43047421 project pavement condition survey at parit jelutong batu pahat johor

8/10/2019 43047421 Project Pavement Condition Survey at Parit Jelutong Batu Pahat Johor

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CHAPTER 1

PROBLEM STATEMENT

As Malaysia's roads become more congested, the Works Ministry has the daunting task of ensuring they are constantly in good condition and safe for motorists. Roadinfrastructure development is generally synonymous with the overall growth of a

nation. Malaysia has had a tremendous increase in road mileage since the last 40 years, expedited by her independence. With the convenience of road developmentcomes issues that cause specific inconvenience to the people, namely poor roadcondition during rainy seasons, traffic congestion and road accidents. During the rainy seasons, many areas will have potholes and other types of problems, creating a dangerous condition and causing accidents as drivers react to avoid them.

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In order to complete our project for BFC 3042, we are required to conduct a survey on pavement condition to identify the damage which occurred and propose a suitable pavement method work to local authority.

1.1

SCOPE

For this task we are required to conduct a survey on the pavement condition in the certain road, along 1kilometer. We have to do a few methods to complete thissurvey. We had picked up the main road from Parit Jelutong. At the site survey,we have to determine some categories of pavement distress and damage. From the data obtained, we have to discuss and analyze the suitable method to regarding the condition.

1.2

AIM

We had survey a few roads in the radius of UTHM. We found that Parit Jelutong ismost suitable site that we chose to continue the project as it is nearby to UTHM. The respective road had a few sort of damaged that easily can found on theirpavement due to transportation of oil palm material in and out from the particular place.

1.3

METHOD

For the method of analyzation, we collect the data by filling the damage found into the condition survey data sheet. We also did the sand patch method in orderto covers the determination of the average texture depth of paved surface sand t

o give the volume of voids. For the treatment, we use chip seal to assure that the damage occurred has been treat and the road will be use safe and smoothly.

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CHAPTER 2

LITERATURE REVIEW

The movement of people and goods throughout the world is primarily dependent upon a transportation network consisting of roadways. Most, if not all, business economies, personal economies, and public economies are the result of this transpo

rtation system. Considering the high initial and annual cost of roadways and since each roadway serves many users, the only prudent owner of roadways is the public sector. Thus it is the discipline of civil engineering that manages the vastnetwork of roadways. The surface of these roadways, the pavement, must have sufficient smoothness to allow a reasonable speed of travel, as well as ensure thesafety of people and cargo. Additionally, once the pavement is in service, the economies that depend upon it will be financially burdened if the pavement is taken out of service for repair or maintenance. Thus, pavements should be designedto be long lasting with few maintenance needs.

The accomplishment of a successful pavement design depends upon several variables. The practice of pavement design is based on both engineering principles and e

xperience. Pavements were built long before computers, calculators, and even slide rules. Prior to more modern times, pavements were designed by trial-and-errorand commonsense methods, rather

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than the more complicated methods being used currently. Even more modern methodsrequire a certain amount of experience and common sense. The most widely used methods today are based on experiments with full-scale, in-service pavements thatwere built and monitored to failure. Empirical information derived from these road tests is the most common basis for current pavement design methods. More recently, with the ever-expanding power of personal computers, more mathematicallybased pavement design methods such as finite element analysis and refined elasti

c layer theory have been introduced. These methods require extensive training touse and are not developed for the inexperienced. Types of pavements can be broadly categorized as rigid, flexible, or composite. The characteristics of these types are reviewed in the following articles.

RIGID PAVEMENT FLEXIBLE PAVEMENT COMPOSITE PAVEMENT (OVERLAYS)

In this literature review, we need to spend and focus over the aspect that involving in pavement design criteria. It is centralized as three of analytical important prospect in this part of literature review for the Project gaining information as listed below; PAVEMENT STRESS DESIGN OF CHIP SEAL TYPES OF PAVEMENT DISTRESS

Rigid pavement can be constructed with contraction joints, expansion joints, dowelled joints, no joints, temperature steel, continuous reinforcing steel, or nosteel. Most generally, the construction requirements concerning these options are carefully chosen by the owner or the public entity that will be responsible for future maintenance of the pavement. The types of joints and the amount of steel used are chosen in concert as a strategy to control cracking in the concrete pavement. Often, the owner specifies the construction requirements but requires the designer to take care of other details such as intersection jointing detailsand the like. It is

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imperative that a designer understand all of these design options and the role each of these plays in concrete pavement performance.

Load transfer is the critical element at joints and cracks. In undo welled, unreinforced pavements, any load transfer must be provided by aggregate interlock.

Source: Highway Engineering Handbook, 2nd edition

Aggregate interlock is lost when slabs contract and the joints or cracks open up. Also, interlock is slowly destroyed by the movement of the concrete as trafficpasses over. Given large temperature variations and heavy trucks, aggregate interlock is ineffectual, and faulting is the primary result.

Where a long joint spacing is used and intermediate cracks are expected, steel reinforcement is added to hold the cracks tightly closed (JRCP). This allows theload transfer to be accomplished through aggregate interlock without the associated problems described above. Contraction joints do not provide for expansion ofthe pavement unless the same amount of contraction has already taken place. This contraction will initially be from shrinkage due to concrete curing. Later cha

nges in the pavement length are due to temperature changes. Where

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fixed objects such as structures are placed in the pavement, the use of an expansion joint is warranted. Expansion joints should be used sparingly. The pavementwill be allowed to creep toward the expansion joint, thus opening the adjacentcontraction joints. This can cause movement in the adjacent contraction joints in excess of their design capabilities and result in premature failures.

This is showed, how the good implementation and idea given to review the overall

literature of Project Making Process with high intention of other fundamental idea in highway engineering.

2.1

PAVEMENT STRESS

Pavement Stress is considered to be under the flexible pavement. The basic ideaof pavement stress starting from the loading area and impact on the pavement. Rutting in asphalt pavement includes densification and shear flow of hot-mix asphalt, but the majority of severe instable rutting results from shear flow within the asphalt mixtures. In recent years, another type of surface distress called To

p-Down Cracking (TDC), which is usually found in longitudinal path, has become more common in asphalt pavement, this is also considered as a shear-related failure. As a result, shear stress is believed to be one of the critical factors affecting pavements performance, and it is necessary to well understand shear stressin asphalt pavements. To gain an accurate understanding of the effect of shearstress on pavement performance, a laboratory method of applying tirepavement contact pressure is employed in this paper. The results are compared for differingloading conditions. The effects of tire pressure and stress components in termsof vertical and horizontal stress on shear stress are comprehensively investigated by three-dimensional finite element method. In addition, the effects of asphalt layer thickness and interface conditions are also discussed.

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Car loading is the most important aspect in order to effect the load distribution on pavement surface to the base. Rutting influenced by the load of car, and regularly happened on the mid of section in single road. We need to predict and understand stress - strain distribution within the pavement structure as they relate to failure cracking and rutting.

