PERPUSTAKAAN UMP u111111111111111 0000072571 PROJECTION ON PAviMtN1 LIFt ilMt WK FK z22 ACCESS ROAD TO GAMBANG TOLL AMRA B1NTI ABU BAKAR AA 09018 A report submitted in partial fulfillment of the requirements for the award of the degree of Bachelor of Civil Engineering Faculty of Civil Engineering & Earth Resources UNIVERSITI MALAYSIA PAHANG tIiJi*zIw PERPUSTAKAAN UMVEFSIfl MALAY3A.PAHANG No. Perolehan No, Panggilan 072571 T Tarkh 2 9 MAR 2.013 dofl
Transcript
PERPUSTAKAAN UMP
u111111111111111 0000072571
PROJECTION ON PAviMtN1 LIFt ilMt WK FK z22 ACCESS ROAD TO GAMBANG TOLL
AMRA B1NTI ABU BAKAR
AA 09018
A report submitted in partial fulfillment of the
requirements for the award of the degree of
Bachelor of Civil Engineering
Faculty of Civil Engineering & Earth Resources
UNIVERSITI MALAYSIA PAHANG
tIiJi*zIw
PERPUSTAKAAN UMVEFSIfl MALAY3A.PAHANG
No. Perolehan No, Panggilan
072571 T Tarkh
2 9 MAR 2.013 dofl
ABSTRACT
Flexible pavements in Malaysia are designed until 1.0 to 15 years design life to support
load from the vehicles. Sometimes these roads are not able to carry the load with the
specified design life. The proposed study area that is looking at is FR 222 access road to
Gambang Toll. From the observation, the condition of pavement of FR 222 (access road
to Gambang Toll & UMP) is sub-standard. It is because the road was gazette as
industrial. access prior to the opening, of Garnbang Toil Plaza and UMP and these
resulted in uneven pavement surface that inconvenient to road users. The objectives of
this study are to estimate the thickness of pavement on FR 222 access road to Gambang Toll using Arahan Teknik (Jalan) 5185, Manual on Pavement Design, Jabatan Kerja Raya and to formulate pavement lifetime 'based on failure analysis of flexible pavement.
Traffic volume count, interview survey and visual inspection are conducted on this study to accomplish and achieved the study objectives.
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ABSTRAK
Di Malaysia, turapan fleksible telah direka bentuk •dalarn jangka hayat 10 hingga 15
tahun. Kadang-ka1a, jalan raya tidak dapat menampung beban yang diterima dalarn
jangka hayatnya. Kawasan kajian mi terletak di Jalan Persekutuan 222 menghala masuk
ke Tol Gambang. Daripada pernerhatian yang dibuat,keadaan turapan di Jalan
Persekutuan 222 menghala masuk ke Tol Gambang dan UMP adalah sub-standard. Hal
mi kerana jalan tersebut tiah digazetkan di bawah kawasan perindustrian dan jaiàn
masuk utama ke Tol Gambang dan liMP. Hal mi berlaku kerana ketidaksamarataai
permukaan turapan yang boleh menyebabkan ketidakselesaan kepada pengguna. Objektif untuk kajian .ini adalah untuk menggangarkan ketebalan turapan. di Jalan
Persekutuan 222 menghala masuk ke Toll Gainbang rnenggunakan Arahan Teknik (Jalan) 5/85, Manual untuk Reka Bentuk Turapan, Jãbatan Keija Raya dan untuk
merumuskanjangka hayat turapan berdasarkan kadar kegagalan turapan fleksible.
