Construction of the First Malaysia’s Hybrid

Concrete Pavement Using Jointed Plain

Concrete Pavement (JPCP) and Roller
Compacted Concrete (RCC)
Sahruzi Sahari1,1, Tan Boon Kiat2,1, Syuhadah Shaharudin1, and Marzuki Bakar3
1
Department of Infrastructure Development, Lafarge Malaysia, Wisma Lafarge, 46050 Petaling Jaya,,
Selangor, Malaysia
2
Department of Large Projects (Infrastructure & Building), Lafarge Malaysia, Wisma Lafarge, 46050
Petaling Jaya, Selangor, Malaysia
3
Department of Marketing, Innovation & Development, Lafarge Malaysia, Wisma Lafarge, 46050
Petaling Jaya, Selangor, Malaysia

Abstract. Lafarge Infrastructure Team had constructed Malaysia’s first

hybrid concrete pavement using Jointed Plain Concrete Pavement (JPCP)
and Roller Compacted Concrete (RCC) at Lafarge’s Kanthan Cement
Plant, Ipoh, Malaysia. The main purpose of the project is to showcase and
study construction challenges in combining JPCP and RCC as hybrid
product for road solutions.
The progress and pavement performance were monitored, recorded and
detailed through tests and site observation reports. JPCP pavement was
constructed using two (2) type of construction methods; slip form and
fixed form, while RCC pavement was laid and constructed using an asphalt
paver set. The Quality Assurance & Control (QA/QC) monitored
comprises of concrete design mix, concrete slump, concrete delivery, joints
insertion, concrete curing, compaction, profile levels, saw cut and
sequence of construction activities.
Throughout the study, we have managed to table out the “Challenges and
Best Practices” on the construction methods which mainly involves labors,
machinery and material. All the information has been taken into
consideration, to prepare a comprehensive report for the project. The study
will enhance the knowledge and understanding for road owners, concrete
suppliers, consultants and contractors in understanding the right
application of JPCP and RCC in the future. We able to share and propose
few best practices based on the challenges that we had face.

1 Introduction
Concrete roads have over 30-year history in Malaysia. Starting in 1988, first mega project
using concrete pavement was built at the North-South Expressway (NSE) and New Klang
Valley Expressway (NKVE). The concrete pavement was built using two difference
1
Corresponding author: Sahruzi.sahari@lafargeholcim.com, steven.tan@lafargeholcim.com
method called Continuously Reinforced Concrete Pavement (CRCP) and Jointed
Reinforced Concrete Pavement (JRCP). About twenty-two percent (22%) out of 846km
Expressway network was constructed using concrete pavement methods [1].
These concrete roads have perform significantly much better than a conventional
asphalt pavement in term of durability. Projek Lebuhraya Utara Selatan (PLUS)-
concessionaire of the expressway, indicated that in general, the road stretches which built
using a conventional asphalt pavement need regular maintenance for every 7 years. It has
been reported that PLUS is spending approximately RM740mil yearly on the maintenance
and repair works for the whole stretch [2]. On the other hand, concrete pavement which
required minimal maintenance using only 1% of the budget. It is a proven testimonial on
the durability and the superiority on the life cycle cost of concrete roads.
Despite the benefits of concrete pavement, the adoption rate in Malaysia is still low.
Until today, Malaysia has only constructed 220 km of concrete road. It consist less than 1
% out of the total 144,403 km road networks in Malaysia. The most recent concrete road
being built was a dual-lane 10 km stretch of CRCP located at Raub, Pahang between Felda
Telang to Kg Kechor. The road was part of the Central Spine Road (CSR) Project that had
successfully completed in 2015 and had won the Second Runner-up for JKR Project
Management Innovation Award 2015 [3].
Malaysia local authorities are facing challenges in increasing the adoption rate of
concrete pavement. The benefits of concrete pavement are well recognize by the
Kementerian Kerja Raya (KKR) and has set an ambition to build 5% of its new federal
roads using concrete in the ‘2013–2015 KKR’s Strategy Plan’ [4]. However, they face
challenges in achieving its ambition to build concrete roads. There are limited roads
network in Malaysia other than highway that being constructed using concrete. We
reckoned one of the challenges is high initial construction cost; in relation of using a CRCP
method is one of the key barriers; resulted in difficulty to justify concrete road adoption for
rural roads. However, CRCP is not the only option in constructing concrete roads.
Optimizing the design to suit with the needs and identifying the requirements based on
different road categories could help in reducing the overall cost on the concrete road
construction.
The objective of this paper is to determine the efficiency of alternative concrete
pavements. By adopting to different concrete road construction methods, i.e. combination
of Jointed Plain Concrete Pavement (JPCP) & Roller Compacted Concrete (RCC) as
showcase in the reference project below (hereafter refer to as JPCP-RCC hybrid concrete
pavement); can this be a good alternative with better efficiency comparing to CRCP?
Meanwhile, at the same time look at the anticipated challenges, as well as best practices of
such hybrid concrete pavement as part of the road alternative and solution in Malaysia.
2 Overview of different concrete road construction methods
2.1 CRCP – Continuous Reinforced Concrete Pavement