In Flexible Pavement Stress Analysis, there are two (2) types of prediction stre

ss in pavement that occur. 1. Numerical Models 2. Ideal Models

Numerical Models Need model to compute deflections (d) an

strains (e). Num

rous mo

ls availabl

with

iff

r

nt: Capabiliti

s Un

rlying assumptions Compl

xity Mat

rial information r

quir

m

nts I

al Mo

ls Pr

icts an

Input Param

t

rs Str

ss

s Strains Static &

ynamic loa

s Mat

rial prop

rti

s Traffic Environm

nt

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Availabl

Mo

ls in th

s

fi

l

s of highway analysis that us

wi

ly in r

al sit

as b

low list

; o Multilay

r Elastic Th

ory o Finit

El

m

nt M

tho

s o o o Visco

lastic Th

ory (tim

an

t

mp.-

p

n

nt b

havior) Dynamic Analysis (in

rtial

ff

cts) Th

rmal Mo

ls (t

mp

ratur

chang

)

But most wi

ly us

is; o R

asonabl

R

sults o Prop

rti

s R

lativ

ly Simpl

toObtain

Falling W

ight D

fl

ctom

t

r

Us

lastic th

ory to pr

ict th

fl

ction basin for th

giv

n loa

. Th

n it

rat

with

iff

r

nt mo

ul

configurations until th

calculat

fl

ction basin match

s th

m

asur

. This Proc

ss using th

tools; Small trail

r Dropping W

ight G

ophon

s D

fl

ction Basin

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This Pav

m

nt Str

ss g

n

rat

by th

th

ory of Multilay

r Elastic Th

ory. An

af

w assumptions w

r

taking part of th

analysis to mak

sur

that will b

r

asonabl

an

practic

to b

on

. As r

sult, a graph g

n

rat

by th

fin

ings in th

analysis as th

ory assumption ha

ma

b

for

th

analysis. Th

figur

of fin

ing as show

b

low.

Figur

G

n

rating Fin

ing from Analysis Th

ory Sourc

: Dr. Christos Drakos, Univ rsity of Flori a

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Graph: On

-lay

r Solutions (Fost

r & Ahlvin 1954) Sh

ar str

ss

s

u

to circularloa

ing. Sourc

: Dr. Christos Drakos, Univ

rsity of Flori

a

Asphalt concr

t

pav

m

nt, also r

f

rr

to as fl

xibl

pav

m

nt, is a mixtur

of san

, aggr

gat

, a fill

r mat

rial, an

asphalt c

m

nt combin

in a controll

proc

ss, plac

, an

compact

. Th

fill

r mat

rial can rang

from quarry crushing

ust an

asphalt-plant bag hous

fin

s to woo

fib

rs (c

llulos

). Th

r

ar many a itiv s that can b us in asphalt concr t mix s to ncourag thick rc

m

nt coatings, mor

lastic mix

s, stiff

r mix

s, an

l

ss t

mp

ratur

-s

nsitiv

mix

s. Fl

xibl

pav

m

nts can b

of a typ

construct

on a pr

par

sub gra

, which is call

full-

pth asphalt concr

t

pav

m

nt (FDACP), or of a typ

built on an untr

at

granular bas

, which is not as car

fully i

ntifi

by th

in

ustry but is r

f

rr

to h

r

in as

p-str

ngth asphalt concr

t

pav

m

nt (DSACP).

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2.2

DESIGN OF CHIP SEAL

Th

r

ar

a f

w qu

stions about th

Chip S

al that play aroun

th

fi

l

s of construction

sp

cially among th

p

opl

who liv

ly involv

in th

in

ustry of roa

maint

nanc

. To clarify th

qu

stions issu

that

m

rg

in t

rms of right kno

wl g an fun am ntal of Chip S al, th Maint nanc T chnical A visory Gui (MTAG) US, w

r

using to k

p maintain an

bri

fly

xplain th

Chip S

al D

sign.

2.3

MAINTENANCE TECHNICAL ADVISORY GUIDE (MTAG)

2.3.1 Chip S

al from MTAG R

vi

w.

Application of asphalt bin

r on

xisting pav

m

nt follow

by a lay

r of aggr

gat

chips. Th

tr

atm

nt is th

n roll

to

mb

th

aggr

gat

into th

bin

r.

o P

rformanc

Typical tr

atm

nt lif

: 5 to 10 y

ars Function of climat

,

xistingpav

m

nt con

ition, traffic, typ

of chip s

al o Av

rag

cost $2.50 to $5.00/y

2(

p

n

ing on oil pric

)

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Th

chip s

al practic

w

r

oing an

apply bas

on wh

r

an

wh

n th

n

c

ssarywork w

r

impl

m

nting to solv

th

roa

maint

nanc

probl

m bas

on th

crit

ria that list

b

low to mak

sur

th

capability an

workability of work in highint

nsity of

n

uring quality of pav

m

nt for th

liv

y

ars. o Surfac

for light to m

ium traffic (ADT < 30,000) o Wat

rproof lay

r o Ski

r

sistant surfac

o S

al th

surfac

o A

r

ss bl

ing o T

mporary bas

cours

cov

r o D

fin

shoul

rs

Pictur

: Chip S

al Proc

ss

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Aft

r w

fin

th

n

c

ssarily wh

n an

wh

r

, w

hav

to know that th

chip s

al also hav

som

con

ition that not r

lat

to th

main asp

ct. So, w

hav

toconsi

r th

right tim

wh

n w

ar

not going to us

th

Chip S

al as con

itionpr

f

r b

low; o Structurally

fici

nt pav

m

nts o Cracks >1/4 in wi

th unl

sss

al

o Larg

numb

r of pothol

s o Rutting >1/2 in o Ri

quality n

s significant improv

m

nt

In or r to th st p of succ ss in chip s al sign, th right k y of chip s al

sign w

hav

to consi

r so that th

work going to b

succ

ss an

on

prop

rly. o Prop

r surfac

pr

paration o Us

th

right bin

r an

cl

an aggr

gat

s o Follow th

construction sp

cs, inclu

ing th

n

for traffic control o Chip s

alin goo

w

ath

r con

itions

Pictur

: Crit

ria D

sign St

p an

Proc

ss

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2.3.2 Chip S

al Variations o Applications o Singl

chip s

als o Doubl

or tripl

chip s

als o Cap

s

als o Fabric an

chip s

als o Scrub s

als o Asphalt Bin

rTyp

s o PME o PMA o AR

(Singl

Chip S

als)

(Doubl

Chip S

als)

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(Cap

S

als)

(Fabric an

Chip S

als)

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(Fabric an

Chip S

als)

2.3.3 D

sign, Mat

rials & Sp

cifications

D

t

rmin

Quantity o R

si

ual asphalt cont

nt o Asphalt c

m

nt factor = 1.0 o Emulsion factors rang

= 0.65 to 0.70 o Aggr

gat

application rat

o Singl

chip lay

r o No mor

than 10%

xc

ss chips o 70%

mb

m

nt r

comm

n

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18/74

Chip S

al D

sign M

tho

s

McL

o

proc

ur

Asphalt Institut

m

tho

1. D

t

rmin

aggr

gat

siz

an

sp

cific gravity 2. Aggr

gat

an

bin

r quantiti

s from tabl

3. A

just aggr

gat

(if n

c

ssary) 4. A

just asphalt cont

nt bas

on con

ition of roa

(if n

c

ssary) Mat

rial S

l

ction Bin

r -

Mat

rial S

l

ction-Emulsion Ingr

i

nts Asphalt Wat

r Emulsifying ag

nt (surfactant)

Polym

r-mo

ifi

mulsions Polym

r-mo

ifi

bin

r Polym

r-mo

ifi

r

juv

nating

mulsions (PMRE) Asphalt Rubb

r

2.3.4 Asphalt Rubb

r Chip S

als Bin

r Mat

rial Fi

l

Bl

n

(min. 45 minut

s an

viscosity 1,500 cps-4,000) hot asphalt,

xt

n

r oil, crumb rubb

r, an

highnatural.AR bin

r application is usually .60 gal / squar

yar

through an agitat

istributor truck attach

with a vapor r

cov

ry syst

m. Aggr

gat

Chips ar

always hot pr

-coat

, an

appli

at 35-40 lbs. p

r squar

yar

.