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TABLE OF CONTENT
SUPERVISOR'S DECLARATIONII
STUDENT'S DECLARATION ill DEDICATION iv ACKNOWLEDGEMENTS
V
ABSTRACT A ABSTRAK vi' TABLE OF CONTENTS vi" LIST OF TABLES
Xli
LIST OF FIGURES xli' LIST OF ABBREVATIONS xiv
CHAPTER 1 INTRODUCTION
1.1 Background of Study 1 1.2 Problem Statement 2 1.3 Objective of Study 3 1.4 Research Question 3 1.5 Scope of Study 4 1.6 Expected Outcome 4 1.7 Significant of Study 4
VIII
ix
CHAPTER 2 LITERATURE REVIEW 2.1 Flexible Pavement 5
2.2 Basic Structural Element of Pavement 7
2.2.1 Surface Course 7
2.2.2 Base Course 8
2.2.3 Sub- Base Course 8
2.3 Pavement Thickness Design 9 2.4 California Bearing Ratio 10 2.5 Design Period of Pavement 10 2.6 Traffic Volume 11 2.7 Estimating Equivalent Single Axle Load (ESAL) 12 2.8 Vehicle Classification 16 2.9 Average Daily Traffic 15
2.10 Percentages of Commercial Vehicles (Heavy 18 Vehicles),Pc
2.11 Types of Damages on Flexile Pavement 18 2.12 Characteristic Failure of Pavement 19
2.12.1 Trucks Factor 25 2.12.2 Pavement and Environment Factor 26 2.12.3 Contact Condition and Configuration of Tire 26
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CHAPTER 3 METHODOLOGY
3.1 Introduction 27
3.2 Study Area 29
3.3 'Pavement Design Thickness 34
3.3.1 Road Design Standard 34
3.3.2 Design Period 34
3.3.3Traffic Estimation 35
3.3.3.1 Traffic Volume Study 35
3.3.3.2 Apparatus 35
3.3.3.3 Procedures 36
3.3.4 Traffic Growth Rate 36
3.3.5 Equivalent Factor 37
3.3.6 Sub grade California Bearing Ratio (CBR) 37
3.4 Interview 38
CHAPTER 4 RESULT AND ANALYSIS
4.1 Introduction 39
4.2 Result of Traffic Volume Count 40
4.3 Pavement Design Thickness for 10 years 41
4.4 Pavement Design Thickness for 15 years 49
4.5 Pavement Lifetime Based Analysis Failure 57
4.6 Comparative Analysis for 10 years 59
4.7 Comparative Analysis for 15 years 61 4.8 Visual Inspection on Pavement Structure 63
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CHAPTER 5 CONCLUSION
5.1 Introduction 69
5.2 Conclusion 6 5.3 Recommendation 71
REFERENCE 72 APPENDICES
Appendix A 74 Appendix B 79
LIST OF TABLES
Table No. Title Page 2.1 Heavy vehicle categories and definitions 15
2.2 Surface deformation of flexible pavement 20
2.3 Surface defect of flexible pavement 22
2.4 Cracking Crack of Flexible Pavement 23
2.5 Patching and Pothole 24
3.1 Guides for Equivalent Factor 37
4.1 Results on Traffic Volume Count 40
4.2 Cost of pavement material. 42
4.3 Thickness of various layer 45
4.4 Pavements structure comprise following layers 46
4.5 Cost of pavement material 50
4.6 Thickness of various layer 53
4.7 Pavements structure comprise following layers 54
4.8 Comparative in. 10 Years Design Life 59
Different Of Percent between Constructed and Design 60 Layer
4.10 Comparative in 15 years design life 61
4 Different Of Percent between Constructed and Design 62 Layer
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LIST OF FIGURE
Figure No. Title Page 2.1 Cross Section of a Flexible Pavement 6
2.2 Resulting Damage from a Marked in ESAL 14
2.3 Likely caused of increased ESAL 14
2.4 Classification of Commercial Vehicles in India 16
Illustration and definition of the vehicle classes used 2.5
for collecting data that needed for design purpose17
3.1 Research Methodology 28
3.2 Study Area 29
3.3 Schematic Plans of Study Area 30
3.4 Esso Petrol Station 31
3.5 UMP Bus Stop 32
3.6 Gambang Toll Rest Areas 33
Thickness Design Nomograph for 10 Years Design 4.1
Life
4.2 Pavement Structure with Following Layer Thickness 47
Thickness Design Nomograph for 15 Years Design52
Life
4.4 Pavement Structure with Following Layer Thickness 55
Structural Layers for Standard Pavement Thickness on 4.5 58
AASHO American Association of State Highway Officials
AASHTO American Association of State Highway and Transportation
Officials
ADT Average Daily Traffic
CBR California Bearing Ratio
ESAL Equivalent Single Axle Load
FHWA Federal Highway Administration
FR Federal Road
HMA Hot Mix Asphalt
HOV High-Occupancy Vehicle
JKR Jabatan Kerja Raya
KK4 Kolej Kediaman 4 LEF Life Extension Foundation
Pc Percentage of Commercial Vehicles PMA Polymer Modified Asphaltic
Rural 5 T5 Trunk liMP University Malaysia Pahang
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CHAPTER 1
INTRODUCTION
1.1 BACKGROUND STUDY
Road has played an important role in the trade and transportation system
throughout the world, and it become rapid increase in the pavement infrastructure
development in Malaysia. Gazette under Federal Roads Ordinance is usually roads
linking the state capitals,, airports, railway stations and ports. Currently, Malaysia has
more than 80,300km roads. The road is divided into three main categories namely toll
expressway (1,700km), federal roads (17,500km) and state roads (61,100km) and the
life spans are between 10 to 15 years (Zakaria and Hassan, 2005). Local authority road
(city mall, municipal or local council) or kampong (district office) road is
upon jurisdiction and normally maintained by the responsibility local authority (Flaron,
2004).
