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 of
Malaysia, Jalan Sultan Salahuddin, 50582 Kuala Lumpur, Malaysia hamzahh@jkr.gov.my

Engr. Hafezaa Dzulieanaa Md Puzi

Assistant Director, Federal Facility Maintenance Unit, Public Works Department of Penang, State of Penang,
Malaysia hafezaa@jkr.gov.my

ABSTRACT: Pavement work requires lots of testing for quality control and assurance (QA/QC) which the testing
is 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 and
furthermore congested traffic. This kind of situation will leads to shorter time period for the construction. This
means, 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 of
this 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 thus
producing 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 the
method of statement and to comply with the specification. It takes certified people to plan, witness, verify and
certify the quality control works that been done. However, certain test methods are time consuming. Compliance
to 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 is
being done in existing road with live traffic. Completed pavement area need to be opened to traffic whilst the test
result 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 the
total length is paved-bituminous road and concrete road while remaining are 12% of gravel road and 7% of
laterite road. From road management point of view, Malaysia road network has been categorized into two
categories which are Federal Road which consist of 13.7% from total length of road and State Road which is
86.3% 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 in
1965.

70% of Malaysia Road Network is located in Peninsular Malaysia compared to East Malaysia. The West Coast
of 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 length
which 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 the
ease of mobilisation of its citizen. It is estimated 25% from total length of toll operated highways are located

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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 are
1,311,749 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 registered
vehicle 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 road
network are functional to the fullest capacity thus created congestion in traffic in certain period of time in daily
hours. 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 usually
occur 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 of
Klang 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 Federal
Roads and State Roads in Malaysia. As the main agency in managing roads in Malaysia, most of the pavement
works 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 agency
that 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 Federal
Road, 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 maintenance
program for Federal Road. Pavement rehabilitation work in this program will cover rehabilitation works at
specific 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 are
usual methods for surface layer treatment.

In this paper, pavement work in Malaysia that wants to be highlighted is during maintenance work. This is
because 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 the
level of service of the road that can cause traffic congestion. Traffic congestion then will leads to public
complaints. In the meantime, road engineers and contractors are facing limited time to carry out pavement work
to 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 be
compromised 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 and
maintenance work. It is consist of laboratory testing and on-site testing. After a specific location was chose to be
rehabilitated, 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 that
shall be used for the work. Contractor will work together with hot mix plant operator to arrange for the mix
design 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 get
the 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 suitable
bitumen 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 is
to 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 trial
lay 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 such
as mix temperature, laying thickness, rolling pattern, compacted thickness, and compaction density and setting
time are compulsory to the quality. While for unbound layers, moisture content, layer thickness, compaction
density 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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 Table 1. Summary of Testing for Pavement Work Quality Control and Assurance

No. Type of Testing Test Name Remarks

1 Material Testing - Los Angeles Abrasion Value < 25% Flakiness Index and
- Coarse - Magnesium Sulphate Soundness < Water Absorption shall
Aggregate 18% be carry out for every
- Flakiness Index < 25% 2,500 tonne of Hot Mix
- Water Absorption < 2% produced. Other test
- Polished Stone Value for Wearing shall be carry out once
Course > 40 per source.
2 Material Testing - Sand Equivalent Value > 45% Water Absorption shall
- Fine - Fine aggregate angularity > 45% be carry out for every
aggregate - Methylene Blue Value < 10mg/g 2,500 tonne of Hot Mix
- Magnesium Sulphate Soundness < produced. Other test
20% shall be carry out once
- Water absorption < 2% per source.
3 Bitumen Testing - Penetration test (60-70 or 80-100 x Certificate of Quality
0.1mm) from the company that
- Softening Point test (45o – 52o C) produced the bitumen is
- Ductility test (Minimum 100 cm) enough for bitumen
- Flash point test (Minimum 225o C) source verification.
- Loss On Heating test (maximum
0.5%)
4 Mix Design Test - Aggregate Grading Different parameters
- Flow between Wearing Course
- Stiffness and Binder Course
- Air Void in Mix (VIM),
- Void In Aggregate Filled with
Bitumen (VFB)
5 Construction Test Aggregate grading, moisture content, Accordance to PWD
- Unbound maximum dry density, layer thickness, Malaysia Guidelines For
layer compaction density Inspection & Testing of
Road Works
6 Construction Test Laying Thickness, Hot mix temperature, Accordance to PWD
- Bituminous Compaction density, compacted thickness, Malaysia Guidelines For
layer aggregate grading, bitumen percentage Inspection & Testing of
Road Works

Hot mix temperature and thickness layer result can be obtained at site. Moisture result can be obtained by using
current testing equipment such as speedy moisture tester. This moisture test result is usually for construction
guide only. But for result such as compaction density test method that being specified in PWD Specification is
accordance to B.S1377 Compaction Test (4.5kg rammer method) using Sand Replacement Method. During
construction work, sample need to be taken to the laboratory for further test procedure. Sample taken from
excavated hole from site need to be oven dried for 24 hours, before being weight to get the dry density thus
percentage of compaction density can be calculated.