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Sourc

: Maint

nanc

T

chnical A

visory Gui

(MTAG)-U.S

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2.4

TYPES OF FLEXIBLE PAVEMENT DISTRESS

In

x of Pav

m

nt Distr

ss

s Shown on this Pag

Fatigu

(alligator) cracking Bl

ing Block cracking Corrugation an

shoving D

p

r ssion Joint r fl ction cracking Lan /shoul r rop-off Longitu inal cracking Patching

Polish

aggr

gat

Pothol

s Rav

ling Rutting Slippag

cracking Stripping Transv

rs

(th

rmal) cracking Wat

r bl

ing an

pumping

2.4.1

Fatigu

(Alligator) Cracking This s

ction is a summary of th

major fl

xibl

pav

m

nt

istr

ss

s. Each

istr

ss

iscussion inclu

s (1) pictur

s if availabl

, (2) a

scription of th

istr

ss, (3) why th

istr

ss is a probl

m an

(4) typical caus

s of th

istr

ss.

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D

scription S

ri

s of int

rconn

ct

cracks caus

by fatigu

failur

of th

HMAsurfac

(or stabiliz

bas

) un

r r

p

at

traffic loa

ing. In thin pav

m

nts,cracking initiat

s at th

bottom of th

HMA lay

r wh

r

th

t

nsil

str

ss is th

high

st th

n propagat

s to th

surfac

as on

or mor

longitu

inal cracks. This is commonly r

f

rr

to as "bottom-up" or "classical" fatigu

cracking. In thick pav

m

nts, th

cracks most lik

ly initiat

from th

top in ar

as of high localiz

t

nsil

str

ss

s r

sulting from tir

-pav

m

nt int

raction an

asphalt bin r aging (top- own cracking). Aft r r p at loa ing, th longitu inal cracks conn

ct forming many-si

sharp-angl

pi

c

s that

v

lop into a patt

rn r

s

mbling th

back of an alligator or croco

il

. Probl

m In

icator of structural failur

, cracks allow moistur

infiltration, roughn

ss, may furth

r

t

riorat

to apothol

Possibl

Caus

s Ina

quat

structural support, which can b

caus

by amyria

of things. A f

w of th

mor

common on

s ar

list

h

r

:o

D

cr

as

in pav

m

nt loa

supporting charact

ristics Loss of bas

, sub bas

or sub gra

support (

.g., poor

rainag

or spring thaw r

sulting in a l

ss stiff bas

).o

Stripping on th

bottom of th

HMA lay

r (th

stripp

portion contribut

s littl

to pav

m

nt str

ngth so th

ff

ctiv

HMA thickn

ss

cr

as

s)

o o

Incr

as

in loa

ing (

.g., mor

or h

avi

r loa

s than anticipat

in

sign) Ina

quat

structural

sign

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o

Poor construction (

.g., ina

quat

compaction)

R

pair A fatigu

crack

pav

m

nt shoul

b

inv

stigat

to

t

rmin

th

root caus

of failur

. Any inv

stigation shoul

involv

igging a pit or coring th

pav

m

nt to

t

rmin

th

pav

m

nt's structural mak

up as w

ll as

t

rmining wh

t

h r or not subsurfac moistur is a contributing factor. Onc th charact risticalligator patt

rn is appar

nt, r

pair by crack s

aling is g

n

rally in

ff

ctiv

. Fatigu

crack r

pair g

n

rally falls into on

of two cat

gori

s:o

Small, localiz

fatigu

cracking in

icativ

of a loss of subgra

support. R

mov

th

crack

pav

m

nt ar

a th

n

ig out an

r

plac

th

ar

a of poor subgra

an

improv

th

rainag

of that ar

a if n

c

ssary. Patch ov

r th

r

pair

subgra

.

o

Larg

fatigu

crack

ar

as in

icativ

of g

n

ral structural failur

. Plac

an HMA ov

rlay ov

r th

ntir

pav

m

nt surfac

. This ov

rlay must b

strong

noughstructurally to carry th

anticipat

loa

ing b

caus

th

un

rlying fatigu

crack

pav

m

nt most lik

ly contribut

s littl

or no str

ngth (Rob

rts

t. al., 1996).

2.4.2

Bl

ing

D

scription A film of asphalt bin

r on th

pav

m

nt surfac

. It usually cr

at

sa shiny, glass-lik

r

fl

cting surfac

(as in th

thir

photo) that can b

com

quit

sticky. Probl

m Loss of ski

r

sistanc

wh

n w

t

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23/74

Possibl

Caus

s Bl

ing occurs wh

n asphalt bin

r fills th

aggr

gat

voi

s

uring hot w

ath

r an

th

n

xpan

s onto th

pav

m

nt surfac

. Sinc

bl

ing is not r

v

rsibl

uring col

w

ath

r, asphalt bin

r will accumulat

on th

pav

m

nt surfac

ov

r tim

. This can b

caus

by on

or a combination of th

following:

Exc ssiv asphalt bin r in th HMA ( ith r u to mix sign or manufacturing)

Exc

ssiv

application of asphalt bin

r

uring BST application (as in th

abov

figur

s)

Low HMA air voi

cont

nt (

.g., not

nough room for th

asphalt to

xpan

into

uring hot w

ath

r)

R

pair Th

following r

pair m

asur

s may

liminat

or r

uc

th

asphalt bin

rfilm on th

pav

m

nt's surfac

but may not corr

ct th

un

rlying probl

m that caus

th

bl

ing:

Minor bl

ing can oft

n b

corr

ct

by applying coars

san

to blot up th

xc

ss asphalt bin

r.

Major bl

ing can b

corr

ct

by cutting off

xc

ss asphalt with a motor gra

r or r

moving it with a h

at

r plan

r. If th

r

sulting surfac

is

xc

ssiv

ly rough, r

surfacing may b

n

c

ssary (APAI, no

at

giv

n).

23


24/74

2.4.3

Block Cracking

D

scription Int

rconn

ct

cracks that

ivi

th

pav

m

nt up into r

ctangular pi

c

s. Blocks rang

in siz

from approximat

ly 0.1 m2 (1 ft2) to 9 m2 (100 ft2).Larg

r blocks ar

g

n

rally classifi

as longitu

inal an

transv

rs

cracking.

