SEMINAR ON CEMENT

AND CONCRETE

APPLICATIONS – ROAD

1-2nd AUGUST 2018

Overview Of Malaysian Roads:

Definitions, Types, Specifications &

Policies

by

Ir. Abdul Mutalif Bin Abdul Hameed

CONTENTS

1.0 Introduction

2.0 Government’s Commitment

3.0 Performance of Conventional Pavements in Malaysia

4.0 Innovation In Pavement Technology

1.0 INTRODUCTION

The total length of roads in Malaysia is approximately 183,000 kilometers.

143,000 kilometers are paved roads,

26,000 kilometers are gravel roads &

14,000 kilometers are earth roads.

TYPICAL PAVEMENT CROSS SECTION

Flexible Pavement

Wearing Course

Road base

Subgrade

Binder Course

Subbase

Concrete Road

Subgrade

Subbase

Semi-rigid

Pavement

Wearing Course

Stabilised base

Subgrade

Binder Course

Subbase

Rigid Pavement

Alternative surfacingsa. Porous asphaltb. Stone Mastic Asphaltc. Gap Graded Asphaltd. Polymer Modified Asphalt

(PMA)e. Surface Treatment

i. Chip sealii. Micro surfacing

Typical pavement cross section for Jalan Kampung & LuarBandar

Jalan Kampung Jalan Luar Bandar

Binder course = 75mm

Road base = 230mm

Subgrade

Option 1 : R1 (Primary) = 1 msa

Binder course = 75mm

Road base = 150mm

Subgrade

Option 2 : R1 (Secondary) = 0.5 msa

Binder course = 50mm

Road base = 150mm

Existing Road

Option 3 : R1 (Upgrading) = 1 msa

Wearing course = 50mm

Road base = 250mm

Sub base = 150mm

Typical R3 (2 Lane, Single

Carriageway)

Binder course = 60mm

Subgrade

Pavement structure designed based on traffic and subgrade strength

WC

Roadbase

Subbase

BC

Subgrade

Conventional R3 & above

> 250 vehicles/day

BC

Roadbase

Subgrade

Finishing (surface dressing,

thin pavement,

microsurfacing etc.

Stabilised base

(min 150mm)Subgrade

Jalan Kampung

conventional (R1 & R2)

250 vehicles/day

Jalan Kampung with

stabilised base

250 vehicles/day

ALTERNATIVE DESIGN FOR JALAN KAMPUNG

5% of new roads - Concrete Pavement

5% of new roads - Polymer Modified Asphalt

New technology is encouraged

2.0 GOVERNMENT’s COMMITMENT

3.0 PERFORMANCE OF CONVENTIONAL PAVEMENTS IN

MALAYSIA

Distress patterns of flexible road pavementREFLECTION CRACKING

Reflection Cracking

New asphalt

Layer

Existing

Asphalt Layer

Failure Mechanism (Fatigue and Rut)

Bitumen Layer

Unbound

Layer

Nearside Wheel Track

Fatigue Crack

Rut

Depth

Dates Overlays Constructed & Time To Distress

Dates Overlays Constructed & Time To Distress (Cont.)

Top down cracking

Typical perpetual pavement

A. Specialty Mix

B. Concrete Pavement

C. Composite Pavement

D. Perpetual Pavement

E. Soil Stabilisation

4.0 INNOVATION IN PAVEMENT TECHNOLOGY

a. Porous Asphalt

b. Stone Mastic Asphalt

c. Gap Graded Asphalt

d. Polymer Modified Asphalt (PMA)

e. Hot In Place Recycling (HIPR)

f. Cold In Place Recycling (CIPR)

g. Surface Treatmentsi. Chip sealii. Micro surfacing

A. SPECIALTY MIX

a. POROUS ASPHALT

Porous Asphalt is a special-purpose wearing course produced using graded aggregate mixed with polymer modified binder.

It contains a relatively high air voids after compaction.

The design and in-place air voids shall be in the range of 20 – 25% to ensure drainability.

a. POROUS ASPHALT

It offers the following benefits:

Improvement in skid resistant at high speeds, especially during wet weather.

Reduce aquaplaning effect.

Reduce splash and spray effect .

Reduce headlight reflection and glare on wetpavement surface.

Reduced rolling tyre noise level

a. POROUS ASPHALT

Porous Asphalt shall NOT be laid in areas where:

The pavement structural strength is sub-standard.

Excessive deposits of debris, oil, fuel may be

experienced.

Free drainage cannot be accommodated along the road

shoulders.

Length of road less than 100 meters because of spray

carry-over from adjacent surfacing.

Reduction in spray or noise level achieved at low speeds.

Recommended for highways and federal roads with

hydroplaning problem.

b. STONE MASTIC ASPHALT (SMA)

SMA is dense, gap graded hot mix asphalt with a large proportion of course aggregate (65%) and a rich bitumen filler mastic. SMA is characterised by its high viscosity bituminous mastic.

SMA mixes have polymer modified bitumen contents that range between 5.5-7.5%.

SMA

Conventional Asphalt

b. STONE MASTIC ASPHALT (SMA)

SMA is able to provide durable surfacing and exhibit high resistance to rutting due to heavy axle loads. This type of surfacing also offers improved texture depth, in range of 0.7 – 1.0 mm, providing good skid resistance.