Fig.1. Continuously Reinforced Concrete Pavement (CRCP)

CRCP is continues span of concrete pavement that without any transverse joints. The
pavement contains continuous, longitudinal high tensile steel reinforcement. Most of the
length of pavement is without any transverse joints, except for end-of-day header joints,
transition between bridge approaches and other pavement structures. The highly heavily
steel reinforcing in CRCP is to hold the concrete together and controlling all cracking
especially transverse cracking cause by cement hydration, thermal effects and
contraction/expansion of a concrete pavement [5].

2.2 JPCP – Jointed Plain Concrete Pavement

Fig.2. Jointed Plain Concrete Pavement (JPCP)

JPCP is concrete pavement that has transverse joints with panels. The pavement
constructed in a similar manner to CRCP, the difference is JPCP only introduce dowel &
tie bars compared to CRCP with fully reinforcing the pavement. The joints with dowel or
tie bars have two important functions, inducing contraction & compression cracks and
transferring loads to adjacent slabs. The bars also hold the slabs tightly closed to instill
additional stiffness into the concrete slab in-between the panels [5].
2.3 RCC – Roller Compacted Concrete

Fig.3. Roller Compacted Concrete (RCC)

RCC is concrete pavement that uses a zero-slump concrete, which can be laid using an
asphalt paver. The RCC’s material is design much stiffer than a typical conventional
concrete. The design mix has to remain stable under compaction operation using a
vibratory roller but at the same time wet enough to permit adequate mixing and distribution
of paste of cement mortar without segregation. This product is purposely design to provide
road contractors a solution to construct concrete pavement without the need to invest in
slipform concrete pavement machines. RCC is engineered to be place with asphalt-type
pavers’ follow by compaction by rollers. The RCC method of construction is without the
need of any forms/formwork, dowels, or steel reinforcement. The proposed RCC material
used in road pavement was a concrete that had a Compressive Strength of 40MPa with a
Flexural Strength of 4.5MPa [6].

