Presented by:

AUNI DIYANA BT FADZIL

7.6.2022
 GOALS OF FLEXIBLE PAVEMENT DESIGN AND CONSTRUCTION

• Structure - Provide a structure that has adequate strength to distribute

the wheel loads to the soil without undue deflection, compaction or
consolidation.

• Surface - Provide a surface that is adequately stable so as to not

deform under traffic load, is weather resistant, has adequate skid
resistance, is adequately smooth and is sufficiently wear resistant.
 x
x
x
Tack coat tidak cukup atau tidak rata

x
x
x
Prime coat atau tack coat tidak kering

x
x
x
x
x
x
Premix terlalu kasar

x
x
x
x
x
Kandungan bahan halus terlalu tinggi

x
x
x
x
Kandungan bitumen terlalu rendah

x
x
x
x
x
Kandungan bitumen terlalu tinggi

x
x
x
x
x
x
x
x
x
x
x
Rekabentuk premix kurang baik

x
x
x
x
x
x
Bancuhan premix kurang baik

x
x
x
Premix basah

x
x Premix terlalu panas

x
x
x
x
x
x
x
x Premix terlalu sejuk

x
x
x
x
x
x
x
Operasi paver kurang baik

x
x
x
x
x
x
x

Keadaan paver kurang baik

x
x
x
x
x
x

Gelekan tidak cukup

x
x
x
x
x

Gelekan terlebih

x
x
x
x
x
x
x

Premix digelek terlalu panas

x
x
x
x
x
x

Premix digelek terlalu sejuk

x
x

x Mesin gelek berhenti lama di atas premix

x
x
x
x
x
x

Mesin gelek terlalu berat

x
x
x
x

Getaran mesin gelek terlalu kuat

x

Kadar getaran mesin gelek tidak betul

x
x
x

Getaran semasa berhenti atau berundur

x
x
x
x
x
x
x

Terlebih gelekan dengan getaran

x
x
x

Roadbase crusher-run basah

x
x
x

Terlebih prime coat atau tack coat

x
x
x
x
x

Terlebih handcasting
x
x
x
x
x

Pekerja yang tidak mahir

x
x
x
x
x
x

Terlebih segregation semasa penurapan

x
x
x

Gelekan penyudah terlalu pantas

TIPS: PUNCA KECACATAN PADA PERMUKAAN JALAN ASPHALT YANG BARU DITURAP

texture
Bleeding

Raveling
Rich spots
Poor surface

Roller marks
Jenis

jalan

Uneven joints

Surface tearing
Uneven surface
dihadapi

Dry appearance

Surface slipping
kecacatan

Many fine cracks

Shoving or waves
penurapan

Large long cracks

dalam kerja

Aggregate crushing
yang mungkin

The Asphalt Institute Spec. Series No.1, Nov. 1984

 Wearing Course
A flexible
Binder Course
pavement is a
layered structure
consisting of: Roadbase

Sub-base

Subgrade
 The uppermost part of the soil (natural undisturbed soil or imported).
 Supporting the load transmitted from the overlying layers.
 The strength of the subgrade layer is important as the thicknesses of the upper
layers are dependent on it (IKRAM, 1994).
GROUND LEVEL

SUBGRADE

SUBGRADE/
FORMATION LEVEL
 The layers of the specified material built up to the required designed thickness immediately
overlying the subgrade.
 Purpose: To disperse the load from the base course before transmitting it to the subgrade.
 Maximum size : 75mm (JKR SPJ 2008)

SUBBASE
 The main structural layer of a pavement.
 Purpose : To reduce the compressive stress in the subgrade
and the subbase to an acceptable level and to ensure that the
magnitude of the flexural stresses in the surfacing will not
lead to cracking.
 Maximum size : 50mm (JKR SPJ 2008)

ROAD BASE
 ELASTIC SURFACE BASE SUBBASE SUBGRADE
MODULUS, E
(kg/cm²) 30,000 1,000 800 80 – 800

POISSON’S
0.45 0.40 0.40 0.35
RATIO, ѵ

 Thickness design of the pavement shall be based on the design CBR (California Bearing Ratio).
 8.16 tonne standard axle applications for a specific design period.
 The main factors in the structural design of the pavement (Design Period + Traffic Estimation)
1. Estimate the initial Average Daily Traffic, ADT (both way).

