Overall assessment on flexible pavement
maintenance activities along North South
Expressway Northern Region: From Alor
Setar KM51.40 to Sungai Petani KM 107.90
Cite as: AIP Conference Proceedings 2020, 020023 (2018); https://doi.org/10.1063/1.5062649
Published Online: 05 October 2018
A. Albar, M. H. Osman, Z. Dollah, A. A. Musir, and N. Z. Roslan
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© 2018 Author(s).
2020, 020023
Overall Assessment on Flexible Pavement Maintenance
Activities along North South Expressway Northern Region :
From Alor Setar KM51.40 to Sungai Petani KM 107.90
A. Albar1, a) , M. H. Osman1 , Z. Dollah1, A. A. Musir1 and N. Z. Roslan1
1
Faculty of Civil Engineering, Universiti Teknologi MARA Cawangan Pulau Pinang, 13500 Permatang Pauh,
Pulau Pinang, Malaysia
a
anizaalbar@ppinang.uitm.edu.my
Abstract. The purpose of this study is to establish the complete assessment of flexible pavement maintenance activities
carried out from Sungai Petani KM107.90 to Alor Setar KM51.40, Section N2,North South Expressway Northern
Region. The assessment includes the visual inspection to determine the rating criteria for each defect found on the
flexible pavement and the determination of proper rehabilitation work along Section N2 by referring to Inspection
Manual for Pavement Maintenance Management System – PLUS Bhd and OPUS NMM NRO and Buku Panduan
Pemeriksaan Penyelenggaraan Bulanan Lebuhraya- Lembaga Lebuhraya Malaysia (LLM). Quality Assurance and
Quality Control (QA/QC) practice also been incorporated throughout the assessment as listed in Method Statement in
Work Order and Standard Specification for Road Works JKR/SPJ/2008-S4 Fexible Pavement. It is including before,
during and after rehabilitation work is implemented. From the visual inspection, cracking recorded the highest percentage
of the defect found on north bound with 32%, while south bound recorded as 44%. Both are categorized in rating C
condition which require repairs for user comfort which mill and pave method been chosen for repairing works after
considering several factors; such as optimum time and cost. A good assessment at defected area will increase the life span
of the pavement and minimize the overall maintenance cost.
INTRODUCTION
Flexible pavement contains several layers of natural granular material which consists of subgrade layer, sub-base
layer, base layer and waterproof bituminous surface layers. The purpose for these different layers is to reduce the
transmitted stress caused by traffic loading so it will not exceed bearing capacity of the sub-grade [1]. According to
Razali and Zakaria [2], modes of pavement distress that are commonly found in Malaysia are including top-down
cracking, reflection crack, rutting and lack of macrotexture. Several conditions have been identified as the possible
causes of the defects occurred on the road. Axle loading and climatic conditions are the major parameter to design
flexible pavement. Other than that, traffic loading, thickness of pavement and low quality of construction also
contribute to the problem. It is agreed by Behiry [3] that heavy vehicle will cause severe deterioration and it will
lead to the decreasing of the life span of the road pavement.
On the other hand, road damage is also caused by lack of monitoring by the authorities on the construction site or
during overhaul the way to control the quality of construction. Jain. et. al [1] added that the pavement networks must
be managed, not simply maintained and the task of managing pavements must be completely systematic and
objective achieveable. Thus, the cooperation from all organizations are important to mitigate this problem. This is
the main reason of the rehabilitation work and Quality Assurance / Quality Control (QA/QC) becomes top priority to
increase the life span of the road.
Jain et. al [1] mentioned that the main objective of pavement maintenance and rehabilitation system is to provide
a technical tool to maintain roads at preferred serviceability levels. Since pavements deteriorate in time, it is
necessary to maintain and rehabilitate them to provide minimum desired service to its user and save the valuable
assets. The method of rehabilitation works that commonly implemented on North South Expressway includes
reinstatement or mill and pave, overlays, overlays with pre-treatment, structural overlay and regulating. Any
Advances in Civil Engineering and Science Technology
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020023-1
preventive maintenance shall be carried out effectively at the beginning stage to avoid further failure that would
affect the cost of repairs.
