Study of Road Surface Damage due to Rainwater Puddles using the Pavement Condition Index

. Damage to the road surface will cause many losses that users can feel directly. One of the factors that influence the damage is waterlogging. In Mataram City, several roads experience inundation and water runoff when it rains, such as Jalan Swasembada Kekalik and Jalan Kesra Raya Perumnas. The impact on road construction is a change in the shape of the road surface layer, which causes road service performance to decline. So, it needs to be analyzed to determine the damage to the pavement structure in several segments, both flooded and not. The method used to carry out road damage analysis is the method (Pavement Condition Index) PCI. Surveying road conditions in the field collected data. The PCI value is obtained after calculating the parameters, namely: density, deduct value (DV), total deduct value (TDV), and corrected deduct value (CDV). The results showed that the types and average values of damage to Jalan Swasembada Kekalik were: subsid-ence (6.22%), edge cracks (3.22%), vertical downhill road edges (8.22%), patches (4.25 %), holes (1%), grain release (27.33%). The average value of the Pavement Condition Index (PCI) for each segment is 36.33%, which is at a lousy level (Poor). In comparison, on Jalan Kesra Raya Perumnas, the PCI value is 82.5%, which is at a reasonable level (Good) evidence that the inundated section has a worse condition than the unflooded section is seen in the Jalan Swasembada Kekalik section, where the inundated area has a poor to poor condition. In contrast, the unflooded team has a very good to perfect condition. For the Jalan Kesra Raya Perumnas section, alt-hough in flooded areas, the road conditions are less than those that are not flooded, overall, the roads are in good to perfect condition. By looking at the conditions on each lane, it is necessary to deal damage to several road segments immediately to have a decent performance in serving traffic.


INTRODUCTION
The components that cause road damage are increased traffic loads, inadequate drainage systems and asphalt pavement materials. Other causes are climate, unstable soil conditions, and planning and execution of work that is not by specifications [1]. Road damage is not caused by one factor alone but can be a combination of several interrelated causes [11].
Factors causing road damage, in general, are increased traffic volume loads, poor drainage systems, poor pavement construction material properties, weather, unstable soil conditions, very thin pavement layer planning, and inappropriate work implementation processes with specifications [5,10,12].
Drainage channels not functioning properly lead to puddles on the road surface. Other things that cause inundation are changes in land function and reduced catchment areas [7]. Empirical observations show that the dominant pool of water above the road surface occurs because of the road drainage system. This is due to the lack of integration with the spatial water system of the area around the road and uncontrolled spatial planning. Water in this puddle enters through the pores of the pavement surface so that it can damage the asphalt bond [9].
Several road segments in Mataram City experience inundation and water runoff when it rains. These areas include Kekalik (Jalan Swasembada) and Perumnas (Jalan Kesra Raya). The condition of the road shows that there are puddles in several segments during the rain and persist after the rain has stopped. The impact on road pavement is a change in the shape of the road surface layer in the form of potholes, rutting, cracks, ravelling, and edge scouring. This causes road service performance to decline. According to [6], waterlogging causes the pavement base to be entirely or partially saturated in the road drainage system.
The damage that occurred in the segment that experienced inundation appeared to be more severe than that which was only inundated when it rained. The effect of inundation on road damage can be determined by comparing the analysis results of road damage analysis on the flooded (submerged) and the un-submerged segments. Several methods can be used to analyze road damage, including the Pavement Condition Index (PCI). PCI is a road pavement condition assessment system based on the type and level of damage that occurs and can be used as a reference in maintenance efforts. Identify the type of damage, the severity of the injury, and its size based on the observations during the visual condition survey [8].
It is necessary to study the effect of inundation on road surface damage by looking at the conditions on two roads (Jalan Swasembada Kekalik and Jalan Kesra Raya Perumnas). The purpose of the study was to determine the damage to several road segments in the inundated and unflooded sections when it rains using the PCI method. Based on the results of the analysis, it can be seen the condition of the road surface, whether it is in a state of failure, good to perfect. This is needed to provide recommendations for handling, so that road conditions are feasible to serve traffic. Pavement Condition Index (PCI) is the level of the condition of the pavement surface and the size in terms of road capability, which refers to the state and damage to the pavement surface. PCI is a numerical index whose value ranges from 0 to 100. A value of 0 indicates the pavement is in a failed condition, and a weight of 100 means that the pavement is still perfect. This PCI is based on the results of a visual condition survey. The type of damage, the extent of the damage, and its size are identified when surveying the condition. PCI was developed to provide an index of pavement structural integrity and surface operational conditions. Damage information obtained as part of the PCI condition survey includes information on the causes of the damage and whether the damage is load-related or climate-related.
In the PCI method, the severity of pavement damage is a function of 3 main factors: a) Type of damage, b) The severity of the damage, and c) The amount or density of the damage. The PCI method only provides information on pavement conditions when the survey is conducted but cannot provide a predictive picture in the future. However, by conducting periodic condition surveys, information on pavement conditions can help predict future performance. In addition, it can also be used as input for more detailed measurements.