2.4 JPCP-RCC Hybrid Concept

RCC

JPCP

Fig.4. JPCP-RCC Hybrid Concept

JPCP-RCC hybrid pavement is first of its kind in Malaysia. This hybrid design combining
both JPCP and RCC construction technique and is piloted by Lafarge Road Infrastructure
team in Malaysia. The first hybrid pavement was successfully constructed and hand-over to
Lafarge’s Kanthan Cement Plant. The idea of the hybrid pavement is to optimize the
pavement in relation to requirement, application and traffic flows to promote cost saving.
This pavement is design to use JPCP as the main driveway and RCC as the parking, lay-by
and truck sheeting bay.
Upgrading existing rural asphalt roads to concrete become feasible with concept of
JPCP-RCC hybrid pavement. One of the main challenges in upgrading existing rural
asphalt roads into concrete roads is the long setting time of a normal concrete. Refering to
the Malaysian’s standard, the concrete pavement must achieve minimum 20MPa in
compressive strength before it can open to traffic. If the pavement is to be constructed with
a normal G40 concrete, it will take a minimum 7 days for it to reach the desired strength.
Hence, it is not feasible to close the roads for 7 days because it will cause significant
nuisance to local communities that depend on it. However, with JPCP-RCC hybrid
pavement help in resolving the challenges of long setting time. RCC material could achieve
the desired strength and open to light traffic within 8 hours upon the compaction. The
concept of the hybrid roads is to construct the RCC as permanent road shoulder but
temporarily serve as diversion and access roads. Once the traffic has been diverted to
shoulder/temporary access roads, JPCP can then be constructed as the main carriageway.
With this approach, it makes upgrading existing rural asphalt roads feasible.

3 Project Background

3.1 General Overview

Fig.5. Aerial view of JPCP-RCC Fig.6. Pavement Layout Plan

Lafarge Kanthan Cement Plant, Chemor, Perak, has planned to upgrade the existing
crusher-run base to a reinforced concrete hardstand. Like most of the cement plants, dust
pollution is always an environment issue. By having an un-paved granular hardstand, it
makes the issue of dust difficult to control. To reduce the dust, hence resolving
environmental issues, the plant manager had decided to upgrade the un-pave hardstand by
constructing a new reinforced concrete hardstand. The new concrete pavement is design to
serve two main purposes. First, to address the environmental issue by reducing the dust
pollution from the existing hardstand to an acceptable level, set by Department of
Environment (DOE). Secondly, to address the increase number of traffic (trucks and plant
vehicles), by adding in additional areas for driveway, sheeting bay and parking lots; this
will allow the plant to have better management on the total traffic movement.
The concrete pavement is design for 20 years with 20 million of Rigid Equivalent
Standard Axle Load (ESAL). The daily traffic volumes for the cement plant can reach up to
200 numbers of cement tankers per day transporting it daily production of 8,000 metric
tonne (mt) cement to clients. Each cement tankers can weight up to 60 mt on full load of
delivery. The design ESAL have to be minimum of 0.64 Million per year to support the
number of truckload going through the pavement. Hence, for a 20 years design, the
pavement has to be design with 12.8mil flexible ESAL or 19.2mil rigid ESAL [7].
3.2 Project objective

JPCP and RCC hybrid pavement was introduce to reduce the overall construction cost and
at the same time shorten the completion period. In optimizing the overall design of the
plant hardstand, combination of JPCP and RCC hybrid construction technique has been
propose to the plant. The proposal will help in reducing the overall construction cost and
completion period. On the other hand, this proposal will also provide a training ground to
gain on-site experiences on the construction of the hybrid concrete road design.
The ultimate goal is to study the concept of constructing the road pavement with JPCP
as carriageway and RCC as road shoulders. This project will allowed us to understand the
best and workable concrete mix design, practical construction method statements, pre,
during and post construction testing for the construction of JPCP and RCC hybrid
pavement works.

4 The Optimized JPCP-RCC Hybrid Design

4.1 Original design

Fig.7. Cross Section of Original Design

The pavement was originally design with conventional reinforced concrete pavement. The
original design of the concrete pavement is made up of a 300mm thick G30 concrete
pavement, reinforced with two layers of BRC A10. The concrete surface course is to be
supported with two layers of 150mm thick of crusher run and separated with a layer of
0.25mm thick polyethylene sheet lay under the concrete. Detail refer to Figure 7 above.