The road pavement is the actual surface on which the vehicles will travel. Its
purpose is twofold, to provide friction for the vehicles and to transfer normal stresses to
the underlying soils. The purpose of a pavement is to carry traffic safely, conveniently
and economically over its extended life. The pavement must provide smooth riding
quality with adequate skid resistance and have adequate thickness to ensure that traffic
loads are distributed over an area. The performance of the pavement therefore related to
its ability to serve traffic over a period of time (Hernadi T. Cahyanto, 2005).
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Federal road at Malaysia almost used the flexible pavement compare to rigid
pavement because flexible pavement more comfortable to the user. Furthermore,
flexible pavement can be use by users once ready (Nun! Elma Kord, 2010).
From the day it is opened to traffic, a pavement will suffer progressive structural
deterioration. It is possible that the pavement may not fulfill its intended function of
carrying a projected amount of traffic during its design life, because the degree of
deterioration is such that reconstruction or major structural repair is necessitated before
the end of the design life.
1.2 PROBLEM STATEMENT
Flexible pavements in Malaysia are designed until 10 to 15 years design life to
support load from the vehicles. Sometimes these roads are not able to carry the load with
the specified design life. The proposed study area that is looking at is FR 222 access
road to Gambang Toll. From the observation, the condition of pavement of FR 222
access road to (iambang Toll and UMP is sub-standard. It is because the road was
gazette as industrial access prior to the opening of Gambang Toll Plaza and liMP and
these resulted in uneven pavement surface that inconvenient to road users
On this access road, the condition of pavement is not very good because the area
is having development in building construction. Heavy trucks always using the road to
moves their goods. A lot of distress on the flexible pavement and it become
uncomfortable feelings to the driver. Besides, the road also is the main entrance for bus
to enter the East-Coast Highway. The road is bumping, indicating that pavement not
maintain properly. It may leads to traffic accidents.
Therefore, this study will estimate the thickness of pavement on FR 222 access
road to Gambang Toll by using Arahan Teknik (Jalan) 5/85, Manual on Pavement Design, Jabatan Keija Raya.
3
As major result of the study by study, this paper will discuss on failure of
flexible pavement and source failure of flexible pavement.
1.3 OBJECTIVE OF STUDY
The objectives of this study are:
1. To estimate the thickness of pavement on FR 222 access road to Gambang
Toll using Arahan Teknik (Jalan) 5/85, Manual on Pavement Design,
Jabatan Kerja Raya.
2. To formulate pavement lifetime based on failure analysis of flexible
pavement.
1.4 RESEARCH QUESTION
In order to achieve the objectives of this study, the research questions were
designed based on the criteria needed.
1. Does the thickness pavement design is satisfy the using Arahan Teknik
Jalan) 5/85, Manual on Pavement Design, Jabatan Kerja Raya?
2. Is pavement maintenance work carried out according to expected design life
of the pavement?
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1.4 SCOPE OF STUDY
Scopes of this research include the following procedures:
I. Traffic estimation or count on FR 222 access road to (iambang Toll.
2. Design the thickness of pavement, using Arahan Teknik (Jalan) 5/85, Manual on Pavement Design, Jabatan Kerja Raya.
3. Getting information on the failure of flexible pavement and source failure of
flexible pavement.
1.6 EXPECTED OUTCOMES
The expected outcomes from this study are to get the pavement thickness
structure layer on FR 222 access road to Gambang Toll. Besides,, it will also come out
with cause of failure flexible pavement and source on flexible pavement on Malaysia
road.
1.7 SIGNIFICANCE OF STUDY
This study will serve .a good application of highway engineering into practice by
giving the opportunity for the student to conduct field research such as traffic volume
study and expose to the design of thickness of road pavement for FR 222 access road to
Gambang Toll. Besides, the finding of this study also will be useful to the road
authorities such as Public Department Work for further maintenance works.
CHAPTER 2
LITERATURE REVIEW
2.1 FLEXIBLE PAVEMENT
Flexible pavements are so named because the total pavement structure deflects
or flexes and under loading. In Malaysia, Federal road use the flexible pavement that
constructed with asphaltic cement and aggregates and Consist of several of layers with
the lowest called the sub-grade which natural soil itsell. The next layer is the sub-base,
which consist of crushed .aggregate. The next layer is called road base (base course),
which can be made of crushed aggregates with a cementing material. The top layer is
called surfacing layer. It is usually made of asphaltic concrete. The structural strength
depends on individual material strength characteristic and thickness layer.. Some form of
deflection within the elastic limit is allowed. Surface readability is good but relatively
less durable or susceptible to high temperature (Haron, 2004).