Block cracking normally occurs ov r a larg portion of pav m nt ar a but som tim

s will occur only in non-traffic ar

as. Probl

m Allows moistur

infiltration,roughn

ss Possibl

Caus

s HMA shrinkag

an

aily t

mp

ratur

cycling. Typicallycaus

by an inability of asphalt bin

r to

xpan

an

contract with t

mp

ratur

cycl

s b

caus

of:

Asphalt bin

r aging Poor choic

of asphalt bin

r in th

mix

sign

R

pair Strat

gi

s

p

n

upon th

s

v

rity an

xt

nt of th

block cracking:

Low s

v

rity cracks (< 1/2 inch wi

). Crack s

al to pr

v

nt (1)

ntry of moistu

r

into th

sub gra

through th

cracks an

(2) furth

r rav

ling of th

crack

g

s. HMA can provi

y

ars of satisfactory s

rvic

aft

r

v

loping small cracks if th

y ar

k

pt s

al

(Rob

rts

t. al., 1996).

24


25/74

High s

v

rity cracks (> 1/2 inch wi

an

cracks with rav

l

g

s). R

mov

an

r

plac

th

crack

pav

m

nt lay

r with an ov

rlay

2.4.4

Corrugation an Shoving

D

scription A form of plastic mov

m

nt typifi

by rippl

s (corrugation) or an abrupt wav

(shoving) across th

pav

m

nt surfac

. Th

istortion is p

rp

n

icular to th

traffic

ir

ction. Usually occurs at points wh

r

traffic starts an

stops (corrugation) or ar

as wh

r

HMA abuts a rigi

obj

ct (shoving). Probl

m Roughn

ss Possibl

Caus

s Usually caus

by traffic action (starting an

stopping)combin

with:

An unstabl

(i.

. low stiffn

ss) HMA lay

r (caus

by mix contamination, poor mix

sign, poor HMA manufacturing, or lack of a

ration of liqui

asphalt

mulsion

s)

Exc

ssiv

moistur

in th

sub gra

R

pair A h

avily corrugat

or shov

pav

m

nt shoul

b

inv

stigat

to

t

rmin

th

root caus

of failur

. R

pair strat

gi

s g

n

rally fall into on

of two cat

gori

s:

25


26/74

Small, localiz

ar

as of corrugation or shoving. R

mov

th

istort

pav

m

ntan

patch.

Larg corrugat or shov ar as in icativ of g n ral HMA failur . R mov th amag

pav

m

nt an

ov

rlay.

2.4.5

D

pr

ssion

D

scription Localiz

pav

m

nt surfac

ar

as with slightly low

r

l

vations thanth

surroun

ing pav

m

nt. D

pr

ssions ar

v

ry notic

abl

aft

r a rain wh

n th

y fill with wat

r. Probl

m Roughn

ss,

pr

ssions fill

with substantial wat

rcan caus

v

hicl

hy

roplaning Possibl

Caus

s Frost h

av

or sub gra

s

ttl

m

nt r

sulting from ina

quat

compaction

uring construction. R

pair By

finitio

n,

pr

ssions ar

small localiz

ar

as. A pav

m

nt

pr

ssion shoul

b

inv

stigat

to

t

rmin

th

root caus

of failur

(i.

., sub gra

s

ttl

m

nt or frost h

av

). D

pr

ssions shoul

b

r

pair

by r

moving th

aff

ct

pav

m

nt th

n

igging out an

r

placing th

ar

a of poor sub gra

. Patch ov

r th

r

pair

sub gra

.

26


27/74

2.4.6

Joint R

fl

ction Cracking

D

scription Cracks in a fl

xibl

ov

rlay of a rigi

pav

m

nt. Th

cracks occur

ir

ctly ov

r th

un

rlying rigi

pav

m

nt joints. Joint r

fl

ction cracking

o

s not inclu

r

fl

ction cracks that occur away from an un

rlying joint or from

any oth r typ of bas ( .g., c m nt or lim stabiliz ). Probl m Allows moistur

infiltration, roughn

ss Possibl

Caus

s Mov

m

nt of th

PCC slab b

n

ath th

HMA surfac

b

caus

of th

rmal an

moistur

chang

s. G

n

rally not loa

initiat

, how

v

r loa

ing can hast

n

t

rioration. R

pair Strat

gi

s

p

n

upon th

s

v

rity an

xt

nt of th

cracking:

Low s

v

rity cracks (< 1/2 inch wi

an

infr

qu

nt cracks). Crack s

al to pr

v

nt (1)

ntry of moistur

into th

sub gra

through th

cracks an

(2) furth

r rav

ling of th

crack

g

s. In g

n

ral, rigi

pav

m

nt joints will

v

ntually r

fl

ct through an HMA ov

rlay without prop

r surfac

pr

paration.

High s

v

rity cracks (> 1/2 inch wi

an

num

rous cracks). R

mov

an

r

plac

th

crack

pav

m

nt lay

r with an ov

rlay.

27


28/74

2.4.7

Rav

ling

D

scription Th

progr

ssiv

isint

gration of an HMA lay

r from th

surfac

ownwar

as a r

sult of th

islo

g

m

nt of aggr

gat

particl

s. Probl

m Loos

bris on th

pav

m

nt, roughn

ss, wat

r coll

cting in th

rav

l

locations r

sultin

g in v hicl hy roplaning, loss of ski r sistanc .

28


29/74

Possibl

Caus

s S

v

ral inclu

ing:

Loss of bon

b

tw

n aggr

gat

particl

s an

th

asphalt bin

r as a r

sult of:-

o

A ust coating on th aggr gat particl s that forc s th asphalt bin r to bonwith th

ust rath

r than th

aggr

gat

o

Aggr

gat

S

gr

gation. If fin

particl

s ar

missing from th

aggr

gat

matrix,th

n th

asphalt bin

r is only abl

to bin

th

r

maining coars

particl

s at th

ir r

lativ

ly f

w contact points.

o

Ina

quat

compaction

uring construction. High

nsity is r

quir

to

v

lop s

uffici

nt coh

sion within th

HMA. Th

thir

figur

abov

shows a roa

suff

ringfrom rav

ling

u

to ina

quat

compaction caus

by col

w

ath

r paving.

M

chanical

islo

ging by c

rtain typ

s of traffic (stu

tir

s, snowplow bla

s or track

v

hicl

s). Th

first an

fourth figur

s abov

show rav

ling most lik

ly caus

by snow plows.

R

pair A rav

l

pav

m

nt shoul

b

inv

stigat

to

t

rmin

th

root caus

offailur

. R

pair strat

gi

s g

n

rally fall into on

of two cat

gori

s:

Small, localiz ar as of rav ling. R mov th rav l pav m nt an patch.

Larg

rav

l

ar

as in

icativ

of g

n

ral HMA failur

. R

mov

th

amag

pav

m

nt an

ov

rlay.

29


30/74

CHAPTER 3

METHODOLOGY

3.1

FORMING GROUP

In w

k 1, l

ctur

r tol

us th

r

is a proj

ct for Highway Engin

ring subj

ct an

sh

ask

us to form in a group. Each group consists of 5 p

opl

but sp

cialp

rmission to our group wh

r

w

contain of 6 stu

nts.