2. Estimate the % of commercial vehicles, Pc (medium @ heavy vehicles > 1.5tonne).

3. Estimate the rate of annual traffic growth, r.

4. The initial annual commercial traffic for one direction, Vo, is obtained by:

Vo = ADT x 0.5 x 365 x Pc/100

5. The total no of commercial vehicles for one direction, Vc, is obtained by:

Vc = Vo [ (1 + r)ˣ - 1 ]
r
6. Calculate the total daily after x years in one direction, Vx.

Vx = V1 (1 + r)ˣ

where, Vx = Volume of daily traffic after x years in one direction

V1 = Initial daily traffic in one direction

x = Design period (year)

7. Estimate the equivalent factor, e (Table 3.1).

8. Calculate the total equivalent standard axles, ESA.

ESA = Vc x e

9. Calculate the maximum hourly traffic volume, c.

c =IxRxT

where, I = The ideal hourly capacity (Table 3.2)

R = The roadway factor (Table 3.3)

T = The traffic reduction factor (Table 3.4)

10. Calculate the traffic capacity, C.

C = 10 x c

11. If the traffic estimate for the design period exceeds the daily capacity, C, then the

number of years, n, required to reach the daily capacity is as follows:

n = log C / V

log (1 + r)
 % OF SELECTED
HEAVY GOODS 0 – 15% 16 - 50% 51 – 100%
VEHICLES* Table 3.1:
Equivalent Factor, e
TYPE OF ROAD Local Trunk
3.0 3.7
EQUIVALENT FACTOR 1.2 2.0

ROAD TYPE PASSENGER VEHICLE UNITS PER HOUR

Table 3.2:
Maximum Hourly Multilane 2000 per lane
Capacity Under
Ideal Conditions, I
Two lanes (bothways) 2000 total for bothways
Three lanes (bothways) 4000 total for bothways
CARRIAGEWAY SHOULDER WIDTH
WIDTH 2.00m 1.50m 1.25m 1.00m
7.5m 1.00 0.97 0.94 0.90 Table 3.3:
Carriageway Roadway
7.0m 0.88 0.86 0.83 0.79 Reduction Factor, R
6.0m 0.81 0.78 0.76 0.73
5.0m 0.72 0.70 0.67 0.64

TYPE OF TERRAIN FACTOR*

Table 3.4:
Maximum hourly Flat T = 100 / (100 + Pc)
capacity under Rolling T = 100 / (100 + 2Pc)
ideal conditions, I
Mountainous T = 100 / (100 + 5Pc)
 TYPE I
- Free IRI road location with very little problems
- The natural ground cross slopes (< 3%)
 TYPE II
- Intermediate between I
and III
- The natural ground
cross slopes (3 - 25%)
 TYPE III
- Very restrictive in
road location with
problems as regards
land acquisition,
affected buildings and
other sensitive areas
- The natural ground
cross slopes (>25%)
 The CBR of the subgrade shall be taken as that of the layers underlying within 1 m

below the surface subgrade.

