FLEXIBLE PAVEMENT:

&

Presented by : 1
Ir Chong Ket Pen
 1. What Is Pavement?

TSS
2. Pavement Performance
· Pavement deterioration /
distress

ENT
- functional
- structural
– Mode of distress

CONTEN
- cracking
- rutting

3. What is Pavement Evaluation?

4. Pavement Evaluation
CONT – Data collection
- Field Testing
- Laboratory Testing
– Analysis Assessment
- mode of distress /
causes
– Overlay design

5. Rehabilitation
- overlay / Reconstruction
/ Surface Treatment
- Pavement Recycling
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What is Pavement?

Pavement  Patient

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 PAVEMENT
is analogous to a Patient

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When you get
sick…..

You go to the
doctor….

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The doctor will diagnose/assess your
problems/sickness… and give you
treatment

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COMPARISON : PAVEMENT VS PATIENT

No. Patient Pavement

1. Physical Structure. Pavement Structure.
2. Health deteriorates due to lack Pavement deteriorates due to
of care / overwork. lack of maintenance / traffic
loading.
3. Sick. (ill) Distress.

4. See a Doctor. “See” a Pavement Engineer.

5. Doctor checks for all symptoms Pavement Engineer using FWD

or clues or illness. and other tools to check for
symptoms (modes) of distress.
6. Assess and analyse the cause Assess and analyse the causes
of illness. of pavement deterioration and
modes of distress.

Doctor provides treatment / Engineer proposes types of

7. medication. treatment/rehabilitation design.

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PAVEMENT PERFORMANCE
Pavement Function

Asphalt Wearing Course

Asphalt Binder Course

Crushed Stone Base Course

Sub-base Course

Subgrade

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PAVEMENT DETERIORATION

STRUCTURAL

• Fatigue
• Rutting
• Ageing of
bituminous binder
• Surfacing
instability
• Reflecting
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PAVEMENT PERFORMANCE
Functional Deterioration

• Smoothness
– Fatting / Bleeding

• Ravelling
– Stripping / Loss of fine

• Roughness
– Irregulation
– Bumpy
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PRIMARY MODES OF
PAVEMENT DETERIORATION

• Cracking • Rutting in highly

stressed areas
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Cracking

• Reflection cracking
• Surface cracking
• Traditional fatigue
cracking

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Distress patterns of flexible road pavement
REFLECTION CRACKING

Reflection Cracking

New asphalt
Layer

Existing
Asphalt Layer

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Distress patterns of flexible road pavement
LONGITUDINAL & TRANSVERSE CRACKING

Longitudal
Cracking 
Transverse Cracking

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Distress patterns of flexible road pavement
CROCODILE CRACKING

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Distress patterns of flexible road pavement
BLOCK CRACKING

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Rutting
• Not a problem in Malaysia

• Occur only in highly stressed areas

e.g. climbing lanes, junctions

• due to,
– instability of bituminous layer
(changes in visco-elastic properties
of the asphalt materials)
– poor compaction of pavement
layers
– week subgrade

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Distress patterns of flexible road pavement
DEFORMATION

Deformation

Asphalt
Surfacing

Granular Base

Subgrade

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 EFFECT OF BLOCK
STONE OR TELFORD
BASE ON PAVEMENT
PERFORMANCE

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Normal and Column Loading Effect
a) Normal Pavement

Principle
(i) Pavement is designed to develop a conical load spreading
pattern such that the effect of imposed vehicle loading when
reaching the top of the subgrade will become minimum
(ii)The conical loading effect can be achieved by designing the
pavement such that its material properties decrease with
increase in depth. 20
Normal and Column Loading Effect
b) Pavement with blocked stone or Telford
base

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What is Pavement
Evaluation?