4.2 The Optimized Design

Fig.8. Joints and saw cut for JPCP

Fig.9. Joints and saw cut for RCC Fig.10. JPCP-RCC Hybrid Pavement
The hybrid pavement is design according to traffic movement to bring better efficiency.
Because not all the pavement area are subject to the same traffic and loading requirement,
hence instead of constructing the concrete pavement fully with reinforced concrete
pavement, it has been optimize with hybrid of JPCP and RCC. Through understanding
tankers and trucks movement, the pavement can be design to provide a better cost efficient
and easy to be construct with reducing the need to install steel reinforcement and
formworks. The optimize design decided to construct the driveway using JPCP with broom
finishing texture to cater for cement tankers and trucks movement. While area that have
longer vehicles stoppage time and lower movement like parking lot and sheathing bay were
design to construct using RCC. The specifications for the pavements are as follow:
 Surface course, 200mm think G40 Concrete for both JPCP and RCC
 Joints, JPCP pavements are joint with steel basket consist of 600mm R30, 300mm
c/c Dowels and 600mm Y16, 600mm c/c tie bars.
 Panel, JPCP is sawcut into a 5m x 5m panels size while RCC is sawcut into a 4m x
4m panel size.
 Tie bars between JPCP and RCC, 600mm Y16- 600mm c/c tie bars are insert at
conjunction area of JPCP and RCC.

4.3 Benefits of the Optimized Design

The optimize hybrid pavement proof in reducing overall construction cost and faster
completion. The outcome of the hybrid design is promising, as it has manage to reduce the
overall construction cost by 30%. The project has registered saving from concrete, steel
reinforcement, formwork and overhead cost. The major material saving were came from
the reduced quantity of reinforcement steel bar, whereby the hybrid design has manage to
reduce 70% reinforcement steels needed to construct the pavement. Beside cost saving, the
JPCP-RCC hybrid pavement was complete within 13 days.

5 Challenges in constructing Concrete Pavement

Table 1. Challenges in JPCP and RCC construction

NO CHALLENGES BEST PRACTICE

1 Concrete Delivery

Poor mixing
Maximum loading of mixer trucks to To load only 80 % of mixer drum
(i)
speed up delivery could result in poor capacity to allow adequate space inside
mixing due to limited space inside the mixer drum to mix and create a
the mixer drum to thoroughly mix homogeneous mix.
low slump concrete creating a non
homogeneous mix.

Waiting time
(ii) Too many trucks being used for Proper tracking and scheduling of mixer
concreting will result in extended trucks need to be done by the plant and
waiting time and will cause rapid site personnel to ensure on time delivery
slump loss. is maintained during concreting work.
 Table 1. (Continued)

NO CHALLENGES BEST PRACTICE

(iii) Travel time
Concrete being delivered from batching To identify suitable batching plants
plants located more than 10 km away which are located much nearer or less
from the construction site. Due to than 10 km away from the project site.
extended travel time and over mixing Lesser travel time will enable us to
during long hauls, excess heat is maintain a consistent concrete slump.
generated due to friction causing the
concrete to lose water rapidly thru
evaporation process resulting serious
slump drop.
2 Inexperience Road Contractor

An incompetent contractor with poor or Competent contractors with the relevant

limited knowledge and experience in knowledge and experience in paving
RCC paving work will impact the work must be selected for each job to
overall operations and product ascertain the desired results are
performance. achieved. Additional class room or on
the job trainings can be conducted to
further enhance the contractor’s
knowledge.
3 Weather

Rain
Concreting in bad weather. Proper canopy need to be in place to
(i)
protect freshly casted pavement from
being exposed to the rain water. Mixer
trucks for JPCP need to have proper
hopper covers and tipper truck for RCC
need to have proper tarpaulin to prevent
rain water entry into the concrete drum
resulting in high slump.

Hot weather
Working in ambient temperatures To provide proper shade and to arrange
(ii) above 34 degree Celsius will lead to adequate manpower and equipment to
concrete drying up much quicker due to commence pavement finishing work
rapid evaporation of water. This dry immediately upon paving.
concrete would result in poor pavement
finishing.
4 Joint/Connection

Improper installation of bars

Improper installation of the tie bar and Contractor to properly install tie bar and
(i)
dowel bar between the JPCP - RCC dowel bar into the JPCP pavement
pavement and JPCP - JPCP pavement according to the design and
 Table 1. (Continued)

NO CHALLENGES BEST PRACTICE

will affect the overall levelness of specification. Installment of the tie bar
pavement. Besides, it will also result in into the JPCP pavement shall be
mid-panel crack or another pavement perpendicular to the concrete edge.
defect.
(ii) Delay in saw cut
Delay in saw-cutting the JPCP/RCC Contractor to saw cut the pavement in a
pavement will result in uncontrolled straight line and saw cut shall be done
cracking. within eleven (11) hours of casting. The
timing of saw cut is essential to avoid
cracks in concrete.