 In the case of varying CBR within the 1 m depth of the subgrade, especially when

soil stabilization has been undertaken, the mean CBR is determined as follows:

CBR = h1CBR1 1/3 + h2CBR2 1/3 + ……+ hnCBRn 1/3 3

100
where,
CBR1 , CBR2 …. CBRn = CBR of soil strata
h1 , h2 …… hn = thickness of soil strata (cm)
 Determine the thickness of the various layer.
TA = a1D1 + a2D2 + …. + anDn
where,
a1 , a2 …. an = the structural coefficient of each layer as shown in Table 3.5
D1 , D2 …. Dn = the thickness of each layer as shown in Table 3.6
 In determining individual layer thickness, the practical aspects of construction shall be
taken into account as per Table 3.7.
 COMPONENT TYPE OF LAYER PROPERTY COEFFICIENT

WEARING AND BINDER

ASPHALT CONCRETE 1.00
COURSE

DENSE BITUMINOUS Type 1: Stability >400kg 0.80

MACADAM Type 2: Stability >300kg 0.55

Unconfined
Table 3.5:
Structural
BASE COURSE CEMENT STABILIZED Compressive Strength 0.45
Layer
(7 days) 30 - 40kg/cm2 Coefficient

MECHANICALLY STABILIZED
CBR > 80% 0.32
CRUSHED AGGREGATE

SAND, LATERITE ETC. CBR > 20% 0.23

SUBBASE CRUSHED AGGREGATE CBR > 30% 0.25

CEMENT STABILIZED CBR > 60% 0.28

 TYPE OF LAYER MINIMUM THICKNESS

WEARING COURSE 4 cm

BINDER COURSE 5 cm
Table 3.6:
Minimum Layer BITUMINIOUS 5 cm
Thickness
BASE COURSE WET MIX 10 cm

CEMENT TREATED 10 cm

GRANULAR 10 cm
SUBBASE COURSE
CEMENT TREATED 15 cm
 STANDARD MINIMUM
TYPE OF LAYER
THICKNESS THICKNESS

WEARING COURSE 4-5 cm 4-5 cm

BINDER COURSE 5-10 cm 5-10 cm Table 3.7:

Standard and
BITUMINIOUS 5-20 cm 5-15 cm Construction
Layer
BASE Thickness
WET MIX 10-20 cm 10-15 cm
COURSE
CEMENT TREATED 10-20 cm 10-20 cm

SUBBASE GRANULAR 10-30 cm 10-20 cm

COURSE CEMENT TREATED 15-20 cm 10-20 cm

The following conditions are given:

Class of road =R5

Initial Daily Traffic volume (ADT) = 6600
Percentage of commercial vehicles (Pc) = 15%
Annual growth rate (r) = 7%
Equivalent Factor (e) = 2.0
Subgrade CBR = 5%
Design life (n) = 10 years
Rolling terrain
1. Initial annual commercial traffic for one way, Vo
Vo = ADT x 0.5 x 365 x 15/100
= 6600 x 0.5 x 365 x 0.15
= 181,000

2. The total no of commercial vehicles for one direction, Vc

Vc = Vo [ (1 + r)ˣ - 1 ]
r
= 181,000 [ (1 + 0.07)10 - 1 ]
0.07
= 2.5 x 106
3. Total equivalent standard axles, ESA.
ESA = Vc x e
= (2.5 x 106) x 2
= 5 x 106
4. Maximum hourly one way traffic flow, c.
c =IxRxT
= 1000 x 1.0 x 0.77
= 770 vehicles per hour
5. Traffic capacity, C.
C = 10 x c
= 10 x 770
= 7700 veh/day/lane
6. Estimated daily traffic, V after 10 years.
Vx = V1 (1 + r)ˣ
2
V10 = 6600 (1 + 0.07)10
2
= 6490 veh/day/lane

7. From Figure 2, the chart shows that for an ESA of 5.0 x 106. From Arahan teknik Jalan 5/85,
thickness design nomograph, TA’ is 26 cm.