Fig-1 Cross-section of a Flexible Pavement
Wtsring Cori,) Surface Course
eInd.r Course 2
Base Course
Sub en, Corn
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Figure 2.1: Cross Section of a Flexible Pavement
Source: Arahañ Teknik (Jalan) 5185, Manual on Pavement Design, Jabatan Kerja Raya
In order to take maximum advantage of this property, material layers are
usually arranged in order of descending load bearing capacity with the highest load
bearing capacity material (and most expensive) on the top and the lowest load bearing
capacity material (and least expensive) on the bottom.
2.2 BASIC STRUCTURAL ELEMENT OF FLEXIBLE PAVEMENT
2.2.1 Surface 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, sub-base
and sub-grade (NAPA, 2001). This top structural layer of material is sometimes
subdivided, into two layers (NAPA, 2001):
1. Wearing Course. This is the layer in direct contact with traffic loads. It is
meant to take the brunt of traffic wear and can be removed and replaced as it
becomes worn. .A properly designed and funded preservation program
should he able to identify pavement surface distress while it.is still confined
to the wearing course. This way, the wearing course can be rehabilitated
before distress propagates into the underlying intermediate/binder course.
2. Intermediate or Binder Course. This layer provides the bulk of the 1{MA structure. Its chief purpose is to distribute load.
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2.2.2 Base Course
The base course is immediately beneath the surface course. It provides
additional load distribution and contributes to drainage and frost resistance. Base
courses are usually constructed out of (NAPA, 2001):
1. Aggregate. Base courses are most typically constructed from durable
aggregates that will not be damaged by moisture or frost action. Aggregates
can be either stabilized or unsterilized.
2. JIMA. in certain situations where high base stiffness is desired, base courses
can be constructed using a variety of F1MA mixes. In relation to surface
course FIMA mixes, base course mixes usually contain larger maximum
aggregate sizes, are more open graded and are subject to more lenient specifications..
2.23 Sub-Base Course
The sub-base course is between the base course and the sub-grade. It functions
primarily as structural support but it can also:
1. Minimize the intrusion of fines from the sub-grade into the pavement structure.
2. Improve drainage.
3. Minimize frost action damage.
4. Provide a working platform for construction.
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The sub-base generally consists of lower quality materials than the base course
but better than the sub-grade soils. A sub-base course is not always needed or used. For
example, a pavement constructed over a high quality, stiff sub-grade may not need the
additional features offered by a sub-base course so it may be omitted from design.
However, a pavement constructed over a low quality soil such as swelling clay may
require the additional load distribution characteristic that a sub-base course can offer. In
this scenario the sub-base course may consist of high quality fill used to replace poor
quality sub-grade (NAPA, 2001).
2.3 PAVEMENT THICKNESS DESIGN
The thickness design of the pavement is the determination of the overall
thickness of the road and the thickness of the individual layers. The thickness design of
pavement shall be based on the design CBR (California Bearing Ratio) of the sub-grade
and total number of 8.16 tone standard axle application for a specific design period. The
design CBR of the sub-grade and the total equivalent standard axle are the main factor in the structural design of the pavement.
The design chart is based on the AASHO Road Test Relationship at terminal
serviceability of 18-kip single axle for sub grade of 3%. The thickness for other sub-
grade CBR is obtained through the use of Chevron, a multi layer elastic theory computer
program. The input for the computer program is based on the following material
Properties (Arahan Teknik (Jalan) 5/85, Manual on Pavement Design, Jabatan Kerja Raya).
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2.4 CALIFONIA BEARING RATIO
The California Bearing Ratio (CDR) test is a simple strength test that compares
the bearing capacity of a material with that of a well-graded crushed stone (thus, a high
quality crushed stone material should have a CBR at 100%). It is primarily intended for,
but not limited to, evaluating the strength of cohesive materials having maximum
particle sizes less than 19 mm or 0.75 in. (AASHTO, 2000).
A minimum CBR of 5% is recommended for pavements that have to support
traffic volumes corresponding to Traffic Classes T 2 through T 5. If the sub-grade (cut
or fill) does not meet this minimum CBR requirement, at least 0.3 m of unsuitable sub-
grade soil shall be replaced or stabilized to ensure that the selected minimum CBR value
is obtained under due consideration of applicable moisture conditions and probability of
meeting the design input value. For road pavements designed for large volumes of
traffic (Traffic Classes 1 4 and T 5), a minimum sub-grade strength corresponding to
CBR of 12% is recommended. For pavement design purposes, the use of average CBR
or sub-grade modulus test results is not recommended; it would signify that there is only
a 500/,D probability that the design input value is met (Harun. M. H,, 2005).