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PAVEMENT EVALUATION
“Pavement evaluation is
a process in which
systematic assessment
of pavement condition
is carried out to
determine its modes of
distress / deterioration
and then propose
appropriate
treatment/rehabilitation
design”

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 PAVEMENT EVALUATION

• Data Collection / Testing

• Analysis

• Design

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 NNor
orND
NDTest
Test S.C.S.
S.C.S. Laboratory
Laboratorytest
test

Pendos
Output
Analysis
Analysisof
ofData
Data

Identify
IdentifyPrimary
Primary
Modes of Distress
Modes of Distress

PROCESS OF Comprehensive
Comprehensive
Analysis
PAVEMENT
Analysis

Treatment
EVALUATION Treatment
Method
Method

Economy?
Economy?
Suitability?
Suitability? NO

OK

Implementation
Implementation
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Pavement Evaluation
(Data Collection)
• Field Testing / Survey
– IRS Survey
– Manual Surface
Condition Survey
– Coring
– Dynamic Cone
Penetrometer
– Ground Penetration
Radar
– Traffic Census
– Axle Load Survey

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Falling Weight Deflectometer
(FWD)
Purpose :
To determine
pavement
structural condition

Methods :
Applying a load of
700kPa and
measuring the
deflection bowl
Dynatest
8000 27
Falling Weight Deflectometer
(FWD)

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DEFLECTION BOWL

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IKRAM ROAD SCANNER (IRS)

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IKRAM ROAD SCANNER (IRS)

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IKRAM ROAD SCANNER (IRS)
INTRODUCTION

• Gipsi-Trac is a vehicle mounted

digital mapping system.
• Uses GPS (Global positioning
system) and precision sensors.
(Tilt sensors and
accelerometers.)
• Record continuous 3D highway
maps and Road Geometry

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IKRAM ROAD SCANNER (IRS)
ADVANTAGES
Gipsi-Trac
• Accurate
• Cost effective
• Tailored to surveyor’s need
• Fits most standard vehicles
• Capable of mapping over 500km per
day
• Operates in all locations - in tunnels,
under bridges, and in built-up, highly
vegetated or mountainous areas
• Can be synchronised with additional
GPS system
• User friendly, graphical display

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IKRAM ROAD SCANNER (IRS)

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IRS RESULT - Road Mapping using Gipsi-Trac
Typical Data Centerline

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Dynamic Cone Penetrometer
(DCP) - Coring
• Purpose :
To determine
asphalt layer
thickness and crack
depth
• Methods :
Extract core
samples using a
rotary coring
machine
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Dynamic Cone Penetrometer
(DCP) - Testing
Purpose :
To determine pavement layer
thickness

Methods :
Releasing a standard weight
onto the anvil and measures
the rod penetration into the
ground
Plot graph Penetration Vs
cumulative blows

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 Handle

Hammer ( 8kg )
Diagramatic
layout of the
Dynamic Cone
Upper Shaft
Penetrometer.

575 mm
1835 mm

Anvil

Measuring Lower Shaft

Rule

20 mm
(600 Cone)

ASPHALT

BASE

SUB-BASE
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SUBGRADE
 DCP TEST RESULTS

NO OF BLOW
20 40 60 80 10 120 140 160 180
0 0
ASPHALT
GRADIENT = STRENGTH (CBR)
CRUSHED STONE 100
ROAD BASE
DCP 1.7 MM/B
CBR : > 100% 200 CHANGE IN GRADIENT

SUB-BASE
DIFFERENT STRENGTH
DEPTH (mm)

DCP : 4.0mm / b 300 DIFFERENT MATERIAL

CBR : 73%

SUBGRADE 400
DCP : 26mm / b
CBR : 7%
500

600

700

800

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Axle Load Study
Purpose :
To determine the
damaging effect (E.F)
of commercial
vehicles

Methods :
Weigh vehicles using
portables weigh-in
motion weighing
systems

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Pavement Evaluation
(Testing)
• Laboratory Testing

• Mixture / Binder
– Binder content
– Grading
– Penetration (when necessary)
– Resilient modules

• Crushed Aggregate
– Grading
– Percentage of fine (silt content)

• Soil
– Classification Test
– CBR
– Density

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 DCP
DCPAnalysis
Analysis
FWD
FWDData
Data Pendos
PendosInput
Input Result
Result