8. Design the layer thickness, TA (Table 3.5).

TA = a1D1 + a2D2 + …. + anDn
First trial

Nominate D1 = 12.5 cm
D2 = 18.0 cm
D3 = 20.0 cm
Then, PROPOSED PAVEMENT THICKNESS
TA = 1.0 (12.5) + 0.32 (18) + 0.23 (20) WEARING COURSE 5 cm
= 25.36 cm < TA’
BINDER COURSE 10 cm
Second trial BASE COURSE 20 cm
SUBBASE COURSE 20 cm
D1 = 15 cm
D2 = 20 cm
D3 = 20 cm

Then, TA = 1.0 (15) + 0.32 (20) + 0.23 (20)

= 26 cm > TA’
A road with hierarchy of 05 has a surface width of 7.0 and road shoulder of 1.25m is to be
built as a main road in a rolling terrain. It has an initial Average Daily Traffic of 6000 veh/day.
The rate of traffic growth is 7%. Percentage of commercial vehicle is 13%. Design a flexible
pavement by employing the JKR Malaysia Design Method for the road. The road design life is
10 years. The CBR for sub grade of the road is 6%.

Requirement of materials for pavement layers are:

Wearing and binder coarse : Asphalt concrete
Road base course : Crushed aggregate
Subbase : Laterite
Solution:

Class of road =R5

Initial Daily Traffic volume (ADT) = 6000
Percentage of commercial vehicles (Pc) = 13%
Annual growth rate (r) = 7%
Equivalent Factor (e) = 2.0 (from table 3.1)
Subgrade CBR = 6%
Design life (n) = 10 years
Rolling terrain
1. Initial annual commercial traffic for one way, Vo
Vo = ADT x 0.5 x 365 x Pc/100
= 6000 x 0.5 x 365 x 13/100
= 142,350

2. The total no of commercial vehicles for one direction, Vc

Vc = Vo [ (1 + r)ˣ - 1 ]
r
= 142,350 [ (1 + 0.07)10 - 1 ]
0.07
= 1.97 x 106
3. Total equivalent standard axles, ESA.
ESA = Vc x e
= (1.97 x 106) x 2
= 3.93 x 106 ≈ 4 x 106
4. Maximum hourly one way traffic flow, c.
c = I (Table 3.2) x R (Table 3.3) x T (Table 3.4)
= 1000 x 0.83 x [ 100 / (100 + 2Pc) ]
= 830 x 0.794 = 658.9 veh/hr/lane
5. Traffic capacity, C.
C = 10 x c
= 10 x 659
= 6590 veh/day/lane
6. Estimated daily traffic, V after 10 years.
VX = V1 (1 + r)ˣ
2
= 6000 (1 + 0.07)10
2
= 5901 veh/day/lane

7. From Figure 2, the chart shows that for an ESA of 4.0 x 106. From Arahan teknik Jalan
5/85, thickness design nomograph, TA’ is 24.5 cm.

8. Design the layer thickness, TA (Table 3.5).

TA = a1D1 + a2D2 + …. + anDn
First trial

Nominate D1 = 12.0 cm
D2 = 18.0 cm
D3 = 18.0 cm
Then,
TA = 1.0 (12) + 0.32 (18) + 0.23 (18)
= 21.9 cm < TA’

Second trial

D1 = 15 cm
D2 = 20 cm
D3 = 20 cm

Then, TA = 1.0 (15) + 0.32 (20) + 0.23 (20)

= 26 cm > TA’
First trial
WEARING COURSE (5 cm)
Nominate D1 = 12.0 cm
D2 = 18.0 cm BINDER COURSE (10 cm)
D3 = 18.0 cm
Then,
TA = 1.0 (12) + 0.32 (18) + 0.23 (18) ROAD BASE (20 cm)
= 21.9 cm < TA’

Second trial
SUBBASE (20 cm)
D1 = 15 cm
D2 = 20 cm
D3 = 20 cm
SUBGRADE
Then, TA = 1.0 (15) + 0.32 (20) + 0.23 (20)
= 26 cm > TA’
 Figure 2.3: Summary of materials used in
pavement structures in Malaysia

