Opus Presentation PDF

HIGHWAY PAVEMENT
MAINTENANCE
Presented by:
En. Norehsan Abu Bakar
En. Sharul Azman Shamsuddin
Date :
7 December 2012
1
PRESENTATION OUTLINE
1. INTRODUCTION
2. HIGHWAY PAVEMENT
CONSTRUCTION PROCESS
3. PAVEMENT STRUCTURAL
COMPONENTS AND BEHAVIOR
4. PAVEMENT MAINTENANCE
MANAGEMENT
5. PAVEMENT REHABILITATION
PROCESS FLOW
6. ISSUES AFFECTED OPERATIONAL
WORKS
2
PRESENTATION OBJECTIVE
PRESENTATION OBJECTIVE
To share, exchange and discuss the knowledge, experience and findings related to
Highway Maintenance particularly in PLUS Northern Region.
This technical talk would enable the participates to gain the following :
 An awareness of the importance of maintaining the highway assets to

ensure the continuing of structural performance.
 Gain knowledge of planning and implementation of highway

maintenance with respect to engineering practices.
 To provide understanding towards role and responsibilities in highway

maintenance works.
 Manage various quality control tests required for road construction

materials.
 Supervise road construction work in accordance with the working

drawing and standard work specifications
3
1. INTRODUCTION
2. HIGHWAY PAVEMENT
MANAGEMENT
PROCESS FLOW
WORKS
4
1. INTRODUCTION
Asset Management Concept - Asset Life Cycle
Upgrade Vision Conceptualisation
Rehabilitation
Planning
Asset Life Cycle

Optimisation
Design
Maintenance
Procurement
Construction
Operation Commissioning
5
1. INTRODUCTION
BACKGROUND PLUS EXPRESSWAY

Concession agreement signed in 1988
 30 Years concession period (2018)
 Extended 12 more years in 1999 (2030)
 Construction started around 1981
 Original 334 km constructed by MHA
 Remaining 514 km constructed by PLUS
 Traverses complex geological formations
 Engineering difficulties during
construction
- Soft ground conditions (marine clay &
peat, mining pond, high cut slopes and
deep embankment, difficult high rock
cuts
6
1. INTRODUCTION
ASSET QTY UNIT

NSE
Pavement 952 km
Slope / Embankment 6000 nos.
Drainage Elements 4400 nos.
NKVE Major Bridge 1 nos.
Other Bridges 540 nos.
PENINSULAR Tunnels 2 nos.

MALAYSIA
FHR2
SPDH
ELITE
SECONDLINK
7
1. INTRODUCTION
Brief Profile Of Northern

Region Expressway
Flexible 269.0 km
Concrete 6.4 km
Total 275.4 km
8
1. INTRODUCTION
2. HIGHWAY PAVEMENT
MANAGEMENT
PROCESS FLOW
WORKS
9
2. HIGHWAY PAVEMENT CONSTRUCTION PROCESS
1.Feasibility Study
2.Approval Budget
3. Detailed Site Investigation
4. Site Clearance and Earthworks
5. Compaction and Leveling
6. Establish the Formation Level
10
7. Sub Base Construction
8. Base Construction
9. Applying Prime Coat
10. Laying Binder Course
11.Applying Tack Coat
12.Applying Wearing Course
13. Construction and Installation of

Highway Furniture
11
FEASIBILITY STUDY
Traffic Census
 Proposed Route Location
Environment Impact Assessment (EIA)

 Socio-economic Assessment
 Engineering Assessment
 Soil investigation
12
APPROVAL BUDGET
MAIN CIVIL
WORKS
DESIGN
CONSULTANCY FEE
TOLL
EQUIPMENT/TELECOM
SUPERVISION MUNICATION
CONSULTANCY FEE
OTHER
OVERHEADS
REST & SERVICE
AREAS
PROJECT
MANAGEMENT FEE REGIONAL
OFFICES/MAINT.DEPOT
13
DETAILED SITE INVESTIGATION

