in situ, immediate and reliable testing works challenge in quality control for pavement works in...

8/10/2019 In Situ, Immediate and Reliable Testing Works Challenge in Quality Control for Pavement Works in Malaysia

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2013 IJPC Paper 166-1

Copyright 2013 IJPC International Journal of Pavements Conference, So Paulo, Brazil Page 1

IN SITU, IMMEDIATE AND RELIABLE TESTING WORKS : CHALLENGE IN QUALITY

CONTROL FOR PAVEMENT WORKS IN MALAYSIA

Ir. Hamzah Hashim

Assistant Director, Road Design and Geotechnical Branch, Headquarters of Public Works Department ofMalaysia, Jalan Sultan Salahuddin, 50582 Kuala Lumpur, Malaysia [email protected]

Engr. Hafezaa Dzulieanaa Md PuziAssistant Director, Federal Facility Maintenance Unit, Public Works Department of Penang, State of Penang,Malaysia [email protected]

ABSTRACT:Pavement work requires lots of testing for quality control and assurance (QA/QC) which the testingis carry out on site and also in laboratory. Some of the testing works are time consuming in producing the results.

In Malaysia, it became more crucial if the pavement work is being carried out at existing road with live andfurthermore congested traffic. This kind of situation will leads to shorter time period for the construction. Thismeans, pavement work shall be quick but with no compromise in quality. The objective of this research is to

identify current testing works that are crucial to quality but time consuming in getting the result. The scope ofthis research will cover the pavement testing works from subgrade to asphaltic layer. The key results of this

research are to produce with alternative recommendations for method of testing which are crucial in pavement

quality control. The recommended method of testing shall produce in situ, immediate and reliable results thusproducing faster but good quality pavement rehabilitation works.

KEY WORDS:Pavement, quality, test method

1. INTRODUCTION

Quality control and assurance are essential in pavement work. The process is to be carried out according to themethod of statement and to comply with the specification. It takes certified people to plan, witness, verify andcertify the quality control works that been done. However, certain test methods are time consuming. Complianceto the specification is compulsory but in certain situation, time is the crucial factor between getting the accepted

test result with remaining pavement work that need to be done. This is more crucial when pavement work isbeing done in existing road with live traffic. Completed pavement area need to be opened to traffic whilst the testresult is still not available due to the test method itself. This is the main essence to be discussed in this paper.

2. MALAYSIA ROAD NETWORK AND ROAD TRAFFIC VOLUME

Malaysia is located in South East Asia region with population estimated of 28.3 million in 2010. According to

Road Statistic 2010 [5], Ministry of Works Malaysia, the whole road network is 137,219.48km. 81% of from thetotal length is paved-bituminous road and concrete road while remaining are 12% of gravel road and 7% oflaterite road. From road management point of view, Malaysia road network has been categorized into twocategories which are Federal Road which consist of 13.7% from total length of road and State Road which is86.3% from total length of road. Federal road management is under Federal Government of Malaysia while the

State Road is directly under State Government. There are 12 states government in Malaysia since its formation in1965.

70% of Malaysia Road Network is located in Peninsular Malaysia compared to East Malaysia. The West Coastof Peninsular Malaysia comprises more length of roads and toll operated highways as much of the development

is much more rapid along the west coast. According to the same road statistic, apart from Federal Road lengthwhich is 12,748.61km (13.7%), 1,666.46 km is toll operated highways.

Kuala Lumpur as the capital of Malaysia is located in this area consisted of much toll operated highways for theease of mobilisation of its citizen. It is estimated 25% from total length of toll operated highways are located
mailto:[email protected]:[email protected]:[email protected]:[email protected]


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within the vicinity of Kuala Lumpur or best known as Klang Valley. In general, Federal and State road in

Malaysia are interconnecting within each other across the nation for the main linkage within its territories.

According to statistic of Road Transportation Department of Malaysia [10], until end of 2012, there are1,311,749 of registered motorised vehicles in Malaysia. The vehicle are being categorised as commercial

vehicles, public vehicles, car, motorcycle and other vehicles. Cars and motorcycle are the largest registeredvehicle category which forms 46% and 48% from total amount of registered vehicles. Much of this registered

vehicles also concentrated at the west coast of Peninsular Malaysia where better road network available.