DESIGNATION DESCRIPTION SYMBOL

Primarily functional granular layer with load distribution
DRAINAGE LAYER DL
capability similar to the sub-base
Crushed or natural granular material with maximum 10%
SUB-BASE COURSE GSB
fines

ROAD BASE COURSE

Crushed Aggregate Crushed granular material with maximum 10% fines CAB

Wet Mix Crushed granular material with maximum 10% fines WMB

Bituminous Coarse bituminous mix (AC 28) BB

STB 1 Stabilised base with at least 3% Portland cement STB1

Stabilised base with bituminous emulsion and maximum

STB 2 STB2
of 2% Portland cement

BINDER COURSE

Binder Course Coarse bituminous mix (AC 28) BC

 DESIGNATION DESCRIPTION SYMBOL

WEARING COURSE

Asphaltic Concrete Medium to fine bituminous mix (AC 10 or AC 14) BSC

Polymer Modified Medium to fine bituminous mix (AC 10 or AC 14)

PMA
Asphalt (PMA) incorporated with polymer modified bitumen
Stone Mastic Asphalt
Stone mastic asphalt (SMA 14 or SMA 20) SMA
(SMA)

Porous Asphalt Primarily functional porous asphalt (PA 10 or PA 14) PA

Gap Graded Asphalt Gap Graded Asphalt GPA I or GPA II FC

THIN SURFACING

Application of modified version of slurry seal consists of a

mixture of polymer modified bitumen emulsion, selected
Micro Surfacing mineral aggregate, mineral filler, water and other additives MS
such as cement and latex, properly proportioned, mixed
and spread on existing bituminous surfacing
Application of binder in the form of an emulsion or
Chip Seal bitumen, followed by an application of single size CS
aggregate
Figure 3.1: Pavement Structures for Traffic Category T 1:
<1.0 million ESALs (80 kN)
Figure 3.2: Pavement Structures for Traffic Category T 2:
1.0 to 2.0 million ESALs (80 kN)
Figure 3.3: Pavement Structures for Traffic Category T 3:
2.0 to 10.0 million ESALs (80 kN)
Figure 3.4: Pavement Structures for Traffic Category T 4:
10.0 to 30.0 million ESALs (80 kN)
Figure 3.5: Pavement Structures for Traffic Category T 5:
>30.0 million ESALs (80 kN)
Figure 3.6: Pavement Structures for Traffic Category T 5:
>30.0 million ESALs (80 kN)
(Use of Polymer Modified Asphalt)
 FULL DEPTH ASPHALT PAVEMENT
Design a road pavement for a 4-lane freeway (concession toll-road) with an average daily traffic of
7286 vehicles, of which 20% are commercial vehicles with an unladen weight > 1.5 tons.

STEP 1: DEVELOPMENT OF DESIGN INPUT

ADT based on HPU survey (from 06:00 to 22:00 hours) :-

CV 1 = 624 x 1.2 = 749 vehicles per 24-hour period

CV 2 = 102 x 1.2 = 122 vehicles per 24-hour period
CV 3 = 456 x 1.2 = 547 vehicles per 24-hour period
CV 4 = 86 x 1.2 = 103 vehicles per 24-hour period
CV 5 = 75 x 1.2 = 90 vehicles per 24-hour period
CV 6 = 63 x 1.2 = 76 vehicles per 24-hour period
CV 7 = 47 x 1.2 = 56 vehicles per 24-hour period
CV 8 = 32 x 1.2 = 38 vehicles per 24-hour period
CV 9 = 13 x 1.2 = 16 vehicles per 24-hour period
 FULL DEPTH ASPHALT PAVEMENT
Design a road pavement for a 4-lane freeway (concession toll-road) with an average daily traffic of
7286 vehicles, of which 20% are commercial vehicles with an unladen weight > 1.5 tons.

