Proceedings of the 5th International Conference on Industrial & Mechanical Engineering and Operations

Management, Dhaka, Bangladesh, December 26-27, 2022

Comparison of Pavement Performance Models for Urban

Road Damage
Muhammad Isradi
Doctoral Student Faculty of Engineering Technology
Universiti Tun Hussein Onn Malaysia
84600 Panchor, Johor, Malaysia
[email protected]

Joewono Prasetijo
Faculty of Engineering Technology
Universiti Tun Hussein Onn Malaysia
84600 Panchor, Johor, Malaysia
[email protected]

Andri Irfan Rifai and Thomas Setiabudi Aden

Directorate General of Highway
Ministry of Public Work & Housing
Indonesia
[email protected], [email protected]

Mawardi Amin
Faculty of Engineering
Mercu Buana University Jakarta
Indonesia
[email protected]

Abstract
The Road Condition Value determines the functional condition analysis of road pavements in managing flexible and
rigid pavements for urban roads in Indonesia. The assessment is to obtain the pavement condition based on
unevenness, rutting, and the primary damage to the pavement surface. This study aimed to determine the value of road
damage on flexible and rigid pavements and the specific relationship between the Present Serviceability Index,
International Roughness Index, and Pavement Condition Index. The method used is direct observation in the field to
collect data on the types of damage that occur in both flexible and rigid pavements. The field survey results showed
that the most common types of damage on flexible pavements were fillings and longitudinal cracks in rigid pavements,
as many as 56 and 18, respectively. There is a strong relationship between PSI with IRI and PCI modeling with R2
values above 90%, which are acceptable for good, medium, and poor-quality roads. The obtained equations develop
a good relationship between IRI and PCI. Furthermore, the validation results show that the model has high accuracy.

Keywords
Road condition, Serviceability of pavement, Road maintenance, international roughness index and Pavement
condition index

1. Introduction
One of the fundamental aspects in the design and maintenance of roads is the evaluation of the functional performance
of the condition of the road infrastructure until the service level reaches the design life (Solminihac et al. 2003).

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Proceedings of the 5th International Conference on Industrial & Mechanical Engineering and Operations
Management, Dhaka, Bangladesh, December 26-27, 2022

Damage that often occurs will certainly affect safety and comfort. Assessing surface conditions is one step to
determining the correct appraisement plan (Suryoto et al. 2017).

Roads are a vital means of transportation in life. It facilitates the economy, culture, and the flow of distribution of
goods and services. It also connects regions to improve the economy and standard of living (Firdaus et al. 2022). It
must be monitored on a timely basis, both structural and non-structural. The road condition value will later be used as
a guide to decide if it is an improvement, periodic, or routine maintenance (Pérez-Acebo et al. 2020), (Tho’atin and
Suprapto 2016), (Isradi et al. 2020).

Jalan Daan Mogot, West Jakarta, is a Class 3 road. It is a secondary, collector, local arterial road with a width of 8
meters in the capital of Indonesia. It serves as connecting access to the next city in Banten Province. An assessment
of the surface condition is required by conducting a direct visual survey or software to avoid damage in the form of
cracks, ruts, and holes (Shrestha and Khadka 2021). Several assessment techniques in road maintenance are direct
visual observation in the field using the Surface Distress Index (SDI) and Pavement Condition Index (PCI) methods.
It can also use road surface measurements using the International Roughness Index (IRI) method (Abaza 2006).

This research aimed to predict surface structure conditions, determine the relationship between the damage prediction
and the value of the Present Serviceability Index on flexible and stiff pavements, and obtain the impact of the
relationship between PCI and IRI values.

2. Method and Data Collection

Data collection techniques include direct observation, interviews, primary data processing from field surveys, and
secondary data collection (Isradi et al. 2021). This research was implemented on Jalan Daan Mogot with a length of
12 km see Figure 1, whose pavement uses flexible and rigid pavements.