30


31/74

3.2

PROBLEM AND SCOPE OF PROJECT

In w

k 3, l

ctur

r gav

us th

probl

m an

th

scop

of proj

ct. Sh

bri

fly

xplain

th

probl

m. Th

probl

m was about th

roa

s that hav

b

n built ar

oft

n

amag

u

to v

hicl

loa

an

nvironm

nt. This situation r

quir

s th

mai

nt nanc work to b on so that it can provi comfortabl ri ing to roa us rs. Each of th

group has to con

uct a surv

y of pav

m

nt con

itions to

t

rmin

amag

s an

r

comm

n

appropriat

pav

m

nt pr

s

rvation work to local authoriti

s. Th

local authority woul

lik

to us

chip s

al m

tho

to r

pair th

amag

roa

surfac

. Subs

qu

ntly, stu

nts hav

to

sign an appropriat

chip s

al tr

atm

nt. Th

factors of th

amag

to th

roa

s also n

to b

r

vi

w

, stu

i

an

r

lat

sign asp

cts of th

xisting

rainag

syst

m.

3.3

BRIEFING OR BRAINSTORMING SESSION

Our l

ctur

r gav

us a brainstorming on how to solv

th

r

lat

probl

m. In this s

ssion, l

ctur

r ha

giv

n us som

opinions such as th

proc

ur

s an

th

r

quir

m

nts of th

proj

ct an

th

quipm

nts that ar

n

for this proj

ct

31


32/74

3.4

DISCUSSION / INVESTIGATING PROBLEM

Aft

r th

l

ctur

r bri

f

us th

proj

ct probl

m an

th

group

iscussion on 26July 2010, w

ha

sugg

st

f

w sit

s for our proj

ct which ar

Parit J

lutong,Jalan R

ngit, Taman M

l

war roa

an

Parit Haji Rais. To

t

rmin

th

sit

for

our proj ct, w hav to con uct a surv y on th sit so that th sit that w choos

is fulfill

th

r

quir

m

nts of this proj

ct such as minimum four crackswithin 1km of th

roa

. W

ci

to choos

Parit J

lutong as our proj

ct sit

aft

r w

con

uct

surv

ys on th

s

f

w sit

s on 30 July 2010. B

for

w

start th

onsit

laboratory works, w

w

r

ivi

into s

v

ral small groups. Each of th

group m

mb

r has to i

ntify th

probl

ms an

o r

s

arch on th

probl

ms inth

int

rn

t, books an

journal. Aft

r that, th

i

ntifi

probl

ms will b

solv

in FILA tabl

by using brainstorming m

tho

. Th

m

tho

of FILA tabl

is asfollowings:

FACTS - th

roa

s that hav

b

n built ar

oft

n

amag

u

to v

hicl

loa

an

nvironm

nt

IDEAS -Singl

chip s

al -Doubl

chip s

al -Str

ss absorbing M

mbran

(SAM) -M

mbran

Int

rlay

r (SAMI)

LEARNING ISSUES -Typ

s of chip s

al -D

sign of chip s

al -Aggr

gat

for chip s

als

ACTION PLANS - I

ntifi

th

cracks - Bas

on

ata analysis, r

comm

n

a

sign of chip s

al to r

pair th

cracks

32


33/74


34/74

3.7

RESULT ANALYSIS AND RECOMMENDATION

Bas

on th

ata that got from on-sit

laboratory works an

laboratory works, firstly w

hav

to g

t th

Pav

m

nt Con

ition In

x (PCI) valu

. To obtain PCI valu

, th

r

ar

st

ps which ar

Distr

ss D

nsity, Corr

ct

D

uct Valu

an

PCI

Rating scal . Th PCI valu for s ction 1, 2, 3 an 4 ar 54 (LOS D, POOR), 83 (LOS B, SATISFACTORY), 81 (LOS B, SATISFACTORY) an

82 (LOS B, SATISFACTORY) r

sp

ctiv

ly. Th

total PCI valu

for 1km roa

is 75 (LOS B, SATISFACTORY) which m

ans s

ction pav

m

nt is in satisfactory con

ition, L

v

l of S

rvic

is B an

n

to pr

v

ntiv

maint

nanc

. Bas

on th

total PCI valu

for 1 km l

ngth of th

roa

, w

sign th

chip s

al

sign. Accor

ing to our chip s

al

sign, w

r

comm

n

that th

roa

shall b

using Doubl

Chip S

al, th

siz

for first lay

ris 14mm an

th

siz

for s

con

lay

r is 6mm.

3.8

FINAL REPORT AND PRESENTATION

W

submitt

our final r

port an

pr

s

nt

our proj

ct on w

k 12. On Satur

ay16th Octob

r th

r

will b

a post

r pr

s

ntation will b

carri

out as part ofour

valuation.

3.9

FINAL EVALUATION

Final

valuation on our group will b

giv

n aft

r w

submitt

our final r

portan

i

our pr

s

ntation bas

on quality of our r

port an

pr

s

ntation an

th

way that w

pr

s

nt

.

34


35/74

CHAPTER 4

DATA ANALYSIS AND DISCUSSION

35


36/74

BRANCH : TRAFFIC LABORATORY UTHM SURVEYED BY: MOGANRAJ

DATE : 9 AUGUST 2010 SAMPLE UNIT : SAMPLE AREA : 4.8m x 250m

SECTION : 4 (1 km)

11. Patching & 01. Aligator Cracking (m2) 06. D

pr

ssion (m2) 07. E

g

Cracking

02. Bl ing (m2) (m) 12. Polish 08. Joint R fl ction 03. Block Cracking (m2)Cracking (m) 13. Pothol

s(no) 04. Bumps an

Sags (m) 14. Railroa

Crossing 05. Corrugation (m2) 09. Lan

/shoul

r Drop (m) 15. Rutting (m2) (m) Aggr

gat

(m2) Utility Cut Patching (m2)

17. Slippag

Cracking (m2)

18. Sw

ll (m2)

19. W

ath

ring/

Rav

lling (m2)

10. Longitu

inal & Transv

rs

Cracking (m)

16. Shoving (m2)

36


37/74

Sampl

1 (for s

ction 0 250m) D

t

rmin

th

Distr

ss D

nsity an

D

uct Valu

DISTRESS SURVEY DEDUCT VALUE

QUANTITY

TOTAL

DENSITY (%)

100*(3.7/1200) 01M 3.7 3.7 = 0.31 100*(5.6/1200) 10M 5.6 5.6 = 0.47 100*(0.4/1200) 13L 0.4 0.4 = 0.03 42 6 14

Maximum allowabl

numb

r of

ucts, m High

st

uct valu

, HDV = 42 m = 1 + (9/98)(100 HDV) = 1 + (9/98)(100 42) = 6.33

D

ucts valu

s in

sc

n

ing or

r = 42, 14, 6 Numb

r of

uct valu

= 3

Maximum Corr

ct

D

uct Valu

, CDV Numb

r of

uct valu

gr

at

r than 2, q = 3Total

uct valu

= 42 + 14 + 6 = 62 From Figur

B 45, CDV = 40

37


38/74

NO 1 2 3 42 42 42 14 14 2

DEDUCT VALUES 6 2 2

TOTAL 62 58 46

q 3 2 1

CDV 40 43 46

Maximum CDV = 46

D

t

rmin

th

Pav

m

nt Con

ition In

x, PCI

PCI

= 100 - CDVmax = 100 - 46 = 54 (LOS D, POOR)

Th

PCI is 54. Bas

on th

rating for PCI valu

of 54, this s

ction pav

m

nt is

in poor con

ition, L

v

l of S

rvic

is D an

n

to major r

habilitation or

f

rr

action.