Constant growth in economy together with population plus better quality of life initiated by the Government of

Malaysia leads to constant growth in registered vehicles. In certain area, current infrastructure especially roadnetwork are functional to the fullest capacity thus created congestion in traffic in certain period of time in dailyhours. In certain Federal Road, traffic volumes are reduced only after 10pm to 6am averagely. During peak

congestion hour, all vehicles are moving slowly in all lanes and both directions. Peak hour of congestion usuallyoccur in morning when Malaysians are going out for work and sending their kids to school. Traffic congestion

also occurs at noon after school hours, and also at the evening after office hours. To the extent of that situation,slow vehicle moving due to the increases of traffic volume after office hour will last until 9 pm within vicinity ofKlang Valley. For record, there are few Federal Roads in Malaysia which achieved Level of Service (LOS) of E

according to Malaysia Highway Capacity Manual [9].

Figure 1. Routine traffic congestion in FT28 Middle Ring Road II circling Kuala Lumpur City. This is usual

traffic condition after office hour between 5-9pm

3. PAVEMENT WORK IN MALAYSIA

Public Works Department of Malaysia (PWD) is the main technical government agency which manages FederalRoads and State Roads in Malaysia. As the main agency in managing roads in Malaysia, most of the pavementworks are under PWD management including planning, design and construction of new road, maintenance

program, road safety program, looking after specifications and also managing public complaints. Other agencythat relates to the pavement work in Malaysia is Malaysia Highway Authority (MHA) who manage toll road

operator concessionaire. Other agency is the local authorities like Kuala Lumpur City Hall.

Road Agency in Malaysia receives allocated annual road maintenance fund to carry out road maintenance which

includes routine, periodic and emergency maintenance. In this case, major road rehabilitation work of FederalRoad, which being managed by PWD will falls under periodic maintenance whereby most of the pavement

activities being carry out. PWD is using HDM-4 as road management tool to plan annual periodic maintenanceprogram for Federal Road. Pavement rehabilitation work in this program will cover rehabilitation works atspecific Federal Road location from road base layer up to wearing course layer. Usual treatment methods are

reconstruction, base stabilization or recycling for road base layer. While resurfacing, milling, regulating areusual methods for surface layer treatment.

In this paper, pavement work in Malaysia that wants to be highlighted is during maintenance work. This isbecause quality control and assurance in existing road is more challenging comparing to construction of a new


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road. The main reason to this is that pavement works in existing road will have to tolerate the existing and live

traffic. The existing and live traffic will put a challenge to quality control and assurance process because of thelevel of service of the road that can cause traffic congestion. Traffic congestion then will leads to publiccomplaints. In the meantime, road engineers and contractors are facing limited time to carry out pavement workto avoid congestion due to lane closure but to achieve targeted quality. Lane closure due to pavement work is

always conflicting with fluent traffic flow. When this situation occurs, quality control process would becompromised and jeopardized.

4. CURRENT QUALITY CONTROL AND ASSURANCE IN PAVEMENT WORKS

Quality control and assurance in pavement work starts during the planning stage of road construction andmaintenance work. It is consist of laboratory testing and on-site testing. After a specific location was chose to berehabilitated, engineers will do the verifying work at that location. Verifying work would be including of visiting

the location, identify defects and confirming the proposed treatment is suitable with the defects.

Pavement works process then will start off with mix design, plant trial and trial lay for every hot mix source thatshall be used for the work. Contractor will work together with hot mix plant operator to arrange for the mixdesign and plant trial. In this stage, the hot mix plant operator shall provide the latest material test result that

been carried out and certified by independence laboratory. Material aggregate test result from each source shall

have validity up to 6 month or until there are a change in material source. For bitumen test, contractor shall getthe latest test result for every source of bitumen.