STUDY BACKGROUND
Section N2 is a 50km length expressway traversing across most paddy fields in northern area in Malaysia which
stretched from Alor Setar Selatan KM51.40 to Sungai Petani Selatan KM107.90. Since its completion, one of the
latest technology been implemented on the flexible pavement in year 2013 to alleviate soft ground problems at
KM56.05-KM55.40 along Pendang-Alor Setar Selatan. The reinforce concrete raft with 300mm thick as treatment
design to replace the existing Dense Bituminous Macadam (DBM) and Asphaltic Concrete Wearing Course
(ACWC). Then the ACWC is overlaid on top of the newly completed RC rafts.
The deterioration of the new or repaired flexible pavement is relatively caused by traffic stress and environment.
The severity of the traffic loads and the variability of road materials might affect the rate of deterioration. Before
any rehabilitation work is carried out, a proper assessment shall be performed to identify the pavement distress and
its possible causes. Despite of many options of rehabilitation methods and techniques, an appropriate and right
choice of assessment technique and rehabilitation work are very important to ensure that the serviceability
requirements of the expressway are adequate and thus minimising the need for regular repaving works to maintain
the road profile.
Pursuant to the above, this study is perform to assess the flexible pavement maintenance activities along Section
N2, North South Expressway Northern Region including identifying type of pavement distress and method of
rehabilitation works being implemented as well as the QA/QC throughout the pavement maintenance activities.
METHODOLOGY
Assessment of the pavement distress was carried-out using the surface condition inspection form modified based
on the assessment guide available in [4]. Over 50km length according to its bound directions (North bound and
South bound) and lanes (slow lane and fast lane) are assessed for the condition of the pavement. The criteria that
been assessed including the type, degree and extent of the pavement defect for every 500m segment from the slowmoving vehicles travelling on the pavement shoulder.
Table 1 shows the rating criteria in determining the severity of the pavement defect. While the degree and extent
of pavement defects are presented in Table 2 and Table 3 respectively.
TABLE 1. Pavement Defect Rating Criteria
Rating
A: Damage which disturb
the traffic
B: Damage which requires
immediate repairs.
C: Damage which required
repairs for user comfort.
Description
Required high priority repairs, immediate attention required
due to the traffic safety needs.
Moderate priority repairs, attention required due to heavy
damage.
Less priority repairs, scheduled maintenance or minor damage
or further investigation and assessment work is required.
TABLE 2. Degree of Pavement Defect
Degree
0
1
2
3
4
Severity
Slight
Between slight and warning
Warning
Between warning and severe
Description
No distress visible
Slight- No attention required immediately
Between slight and warning
Distress is distinct. Starting of secondary defect
Between warning and severe
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TABLE 3. Extent of Pavement Defect
Extent
1
2
3
4
5
Description
Isolated (seldom) occurence
Intermittent (scattered) occurrence, over parts of the segment length
Intermittent (scattered) occurrence, over most of the segment length
More frequent occurrence over a major portion of the segment
Extensive occurence
As to address the defects detected during the inspection, the rehabilitation works on flexible pavements are
carried out. The type of treatment and common condition of use are indicated in Table 4.
TABLE 4. Treatment Type and Condition of Use
Treatment
Reinstatement
Overlays
Overlays with pre-treatment
Structural overlay
Regulating
Type of Works
Mill and replace to the required
depth
Overlay of 50mm ACWC with
localized patching if required
Pre-treatment
of
existing
pavement layers to the required
depth and application of 50mm
overlays across all lanes
Pre-treatment
of
existing
pavement layers including base
treatment to the required depth
and application of overlays
across all lanes to the required
thickness
Regulating of undulation at
identified areas using asphalt
concrete materials
Condition of Use
Cracks, rutting
Surface cracks / failure
Cracks, rutting
Severe cracks, severe
rutting
Depression, undulation
Quality assurance and quality control (QA/QC) are carried out before, during and after the rehabilitation work.