Aspect of Investigation Type of Information Source
Site Topography Topographic Maps Stereo Aerial JUPEM, Google EARTH

Photographs Satellite Image Maps
Geology Geological Maps Mineral and Geoscience
Geological Publications Department
Aerial photographs
Soil Survey Maps
Geotechnical parameters Geotechnical / geological journals Warta Geologi (GSM)
/ Previous geotechnical or SI reports. Local Authorities
geotechnical problems
Groundwater conditions Hydrological Maps JPS (Department
Irrigation and Drainage
Meteorological conditions Meteorological records Percipitation Meteorological Dept. JPS
Existing construction and Construction “as-built” drawings. Local Authorities,

services Drawings Contractors or Eng.
from Utilities companies Consultants, Utility
Topographical Maps, Aerial Photographs Companies.
Previous land use Previous topographical and geological JUPEM
maps. MACRES
Old Aerial photographs, etc
14
SITE CLEARANCE AND EARTWORKS
Excavation is the process of cutting or

loosening and removing earth including
rock from its original position,
transporting and dumping it as a fill or
spoil bank. The excavation or cutting
may be needed in soil, soft rock or
even in hard rock, before preparing the
sub-grade.
15
COMPACTION AND FORMATION

LEVELING
The overall strength and performance of a

pavement is dependent not only upon its
design (including both mix design and
structural design but also on the load-bearing
capacity of the subgrade soil
16
SUB BASE AND BASE CONSTRUCTION

Sub-base is one course that is
constructed with quality materials. This
is the lowest layer of pavement that is
constructed onto the sub-grade. The
functions of sub-grade:
 Support the road base and spreads
the force to the sub-grade
 Prepares the drainage using rough
materials
 Prepares a cover at any layer that is
constructed
 Can be used as a temporary road
during the construction
 To protect the sub-grade from the
failure due to the climatic effect.
 As a barrier layer to avoid the mixing
of sub-grade and road base materials.
 Bears the pressure from heavy
vehicles so the sub-grade will not crack
17
APPLYING PRIME COAT

 The principal function of prime coat in
bituminous pavement is to protect the
subgrade from moisture and
weathering.
 Since the presence of moisture affects
the strength of subgrade, the
prevention of water entry
during construction is essential to
avoid the failure of the pavement.
18
LAYING BINDER COURSE
 This layer is used to distribute

load to the road base and
provide the flat surface to
construct the wearing course.
The maximum size of
aggregate used is 28 mm and
mixed with percentage of
bitumen ranging from 4 – 6 %.
 It is the second layer before the

wearing course. The function is
to spread the force from the
surface.
19
APPLYING TACK COAT
 The purpose of tack coat and

Tack Coat is to promote
adhesion between binder course
and wearing course
20
LAYING WEARING COURSE

The surface course is the layer in contact
with traffic loads and normally contains the
highest quality materials.
It provides characteristics such as

friction, smoothness, noise control, rut and
shoving resistance and drainage.
In addition, it serves to prevent the

entrance of excessive quantities of surface
water into the underlying base, subbase
and subgrade
21
INSTALLATION OF HIGHWAY
FURNITURE
The highway furniture which are usually
employed are as follows:-
 Guardrail
 New Jersey Barrier (NJB)
 Flexible Post
 Traffic Signs
 Road Marking
- Thermoplastic
- Paint
 Delineator
 Road Studs cats eye/tiger eye
 Street lighting
 High mast
22
1. INTRODUCTION
2. HIGHWAY PAVEMENT
MANAGEMENT
PROCESS FLOW
WORKS
23
3. PAVEMENT STRUCTURAL COMPONENTS AND
BEHAVIOR
The structure of the road mainly

consists of the following layers:-
• Sub-grade soil or simply sub-grade
• Sub-base
• Road Base
• Surface layer.
Wearing Course
It provides smooth and