Mix Design then is being carried out for hot mix. If stabilization or recycling method is the treatment method

that being chosen, mix design are also compulsory. Mix design is to get aggregate grading and the suitablebitumen or stabilization agent content to produce durable, economic and stable mix especially in producing

asphaltic hot mix. Once established, mix design is called JMF. The next step is to carry out trial lay. Trial lay isto ensure that produced asphaltic hot mix or stabilized material is compliance to the mix design or JMF. Trial lay

also is to ensure compacted thickness and density of trial layer is according to the design. If both, JMF and triallay result are comply, the pavement work is allow to be proceed to actual work.

During the actual work on the ground, quality control and assurance continues with few parameters that need to

be recorded and test result that need to be compliance to the specification. Parameters for asphaltic hot mix suchas mix temperature, laying thickness, rolling pattern, compacted thickness, and compaction density and settingtime are compulsory to the quality. While for unbound layers, moisture content, layer thickness, compactiondensity and curing time are as much as important to produce quality road base layer.

Requirement of the quality process such as method of testing, frequency of testing as mentioned above is

according to PWD Specification for Road Work 1988 and 2008 Section 4.


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Figure 2. Field Density Test using Sand Replacement Methodl

For compaction density for bituminous layer, compaction test accordance to ASTM Test Method D 1188 orASTM Test method D 2726 is specified in the PWD Specification [1,2]. Coring test shall be carries out within

24 hours after final compaction.

Figure 3. Coring test for compaction density being carried out within 24 hours after final compaction

The core sample shall be brought to the laboratory and the sample will be left in the lab in ambient temperaturefor another 4-5 hours just to get it dry and cold. Sample then being weight as mass(A). Core sample then being

immersed in the water bath for 3-5 minutes and then being weight in as mass of core sample submerged (C).Sample then will be taken out from the water and core sample surface shall be wiped with dry towel. The sample

then shall be weight again as saturated surface drySSD (B). Voids in the core sample can be calculatedthrough (A/B-C). The result shall be compared to Marshall Density obtained during mix design thus compactiondensity can be obtained.

Figure 4. Core sample being weight in the water as mass of core sample submerged

Mix Design procedures and test usually being carried out at laboratory and doesnt involve site work. Duringconstruction, density test for bituminous and unbound layer test at site are crucial and critical during construction


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work. But according to the test method for compaction density for bituminous layer and unbound layer in

JKR/SPJ/2008 Section 4, it took at least 24 hours to get the result for 1 point only. In addition to that, the processneeds to involve laboratory.

Concurrently, the newly rehabilitated lane will be open to traffic at least 3 hours after final compaction. This has

to be done as the work is being carried out at existing road with live traffic whereby 24 hours lane closure is notpractical. As contradict to that situation, the result of density test will be obtained by tomorrow. The result is

important as proof of contractors compliance to the compaction density specification. This situation will leadsto jeopardizing the quality of pavement work at site. It has probability that contractor didnt achieved specifiedcompaction until test result return. Or we may have damaged new road layer due traffic loading caused by

uncertainty of degree of compaction. Compaction density for both bituminous and unbound layer is importantfor the pavement durability through providing strong platform for traffic.

5. CHALLENGES IN QUALITY CONTROL IN PAVEMENT WORK

As being described in above section, certain test result and measurement during construction can be obtained insitu. But density test result takes more than a day. Layer density is one of the crucial parameter for roads. Therehabilitation works at existing and live traffic make it impossible for a day lane closure. Usually, newly

rehabilitated roads or lanes, will open to traffic at least 3 hours after final compaction. Further interruption to

traffic due to lane closure would create major congestion. Furthermore, roads with L.O.S of B to E could easilycreate congestion and uneasiness to traffic user. In addition to that, slow moving heavy vehicles that used thenewly set layer could affect the stability and provided further compaction. This could leads to initial rutting.

Assuming road rehabilitation is taking place at Federal Road with traffic estimated of 30,000 ADT with 2% ofcommercial vehicle and L.O.S of B. Length of road that need to be rehabilitated is 1 kilo meter single

carriageway with average width of 7 meter (3.5 meter width for each lane covers up to 7,000 meter square area).1,750 meter square of road is warrant for base reconstruction. While the remaining area is warrant for mill and

pave. According to PWD Specification, compaction density shall be required for every 250 meter lane hot mixlaid. By assuming paving width is 3.5 meter, estimated numbers of compaction density that compulsory are 6numbers of tests.