Figure 1. Research Location

The research planning process needs proper and sound analysis, which requires complete, accurate data and mature
basic concepts (Rifai et al. 2015). After that, the research results are presented in tables and figures to conclude. Data
on types and dimensions of road damage were obtained by conducting field surveys and getting traffic, road damage,
and geometric road data (Prasetyo et al. 2021).

2.1. Average Daily Traffic Data

Traffic volume is calculated by calculating all motorized transportation modes that pass a spot on a road segment at
certain time intervals expressed in vehicles or units of passenger cars (Prasetijo et al. 2020). In this study, the data was
obtained by conducting a direct survey to determine the average daily traffic volume (Isradi et al. 2022).

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2.2. Present Serviceability Index

The PSI value varies in the range from 0 to 5. AASHTO develops it through its Road Test, which correlates subjective
and objective assessments with measurements of roughness, crack damage, fillings, and grooves into one equation
(Solminihac et al. 2003). The initial value after completion of construction is also called initial serviceability and is
recommended at 4.2 for flexible pavements, with a minimum allowable limit of 2.0 (Bina Marga 2009).

For flexible pavement, the value can use the equation from AASHTO as follows (AASHTO 1993):

Meanwhile, for rigid pavement, the value uses the following equation:

𝑃𝑃𝑃𝑃𝑃𝑃𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴𝐴 = 5,769 − 1,589�𝐼𝐼𝐼𝐼𝐼𝐼𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑒𝑒

The PSI value is in Table 1 below:

Table 1. Serviceability Rating Value (Sukirman 1992)

No Value Rating
1 4–5 Very good
2 3–4 Good
3 3–2 Fair
4 2–1 Bad
5 0–1 Very bad

2.3. International Roughness Index

IRI data was from the DKI Jakarta National Road Implementation Center. The data along the observed roads are then
calculated to find the average of each segment. The distance is every 100 m with 120 observations.

The World Bank in the 1980s developed an unevenness parameter of IRI. It is calculated from the cumulative surface
elevation in the longitudinal profile direction divided by the surface distance/length (Direktorat Jendral Bina Marga,
2020). It is a standard for road surface unevenness that describes the longitudinal profile of a road, expressed in specific
units (Direktorat Jendral Bina Marga 2020).

There are different IRI values for various pavement ages and speeds. IRI of less than 4 m/km for new roads can be
reached at 100 km/hour, and less than 6 m/km for old roads at around 80 km/hour. In other words, the values range
from 1.75-3.5 m/km for new courses and 2.5-6.00 m/km for old ones (Sayers and Karamihas 1998), (Paterson 1986).

2.4. Pavement Condition Index

PCI data, taken through a field survey, results from a visual inspection of road conditions by identifying various types
of road damage (Isradi et al. 2020). The research stages of determining the value: defining and measuring the quantity
of the type of damage, level of damage, level of damage, deduction value, total deduct value, corrected deduct value,
PCI value, and then the value of road conditions (Nur et al. 2019).

PCI values have a range of 0-100 can be seen in Figure 2 below. The criteria are good, satisfactory, fair, poor, very
poor, severe, and failed. (Shahin 2005).

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Figure 2. Recommended PCI Value, Damage Scale, and Color

After the survey, the researchers calculate the area and percentage of damage according to the level and its type. The
next step is estimating the PCI value for each sample unit of the road sections. The following show how to determine
the value (Hasibuan and Surbakti 2019).

3. Result and Discussion

The researchers conducted a daily average traffic data survey for three days, as shown Table 2 below:

Table 2. Average Number of Vehicles per Hour

Average Vehicle (PCU) per Hour

Time Motorcycle
Heavy Vehicle (HV) Light Vehicle (LV) Total Vehicle
(MC)
Day-1 78 1,922 5,994 7,994
Day-2 81 1,872 5,706 7,659
Day-3 66 1,854 6,361 8,280

The following is a Figure of 3 graphs of the average daily traffic observed for three days:

Figure 3. Average Daily Traffic Chart

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Proceedings of the 5th International Conference on Industrial & Mechanical Engineering and Operations
Management, Dhaka, Bangladesh, December 26-27, 2022

3.1. Road Damage Identification

The survey and analysis results showed some damage in each segment, from minor damage to quite heavy damage. It
can disrupt the smooth running and endanger the surrounding road users (Isradi et al. 2021). Figure 4 below exhibits
several types of damage to both flexible and rigid pavements.