Before commencing of rehabilitaion work, mix design, plant trial including crusher and premixt plant, and
laboratory testing are conducted such as Binder and Grading test, Marshall test, Immersion Index and Draindown
test. All testing should comply with the specification highlighted in [5]. Besides that, the QA/QC inspection also
performed during the rehabilitation process to ensure all works are done as described in Method of Statement in
Work Order (WO). Another stages of laboratory testing then been conducted after the rehabilitation work including
Maximum Specific Gravity by using Rice Method and determination of density of asphalt cored sample.
RESULT AND DISCUSSION
From the visual inspection on flexible pavement along Section N2 for North Bound and South Bound, most of
the stretch are rated as rating C which require repairs for user comfort. However, it is less priority repairs, where
scheduled maintenance or further investigation and assessment work are required. Only few segments are recorded
as degree 2 which the most defect found is cracking between slight and warning sign of the severity. In addition, the
extension of cracking defect is scattered occurrence over most of the segment length. Other defects detected are
patching, potholes, raveling, rutting and bleeding. Table 5 shows the frequencies of pavement distresses found for
North Bound and South Bound.
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TABLE 5. Frequency of Pavement Defects along Section N2
North Bound
Frequency
Percentage %
16
22
6
8
2
2
6
8
10
14
18
24
16
22
0
0
16
22
74
100
Type of Defects
Alligator cracking
Longitudinal cracking
Block cracking
Ravelling
Rutting
Potholes
Patching
Bleeding
Alligator cracking
Total
South Bound
Frequency
Percentage %
14
26
8
14
2
4
4
7
2
4
10
19
12
22
2
4
14
26
54
100
Cracking defect which consist of alligator, longitudinal and block cracking recorded as the most common defect
found whith 32% for North Bound and 44% for South Bound. Cracking of road pavement surfaces can happen in a
wide variety of patterns, ranging from isolated single crack to an interconnected pattern extending over the entire
pavement surface. It can be seen in Figure 1 on distribution of pavement defect for both bounds. While Figure 2
shows the photos of common defects found on the flexible pavement along Section N2. The defect problems are
closely related to soil condition beneath the pavement as the passage is crossing the paddy field. It is worsened by
repetitive and heavy vehicles travel along this section which caused more impact to the pavement layers.
(a)
(b)
FIGURE 1. Distribution of Pavement Defects on (a) North Bound; (b) South Bound
(a)
(b)
(c)
(d)
(g)
(h)
(i)
(j)
(e )
(k )
(f)
(l)
FIGURE 2. Common defects found on flexible pavement along Section N2
(a) Longitudinal crack ; (b) Transverse crack ; (c) Alligator crack ; (d) Block crack ; (e) Severe cracking ;
(f) Ravelling and rutting ; (g) Multiple patches ; (h) Undulating ; (i) Bleeding ; (j) Shoving ; (k) Polishing ;
(l) Potholes
020023-4
The most suitable rehabilitation work to repair the significant defect after considering the optimum cost, time
and suitability for a long-term engineering solution is reinstatement which involving mill and replace to the required
depth. The rehabilitation works that been inspected located at KM84.10 to KM84.30, North Bound, Section N2,
North South Expressway Northern Region as shown in Figure 3. The milling work process are performed at site by
referring to [6]. Major pavement works involved are milling, paving and compacting.
FIGURE 3. Rehabilitation works process consists of milling, dipping, cleaning milled area, spraying tack coat, paving, and
compacting pavement layer.
In addition, the quality assurance and quality control (QA/QC) activities been done before, during and after the
repairing works. Before commencing of rehabilitation work, few laboratory tests were conducted in laboratory on
premix by referring to [5]. All results are tabulated in Table 6 and meet the specification limit. The need of
conducting test on bituminous material are to ensure the pavement can withstand the heavy traffic loads act upon it
and its life span can be prolonged.