Figure 6. Milling off pavement is one of the typical pavement rehabilitation methods.

This method is typical to arrest non-structural crack and surface deformation

For reconstruction, rehabilitation work usually consists of breaking up pavement up to 400mm depth from

surface. 300mm thick of new crushed aggregate shall be laid and compacted for road base. For this new roadbase layer, compaction test is needed. According to JKR/SPJ/1988 Field Density Test (FDT) using Sand

Replacement Method is compulsory for every 150m2 for each layer of compacted material for road base. For1,750 meter square of area, 12 point of FDT is required. Then bituminous binder course layer shall require 2

points of compaction density test. Finally, for bituminous wearing course layer, 2 points of compaction densitytest is required.

Rehabilitation work at single carriageway 2 direction Federal Roads would usually require single lane closureand the other lane is left for traffic movement. With traffic management applied at rehabilitation location,existing traffic would usually tolerate the single lane operation due to rehabilitation work. As the traffic queue


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increases and waiting time become longer, traffic would want both lanes to be open as soon as possible for the

day.

Figure 7. Base reconstruction work been carried out in single carriageway 2 directions at FT005 Teluk Intan Sabak Bernam Federal Road Section 450 in the State of Perak. Traffic management has been applied and traffic

seemed to move in order

7. PROPOSED IDEAS

Density test for both bituminous and unbound layer are the critical on site test to quality control and assurance inthis situation. Marshall Test for Bituminous layer and Sand Replacement Method for unbound layer is the only

test methods that being used for getting the layer density result in the pavement work in Malaysia currently. Dueto the time taken for producing the density result according to this method, new test method is welcomed.

7.1 Unbound Layer

For unbound layer, there are several methods that can be used to obtain in situ, immediate and reliable density

test result.

Portable Falling Weight Deflectometer (FWD) :Usage of handheld FWD could be the alternative to thesituation. Handheld or portable FWD is the equipment that measure deflection to a falling weight. The portableFWD is a light, portable device that has been developed to measure stiffness of construction layers including

subgrades, base courses, and pavements. The Portable FWD creates a non-destructive shock-wave through thesoil as a result of the impact of a falling weight. Sensors such as velocity transducers or accelerometers are usedto measure surface movement, from which deflection is determined. A load cell is used to measure the impactforce of the falling weight. This equipment can be used to estimate the stiffness of the upper layer of the

pavement or to compare the stiffness and hence determine the effectiveness of compaction. Result is given asmaximum deflection, and the bearing capacity modulus is calculated from it that is MPa.

Figure 8. Portable FWD is being used to measure on site modulus strength of recycled layerin FT2686 Mak Lagam Federal Road in the State of Terengganu

It may not be the similar according to the specification which requires compaction density. Strength was yet to

become the specification for unbound layer. It is usually being used for pavement evaluation. In this case, studies


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need to be made to convert the required density comparable to the strength. With this approach, portable FWD

can be used to replace conventional field density test method.

Nuclear Density Gauge (NDG) : A nuclear density gauge measures in-place of hot mix bituminous layerdensity using gamma radiation. Gauges usually contain a small gamma source (about 10 mCi) such as Cesium-

137 on the end of a retractable rod. Gamma rays are emitted from the source and interact with electrons in thepavement through absorption, Compton scattering, and the photoelectric effect. A Geiger-Mueller detector

(situated in the gauge opposite from the handle) counts gamma rays that reach it from the source. Pavementdensity is then correlated to the number of gamma rays received by the detector.

Nuclear density meter already being used in Europe and America. But the usage of its kind in Malaysia is stillnot materialized. Even though it could provide us with portability, quick density but non-destructive test result, italso has some limitation for the usage which are :-

High initial cost to purchase a unit of the equipment.

Permit must be acquired from Malaysia Nuclear Agency (Nuclear Malaysia)

Operation is limited to certified operators

There is always a risk of radioactive exposure to the operators and nearby personnel.

