KNS 4442

FINAL YEAR PROJECT 2

AN EVALUATION OF CEMENT
STABILISATION AS PAVEMENT
REHABILITATION USING LIFE CYCLE COST
ANALYSIS: A CASE STUDY IN SARAWAK

Name : Valiant anak David Branch (44520)

Supervisor: Dr Mohamad Raduan bin Kabit
INTRODUCTION
 JKR spent RM1,788,711,865.16 (80%) of
RM2,248,971,329.08 for road maintenance (2011-
2015)

 Malaysian Budget 2016 and 2017, RM

8,600,000,000.00 for road upgrades and
maintenance for rural and state roads
INTRODUCTION
JKR Expenditure for Road Maintenance from 2011-2015
INTRODUCTION
 Expenditure to maintain roads keeps increasing but
condition of road still unsatisfactory

 The rate of pavement failure is higher than estimated

 Local industry still adopting outdated practices and

technology

 Sarawak’s notorious peaty terrain

 LITERATURE REVIEW
Author Paper Findings/Statement
Ministry of Finance Malaysia Malaysian Budget 2016 One of the biggest ongoing
(2015) road construction projects is the
Pan Borneo Highway which is
1796 km long consisting
Sarawak and Sabah costing RM
28.9 billion
Yaacob, Hainin, Safuan, & Information for the Although local asphalt industry
Chang (2014) Malaysian Asphalt Industry might have been exposed to the
towards Better Pavement latest technologies from
Interlayer Bonding overseas through various
workshops and conferences
conducted by well-known
academicians and researchers,
but in terms of implementation,
there is still a big gap apart
 LITERATURE REVIEW
Author(s) Paper Finding/Statement
Babashamsi et al. Evaluation of Due to volatile economic condition and
(2016) pavement life cycle uncertainties in Malaysia, the road authorities is
cost analysis: Review posed with a challenge to optimize the use of
and analysis financial resources for rehabilitation project.
Road authorities thus emphasize more on better
efficiency and lower expenses due to limited
funds
Gupta, Kumar, & Critical Review of For this reason various concerned organizations
Rastogi (2014) Flexible Pavement are pointing out the need for developing an
Performance Models intelligent and efficient pavement performance
model that can prioritize pavement
maintenance and rehabilitation works
LITERATURE REVIEW
 Malaysian government invested enormous amount
of money to construct roads
 The local industry has failed to practice the
available new technology and practices to construct
quality materials for road construction (it applies to
rehabilitation as well)
 A dire need for suitable pavement management
strategy to select the most economical pavement
rehabilitation method
PROBLEM STATEMENT
 The expenditure of the government on
roads increases every year

 Condition of the road is still

unsatisfactory

 LCCA is not widely used as part of

pavement rehabilitation strategy to select
pavement rehabilitation method
AIM AND SPECIFIC OBJECTIVES
Aim:

 The research aims to evaluate cement stabilisation

for pavement rehabilitation against conventional
method by using LCCA.
AIM AND SPECIFIC OBJECTIVES
Specific Objectives:
1. To evaluate and review the performance of
cement stabilised pavement against conventional
pavement in Sarawak

2. To analyse and compare the economic worth of

cement stabilised pavement with conventional
method from case studies in Sarawak by using
LCCA
SCOPE OF STUDY
 Collection of case studies regarding pavement
rehabilitation in Sarawak (particularly cement
stabilisation work)

 Analysis of several case studies of pavement

rehabilitation construction costs
ECONOMIC PARAMETERS
Net Present Value (NPV)

𝑁𝑃𝑉
𝑁
1
= 𝐼𝑛𝑖𝑡𝑖𝑎𝑙 𝐶𝑜𝑛𝑠𝑡𝑟𝑢𝑐𝑡𝑖𝑜𝑛 𝐶𝑜𝑠𝑡 + ෍ 𝑠𝑢𝑚 𝑜𝑓 𝑓𝑢𝑡𝑢𝑟𝑒 𝑐𝑜𝑠𝑡 𝑛𝑘
1+𝑖
𝐾=1
1
− 𝑅𝑒𝑠𝑖𝑑𝑢𝑎𝑙 𝑉𝑎𝑙𝑢𝑒 𝑛𝑒
1+𝑖
Where:
N = number of future costs incurred over analysis period
i = discount rate in present
ne = analysis period in years
nk = number of years from initial construction to selected year expenditure
ECONOMIC PARAMETERS
 Where NPV > 0 indicates that the benefits of
the alternative outnumber the costs

 The greater the NPV, the more favourable is

the method
ECONOMIC PARAMETERS
Benefit Cost Ratio (BCR)

BCR = PV Benefits/PV Costs

 Where BCR > 1 indicates that the benefits of the

project is greater than the total cost of the project
 The greater the value of BCR, the higher its
benefits when compared to the total cost of the
project.
CASE STUDIES
 Profile of Case Studies
No. Road Names Rehabilitated Approx. Length
Sections (KM)