2.5 DESIGN PERIOD OF PAVEMENT
The design period refers to the span of time between the initial passings of user traffic until the fatigue limit of the pavement whereby a strengthening overlay is
required. The design period should not be confused with the pavement lifetime can be
extended by strengthening overlays. Currently, a design period of twenty years is
stipulated. A design period of only ten years is to be specified. However, as an initial
study has indicated that it would be economical in terms of initial capital outlay and also with respect to the total cost (Arahan Teknik (Jalan) 5/85, Manual on Pavement Design, Jabatan Kerja Raya).
ii
Pavement design life, also referred to as performance period, is the period of
time that a newly constructed or rehabilitated pavement is engineered to perform before
reaching its terminal serviceability or a condition that requires pavement rehabilitation.
The selected pavement design life varies depending on the characteristics of the
highway facility, the objective of the project, and projected traffic volume and loading
(Highway Design Manual, 2009).
2.6 TRAFFIC VOLUME
Traffic volume studies are conducted to determine the number, movements, and
classifications of roadway vehicles at a given location. These data can help identify
critical flow time periods, determine the influence of large vehicles or pedestrians on
vehicular traffic flow, or document traffic volume trends. The length of the sampling
period depends on the type of count being taken and the intended use of the data
recorded. For example, an intersection count may be conducted during the peak flow
period. If so, manual count with 30-minute intervals could be used to obtain the imffic oIwre data (Mohidudin. M, 2009).
A traffic study is conducted to evaluate the transportation system serving an area
and to identify any improvements necessary to accommodate existing or projected
traffic volumes. The study consists of data collection, including existing traffic volumes
and turning movement's counts, projected traffic volumes, and the identification of
required improvements such as traffic calming devices. Any identified improvements
may include a feasibility analysis, including identification of impacted properties,
impacted structures, alternate alignments, physical constraint and roadway design
criteria to be used (Mohidudjn. M, 2009).
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2.7 ESTIMATING EQUIVALENT SINGLE AXLE LOAD (ESAL)
• The information obtained from traffic projections and Truck Weight Studies is
used to develop 18-kip Equivalent Single Axle Load (ESAL) constants that represent the
estimated total accumulated traffic loading for each heavy vehicle (trucks and buses)
and each of the four truck types during the pavement design life. Typically, buses are
assumed to be included in the truck counts due to their relatively low number in
comparison to trucks. However, for facilities with high percentage of buses such as
high-occupancy vehicle (FIOV) lanes and exclusive bus lanes, projected bus volumes
need to be included in the projection used to determine ESALs (Highway Manual,
2008).
A basic element in pavement design is estimating the ESALs a specific
pavement will encounter over its design life. This helps determine the pavement
structural. design (as well as the HMA mix design in the case of super pave). This done
by forecasting the traffic the pavement will be subjected to over its design life then
converting the traffic to a specific number of ESALs based on its makeup. .A typical
ESAL estimate consists of (Pavement Interactive, 2010):
i. Traffic count
A traffic count is used as starting point for ESAL estimation. Most urban
areas have some amount of historical traffic count records, if not, simple
traffic tube counts are relatively inexpensive and quick. In some cases,
designers may have to use extremely approximate estimates if no count data
can be obtained.
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ii. A count or estimate of the number of heavy vehicles.
This usually requires some sort of vehicles classification within the traffic
count. The simplest classification divides vehiéles into two categories
a. Heavy trucks
b. Others
Other more elaborate schemes can also be used such a FHWA's vehicle
classification.
iii. An estimated traffic (and, heavy vehicle) growth: rate over the design life
of the pavement.
A growth rate estimate is required to convert a single year traffic count into
the total traffic experienced over the pavement design life (in years).
iv. Select appropriate LEEs to convert truck traffic to ESALs.
Different region may experience different types of loads. For instance, a
particular area may experience a high number of trucks but they may be
mostly empty thus lowering their LEF.
V. An ISAL estimate.
An ESAL estimate can be made based on the preceding steps. Depending
upon circumstances these estimates may vary widely. Figure 2.3 shows an
example of a pavement that was built for an estimated ESAL loading but
experiencing a much higher loading due to a marked increase in bus traffic.
1r.' 1:T .11!
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:1.
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14
figure 2.2: Resulting Damage Figure 2.3: Likely caused of increased ESAL frorn a Marked Increase in ESAL