Dynamic Cone Penetrometer (DCP) : Dynamic cone penetrometer can be used to establish the strength of theunbound pavement layer and also unbound pavement layer thickness [6]. This equipment is a penetrometer witha steel rod of 60ocone is driven through the unbound pavement layers by using a steel hammer applied at

constant force. The rate of penetration is inversely proportional to the strength of the material. The relationshipbetween the rate of penetration and CBR enables the strength of granular pavement to be determined.

Figure 9 : DCP usually being carried out during pavement evaluation work ratherthan being carry out as compliance test.

Usually DCP is being used for pavement evaluation at the point of coring test location. In addition to that fact,

the equipment could obtain in situ, immediate and reliable test result for completed unbound layer. As a fact,DCP is producing result in CBR value.

However, as specified in PWD Specification For Road Work 1988, road base material shall have a CBR value ofnot less than 80 when compacted to 95% of the maximum dry density determined in the B.S 1377 CompactionTest (4.5kg rammer method) and soaked for 4 days under a surcharge of 4.5kg. In this situation, conformingDCP test achieved CBR value of more than 80, but still no result of compaction density to comply with thespecification. Thus the idea usage of this equipment is still debatable. The other test that produced CBR value on

site is Plate Bearing Test.


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Non-Nuclear Density Gauge For Unbound Layer : Manufacturers had established in situ density and moisture

gauge for unbound layers. The equipment capable to get wet and dry density, percentage of moisture thusenables to get percentage of compaction. It is important that non-nuclear equipment being developed for testingequipment as nuclear based equipment will have limitations as mentioned in Nuclear Density Gauge above.

Figure 9. Soil Density Gauge (SDG200) developed by TransTech System Inc. is an example of non-nuclear insitu density gauge that could be used to obtain in situ, immediate and reliable compaction test result for unbound

layer

With this kind of equipment available at market, PWD Malaysia needs to add on to the current testing methodfor unbound layer compaction density so that contractors and engineers at site could use and benefitted from theusage of this equipment. There is no need to adjust the specification for compaction, because the equipment still

producing percentage of compaction out of dry density. In this situation, the equipment is highly recommended

to be included as accepted testing method.

The usage of this equipment enables engineers at site to check in prompt compaction density of unbound layerthus decide whether the layer is compliance to the specification. Contractors also will benefit from thisequipment as he could use the test result as guide to improve his method of compaction work to obtain specified

density.

7.2 Bituminous LayerFor bituminous layer, coring test for compaction density result shall be carries out within 24 hours after the finalcompaction. It shall take at least 3-4 hours before the test result can concur the compaction work at site. In this

situation, in situ, immediate and reliable test method is crucial to the quality of compaction work.

Speed Up Core Sample Test : According to PWD Specification, coring sample shall be taken at site within 24hours after final compaction and let the sample dry for another 3-4 hours before commencing the testing. Inimproving the process, engineer could have the core sample taken immediately after 3 hours setting time of

bituminous layer, and let the sample dry in oven for about 1 hour. Core sample then could be weight in air and inwater to get the void. Result then being compare to Marshall Density to obtain the percentage of compaction

density.

However, further study need to be done to get the comparable test result between actual procedure and simplifiedprocedure. The method also couldnt produce in situ, immediate test result.

NonNuclear Density Gauge : Another test method that could be used in order to get in situ, immediate andreliable test result is the usage of non-nuclear pavement density gauge. The equipment shall get the in situ

bituminous layer density at once. This equipment has been developed and used in America and Europe. But the

usage of this equipment in Malaysia is at introductory stage. PWD had used the equipment of Pavement QualityIndex (PQI) developed by TransTech System Inc. at the location of Hot-In Place Recycling (HIPR) back in 2010

in Alor Gajah-Melaka-Jasin (AMJ) Highway.