dense riding surface. As
a top course, it receives
the traffic forces
directly. Surface Layer
Construction
Road Base Depth
Base Course
Sub Base
It is the second layer
before wearing course. Sub-grade
Its function is to
spreads the force from
the surface to the road
base.
Formation Level
24
BEHAVIOR
ACWC – 50mm
DBM 25/ACBC - 60mm
DBM 40 - 75mm
Formation Level
25
BEHAVIOR
Cement concrete
pavement
Sub base course
Sub grade
Formation Level
26
BEHAVIOR
Type of Advantages Disadvantages
Pavement
Flexible - Safely, Smoothly, Efficiently - Loses some flexibility and cohesion
Pavement - Adjusts to limited differential with time
settlement - Needs resurfacing sooner than rigid
- Easily repaired pavement
- Additional thickness added - Not normally chosen where water is
any time expected
- Non-skid properties do not
deteriorate
- Quieter and smoother
Rigid - Safely, Smoothly, Efficiently - May lose non-skid surface with time
Pavement - Good durability - May fault at transverse joints
- Long service life - Requires frequent joint maintenance
- Withstand repeated flooding and - They involve heavy initial investment
subsurface water without - Cause lot of noise while moving on
deterioration them.
- Maintenance cost is negligible
- Even after their span of life, they
can be used as base course and
surfacing can be provided of
bituminous materials. Formation Level
27
BEHAVIOR
The primary structural difference between

a rigid and flexible pavement is the manner
in which each type of pavement distributes
traffic loads over the subgrade. A rigid
pavement has a very high stiffness and
distributes loads over a relatively wide
area of subgrade – a major portion of the
structural capacity is contributed by the
slab itself.
Formation Level
28
1. INTRODUCTION
2. HIGHWAY PAVEMENT
MANAGEMENT
PROCESS FLOW
WORKS
29
4. PAVEMENT MAINTENANCE MANAGEMENT
WHAT IS MAINTENANCE?
The goal of maintenance is to preserve the

asset, not to upgrade it. Unlike major road
works, maintenance must be done regularly.
Road maintenance comprises “activities to
keep pavement, shoulders, slopes, drainage
facilities and all other structures and property
within the road margins as near as possible to
their as-constructed or renewed condition”
30
100
Pavement Life Cycle Good
90
Pavement Condition Index
80
Satisfactory
70 Optimal timing for rehabilitation
60
Fair
50 Poor
40
Very Poor
30
20
Serious
If timely maintenance is not provided
10
Failed
then reconstruction will become inevitable
0
Age,
Years
31
32
33
Pavement
Maintenance
Routine Programmed Rehabilitation

Maintenance Maintenance
Road Resurfacing Bulk Routine

Maintenance
34
ROUTINE MAINTENANCE
Comprises small-scale works conducted

regularly, aims “to ensure the daily pass
ability and safety of existing roads in the
short-run and to prevent premature
deterioration of the roads”
35
PROGRAMMED MAINTENANCE
Programmed pavement maintenance is
focused mainly on the surfacing, and aims to
preserve the investment in the road system,
extending pavement life. It is the timely
application of carefully selected surfacing and
other treatments to maintain a pavement's
effective service life. Pavement preservation
does not include new or reconstructed
pavements or any activity that significantly
increases the structural capacity of the
existing pavement.
Treatment between 50mm – 110mm depth
36
REHABILITATION
Most pavements deteriorate over time to the

point where they are structurally inadequate
for the current or expected loading, or fail to
meet serviceability requirements,
particularly shape as evidenced by roughness
and rutting.
Treatment more than 110mm depth.
37
1. INTRODUCTION
2. HIGHWAY PAVEMENT
MANAGEMENT
PROCESS FLOW
WORKS
38
5. PAVEMENT REHABILITATION PROCESS FLOW
INSPECTION AND MONITORING