1 Selangau Matadeng road KM 19+300 – KM 10.9

28+400 & KM
37+000 – KM
38+800

2 Lubok Nibong road KM 8+000 – KM 6.76

14+760
 CASE STUDIES
 Locality of project: Selangau Matadeng

Q26 MATADENG – SELANGAU ROAD, RMU MUKAH, MUKAH DIVISION. LOCALITY PLAN

DATE OF WORK : CONDITION :

DATE OF INSPECTION: DEFECTS :
 CASE STUDIES

Q26 MATADENG – SELANGAU ROAD, RMU MUKAH, MUKAH DIVISION

DATE OF WORK : CONDITION : 2

DATE OF INSPECTION: 08.09.2015 DEFECTS : -
 CASE STUDIES

Q26 MATADENG – SELANGAU ROAD, RMU MUKAH, MUKAH DIVISION

DATE OF WORK : CONDITION : 3

DATE OF INSPECTION: 09.09.2015 DEFECTS :
CASE STUDIES
 Locality of project: Lubok Nibong

Q643 LUBOK NIBONG ROAD, RMU MIRI, MIRI DIVISION LOCALITY PLAN
 CASE STUDIES

Q 643 LUBOK NIBONG ROAD, RMU MIRI, MIRI DIVISION KM 12+800

DATE OF WORK : - CONDITION : 3

DATE OF INSPECTION: 28.04.2016 DEFECTS : -
 CASE STUDIES

Q 643 LUBOK NIBONG ROAD, RMU MIRI, MIRI DIVISION KM 12+400

DATE OF WORK : - CONDITION : 3

DATE OF INSPECTION: 28.04.2016 DEFECTS : -
PAVEMENT DESIGN
 Based on Arahan Teknik Jalan 5/85 manual on
pavement design

 To calculate the design thickness for pavement

design, the design engineers refers to the Structural
Layer Coefficient
PAVEMENT DESIGN
 Structural Layer Coefficient
 PAVEMENT DESIGN
 Selangau Matadeng (Conventional pavement)
Pavement Structure Thk Structural TA RM/m2 RM/TA
(mm) Number

40mm thk ACWC 20 40 1.00 40.0 39.35 0.98

60mm thk ACBC 20 60 1.00 60.0 57.40 0.96
250mm thk 38mm DCR 250 0.32 80.0 46.00 0.58
Road base
250mm thk 38mm DCR 250 0.25 62.5 - -
subbase
Total 350 242.5 142.75 0.59
 PAVEMENT DESIGN
 Selangau Matadeng (Cement Stabilised pavement)
Pavement Structure Thk Structural TA RM/m2 RM/TA
(mm) Number

60mm thk ACWC 20 60 1.00 60.0 57.15 0.95

400mm thk Cement 400 0.45 180.0 40.60 0.23

Stabilised Roadbase
Total 300 240.0 97.75 0.41
 PAVEMENT DESIGN
 Lubok Nibong (Conventional pavement)
Pavement Structure Thk Structural TA RM/m2 RM/TA
(mm) Number

50mm thk ACWC 20 50 1.00 50.0 48.35 0.97

250mm thk 38mm DCR 250 0.32 80.0 48.90 0.61

Road base
130mm thk 50mm DCR 130 0.25 32.5 - -
subbase
Total 300 162.5 97.25 0.60
 PAVEMENT DESIGN
 Lubok Nibong (Cement Stabilised pavement)
Pavement Structure Thk Structural TA RM/m2 RM/TA
(mm) Number

60mm thk ACWC 20 60 1.00 60.0 57.15 0.95

400mm thk Cement 400 0.45 180.0 40.60 0.23

Stabilised Roadbase
Total 300 240.0 97.75 0.41
CALCULATION
 The calculations are provided in fyp calculation.xlsx
CONCLUSION
Outcome:
 There is no definite “most cost effective” pavement

rehabilitation method (At least between cement

stabilisation method and conventional method)
 LCCA is suitable for pavement rehabilitation

strategy to be used as a tool to determine the most

cost effective pavement rehabilitation method in
certain area
REFERENCES
 Ministry of Finance Malaysia, B. 2016. (2015). Budget 2016, 1–
90. https://doi.org/10.1017/CBO9781107415324.004
 Yaacob, H., Hainin, M. R., Safuan, A., & Chang, F. L. (2014).
Information for the Malaysian asphalt industry towards better
pavement interlayer bonding. Sains Malaysiana, 43(3), 467–474.
 Babashamsi, P., Md Yusoff, N. I., Ceylan, H., Md Nor, N. G., &
Salarzadeh Jenatabadi, H. (2016). Evaluation of Pavement Life
Cycle Cost Analysis: Review and Analysis. International Journal of
Pavement Research and Technology, 9(4), 241–254.
https://doi.org/10.1016/j.ijprt.2016.08.004
 Gupta, A., Kumar, P., & Rastogi, R. (2014). Critical review of
flexible pavement performance models. KSCE Journal of Civil
Engineering, 18(1), 142–148. https://doi.org/10.1007/s12205-
014-0255-2