Determination of Pavement Condition Index Value.
PCI values are obtained in the following order: a) determine the density, b) determine the deduct value, c) determine the total deduct value, d) find the value of q, e) find the correct deduct value (CDV), f) calculate Pavement Condition Index (PCI) value.
Density. Density is the percentage of the total area or length of one type of damage to the size or total length of the measured road section. Thus, the damage density can be expressed in equations 1 or 2.
Where Ad -total area of damage type for each level of damage (m²), Ld -full length of damage type for each level of damage (m), As -total area of segment unit (m²).
Deduct Value. Deduct value is a deduction value for each type of damage obtained from the curve (Figure 1) of the relationship between density and severity level of damage.  (Table 1).  Finding the Correct Deduct Value. The Correct Deduct Value (CDV) value can be found after the q, and TDV values are obtained (see points c and d using the curve in Figure 2.

Figure 2 -CDV Graphics
Calculating PCI Nilai Value. The PCI value is obtained using equation 3, using the CDV value.
The overall pavement PCI value is N. The overall PCI value on a particular road pavement segment is researched using equation 4 [4].
where PCIf -Average PCI value of all research segments; PCI -PCI for each sample unit or research unit; N -number of sample units.
The condition of road damage based on PCI values can be seen in Table 3.

Figure 3 -Research areas
Research Stages. The research stages include 1) the Research preparation stage, 2) the Data collection survey stage, and 3) the analysis of road damage data and discussion of the results.
The preparation stage is a series of activities before starting data collection and processing. This stage is carried out by preparing a plan to obtain efficiency and effectiveness of time and work. At this stage, preliminary observations are also car-ried out to get a general picture of identifying and formulating problems in the field. This preparatory stage includes 1) Study of literature/literature from the latest publications related to research; 2) Listing agencies and institutions that can be used as data sources; 3) Determining data needs, data collection methods and personnel needs in the field as well as data analysis methods and discussion of results.
Survey phase of direct visual data collection at the study site on the condition of road damage. The survey location is Section Mataram Self-Sufficiency Street and Perumnas Kesra Raya Street. The survey focuses on the current problems and the state of the damaged pavement under study. The data used to determine the level of road damage is in the form of data on the length, width, area, and depth of each type of damage. The tools used include stationery, roll meter, camera, and motor spray paint. At the same time, the materials used at the data collection stage are the first step after the preparation stage in the critical evaluation and planning process. Because from here, the problem can be determined, and a series of determining alternative problem solving is taken. The data needed include primary data and secondary data. The data analysis is carried out by finding the value of road conditions and knowing how to handle them, including maintenance or rehabilitation.
The analysis and discussion stage is carried out after the data is collected using the PCI method. The analysis results in PCI values are used to determine the level of damage and appropriate repair plans/recommendations. Besides that, there is also a discussion about the effect of the inundated and not flooded parts.

RESULTS AND DISCUSSION
Data on road conditions and damage. Based on the survey results, the condition and road damage on the Kekalik Self-Sufficiency Road and Perumnas Kesra Raya Road can be seen in Table 4.

Determine the Deduct Value (DV).
The analysis is carried out for each segment on each segment. For example, the analysis used segments STA 0+100 to 0+150 Self-Sufficiency of Kekalik. In Table 4, it can be seen that the total value of each level of damage is:  Calculating density. Density is calculated by equation 3, as follows:   Calculating PCI. After the CDV value on the Jalan Swasembada section with STA 0+100 to 0+150 is obtained, the PCI value is obtained by equation 3.
Furthermore, the PCI values for all segments on Jalan Swasembada Kekalik and Jalan Kesra Raya Perumnas can be seen in Tables 5, 6.

Road Conditions and Recommendations for Handling.
Based on the analysis that has been carried out above, the value of the pavement condition for six segments of two roads is obtained, which is calculated using the following formula: PCIs = 100 -CDV. The results are shown in Table 7.
The average PCI value of the number of 6 segments that have been calculated on the Swasembada Kekalik road section is the following value 36.33 % From the average PCI value of each segment shown in Table 7, the classification of damage to the pavement structure in each part can be seen, so it can be seen that the average PCI value on the Kekalik Swasembada road section is 36.33% which is a lousy level (Poor). The average PCI value on the Perumnas Kesra Raya road section is 82.5%, which is reasonable (Good).   Based on the above conditions, then by the instructions/regulations of Binamrga [3], it is recommended that the appropriate type of treatment is treatment method 2 (P2)local asphalt sealing (Local Sealing), handling method 5 (P5) Hole Patching on the Jalan Swasembada Kekalik section. In contrast, for the Jalan Kesra Raya Perumnas section, it is recommended to only use handling method 2 (P2).

CONCLUSIONS
The average Pavement Condition Index (PCI) on Jalan Swasembada Kekalik is 36.33%, which is at a poor level with the lowest PCI segment value of 35%. While on the Jalan Kesra Raya Perumnas section, 82.5% is reasonable, with the lowest PCI segment value of 70%. The method of maintenance and repair of damage to the road pavement structure on the Jalan Swasembada Kekalik section is the P2 and P5 Repair method. In contrast, the P2 method is used in the Jalan Kesra Raya Perumnas section.