Recommended to be used on high stressed areas such as climbing lanes or where excessive axle loads are expected.

c. GAP GRADED ASPHALT

A wearing course containing polymer modified bitumenand made of 100% crushed aggregate.

The Gap Graded aggregate gradation skip a number of sieve sizes resulting in better stone contact that enhance mechanical interlocking and increase mix stiffness. The stiff polymer bitumen improves mix stability at high bitumen content.

The polymer modified wearing course is used to increase durability, strength and safety aspects of riding surface in dry or wet driving.

c. GAP GRADED ASPHALT

Suitable to solve cracking and deformation problem

Recommended area:

High stressed area such as climbing lanes

High volume of heavy vehicles

High skid resistance requirement

d. POLYMER MODIFIED ASPHALT

Polymer Modified Asphalt (PMA) is used to prolong the life and enhance the performance of bituminous pavement layers.

It is a continuously graded aggregate mix with polymer modified binder.

d. POLYMER MODIFIED ASPHALT

It offer the following benefits:

o Improved resistance to rutting

o Improved resistance to cracking

due to binder hardening

o Improved resistance to fatigue

cracking

o Improved adhesion of binder to

aggregate

Recommended to be used on high stressed areas such as climbing lanes or where excessive axle loads are expected.

d. HOT IN PLACE RECYLING (HIPR)

HIPR is a rehabilitation technique that involves heating, scarifying, mixing, leveling and compacting the existing bituminous surface.

The technique includes blending scarified material with fresh bituminous mix, bitumen rejuvenating agent and if necessary, virgin bitumen.

e. HOT IN PLACE RECYLING (HIPR)

HIPR offers the following benefits:

i. It is an economical and practical solution for rehabilitation of surface distresses by reducing the haul of materials, usage of aggregates and bituminous mix.

ii. Restore the ride quality and surface

condition of structurally sound

pavements.

iii. In urban areas, it maintains kerb height

for safety and drainages purposes.

iv. It addresses deteriorated pavement surfacing whereby cracks propagation are mitigated, ruts and depression filled, shoves bumps leveled. In addition cross fall and crowns are also reinstated and utilities manhole covers need not be raised.

e. HOT IN PLACE RECYLING (HIPR)

Since the effective recycling depth is limited to 60mm only, HIPR shall not be used to address pavement failures that are related to the base and subgrade layers.

HIPR is recommended to be used to address functional pavement failures such as bleeding, raveling, surface cracking and undulation.

f. COLD IN PLACE RECYLING (CIPR)

CIPR is a structural pavement

rehabilitation technique involves

scarifying, stabilising and relaying

the recycled materials with

minimal off-site hauling or mixing.

It involves the processing and

stabilising of the existing

pavement layer without heating.

Most stabilising agents used for

CIPR are bitumen, lime, Portland

Cement and fly ash.

f. COLD IN PLACE RECYLING (CIPR)

Application of green technology

by using back the existing

material in pavement

construction.

Recommended for pavement

upgrading works which has

experienced structural failure.

g. SURFACE TREATMENT

Chip Seal

Application of binder in a form of an emulsion or bitumen followed by an application of single sized aggregate.

Recommended to be used to correct functional pavement distresses only such as bleeding, polishing,ravelling.

Chip Seal on aged but structurally sound pavement surfacing will help to prolong the pavement functional condition.

Chip Seal can be used on new bituminous surfacing to increase skid resistance.

g. SURFACE TREATMENT

Microsurfacing

Modified version of slurry seal consist of a mixture of polymer modified bitumen emulsion, selected mineral aggregate, mineral filler, water and other additive such as cement and latex. Properly proportioned, mixed and spread on existing bitumen surfacing.

It is use to correct rutting, improved skid resistance, seal surface crack, protect pavement surface against hardening and improve surface texturing.

Concrete road is produced by mixing

cement, fly ash, aggregate, admixtures

and water at the right proportions.

Advantages:

i. Long design life

ii. Heavy duty pavement

iii. Possible to produce smooth

riding surface

iv. High friction characteristic

v. Good hydroplaning control properties

Recommended to be used as an

alternative to asphaltic concrete road.

B. CONCRETE PAVEMENT

Composite pavements are combination of hot mix asphalt layers and concrete pavement layers.

C. COMPOSITE PAVEMENT

Long life pavement

Minimum

maintenance/rehabilitation

Surface distress only

State-of –the art method of

construction.

D. PERPETUAL PAVEMENT – The way forward

The subgrade or imported soil is treated using any stabilising agent such as cement, liquid or bitumen emulsion to increase the strength of foundation or road base layers

Soil stabilisation is recommended for the area that have poor subgrade condition such as peaty soil or sandy area and filled area.

E. SOIL STABILISATION

Examples of soil stabilising productsand technologies are:

i. Geocrete

ii. Cement

iii. Lime

iv.Probase

v. Chemilink Stabilisation Technologies

E. SOIL STABILISATION

Falling Weight Deflectometer

To determine the modulus of

all pavement layers during

construction.

Proof Rolling

To identify unstable areas on

the formation level.

F. PAVEMENT TESTING