CONDUCT PAVEMENT ANALYSIS AND
EVALUATION PROCESS
SELECTION METHODS OF TREATMENT

DETERMINATION OF MATERIAL
PROPERTIES
PLANT TRIAL / TRIAL LAY
PAVEMENT REHABILITATION WORKS
39
INSPECTION AND
MONITORING
ROUTINE PERIODIC SPECIAL
INSPECTION INSPECTION INSPECTION
 Daily  Once a year  Arises on an
 To detect obvious  To ascertain emergency
defects/damages/ structural and  To ascertain
deterioration functional structural and
 Patrol vehicle, conditions functional
occasionally on  On foot with conditions
foot for specific inspection  Visual
areas, camera devices, Assessment,
destructive & non- Destructive &
destructive tests non-destructive
using specialist tests using
equipment specialist
equipment
40
TYPE OF DEFECTS
1. Raveling
2. Bleeding
3. Rutting
4. Corrugation / Shoving
5. Potholes
6. Settlement
7. Cracking
8. Pumping
41
RAVELING
Raveling is disintegration of the

pavement from surface downward
due to the loss aggregates
particles.
 Cause due to asphalt binder

aging, poor mixture quality,
segregation or insufficient of
compaction.
 Small area – patching

Large area – mill and pave
42
BLEEDING
Bleeding is the presence of free

asphalt on the pavement surface.
Loss of skid resistance.
Causes by an excess amount of

bituminous binder in the mixture ,
low air void content , over
compaction and over back casting
during paving works
Patch or mill and pave.
43
RUTTING
Ruts are vertical deformation in

the pavement surface along the
wheel tracks. Ruts filled with water
can cause vehicle hydroplaning.
Insufficient of compaction ,
insufficient of curing time or
improper mixture.
Mill and pave
44
CORRUGATION/ SHOVING
A form of plastic movement

typified by ripples (corrugation) or
an abrupt wave (shoving) across
the pavement surface. Usually
occurs at points where traffic starts
and stops.
 Causes by traffic action ( stating

and stopping .
Mill and pave or concrete

pavement
45
POTHOLES
Small, bowl-shaped depressions

in the pavement surface that
penetrate all the way through the
asphalt layer down to the base
course
Oil spillage , foreign material,

weak base or fatigue cracking .
Patching or mill and pave
46
SETTLEMENT
Localized pavement surface

areas with slightly lower elevations
than the surrounding pavement.
Depressions are very noticeable
after a rain when they fill with water.
Depressions filled with substantial

water can cause vehicle
hydroplaning and uncomforted of
riding quality.
Regulating and overlay.
47
CRACKING
Series of interconnected
cracks caused by fatigue
CROCODILE failure of the HMA surface
CRACKING (or stabilized base) under
repeated traffic loading
LONGITUNIDAL Cracks parallel to the

pavement’s centreline.
CRACKING Poor joint construction.
BLOCK Interconnected cracks that

divide the pavement up
CRACKING into rectangular pieces
Cracks perpendicular to
TRANSVERSE the pavement's centreline.
CRACKING
Mill and Pave
48
PUMPING
Pumping is the ejection of fine

soil particles though pavement
crack, joint and along pavement
edge.
Decreased structural support.
Mill and pave . Reconstruction
49

EVALUATION PROCESS

PROPERTIES
50
CONDUCT PAVEMENT
ANALYSIS AND EVALUATION
PROCESS
FUNCTIONAL STRUCTURAL
 Used to provide  Focuses on the

information about ability of the
surface pavement
characteristics that structure to
involves road withstand traffic
user’s safety, loading and
comfort and environmental
serviceability effects.
51
PAVEMENT EVALUATION
METHODS
VISUAL DESTRUCTIVE NON-DESTRUCTIVE
CONDITION TESTING TESTING
SURVEY Which involves sampling and Non-destructive testing
This involves the testing in situ and at the (NDT) is one of the most
identification, laboratory, includes the reliable methods for
measurement and following methods: structural evaluation.
recording of pavement Coring Benkelman Beam
and surfacing visual
Dynamic Cone Falling Weight
defects along a section
Penetrometer ( DCP) Deflectometer (FWD)
of road, then
categorising the severity Road Surface Profiler (RSP)
and extent of the or Multi-Laser Profiler (MLP)
defects.
52
VISUAL CONDITION SURVEY
 A sample of a 2 x 2m square
area is taken at every 250m
distance.
 Parameter measured: -
Crack Index (CI, Range : 0 – 5)