TABLE 6. QA/QC Laboratory Testing Before Rehabilitation Works
Laboratory Testing
Binder & Grading
Marshal
Immersion in
30 minutes
Immersion in
24 hours
Draindown
Stability
Flow
Bearing
Capacity
Stability
Flow
Bearing
Capacity
Stability
Flow
Bearing
Capacity
Laboratory Result
5.44%
1377.6 kg
2.95 mm
467 kg/mm
Specification Limit
5.14% - 5.74%
>750 kg
2 mm – 4 mm
>320 kg/mm
1398.8 kg
3.00 mm
466.3 kg/mm
> 750 kg
2 mm – 4 mm
>320 kg/mm
1324.4 kg
2.80 mm
473 kg/mm
> 750 kg
2 mm – 4 mm
>320 kg/mm
0.02%
<0.3%
Where as during rehabilitation work, it is necessary to monitor every process to ensure the compliancy of design
and pavement work as stated in method statement for each approved Work Order (WO) prepared by UEM Edgenta.
The QA/QC involved is shown in Figure 4.
020023-5
(a)
(b)
(c)
(d)
(e)
(f)
FIGURE 4. QA/QC process during rehabilitation work
(a) Dipping process of milled area; (b) Cleaning of milled area; (c) Spraying of tack coat uniformly; (d) Checking the
temperature of premix; (e) Monitoring rolling pattern of tandem roller; (f) Monitoring rolling pattern for pneumatic tyre
roller.
After rehabilitation work, bituminous mix sample is taken from the site and went throughthe laboratory testing to
determine its quality. These testing are conducted to obtain a good and economical blend of bituminous mix design
through several trial mixes. Moreover, the suitable designed bituminous mix will have a great strength to withstand
heavy traffic loads under climatic conditions and fulfil the pavement surface characteristics. Tests involved are
binder & grading, maximum specific gravity, marshall test and density of asphalt cored sample and the results are
tabulated in Table 7.
TABLE 7. QA/QC Laboratory Testing After Rehabilitation Works
Laboratory Testing
Binder & Grading
Stability
Marshal
Flow
Bearing Capacity
Maximum Specific Gravity
Density of asphalt cored sample
Laboratory Result
5.43%
1401 kg
2.95 mm
475 kg/mm
2.44
99%
Specification Limit
5.14% - 5.74%
>750 kg
2 mm – 4 mm
>320 kg/mm
2.44 – 2.70
99% - 100%
CONCLUSION
It can be concluded that the overall assessment on flexible pavement maintenance from Sg Petani KM107.90 to
Alor Setar KM51.40 North South Expressway Northern Region is successfully conducted. The following
conclusions are highlighted from this study:
1. The most common defect found on flexible pavement along the stretch was cracking which consists of
alligator, longitudinal and block cracking. It is because section N2 is surrounded by paddy field which will
cause the development of cracking defect due to weak subgrade layer.
2. Reinstatement which involves mill and pave works been choose as a rehabilitation methods and techniques
to ensure that the serviceability requirements of the expressway are adequate and thus minimising the need
for regular repaving works to maintain the road profile.
3. QA/QC activities are successfully implemented before, during and after the rehabilitation works by site
supervision and monitoring as well as through laboratory testing. All results meet the specification limit by
Standard Specification for Road Works JKR/SPJ/2008-S4 Flexible Pavement established by Public Work
Department (JKR).
ACKNOWLEDGEMENT
The authors would like to acknowledge Universiti Teknologi MARA (UiTM) for financial support in this
research work.
020023-6
REFERENCES
1.
2.
3.
4.
5.
6.
S. Jain, Y.P. Joshi and S.S. Golia. Design of rigid and flexible pavements by various methods and their cost
analysis of each method, International Journal of Engineering Research and Applications, Vol. 3, No.5,pp119123. (2013)
R. Razali and S. Zakaria. Improving road durability using modified asphalt in Malaysia: How it works?,
International Journal of Pavements Conference, Sao Paulo, Brazil, pp1-8. (2013)
A.E.M. Behiry. Fatigue and rutting lives in flexible pavement, Ain Shams Engineering Journal, Vol. 3, No.4, pp
367-374. (2012)
PLUS Bhd and OPUS NMM NRO. Inspection manual for pavement maintenance management system. (2000)
Jabatan Kerja Raya. Standard specification for road works. JKR/SPJ/2008-S4 Flexible pavement. (2008)
UEM Edgenta. Method of statement for proposed pavement rehabilitation and associated works from KM84.10
to KM84.30 north bound, section N2, North South Expressway. (2017)
020023-7