STEP 1: DEVELOPMENT OF DESIGN INPUT (cont)

Lane Distribution Factor, L = 0.9 (two lanes in one direction) (Table 2.2)
Terrain Factor, T = 1.0 (flat) (Table 2.3)
Design Life, n = 20 years
Assumed Annual Traffic Growth Rate, r = 4.5%
 Number Of Lanes Lane Distribution Factor,
(IN ONE Direction) L

One 1.0
TABLE 2.3:
Terrain
Two 0.9 Factors

Three or more 0.7

Type Of Terrain Terrain Factor, T

Table 2.2: Flat 1.0

Lane
Distribution
Factors Rolling 1.1

Mountainous 1.3
STEP 2: DETERMINE DESIGN TRAFFIC (TRAFFIC CATEGORY)

ESALY1 (Base Year) = (ADTCV1 x LEF1) + (ADTCV2 x LEF2) + (ADTCV3 x LEF3) + (ADTCV4 x LEF4)
+ (ADTCV4 x LEF4) + (ADTCV5 x LEF5) + (ADTCV6 x LEF6) + (ADTCV7 x LEF7)
+ (ADTCV8 x LEF8) + (ADTCV9 x LEF9) x 365 x L x T
= (749 x 3.9) + (122 x 2.8) + (547 x 2.6) + (103 x 7.1) + (90 x 6.1) + (76 x 4.7)
+ (56 x 4.2) + (38 x 3.5) + (16 x 3.6) x 365 x 0.9 x 1.0
= 2.217 million

Design Traffic over 20 Years, ESALDES = ESALY1 x [ (1 + r)n – 1) ] / r

= 2.217 million x [ (1 + 0.045)20 – 1) ] / 0.045
= 2.217 million x 31.37
= 69.5 million
= Traffic Category T 5 (Table 2.5)
 Probability (Percentile) Applied
Traffic Design Traffic
To Properties Of Sub-grade
Category (ESAL x 106)
Materials

T1 < 1.0 > 60%

Table 2.5: Traffic
Categories Used
T2 1.1 TO 2.0 > 70% In this Manual
(ESAL = 80 kN)
T3 2.1 TO 10.0 > 85%

T4 10.1 TO 30.0 > 85%

T5 > 30.0 > 85%

STEP 3: DETERMINE SUB-GRADE STRENGTH (SUB-GRADE CATEGORY)

Results from Sub-Grade testing :-

Mean Modulus = 165 MPa
Standard Deviation (STD) = 28 MPa
Reliability 95% = 1.645 (Normal Deviate)

Characteristic Sub-Grade Modulus value used for design = Mean – (Normal Deviate x STD)
= 165 MPa – (1.645 x 28 MPa)
= 165 MPa – 46 MPa
= 119 MPa
= Sub-Grade Category SG 3 (Table 2.6)
 ELASTIC MODULUS (MPa)
SUB-GRADE
CBR (%)
CATEGORY DESIGN INPUT
RANGE
VALUE

SG 1 5 to 12 50 to 120 60

SG 2 12.1 to 20 80 to 140 120

SG 3 20.1 to 30 100 to 160 140

SG 4 > 30 120 to 160 180

TABLE 2.6: CLASSESS OF SUB-GRADE STRENGTH (BASED ON CBR)

STEP 4: SELECT ONE OF THE PAVEMENT STRUCTURES FROM FIGURE 3.5 (T 5, SG 3)

OPTION 1: Conventional flexible pavement with unmodified bitumen and granular base :-
Bituminous Surface Course (AC 10 or AC 14) = 50 mm
Bituminous Binder Course/Road Base (AC 28) = 190 mm
Crushed Aggregate Road Base = 200 mm
Granular Sub-Base = 150 mm
Figure 3.5: Pavement Structures for Traffic Category T 5:
>30.0 million ESALs (80 kN)
STEP 4: SELECT ONE OF THE PAVEMENT STRUCTURES FROM FIGURE 3.5 (T 5, SG 3)