Rut Index (RI, Range : 0 – 4)
Pavement Condition Index
(PCI = CI + RI)
Percentage Crack Extend (%)
Bleeding
Patching
53
VISUAL CONDITION SURVEY

Texture Depth Skid Resistance
Macro & Micro texture BPN (British Pendulum
information by means of Sand Number) represents Surface
Patch Method Friction which is related to
Skid-Resistance by using
British Pendulum Skid
Resistance Tester
54
DESTRUCTIVE
TESTING
Coring
The pavement coring

should involve removal of
HMA materials that will be
necessary for laboratory
testing
55
DESTRUCTIVE
TESTING
Dynamic Cone
Penetrometer ( DCP)
DCP is an instrument
designed to measure of the
in situ strength of
subgrade, base, subbase
and weakly cemented
materials.
56
NON -DESTRUCTIVE
TESTING
Benkelman Beam
 The Benkelman Beam

is a simple device that
operates on the lever
arm principle.
 Measurement is made
by placing the tip of
the beam between the
dual tires and
measuring the
pavement surface
rebound as the truck is
moved away.
57
NON-DESTRUCTIVE
TESTING
Falling Weight
Deflectometer (FWD)
The advantage of an
impact load response
measuring device over a
steady state deflection
measuring device is that:
 it is quicker
 the impact load can be Impulse loading Sensors
easily varied mechanism
 it more accurately
simulates the
transient loading of
traffic
58
NON-DESTRUCTIVE
TESTING
Road Surface Profiler (RSP) or
Multi-Laser Profiler (MLP)
 Measurement of IRI, Rut,

Texture And Geometry.
 Automated
measurement of road
surface condition - cost
effective, reliable and
safe method of collecting
road conditions data.
59
DATA COLLECTION
Traffic Count Survey Traffic and Axle Load Study -

Using Weight In Motion (WIM
60
PAVEMENT CONDITION ASSESSMENT
VISUAL DATA LASER PROFILOMETER DATA FWD DATA CORING/DCP WIM DATA OTHERS
LAYER TRAFFIC - INFLATION

CI CRACK % IRI RUT MTD GEOMETRIC D0 EF
THICKNESS VOLUME
- VEHICLE
FLEET
RESIDUAL
SN - TRAFFIC
LIFE
GROWTH
- USER COSTS
- MAINTENANCE
COST
- MAINTENANCE
HISTORY
- CALIBRATION
FACTORS
S2
HM
4
H DM
1 YEAR PROGRAMME LONG TERM ROLLING

CANDIDATE PROJECTS FOR PSO/WO PROGRAM
Network Level Investigations - PCA Data Flow Chart 61


EVALUATION PROCESS

PROPERTIES
62
MAINTENANCE AND REPAIR

STRATEGY AND CONSIDERATION
Accidents prone area

Stability
Riding comfort
Wet whether accidents.
Maintenance records
Complaints
Information based on Pavement Condition
Assessment (PCA) Report
Allocated Budget
63
REINSTATEMENT /
RESURFACING
RESTRORATION
SELECTION METHODS OF
TREATMENT
REGULATING RECONSTRUCTION
64
Treatment Type of Works Condition Notation

of use
Reinstatement Mill and replace to the Cracks, MP50, MP110,

(MP) / Restoration required depth rutting MP200
Overlays (OL) / Overlay of 50mm ACWC with Surface OL50 or varies

Resurfacing localized patching if required. cracks / thickness
failure,
Overlays with pre- Pre-treatment of existing Cracks, MP50 + OL50,

treatment (MP + pavement layers to the rutting MP110 +
OL) required depth and application OL50, MP200
of 50mm overlays across all + OL50
lanes
65
Treatment Type of Works Condition of Notation

use
Structural overlay Pre-treatment of existing Severe cracks, MP200 +

pavement layers including Severe rutting CBM + OL
base treatment to the required
depth and application of
overlays across all lanes to the
required thickness
Regulating Regulating of undulation at Depression, REG

identified areas using asphalt Undulation and
concrete materials. settlement
66
MILL AND PAVE (CONVENTIONAL