Determine
DetermineElastic
PAVEMENT Moduli
Elastic
Moduli
ANALYSIS &
OVERLAY Calculate
Calculate
Residual
Traffic
TrafficData
Data&&
ResidualLife
Life Design
DesignLoad
Load
DESIGN PROCESS
Pendos
PendosOutput
Output

PAVEMENT
Elastic
Elastic Residual
Residual Required
Required Recommended
Recommended
EVALUATION
Moduli
Moduli Life
Life Overlay
Overlay Sectioning
Sectioning
AND
DESIGN
OF OVERLAY IRS
IRSData
Data
SYSTEM

PROPOSED
PROPOSEDREHABILITATION
REHABILITATIONMETHODS
METHODS
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 Overlay Design
P

Bituminous Layer

s 1
t Tensile / Stress
Granular layer
Ec Compress strain

CBR

Overlay Design based on : -

Stress - Strain Theory Considering,
– tensile strain below the asphalt layer
– compress strain on top of the subgrade
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PRINCIPLE OF OVERLAY DESIGN
Before Overlay

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PRINCIPLE OF OVERLAY DESIGN
After Overlay

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 Design output from PENDOS

 Elastic Module

 Residual life

 Overlay thickeness

 85%tile sectioning of overlay

requirement

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 Rehabilitation
(Traditional)

• Overlay
• Reconstruction (full / partial)
• Surface Treatment

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 RECONSTRUCTION
 Excavate & Dispose all pavement
layers
 Excavate & Replace subgrade (if
found unsuitable)
 Lay & Compact each pavement
layers accordingly (sub-base, base
and surfacing layer)
 costly and time consuming
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 SURFACE TREATMENT
 Thin Overlay (20mm)
 Single Surface Dressing (SSD)
or Double Surface Dressing
(DSD)
 Cape Seal (SSD + Slurry Seal)
 Blind Seal (SSD + Sand Blinding)
 Slurry Seal
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 REHABILITATION
(state of the art)

Using component analysis to replace thick

overlay requirement with these alternative

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PAVEMENT RECYCLING

• Hot-In-Place Recycling (HIPR)

• Cold-In-Place Recycling (CIPR)

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HIPR PROCESS

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 ADVANTAGES & DISADVANTAGES
Advantages :
• Environmental friendly
• Re-use of materials
• Cost-effective
• Fast & ease of construction

Disadvantages :
• shallow depth of 50mm only
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 Cold In Place Recycling

• Cement
• Emulsion (QS3E)
• Foamed Bitumen
• Other additives
Recycled Depth = 200mm Max. (with DCR 2100)

= 300mm Max. (with CR2200)

= 500mm Max. (with WR2500)

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CIPR PROCESS

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 COLD IN PLACE
RECYCLING WITH CEMENT

OR

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COLD RECYCLER (WR2500)

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COLD IN PLACE RECYCLING
WITH BITUMEN EMULSION

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 CIPR
BITUMEN
EMULSION
(EXPRESSWAY)

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CIPR BITUMEN EMULSION
( TRUNK ROAD )

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COLD IN PLACE RECYCLING
WITH FOAMED BITUMEN

OR

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 Foamed
Bitumen
Production

Binding of Aggregate
by foamed bitumen
paste formed from
finer particles.

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CIPR – FOAMED BITUMEN
ON UNBOUND LAYERS

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CIPR – FOAMED BITUMEN
ON BOUND LAYERS

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COLD IN PLACE RECYCLING
WITH2100 DCR

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BEFORE
COLD IN PLACE
RECYCLING
WITH WR 2500

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AFTER
COLD RECYCLER (WR2500)

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MOBILE COLD MIXING PLANT

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ESTABLISHING THE KMA
150

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LOADING TO COLD BIN

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LOADING OF RECYCLED MATERIAL

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LAYING OF CHIP mix
(from KMA)

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KUMPULAN IKRAM

mengucapkan

TERIMAKASIH
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