Table 2. Challenges in JPCP construction using slip form

NO CHALLENGES BEST PRACTICE

1 Slump

(i) Slump non-conformance (too wet) -

Slump above 60 mm.
When concrete above the specified Compliance to specified slump range.
slump is delivered to the site, it will Based on practical experience, it is best
be difficult to pave platform to use concrete which is within the
edges/sides. The concrete basically specified slump range; 50 mm to 60 mm.
tend to sag and collapse due to its
diluted state.

Slump non-conformance (too dry) -

(ii) Slump below 50 mm.
When concrete below the specified Compliance to specified slump range.
slump is delivered to the site, it will Based on practical experience, it is best
have poor workability which will be an to use concrete which is within the
issue during placement of concrete. specified slump range; 50 mm to 60 mm.
We'll also face difficulty unloading the
concrete from the mixer truck onto the
road base, etc.
2 Improper Concrete Placement

Insufficient concrete in the paver To keep the paver’s receiving hopper

during paving resulting in honeycomb fully loaded during paving process.
or cavity on the paved pavement.
3 Poor Surface Finishing

Delay in bull floating, troweling and To arrange adequate manpower and

broom finishing work resulting in poor equipment to commence finishing work
pavement finishing. immediately upon paving.
 Table 3. Challenges in JPCP construction using fixed form

NO CHALLENGES BEST PRACTICE

1 Slump

(i) Slump non-conformance(too wet) -

Slump above 85 mm.
When concrete above the specified Compliance to specified slump range.
slump is delivered to the site, slurry Based on practical experience, it is best
loss occurs resulting in work delayed, to use concrete which is within the
concrete bleeding and poor finishing specified slump range; 75 mm to 85 mm.
work.

Slump non-conformance (too dry) -

(ii) Slump below 75 mm.
When concrete below the specified Compliance to specified slump range.
slump is delivered to the site, manual Based on practical experience, it is best
handling by workers during casting will to use concrete which is within the
be difficult and prolonged resulting in specified slump range; 75 mm to 85 mm.
honeycomb and cavities.
2 Uneven/Dented Formwork

Using dented or damaged steel form To check accuracy and straightness of

will cause uneven pavement surface the steel form using thread alignment
finishing. method or using dumpy level.

Table 4. Challenges in RCC construction using paver

NO CHALLENGES BEST PRACTICE

1 Paver and Equipment

Asphalt Paver
Paver breakdown during paving and Site personnel need to control and
(i)
sensor string line not functioning. monitor site situation and to
communicate with plant people
consistently on the concrete delivery if
any emergency and machinery
breakdown happened.

(ii) Compactor & Water Truck

Compaction non-conformance – Contractor to use High Density Paver to
Compaction value < 90 % pave the pavement in order to achieve
initial compaction value more than 80 %
with an additional tandem & tire roller.
6 Observed performances