Figure 4. Identification of Road Damage on Flexible and Rigid Pavement

The survey and analysis results show several types of damage, as shown in Figure 5 below, to identify the amount of
wear.

Damage Type for Rigit Pavement

Type of Damage

LARGE PATCHING 2
JOINT REFLECTION 4
RAVELLING 10
EDGE CRACK 13
BLOCK CRACK 1
LONGITUDINAL CRACKING 18
0 2 4 6 8 10 12 14 16 18 20
Number of Damage

Figure 5. Chart of Damage Types in Rigid Pavement.

More types of damage occur on flexible pavements than those on rigid ones, as shown in Figure 6 below:

Damage Type for Flexible Pavement

16
RAVELLING 14
Type of Damage

54
PATCHING 56
51
EDGE CRACK 27
6
ALLIGATOR CRACK 11
0 10 20 30 40 50 60
Number of Damage

Figure 6. Chart of Damage Types in Flexible Pavement

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For flexible pavements, the PCI average value is 87, which means that the average condition is excellent, with the
lowest value of 50 and the highest value of 100 in segment 97. In rigid pavements, the average PCI value is 96, which
means that road condition is Excellent. The Figure 7 below exhibits the PCI score.

PCI Value on the Daan Mogot Road

120
100
80
PCI Value

60
40
20
0
1
5
9
13
17
21
25
29
33
37
41
45
49
53
57
61
65
69
73
77
81
85
89
93
97
101
105
109
113
117
Segment

PCI Value for Flexible PCI Value for Rigit

Figure 7. PCI values for sections of flexible and rigid pavement

The average value of IRI for flexible pavement is 4.47 mm/m, which means moderate condition. The average value
of IRI on the rigid pavement is 4.25 with a fair condition. Each IRI value can be seen in Figure 8 below:

IRI Value on the Daan Mogot Road

9
8
IRI Value (mm/m)

7
6
5
4
3
2
0 20 40 60 80 100 120

IRI Value for Flexible IRI Value for Rigit

Figure 8. IRI value on the flexible and rigid pavement (mm/m)

3.2. Damage Model Development

IRI and PCI are two inversely related indices. As the structure worsens, PCI goes down, and IRI moves up. They are
associated with pavement grades (Adeli et al. 2021). The difference in the level of variation between the IRI and PCI
values requires an adjustment of the PCI to IRI values, which refer to the following Figure 9 (Shahin 2006), It is then
interpolated to adjust the PCI to IRI values.

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Figure 9. Pavement quality for a given IRI and PCI grade

As mentioned in the model development, the relationship between IRI and PCI can be seen in Figure 10 below:

Comparison IRI and PCI Value for Flexible and Rigit Pavement
8

7
R² = 0.9849
IRI Value (mm/m)

6
R² = 0.0019 R² = 0.9973
5
R² = 0.7449
4

2
0 20 40 60 80 100 120
Segment

IRI Flexible IRI Rigit PCI Flexible PCI Rigit

Figure 10. Relationship between IRI and PCI values for flexible and rigid pavement

The picture above proves that IRI and PCI for rigid pavements score better at the condition values adjacent to the R2
value above 90%. Meanwhile, the flexible pavement has a less intense relationship with the lowest variation of R2
value below 10%.

3.3. Comparison of Relationship Models between PSI, IRI, and PCI

The analysis results explain that PSI and IRI have a robust connection, defined by the resemblance of the average
functional conditions as depicted below.