METHOD
REGULATING (CONVENTIONAL
METHOD)
RESURFACING / OVERLAY
SELECTION (CONVENTIONAL METHOD)
METHODS OF POROUS ASPHALT

TREATMENT GAP GRADED/ STONE MASTIC
ASPHALT
MICRO SURFACING
CEMENT BOUND MACADAM
RECYCLE
- HOT IN-PLACE RECYCLE
- COLD IN-PLACE RECYCLE
GEOFABRIC PAVE
67
MILL AND PAVE
68
REGULATING
69
RESURFACING AND
OVERLAY
70
POROUS ASPHALT
Porous asphalt used in place of traditional impervious
paving materials decreases the total amount of runoff
leaving a site, promotes infiltration of runoff into
the ground.
71
GAP DRADED
72
HOT IN PLACE RECYCLE
HIPR is currently defined as recycling works to a depth of about 1 to 2 inches

(25.4 mm – 50.8 mm). The process involves heating, scarifying, reshaping the
materials and compacting the surface. Additional aggregate or an asphalt
rejuvenator may be added to the existing materials.
73
GEO FABRIC
74

EVALUATION PROCESS

PROPERTIES
75
PROPERTIES
Aggregate Bitumen
 Aggregate Gradation Test  Penetration Test (BS2000:
(AASHTO T27 and ASTM PART 49:1983)
C136)  Softening Point Test
 Los Angeles Abrasion Test  Ductility Test (AASHTO
(ASTM C131) Designation T51 and ASTM
 Aggregate Crushing Value Test D113)
(BS 812: Part III )
 Polished Stone Value (PSV)
Test (BS 812: Part III)
 Soundness Test (ASTM
Designation C 88-55T and
AASHTO T104 )
 Flakiness and Elongation Test
 Specific Gravity Test (ASTM
C127)
76
Aggregate
Aggregate Gradation Test (AASHTO
T27 and ASTM C136)
The test is carried out to determine
the proportion of aggregate
required from each stockpiles to fit
into the given specification.
Los Angeles Abrasion Test (ASTM

C131)
The test is carried out to
determine the proportion of
aggregate required from each
stockpiles to fit into the given
specification.
77
Aggregate
Aggregate Crushing Value Test (BS
812: Part III )
The test is to ascertain the hardness of
the aggregate.
.
Polished Stone Value (PSV) Test (BS

812: Part III)
To measure the extent of aggregates in
wearing course that would be polished
under the traffic flow.
78
Aggregate
Soundness Test (ASTM Designation C
88-55T and AASHTO T104 )
The soundness test determines an
aggregate’s resistance to disintegration
by weathering and, in particular, freeze-
thaw cycles.
Flakiness and Elongation Test Aggregate basket surrounded by sulfate bottles.
The objective of the test is to determine

the flakiness index and elongation
index of aggregate
Specific Gravity Test (ASTM C127)
Specific Gravity is a measure of a
material's density (mass per unit
volume) as compared to the density of
water at 73.4°F (23°C).
79
Bitumen
Penetration Test (BS2000: PART 49:1983)
 Penetration test is used to

measure the consistency of
bitumen, so that they can be
classified into standard
grades.
 Measure the penetration of a
standard needle into the
asphalt binder sample under
the following conditions:
Load = 100 grams
Temperature = 25° C (77° F)
Time = 5 seconds
80
Bitumen
Softening Point Test
 The test is to determine the temperature

at which the given bitumen (specimen)
reaches a certain degree of softness.
 A high softening point ensures that they
will not flow in service.
81
Bitumen
Ductility Test (AASHTO Designation T51

and ASTM D113)
 Ductility is the distance in

centimeters a standard
sample of asphaltic material
will stretch before breaking
when tested on standard
ductility test equipment.
82