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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 or
ASTM 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 temperature
for 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 dry – SSD (B). Voids in the core sample can be calculated
through (A/B-C). The result shall be compared to Marshall Density obtained during mix design thus compaction
density 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 doesn’t involve site work. During
construction, 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 process
needs 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 not
practical. As contradict to that situation, the result of density test will be obtained by tomorrow. The result is
important as proof of contractor’s compliance to the compaction density specification. This situation will leads
to jeopardizing the quality of pavement work at site. It has probability that contractor didn’t achieved specified
compaction 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 important
for 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 in
situ. But density test result takes more than a day. Layer density is one of the crucial parameter for roads. The
rehabilitation 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 easily
create congestion and uneasiness to traffic user. In addition to that, slow moving heavy vehicles that used the
newly 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% of
commercial 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 mix
laid. By assuming paving width is 3.5 meter, estimated numbers of compaction density that compulsory are 6
numbers 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 road
base 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. For
1,750 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 density
test is required.

Rehabilitation work at single carriageway 2 direction Federal Roads would usually require single lane closure
and 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 in
this 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. Due
to 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 the
situation. Handheld or portable FWD is the equipment that measure deflection to a falling weight. The portable
FWD 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 the
soil as a result of the impact of a falling weight. Sensors such as velocity transducers or accelerometers are used
to measure surface movement, from which deflection is determined. A load cell is used to measure the impact
force 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 as
maximum 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 layer
in 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 layer
density 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 the
pavement 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. Pavement
density 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 still
not materialized. Even though it could provide us with portability, quick density but non-destructive test result, it
also 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 the
unbound pavement layer and also unbound pavement layer thickness [6]. This equipment is a penetrometer with
a steel rod of 60o cone 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 relationship
between 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 rather
than 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 of
not less than 80 when compacted to 95% of the maximum dry density determined in the B.S 1377 Compaction
Test (4.5kg rammer method) and soaked for 4 days under a surcharge of 4.5kg. In this situation, conforming
DCP test achieved CBR value of more than 80, but still no result of compaction density to comply with the
specification. 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 thus
enables to get percentage of compaction. It is important that non-nuclear equipment being developed for testing
equipment 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 in
situ 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 method
for unbound layer compaction density so that contractors and engineers at site could use and benefitted from the
usage 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 layer
thus decide whether the layer is compliance to the specification. Contractors also will benefit from this
equipment as he could use the test result as guide to improve his method of compaction work to obtain specified
density.

7.2 Bituminous Layer

For bituminous layer, coring test for compaction density result shall be carries out within 24 hours after the final
compaction. 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 24
hours after final compaction and let the sample dry for another 3-4 hours before commencing the testing. In
improving 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 in
water 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 simplified
procedure. The method also couldn’t produce in situ, immediate test result.

Non–Nuclear Density Gauge : Another test method that could be used in order to get in situ, immediate and
reliable 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 Quality
Index (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 density
in 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 layer
whenever and wherever as possible. The results showed variant from one test point to another but still in
acceptance value of not less than 98% from Marshall Density. At the end of the day, the test frequency was
decided 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 the
superintending officer and contractors would jeopardize the quality of compaction density as the pavement work
shall 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. Current
reviewed 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 adding
on overall pavement strength after rehabilitation as specification.
- Pavement work contract shall specify clearly the usage of special equipment for density testing as it
would 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 in
situ and immediate result.

The idea of having in situ, immediate and reliable testing method for pavement work is to overcome the time
taken 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 Malaysia

especially 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 Federal
Road 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 Works – JKR/SPJ/1988

[2] PWD OF MALAYSIA. Standard Specification For Road Works – JKR/SPJ/2008 Section 4
[3] PWD OF MALAYSIA. Guidelines for Inspection & Testing of Road Works
[4] PWD OF MALAYSIA. Road Maintenance : What You Shouldn’t Know 3rd Edition.
[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 Report – Rehabilitation 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. 24th World Road Conference, Mexico City September 2011
[13] Engr. Sufiyan Zakaria and Ir. Zulakmal Sufian. Ensuring Road Quality in Malaysia. 13th Road
Engineering of Asia and Australasia (REAAA) Conference, Seoul Korea 2009.
[14] Mallick and El-Kochi. Pavement Engineering Principles and Practice

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