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Proceedings of the 5th International Conference on Industrial & Mechanical Engineering and Operations
Management, Dhaka, Bangladesh, December 26-27, 2022

3.50
y = -1.32ln(x) + 4.4694 PSI Flexible (Based on IRI)
R² = 1

PSI Rigit (Based on IRI)

y = -1.62ln(x) + 4.8325
R² = 0.9992 PSI Flexible (Based on PCI)
2.50
y = -1.559ln(x) + 4.3994
R² = 0.9988
SERVICEABILITY

PSI Rigit (Based on PCI)

1.50 y = -1.818ln(x) + 4.7415

R² = 0.9937

0.50
2 3 4 5 6 7 8
IRI (mm/m)

Figure 11. Comparison of the Relationship Model between PSI with IRI and PCI in Flexible and Rigid Pavement

The Figure 11 above proves the relationship between Rigid PSI and PCI modeling, which has the most substantial
relationship with R2 = 1. On the other hand, the relationship between Rigid PSI and IRI has an R2 value of 0.99. For
flexible pavement, PSI modeling with PCI has the most robust association with R2 = 0.9988.

4. Conclusions
Results of the damage identification, the most types of damage for rigid pavements are longitudinal cracks (18) and
fillings (56) for flexible pavements. The analysis shows that IRI and PCI have inverse results, so adjusting the
pavement quality values from PCI to IRI is necessary. Road conditions for rigid pavements show almost the same
values, meaning this modeling can be used with R2 values above 90%.

The value of the relationship between PSI using IRI and PCI modeling has a strong relationship, especially for rigid
pavements with a value of R2 = 1 and 0.998 for flexible pavements.

Based on these results, the R2 value obtained is acceptable because it has a strong relationship with values above 90%
for roads with good, medium, and awful quality. The obtained equations develop a good relationship between IRI and
PCI. Furthermore, the validation results show that the model has high accuracy.

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Biography

Muhammad Isradi, He is a senior lecturer at the Department of Civil Engineering, Faculty of Engineering, Mercu
Buana University since 2014 until now. (Cand Dr) Faculty of Engineering Technology at UTHM Malaysia in the field
of transportation engineering, especially in road maintenance and pavement management. He also teaches several
courses such as pavement planning, geometric road planning, transportation planning and environmental engineering.
Mercu Buana University Jakarta, Indonesia

Dr.-Ing. Joewono Prasetijo, born in Pontianak, 18 October 1969. He gained an Engineer degree in Civil Engineering
at Tanjungpura University, Pontianak, Indonesia in 1993. He then obtained a Master of Science degree in Road and
Transportation Engineering from Delft University of Technology, Netherlands in 1996. He obtained his Doctor

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Proceedings of the 5th International Conference on Industrial & Mechanical Engineering and Operations
Management, Dhaka, Bangladesh, December 26-27, 2022

Ingenieur degree from Ruhr-Universität Bochum, Germany in 1996. Now, he is Head of the Department of Railway
Transportation Engineering Technology, Faculty of Engineering Technology, Tun Hussein Onn University Malaysia.

Dr. Andri Irfan Rifai, He is a Senior Lecturer of Civil Engineering and Planning. He completed the PhD at the
Universitas Indonesia & Universidade do Minho with Sandwich Program Scholarship from the Directorate General
of Higher Education and LPDP scholarship. He has been teaching for more than 19 years and much active to applied
his knowledge in the project construction in Indonesia. His research interest ranges from pavement management
system to advanced data mining techniques for transportation engineering. He has published more than 50 papers in
journals and 2 books.

Thomas Setiabudi Aden, He now serves as director of road and bridge preservation area II, General Directorate of
Highways, Ministry of Public Works and Public Housing

Dr. Mawardi Amin, born in Makassar on 24 September 1967. He earned his Engineer title in Civil Engineering in
Hasanuddin University, Makassar, Indonesia in 1992. He earned his Master of Civil Engineering - Construction
Management from Indonesia University, Indonesia in 2000. He earned his Doctor from Tarumanagara University,
Indonesia in 2019. Now he is a Dean of Engineering Faculty, Mercu Buana University, Indonesia

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