EVALUATION PROCESS

PROPERTIES
83
PLANT TRIAL
The Marshall mix design method consists

of 6 basic steps:
Aggregate selection
Asphalt binder selection
Sample preparation
Stability determination using Marshall

stability and flow test
Density and voids calculation
Optimum asphalt binder content selection

.
84
EXAMPLE MARSHALL MIX DESIGN

Void Filled
Void Total Bitumen
% AC Density Stability Flow Stiffness Mix (VTM) (VFB)
4.0 2.359 1339.2 2.62 511.8 6.49 57.96
4.5 2.370 1469.3 2.79 526.0 5.33 65.50
5.0 2.389 1551.0 3.19 486.2 3.86 74.59
5.5 2.372 1321.3 3.25 407.0 3.89 76.06
6.0 2.360 1196.7 3.70 323.1 3.70 78.40
Parameters Specification
Density > 2.34
Stability > 750 kg
Flow >2.0mm
Stiffness 320kg/mm
Void Total Mix (VTM) 3.0% - 5.0%
Void filled Bitumen (VFB) 77% - 83%
85
86

EVALUATION PROCESS

PROPERTIES
PLANT TRIAL
TRIAL LAY
87
TRIAL LAY
 The adequacy, condition and performance of the machinery.
 The length of trial lay shall not be less than 300m (2 section trials,
each 150 m)
 Site arrangement on the preparatory work and work flow (include

compliance to HSE requirements) .
 Capability and efficiency of manpower
 Confirmation of Rolling Pattern for the required compaction
 Quality of finished product especially the pavement surface (riding

quality)
 Distance and time of material delivery
 QA/QC procedures
 Consistency of premix production based on plant trial
88
TRIAL LAY
Rolling Pattern
 The roller pattern combines roller sequence, speed,
number of passes and location to provide complete
coverage of the entire pavement in such a manner
that results in
a. Uniform compaction to a specified level of air
voids,
b. Acceptable surface smoothness and
c. Complete compaction before cessation
temperature is reached.
 The consideration in checking the rolling pattern

during compaction (based on Trial Lay result)
 DBM 40 - 2, 2, 10, 2 passes
 ACBC/DBM 25- 2, 2, 12-14, 2 passes
 ACWC - 2, 2, 12-14, 2 passes
89
TRIAL LAY
Rolling Pattern
Static Rolling Pneumatic Tyre Static Rolling

Roller
Vibrator Rolling
90

EVALUATION PROCESS

PROPERTIES
PLANT TRIAL
TRIAL LAY
91
Milling Machine Paver
Vibratory Roller Tandem Roller Pneumatic Tire Roller

92
Paving DBM Spraying Tack

25mm Coat
Milling
Spraying Tack
Coat
Surface Paving Asphalt
Preparation Concrete
Wearing Course
Paving Dense
Bituminous
Spraying Prime MacAdam 40mm (
Coat 1st layer)
93
Milling
Asphalt milling is the

controlled removal of an
existing asphalt pavement
layer to correct and restore
the surface to a specified
profile.
94
Surface
Preparation
Before a pavement is placed the

surface to be paved must be
prepared.
Adequate surface preparation is

essential to long-term pavement
performance.
Pavements constructed without

adequate surface preparation may
not meet smoothness specifications
, may not bond to the existing
pavement (in the case of overlays)
or may fail because of inadequate
sub grade support.
95
Surface
Preparation
Immediately prior to applying bituminous tack coat, carry out joint dipping of the
milling depth @ 10m interval and the full width of the surface to be treated should be
swept using a power broom followed by a compressed air blower, and if necessary,
scraped using hand tools to remove all dirt, dust and other loose materials
96
Spraying Prime
Coat
For flexible pavements, the graded

subgrade or the top granular base
layer may be prepared with a prime
coat.
A prime coat is a sprayed
application of a cutback (MC-30 or
MC-70) or emulsion asphalt applied
to the surface of untreated subgrade
or base layers.
The prime coat serves several
purposes:
fills the surface voids and protect

the base from weather
stabilizes the fines and preserve
the base material
promotes bonding to the
subsequent pavement layers.
97
Paving Dense Bituminous

