 7846 259 143 3.54 1.15 0.52
 *******************************

Structural Functional

Rut Average (mm)

Average TD (mm)
IRI (m/km)
ROUTE Bil Section Elastic Moduli (Mpa)

E1 E3 ES
64 0 1003 259 130 3.16 1.75 0.73
65 1000 2449 353 115 2.71 0.32 0.56
66 2000 2227 321 126 3.52 3.92 0.80
67 3000 830 148 110 2.12 0.97 0.60
68 4000 2763 417 118 2.54 0.25 0.74
69 5000 670 136 89 3.86 3.22 0.67
70 6000 1109 265 86 4.74 6.94 0.64
71 7000 4842 438 136 3.82 7.14 0.69
72 8000 2228 100 59 3.86 1.85 0.82
73 9000 9968 299 180 2.18 3.60 0.73
JALAN PARIT YUISOF (FT085)

74 10000 2995 110 73 7.97 13.29 0.61

75 11000 8631 259 142 6.17 8.39 0.52
76 12000 7133 214 140 4.07 4.10 0.68
77 13000 8631 259 142 4.31 1.03 0.62
78 14000 13761 555 358 2.52 1.25 0.54
79 500 935 672 209 3.36 0.46 0.55
80 1500 1345 122 111 4.01 1.58 0.55
81 2500 1202 345 173 2.82 1.65 0.71
82 3500 1103 345 107 3.16 2.82 0.73
83 4500 2531 170 89 4.09 10.97 0.76
84 5500 665 259 97 3.59 4.67 0.88
85 6500 1842 132 91 4.83 5.91 0.73
86 7500 1329 89 60 5.34 5.81 0.69
87 8500 1329 89 60 2.89 5.44 0.84
88 9500 2475 83 67 5.52 6.23 0.65
89 10500 4439 121 91 3.20 3.12 0.49
90 11500 7149 214 155 2.92 1.84 0.58
91 12500 6824 205 144 5.46 1.44 0.52
92 13500 4872 146 130 2.30 1.15 0.72
93 14500 8631 193 222 2.22 0.08 0.67
 *******************************

Structural Functional

Rut Average (mm)

Average TD (mm)
IRI (m/km)
ROUTE Bil Section Elastic Moduli (Mpa)

E1 E3 ES
94 50 2015 813 97 2.45 6.76 0.81
95 1000 1044 478 96 3.31 4.19 0.54
96 2000 571 939 203 4.20 5.58 0.47
97 3000 3205 260 135 2.42 6.42 0.72
98 4000 804 611 153 1.64 3.04 0.51
99 5150 3051 702 383 2.31 5.15 0.59
100 6000 442 416 133 2.83 6.40 0.48
JALAN PINTASAN MUAR (FT224)

101 7000 1103 739 114 2.59 3.79 0.60

102 8000 1016 219 295 2.97 8.15 0.75
103 9000 1310 100 112 2.27 1.87 0.90
104 10000 1443 324 271 1.98 0.72 0.31
105 11000 1386 218 218 1.82 2.27 0.34
106 12000 829 193 273 2.41 1.47 0.30
107 13000 1721 496 545 4.49 6.58 0.72
108 500 8112 185 206 2.99 9.75 0.86
109 1500 4046 226 336 1.94 9.74 0.65
110 2500 3040 166 306 2.51 6.15 0.57
111 3499 8800 340 390 2.60 6.14 0.48
112 4200 9658 1190 212 6.82 4.13 0.72
113 5500 5073 215 323 1.99 3.51 0.77
114 6500 7605 360 159 2.17 2.30 0.40
115 7500 4537 91 177 2.19 3.25 0.84
116 8500 5012 147 259 1.38 2.71 0.64
117 9500 6105 224 407 1.91 0.87 0.49
118 10500 5742 132 187 2.16 2.24 0.50
119 11500 4083 158 301 2.52 1.93 0.37
120 12500 7815 598 492 1.38 2.31 0.85
 *******************************

APPENDIX B:
CORRELATION DATA FOR STRUCTURAL (DCP) AND FUNCTIONAL (IRI, RUT
DEPTH)
Correlation Data for DCP and IRI, Rut Depth

Structural Functional

IRI Average (m/km)

Rut Average (mm)

CBR %
No Core No. Road Name. Bound/Direction Section

(E2) (ES)
Base Sub grade
PBC

1 1 FT 024 INCREASING 35.0 (UP) 55.80 4.78 3.61 2.59

40.0
2 2 FT 024 DECREASING
(down)
106.35 4.78 3.17 1.42
3 3 FT 024 INCREASING 45.0 (UP) 23.25 4.78 1.35 1.85
50.0
4 4 FT 024 DECREASING
(down)
44.32 5.57 2.06 0.95
5 5 FT 024 INCREASING 55.0 (UP) 73.96 5.35 3.38 5.59
60.0
6 6 FT 024 DECREASING 45.98 5.81 3.86 2.33
(down)
7 1 FT 085 INCREASING 0.1 (UP) 60.88 4.78 3.16 1.75
5.0
8 2 FT 085 DECREASING
(down)
55.80 4.17 5.21 9.46
9 3 FT 085 INCREASING 10.0 (UP) 60.88 4.78 7.97 13.29
0.00
10 1 FT 224 INCREASING
(down)
82.55 4.78 1.69 4.06
11 2 FT 224 DECREASING 5.0 (UP) 87.82 4.78 1.41 5.17
10.0
12 3 FT 224 INCREASING 49.54 4.97 2.32 0.72
(down)