38


39/74

Sampl

2 (for s

ction 250 500m) D

t

rmin

th

Distr

ss D

nsity an

D

uct Valu


QUANTITY

TOTAL

DENSITY (%)

100*(11.3/1200) 10M 11.3 11.3 = 0.94 100*(0.3/1200) 13M 0.3 0.3 = 0.03 15 9

Maximum allowabl

numb

r of

ucts, m

High

st

uct valu

, HDV = 15 m = 1 + (9/98)(100 HDV) = 1 + (9/98)(100 15) = 8.82

D

ucts valu

s in

sc

n

ing or

r = 15, 9 Numb

r of

uct valu

= 2

Maximum Corr

ct

D

uct Valu

, CDV Numb

r of

uct valu

gr

at

r than 2, q = 2

Total

uct valu

= 15 + 9 = 24 From Figur

B 45, CDV = 17

39


40/74

NO 1 2 15 15 9 2

DEDUCT VALUES

TOTAL 24 17

q 2 1

CDV 17 17

Maximum CDV = 17

D

t

rmin

th

Pav

m

nt Con

ition In

x, PCI

PCI

= 100 - CDVmax = 100 - 17 = 83 (LOS B, SATISFACTORY)

Th

PCI is 83. Bas

on th

rating for PCI valu

of 83, this s

ction pav

m

nt is

in satisfactory con

ition, L

v

l of S

rvic

is B an

n

to pr

v

ntiv

maint

nanc

40


41/74

Sampl

3 (for s

ction 500 750m) D

t

rmin

th

Distr

ss D

nsity an

D

uct Valu

DISTRESS SURVEY

QUANTITY

TOTAL

DENSITY (%)

DEDUCT VALUE

100*(3.6/1200) 10M 3.6 3.6 = 0.30 100*(0.4/1200) 13L 0.4 0.4 = 0.03 100*(0.3/1200) 13M 0.3 0.3 = 0.03 15 9 3

Maximum allowabl

numb

r of

ucts, m High

st

uct valu

, HDV = 15 m = 1 + (9/98)(100 HDV) = 1 + (9/98)(100 15) = 8.82

D

ucts valu

s in

sc

n

ing or

r = 15, 9, 3 Numb

r of

uct valu

= 3

Maximum Corr

ct

D

uct Valu

, CDV Numb

r of

uct valu

gr

at

r than 2, q = 3Total

uct valu

= 15 + 9 + 3 = 27 From Figur

B 45, CDV = 15

41


42/74

NO 1 2 3 15 15 15 9 9 2

DEDUCT VALUES 3 2 2

TOTAL 27 26 19

q 3 2 1

CDV 15 19 19

Maximum CDV = 19

D

t

rmin

th

Pav

m

nt Con

ition In

x, PCI

PCI


Th

PCI is 81. Bas

on th

rating for PCI valu

of 81, this s

ction pav

m

nt is

in satisfactory con

ition, L

v

l of S

rvic

is B an

n

to pr

v

ntiv

maint

nanc

.

42


43/74

Sampl

4 (for s

ction 750 1000m) D

t

rmin

th

Distr

ss D

nsity an

D

uct Valu


QUANTITY

TOTAL

DENSITY (%)

100*(1.3/1200) 01M 0.2 1.1 1.3 = 0.11 100*(0/3/1200) 13M 0.3 0.3 = 0.03 15 8

Maximum allowabl

numb

r of

ucts, m

High

st

uct valu

, HDV = 15 m = 1 + (9/98)(100 HDV) = 1 + (9/98)(100 15) = 8.82

D

ucts valu

s in

sc

n

ing or

r = 15, 8 Numb

r of

uct valu

= 2

Maximum Corr

ct

D

uct Valu

, CDV Numb

r of

uct valu

gr

at

r than 2, q = 2

Total

uct valu

= 15 + 8 = 23 From Figur

B 45, CDV = 16

43


44/74

NO 1 2 15 15 8 2

DEDUCT VALUES

TOTAL 23 17

q 2 1

CDV 16 18

Maximum CDV = 18

D

t

rmin

th

Pav

m

nt Con

ition In

x, PCI

PCI


Th

PCI is 82. Bas

on th

rating for PCI valu

of 82, this s

ction pav

m

nt is

in satisfactory con

ition, L

v

l of S

rvic

is B an

n

to pr

v

ntiv

maint

nanc

.

44


45/74

Calculation of th

PCI s

ction Jalan Parit J

lutong PCIri x Ari Ari Wh

r

, PCIS Ari = = PCI of pav

m

nt s

ction. Ar

a of th

ran

om sampl

unit i.

PCIS

=

PCIS

= (54 + 83 + 81 + 82)(1200) 4800

=

75 (LOS B, SATISFACTORY)

Th

PCI is 75. Bas

on th

rating for PCI valu

of 75, this s

ction pav

m

nt isin satisfactory con

ition, L

v

l of S

rvic

is B an

n

to pr

v

ntiv

maint

nanc

.

45


46/74

4.2

CHIP SEAL

Crit

ria of chip s

al

Existing Surfac

an

traffic Soft surfac

, such as P

n

tration Maca

am with < 10

00 v hicl p r ay Soft surfac with > 1000 v hicl p r ay M ium surfac , suchas roll

asphalt with < 1000 v

hicl

p

r

ay Har

surfac

, such as Portlan

C

m

nt Concr

t

or Asphalt Concr

t

> 1000 v

hicl

p

r

ay Tabl

Singl

Chip S

l

ction Crit

ria

Nominal siz

(mm) 20mm

14mm 10mm 6mm

Existing Surfac

an

traffic

Nominal siz

1st + 2n

s

al (mm)

Soft to m

ium surfac

with < 1000 v

hicl

p

r

ay Har

surfac

with > 1000 v

hicl

p

r

ay Tabl

Doubl

Chip S

l

ction Crit

ria

20 + 10 14 + 6

Data gain

from obs

rvation of total v

hicl

s us

th

roa

, it is

fin

thattotal v

hicl

s us

th

roa

in a

ay ar

:

Traffic in lan

volum

p

r hour Traffic in lan

(vp

/lan

)

= =

62 vph/hour/lan 1488 vp / ay/lan

46


47/74

D

sign of Chip S

al For Jalan Parit J

lutong

Propos

of Doubl

chip s

al for pr

v

ntiv

maint

nanc

at Jalan Parit J

lutong,Parit Raja, Batu Pahat Johor.