MacAdam 40mm ( 1st layer)
Check premix temperature

 The premix temperature
during laying must be between
125˚c - 135˚c
The premix temperature
during rolling must be not less
than 110˚c
Conduct random check on
premix production at the plant
while milling and cleaning
activities are ongoing at worksite
98
Spraying Tack
Coat
 The purpose of tack coat and

Tack Coat is to promote
adhesion between binder course
and wearing course
99
Paving DBM
25mm
100
Paving Asphalt
Concrete
Wearing Course
101
1. INTRODUCTION
2. HIGHWAY PAVEMENT
MANAGEMENT
PROCESS FLOW
WORKS
102
6. ISSUES AFFECTED OPERATIONAL WORKS
TRAFFIC
RESOURCES
ENVIROMENTAL
MANAGEMENT SYSTEM
103
All lanes shall be opened up before week-ends and public holidays regardless of
depth
Exceeded allowable working hours
Traffic congestion during rehabilitation works
Cases of untoward accident occurred within construction area and damaged user’s
vehicle i.e. windscreen due to Contractor negligence
Permanent /temporary road marking not applied immediately after laying works
completed.
Reinstatement of damaged highway accessories i.e. road studs, guardrails,
delineator posts, fences during rehabilitation works
Compliance to PLUS’s EMS 14001(Environmental Management System), Safety Act
(HSE) and Factories and Machinery Act 1967
i.e. dumping of milling waste into roadside drains are to be avoided at all times.
104
105
TERIMA KASIH

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HIGHWAY PAVEMENT

 An awareness of the importance of maintaining the highway assets to

 Gain knowledge of planning and implementation of highway

 To provide understanding towards role and responsibilities in highway

 Manage various quality control tests required for road construction

 Supervise road construction work in accordance with the working

Asset Management Concept - Asset Life Cycle

Upgrade Vision Conceptualisation

Asset Life Cycle

BACKGROUND PLUS EXPRESSWAY

ASSET QTY UNIT

PENINSULAR Tunnels 2 nos.

Brief Profile Of Northern

3. Detailed Site Investigation

4. Site Clearance and Earthworks

5. Compaction and Leveling

6. Establish the Formation Level

7. Sub Base Construction

9. Applying Prime Coat

10. Laying Binder Course

11.Applying Tack Coat

12.Applying Wearing Course

13. Construction and Installation of

 Proposed Route Location

Environment Impact Assessment (EIA)

DETAILED SITE INVESTIGATION

Site Topography Topographic Maps Stereo Aerial JUPEM, Google EARTH

Existing construction and Construction “as-built” drawings. Local Authorities,

SITE CLEARANCE AND EARTWORKS

Excavation is the process of cutting or

COMPACTION AND FORMATION

The overall strength and performance of a

SUB BASE AND BASE CONSTRUCTION

APPLYING PRIME COAT

LAYING BINDER COURSE

 This layer is used to distribute

 It is the second layer before the

APPLYING TACK COAT

 The purpose of tack coat and

LAYING WEARING COURSE

It provides characteristics such as

In addition, it serves to prevent the

The structure of the road mainly

It provides smooth and

Sub base course

The primary structural difference between

The goal of maintenance is to preserve the

Routine Programmed Rehabilitation

Road Resurfacing Bulk Routine

Comprises small-scale works conducted

Most pavements deteriorate over time to the

INSPECTION AND MONITORING

SELECTION METHODS OF TREATMENT

Raveling is disintegration of the

 Cause due to asphalt binder

 Small area – patching

Bleeding is the presence of free

Causes by an excess amount of

Patch or mill and pave.

Ruts are vertical deformation in

Mill and pave

A form of plastic movement

 Causes by traffic action ( stating