OPTION 2: Full depth asphalt pavement with unmodified bitumen :-

Bituminous Surface Course (AC 10 or AC 14) = 50 mm
Bituminous Binder Course/Road Base (AC 28) = 140 mm
Stabilized Base with Portland Cement = 150 mm
Granular Sub-Base = 150 mm

OPTION 3: Full depth asphalt pavement with concrete base :-

Bituminous Surface Course (AC 10 or AC 14) = 50 mm
Bituminous Binder Course/Road Base (AC 28) = 200 mm
Granular Sub-Base = 150 mm
Figure 3.5: Pavement Structures for Traffic Category T 5:
>30.0 million ESALs (80 kN)
STEP 4: SELECT ONE OF THE PAVEMENT STRUCTURES FROM FIGURE 3.5 (T 5, SG 3)

OPTION 2: Full depth asphalt pavement with unmodified bitumen :-

Bituminous Surface Course (AC 10 or AC 14) = 50 mm
Bituminous Binder Course/Road Base (AC 28) = 140 mm
Stabilized Base with Portland Cement = 150 mm
Granular Sub-Base = 150 mm

OPTION 3: Full depth asphalt pavement with concrete base :-

Bituminous Surface Course (AC 10 or AC 14) = 50 mm
Bituminous Binder Course/Road Base (AC 28) = 200 mm
Granular Sub-Base = 150 mm
Figure 3.5: Pavement Structures for Traffic Category T 5:
>30.0 million ESALs (80 kN)
NO POSSIBLE CAUSES PROBABLE TREATMENT
1 Inadequate pavement thickness Increase layer thickness
Inadequate compaction of structural
2 Reconstruction or recycling
layers
3 Unstable bituminous mix Replace with modified bitumen or SMA
Unstable shoulder materials which Shoulder improvement and overlay rutted
4
do not provide lateral support area
Overstressed subgrade which
5 Reconstruction or stabilization
deforms permanently
Unstable granular granular base or
6 Strengthening
sub base
NO POSSIBLE CAUSES PROBABLE TREATMENT
Cut and patch or apply hot
Excessive binder
1 sand to blot up the excess
content
binder
Cut and patch or apply hot
Aggregate grading out
2 sand to blot up the excess
of specification
binder
3 Use of soft bitumen Mill and replace
Paving over Cut and patch or apply hot
4 excessively prime or sand to blot up the excess
tack surfaces binder
 PROBABLE
NO POSSIBLE CAUSES
TREATMENT
Inadequate cleaning or
1 Mill and replace
inadequate tack coat
Seepage of water through
2 Mill and replace
asphalt, especially in cracks
Weak, loose underlying
3 Reconstruction
layer
 PROBABLE
NO POSSIBLE CAUSES
TREATMENT
Inadequate pavement
1 Strengthen the pavement
thickness
2 Low modulus base Strengthen the base
Improve the drainage or
3 Poor base drainage
reconstruct

4 Brittle wearing course Replace or recycled

5 Brittle base Base recycling or re-con

NO POSSIBLE CAUSES PROBABLE TREATMENT
1 Loss of surface course Patching

Moisture entry to base course

2 Cut and patch
through a cracked surface
Load associated disintegration of
3 Base reconstruction
base
100
1. IKRAM (1994). Interim Guide To Evaluation And Rehabilitation Of Flexible Road
Pavements. Jabatan Kerja Raya Malaysia.
2. Arahan Teknik Jalan (ATJ 5/85) (1984). Manual On Pavement Design. Jabatan Kerja
Raya Malaysia.
3. Arahan Teknik Jalan (ATJ 5/85 Pindaan 2013) (2013). Manual For The Structural
Design Of Flexible Pavement. Jabatan Kerja Raya Malaysia.
4. JKR SPJ (2008). Standard Specification For Road Works, Section 4: Flexible
Pavement. Jabatan Kerja Raya Malaysia.