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Figure 10. PQI is non-nuclear bituminous layer density tester developed by TransTech System Inc. The photo

dated 28.01.2010 as the equipment has been used to check the HIPR layer densityin Alor Gajah-Melaka-Jasin Highway

The equipment though needs to be calibrated with sample from coring test. However, the usage of this

equipment has given the project engineer a freedom to check the compaction density of HIPR completed layerwhenever and wherever as possible. The results showed variant from one test point to another but still inacceptance value of not less than 98% from Marshall Density. At the end of the day, the test frequency wasdecided to follow PWD specification and all test result has been accepted.

However, there were no further attempts to use the equipment after above project for the future project.

8. CONCLUSION

Layer density proved to be the time consuming test method but yet so crucial to the quality. Both unbound and

bituminous layer density current test method cannot produce in situ, immediate result. This could lead thesuperintending officer and contractors would jeopardize the quality of compaction density as the pavement workshall continue. Thus few possible test methods that could replace the current test method are being proposed.

However, there are still challenges that shall be faced if these methods are to be approved.

- PWD Malaysia needs to review its specification in relation to this density test method. Currentreviewed specification was in 2008 but limited to Flexible Pavement or Bituminous Layer.

- PWD Malaysia shall consider having strength layer reading as one of parameters to replace for

compaction density specification for unbound layer. In addition to that, PWD shall consider addingon overall pavement strength after rehabilitation as specification.

- Pavement work contract shall specify clearly the usage of special equipment for density testing as itwould have an effect on the cost of testing or purchasing the equipment directly.

- Test frequency shall be closer compared to current test frequency as the proposed method offer insitu and immediate result.

The idea of having in situ, immediate and reliable testing method for pavement work is to overcome the timetaken in getting layer density test result. The proposed method is also to help both superintending officer and

contractor in getting control of their pavement compaction work. In other word, test method shall be in situ,quick and reliable for the benefit of road construction industry.

ACKNOWLEDGEMENT: Appreciation and highly gratitude to Public Works Department of Malaysiaespecially Road Facility Maintenance Branch, Road Design and Geotechnical Branch, Road Branch, Federal

Facility Maintenance Unit of Penang State, IKRAM Laboratory For Roads, concession company for FederalRoad maintenance and individuals who help in giving ideas and proposal to complete this paper.

DISCLAIMER: This paper is for the submission for International Journal of Pavement Conference (IJPC 2013)and usage for Public Works Department of Malaysia only.


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REFERENCES:

[1] PWD OF MALAYSIA. Standard Specification For Road WorksJKR/SPJ/1988[2] PWD OF MALAYSIA. Standard Specification For Road WorksJKR/SPJ/2008 Section 4[3] PWD OF MALAYSIA. Guidelines for Inspection & Testing of Road Works

[4] PWD OF MALAYSIA. Road Maintenance : What You Shouldnt Know 3rdEdition.[5] PWD OF MALAYSIA. Road Statistic of Malaysia 2010.

[6]

PWD OF MALAYSIA. Interim Guideline To Evaluation and Rehabilitation Of Flexible Road Pavements.[7] PWD OF MALAYSIA. Project Quality Plan For Road Maintenance[8] PWD OF MALAYSIA. Project ReportRehabilitation at FT2686 Mak Lagam Road Using Cold In Place

Recycling with Cement & Geocrete 2009.[9] MALAYSIA HIGHWAY CAPACITY MANUAL, Ministry of Works of Malaysia[10] ROAD TRANSPORT DEPARTMENT OF MALAYSIA. 2012 Malaysia Vehicles Statistic

[11] Www.nuclearmalaysia.gov.my/non-destructive evaluation[12]

Engr. Hamzah Hashim. Rectify Bleeding Road Surfaces Using Hot In Place Recycling Method : How It

Should Be Done, Malaysia Experience. 24thWorld Road Conference, Mexico City September 2011[13] Engr. Sufiyan Zakaria and Ir. Zulakmal Sufian. Ensuring Road Quality in Malaysia. 13thRoad

Engineering of Asia and Australasia (REAAA) Conference, Seoul Korea 2009.

[14] Mallick and El-Kochi. Pavement Engineering Principles and Practice
http://www.nuclearmalaysia.gov.my/http://www.nuclearmalaysia.gov.my/http://www.nuclearmalaysia.gov.my/

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