DETERMINATION OF SIZE, SHAPE AND GRADING OF SEALING CHIPS

Class No. Thickn ss Tally (a) Rang Ston s In mm Class (b) 1 2 3 4 5 6 7 8 9 1011 12 13 14


48/74

15 16 17 18 19 20 21 22 23 24 25

14 - 15 15 - 16 16 - 17 17 - 18 18 - 19 19 - 20 20 - 21 21 - 22 22 - 23 23 - 2424 - 25 (c) =

14.5 15.5 16.5 17.5 18.5 19.5 20.5 21.5 22.5 23.5 24.5 100 (f) = 793

For 6mm: Aggr gat Av rag L ast Dim nsion, ALD: [ (f) / (c) 0.5 ] [ 793 / 100 0.5] 7.97 mm

ALD6mm

= = =

For 14mm:

48


49/74

Class No. Thickn

ss Tally (a) Rang

Ston

s In mm Class (b) 1 2 3 4 5 6 7 8 9 1011 12 13 14 15 16 17 18 19 20 21


50/74

22 23 24 25

21 - 22 22 - 23 23 - 24 24 - 25 (c) =

21.5 22.5 23.5 24.5 100 (f) = 1221

Aggr

gat

Av

rag

L

ast Dim

nsion, ALD: [ (f) / (c) 0.5 ] [ 1221 / 100 0.5 ] 12.27

mm

ALD14mm

= = =

Bin

r Rat

of Application, R

R

= ( 0.138 x ALD +

) x Tf

Wh

r

: ALD : Av

rag

L

ast Dim

nsion (mm)

Tf : Bitum

n n

to fill roa

surfac

: Factor to allow an incr

as

application rat

for low traffic volum

to

lay Durability failur

For 6 mm: R = [ ( 0.138 x 7.97 ) + 0.004 ] x 1.0021 = 1.106 l/m2

50


51/74

For 14 mm: R = [ ( 0.138 x 12.27 ) + 0.004 ] x 1.0021 = 1.701 l/m2

Aggr

gat

, C

C

= 1.364 x ALD

Wh

r

: C = Cov

r Aggr

gat

(kg/m2) Aggr

gat

Av

rag

L

ast Dim

nsion (mm)

ALD =

For 6 mm: C = 1.364 x ALD = 1.364 x 7.97 = 10.87 kg/m2

For 14 mm: C = 1.364 x ALD = 1.364 x 12.27 = 16.74 kg/m2

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4.3 SAND PATCH DATA

Volum

= 45 ml = 2.5 cm h H

ight = 9.30 cm

Point

Diam

t

r 1

Diam

t

r 2

Diam

t

r 3

Diam

t

r 4

Diam

t

r 5

Diam

t

r 6

Av

rag

(mm)

1 510 2 490 3 450 4 510 540 510 540 530 530 526.67 450 450 460 450 440 450.00 450 470 480 460 470 470.00 510 480 500 510 480 498.33

Av

rag

Diam

t

r

=

498.33 + 470 + 450 + 526.67 4

=

486.25 mm

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Th

t

xtur

pth, T

T

=

4V D2

Wh

r

: V = Volum

(ml) D = Diam

t

r (mm)

T

=

4V D2

=

4(45) (486.25)2 2.42 x 10-4 mm

=

4.4

COST RATE ESTIMATION

-

Propos

of Doubl

lay

r chip S

al for pr

v

ntiv

maint

nanc

at Jalan Parit J

lutong, Parit Raja, Batu Pahat, Johor Darul Ta'zim. For 4800 m2 area of chip seal will bring two (2) days work.

-

First layer Supply and Lay Modified Bitumen or Equivalent for the Chip Seal Layer o For bitumen application rate of 1.10 litres /sq .m to 1.30 litres/sq.

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Machinery Descriptions Rate per day (RM) 570 TOTAL Quantity 1 Days 2 Total (RM)1140 1140

20Tonne Dump Truck

Manpower Descriptions General Labour Driver Rate per day (RM) 50 65 TOTAL Quantity 2 2 Days 2 2 Total (RM) 200 260 460

Raw Materials (Bitumen) 1.10 litres /sq .m to 1.30 litres/sq (Average 1.2 litres/sq.m)

Description

Rate per barrel (RM) RM 500 TOTAL

Quantit y 29

Total

Bitumen

14500 14500

NOTE : 1 Barrel = 200 litres 4800 m2 x 1.2litres/m2 = 5760 litres (5760 litres /200 litres) = 28.8 29 barrels 4800 m2 need 29 barrels bitumen for first layer.

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COST for 4800m2 ITEM Machinery Manpower Materials Cost Profit 40% Total for 4800m COST (RM) 1 140 460 14 500 16 100 16 100 x 0.4 = 6 440 22 540.00

22540.00 Rate for 1 m = 4800

= RM 4.70/ m2 to be transfer in Bill of Quantity

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Supply, Lay and Compact uniformly 16 mm pre coated cover aggregates as Chip SealLayer

a)

Machinery Description Rate per day (RM) 577 420 Quantity 1 1 Days 2 2 Total (RM)1154 840

Asphalt Paver 7 Tonne Tandem Roller Sweeper

495 TOTAL

1

2

990 2 984

b)

Manpower Rate per day (RM) 50 85 TOTAL Quantity Days Total (RM)

Description

Bitumen Worker Operator

7 4

2 2

700 680 1 380

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c)

Raw Materials (Aggregate) Descriptions Rate per tan(RM) 14 mm Aggregate 38 Quantity Total (RM) 178.886 6797.67

TOTAL NOTE : -

6797.67

Quantity = Area x Thickness of Aggregate x Density of Aggregate Quantity = 4800m2 x 0.014 m x 2.662 Mg/m3 = 178.886 tonne

d)

Cost for 4800 m ITEM Machinery Manpower Materials Cost Profit 40% Total for 4 800m COST (RM) 2 984 1 380 6 797.67 11 161.67 11 161.67 x 0.4 = 4 464.67 15 626.34

Rate for 1 m =

15626.34 4800


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SECOND LAYER Supply and lay second layer modified bitumen or equivalent for thechip seal layer: For bitumen application rate of 0.8 litres/sq.m to 1.0 litres/sq.

a)

Machinery Descriptions 20 Tonne Dump Truck Rate per day (RM) 570 Quantity Days T

otal (RM)

1

2

1140

TOTAL

1140

b)

Manpower Descriptions Rate per day (RM) General Labor Driver 50 Quantity Days Total (RM)

2

2

200

65 TOTAL

2

2

260 460

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c)

Raw Materials (Bitumen) 1.10 litres /sq .m to 1.30 litres/sq (Average 1.2 litres/sq.m) Description Bitumen Rate per barrel (RM) RM 500 TOTAL Quantity 22 Total 11 500 11 500

NOTE:o 1 Barrel = 200 litres o 4800 m2 x 0.9litres/m2 = 4 320 litres o (4 320 li

tres / 200 litres) = 21.6 22 barrels o 4800 m2 need 22 barrels bitumen for firstlayer.

d)

COST for 4800m2 ITEM Machinery Manpower Materials Cost Profit 40% Total for 4800m COST (RM) 1 140 460 11 500 13 100 13 100 x 0.4 = 5 240 18 340.00

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18340 Rate for 1 m = 4800


Supply, lay second layer modified bitumen or equivalent for the chip seal layer:For bitumen application of 0.8 litres/sq.m to 1.0 litres/sq.

a)

Machinery Rate per day (RM) 577 Quantity Days 1 2 Total (RM) 1154

Description Asphalt Paver 7 Tonne Tandem Roller Sweeper

420

1

2

840

495 TOTAL

1

2

990 2 984

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b)

Manpower Description Bitumen Worker Operator Rate per day (RM) 50 Quantity DaysTotal (RM)

7

2

700

85 TOTAL

4

2

680 1 380

c)

Raw Materials (Aggregate) Descriptions 6 mm Aggregate Rate per tan (RM) 40 Quantity Total (RM)

76.666

3 066.64

TOTAL

3 066.64

NOTE: Quantity = Area x Thickness of Aggregate x Density of Aggregate Quantity =4800 m2 x 0.006 m x 2.662 Mg/m3 = 76.666 tonne

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d)

Cost for 4 800 m ITEM Machinery Manpower Materials Cost Profit 40% Total for 4 800 m COST (RM) 2 984 1 380 3 066.64 7 430.64 7 430.64 x 0.4 = 2 972.26 10 402.90

Rate for 1 m =

10402.90 4800


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4.4.1

BILL OF QUANTITY.

PROPOSED OF DOUBLE LAYER CHIP SEAL PREVENTIVE MAINTENANANCE AT JALAN PARIT JELUTONG

ITEM

DESCRIPTION

UNIT

RATE (RM)

QUANTITY

AMOUNT (RM)

1.

Supply and lay modified bitumen of equivalent for the chip seal layer :I. For bitumen application rate of 1.10 litres per square meter to 1.30 liters per squaremeter.

m2

4.70

4800

22 560.00

Supply, lay and compact uniformly 14 mm precoated cover aggregates as chip seal.2. Supply and lay second layer modified bitumen or equivalent for chip seal layer: 3. II. For bitumen application rate of 0.8 litres/sq.m to 1.10/sq.m m2 3.264800 15 648.00

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Supply, lay and and compact 6mm precoated cover aggregate as chip seal layer.

m2

3.82

4800

18 336.00

4

m2

2.17

4800

10 416.00

TOTAL COST

66 960.00

Unquestionably, all of the design methods can effectively guide inexperienced personnel through the process of chip seal design. The following best practices can be drawn from a comparison of the chip seal design methodologies. To begin, the selection of the binder is a very important decision and should be made afterconsidering all the factors under which the chip seal is expected to perform. After all, the primary purpose of a chip seal is to prevent water intrusion into the underlying pavement structure, and the asphalt layer formed by the binder isthe mechanism that performs this vital function. The previously explained design

methods are all based on the assumption that single-course chip seal design required the use of uniformly manner. The application rates of all methods appear to be based on residual binder and each method has a procedure for dealing with adjustments owing to factoring the loss of binder to absorption by the underlyingpavement surface and the aggregate being used. Contemporary design practices need to determine binder application rated based on surface characterization,

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absorption factors, traffic condition, climate consideration, aggregate selection, and the type of chip seal being constructed. Another important discovery is that all methods have a design objective for embedment to be between 50% and 70%of that seal's depth. Best practices for chip seal design are difficult to isolate, because there appears to be such a large variation in practices from agency toagency. However, the following can be identified as meeting this project's definition for best practices:

Chip seal perform best only on roads with low underlying surface distress that will benefit from this technology. The international practice is to characterizethe underlying road's texture and surface hardness and use that as a basis for developing the subsequent formal chip seal design. Where the local council responses indicated a routine use of qualitative characterization in the design process.Thus, the next logical enhancement would be to incorporate international methods to quantitatively characterize the underlying surface in the chip seal designprocess. One of those enhancements would be to try using the racked-in seal as the corrective measure for bleeding instead of spreading fine aggregate and sandon the bleeding surface.

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CHAPTER 5

CONCLUSION

5.2

CONCLUSION

The conclusion in this area is quite evident. First, the selection of chip sealmaterials is project dependent, and the engineer in charge of design must fullyunderstand not only the pavement and traffic conditions in which the chip seal will operate but also the climatic condition under which the chip seal will be applied. It appears that the widespread use of emulsion binder chip seal results from the nation that emulsion are less sensitive to environmental conditions during construction. Additionally, as emulsions are installed at a lower binder temperature they are probably less hazardous to the construction crew. Binder performance can be improved through the use of modifiers such as polymers and crumb rubber.

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Next, the selection of the binder is dependent on the type of aggregate that iseconomically available for the chip seal project. In other way, we could to bearadditional aggregate costs to ensure the quality of their chip seals are something that should be seriously considered in this area.

The aggregate should be checked to ensure that electrostatic compatibility is met with the type of binder specified. Also pre-coating of the aggregate appears t

o be required for use with hot asphalt cement binders to ensure good adhesion after application. Finally, it appears that the use of geotextile-reinforced chipseal is promising and should be considered for those roads that have more than normal surface distress and for which an overlay is not warranted. Therefore, several next practices can be extracted from the foregoing discussion: Conduct electrostatic testing of chip seal aggregate source before chip design to ensure that the binder selected for the project is compatible with the potential sources of aggregate. Specify a uniformly graded high-quality aggregate. Consider using lightweight synthetic aggregate in areas where postconstruction vehicle damage isa major concern. Use life-cycle cost analysis to determine the benefit of importing either synthetic aggregate or high-quality natural aggregate to areas whereavailability of high-quality aggregate is limited. Use polymer-modified binders

to enhance chip seal performance

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5.1

SUGGESTION

Since the failed pavement been identified and the sand patch method carried out,the design using chip seal method have been analyzed. So the best ways to solvethose pavement failures are through the chip seal method, this is because of fe

w concrete reasons which are:More durable and long lasting Protect and preservethe pavement from heavy climate weather Extend pavement life

Basically chip sealing is a common pavement preservation tactic that prevents water from seeping into an asphalt pavement

s base course and sub-grade, while improving skid resistance and rehabilitating weathered asphalt surfaces. This assessment has found that chip seal practices can be instituted that will improve thereliability of maintenance chip seals. Many of the best practices identified fell in the areas of construction procedures and equipment management practice. This is not surprising, in that construction is the most critical portion of the chip seal project life cycle.

The area that apparently been surveyed which is Parit Jelutong has the greatestpotential for enhancement is chip seal design. This is also the area in which advancements in technical understanding will have the greatest potential to dispelthe view that the use of chip seals is merely an art. The major issue in chip seal design lies in accurately characterizing the surface on which the seal willbe applied, through using engineering measurements of macro-texture and hardness.

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APPENDIX

Measuring Distance

Length of 1km taken

Cone Been Placed

Sand Patch Circle

Patching To a Circullar Shape

Sand Patch Diameter Taken

Collecting Back The Sand

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Shoving

Edge Drop-off

Pothole Crocodile Crack

Longitunal Crack

Cracking

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Length of Crack Measured

Transverse Crack

Pothole

Longitunal Crack

Aligator Crack

Tranverse Crack

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Edge Crack

Pothole Depth Measured

Block Crack

Crack Length Measured

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REFERENCES

Garber N.J. and Hoel L.A. Traffic & Highway Engineering (3rd Edition). US: Brooks/Cole Norman Edwards, Peter Keys (1996), Singapore - A Guide to Buildings, Streets, Places, Times Books International, Victor R Savage, Brenda S A Yeoh (2003),Toponymics - A Study of Singapore Street Names, Eastern Universities Jones, KenD., Arthur F. McClure and Alfred E. Twomey. The Types Road Failures. New York:

Castle Books, 1970. Small, Kenneth A.; Jos A. Gomez-Ibaez (1998). Road Pricing forCongestion Management: The Transition from Theory to Policy. The University ofCalifornia Transportation Center, University of California at Berkeley. pp. 213.John Shadely, Acoustical analysis of the New Jersey Turnpike widening project between Raritan and East Brunswick, Bolt Beranek and Newman, 1973 Michael Hogan,Highway Noise, 3rd Environmental Pollution Symposium

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43047421 project pavement condition survey at parit jelutong batu pahat johor

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