6.1 Pre Construction Testing and Trial

Before the actual site construction work started, preliminary study on the existing platform
has been conducted to understand the overall condition of the site. The tests involved for
the preliminary study were Dynamic Cone Penetration (DCP) complying to ASTM Code
D6951/D6951M-18 and In-situ California Bearing Test (In-situ CBR) complying to BS
Code 1377:Part9:1990.
The DCP was conducted to measure the in-situ strength and the thickness of underlying
soil layers. Five (5) numbers of tests (Refer Appendix A) have been conducted at different
areas, with a total depth of 1.0 meter from the existing surface. Two (2) areas have been
found having average CBR value less than 40%. As for these findings, we have decided to
excavate these 2 critical areas to a depth of 500mm and replace it with crushed
aggregate/crusher run to ensure the concrete pavement have better subgrade to support the
pavement.
To further determine the strength of the base, three (3) ‘In-situ CBR’ using a test
method called Load Penetration Test, have been conducted along the alignment of the main
road of proposed JPCP. We find out that one area have the lowest CBR value between 19%
to 35% at a penetration of 2.50mm and 5.00mm relatively (Refer Appendix B). The others
are having a CBR value between 49% and 81%. We found that the area was not properly
compacted and additional compaction has resolved the problem area.
The other testing that we done before the construction was designing the JPCP and
RCC material at the plant. The plant trial was conducted to ensure that the value of concrete
strength conforming to the pavement design. Full scale plant trial mix was conducted at the
concrete batching plant that supposes to supply the material to the project. All the
information above is vital to make sure the alternative proposed design is conforming to the
client requirement.

6.2 Testing During Construction

Upon confirming the CBR value of the base, profile levels and compaction, trial lay of the
JPCP and RCC were conducted at site to verify the concrete performance and to identify
the method, labor, machinery and work sequence confirming with the Method Statement
submitted by the contractor.
Slump tests and Vebe’ test were conducted on every delivery of concrete supply to the
site. Slump tests were conducted for JPCP and Vebe’ test for RCC works for every batch
of product produce. The purpose of the tests is to ensure the workability of the material
when arrived at the site.
Samples of concrete will also be taken on every batch to prepare cubes to run through
compression tests for 7 and 28 days (Refer Appendix C). Although only 75% achieve the
targeted strength for 7 days, but for overall 28 days we had achieve 130% compression
strength than design. There is no single cubes fail for 28 days compression tests.
Upon completion of the work for RCC, Nuclear Density Test (NDT) was conducted at 3
location every 100 meter length of works (Refer Appendix D). Although few of the NDT
test fail to achieve 98 % compaction as per target, we manage to achieve a minimum
compaction of 95% which are acceptable. Re-compaction of the areas have improve the
initial compaction.
6.3 Post Construction Testing

Upon completion of the overall project, before handing over the site to the client back, few
tests have been conducted to measure the performance of the pavement later. Tests such as
Sand Patch, International Roughness Index (IRI) and Skid Resistance Test were conducted.
The sand patch was conducted, conforming to BS 598 Part 105: ASTM E965, to
determine the average texture depth of a selected portion of a concrete pavement surface.
From the test conducted, the results (Refer Appendix E) were accepted within tolerance,
which is, in the range of 1.50mm to 2.91mm in thickness.
Road roughness, or smoothness, was inspected with IRI method. Conforming to ASTM
E1364-95(2017), the tests were conducted to monitor the pavement conditions and in
evaluate the riding quality of new the pavements. From the tests (Refer Appendix F) we
concluded that the range 1.52m/km to 11.01m/km not smooth enough for traffic traveling
above 50km/hr.
The other test that we conducted after the construction was skid resistant. The test is
tests that measure the force of skid resistance when a tire that is prevented from rotating
slides along the pavement surface. Inadequate skid resistance on the pavement will lead to
higher skid which could relate to accidents. Seventy (70) numbers of test had been
conducted for the whole area (Refer Appendix G). From the results, we found that 46% of
the test results fall in category A, 47% in category B and 7% in category C (refer to
Appendix Table 1).

7 Conclusion
From the project, we had confirmed that different methods of concrete pavement have its
own advantages and disadvantages. By using more than one method of concrete pavement,
we could optimize the overall design based on its application and usage. The disadvantages
of a concrete pavement, such as initial cost and difficulties to construct, could be overcome
by exploiting the advantages at the right application. Understanding the right method for
the right application is the key for optimization of design and construction.
In order to construct a concrete pavement, you must do it right for the first time.
Experience is very vital to run a concrete pavement project. The right equipment with the
right equipment used during the construction is essential to deliver a good concrete
pavement job. Observing performance and testing; before, during and after the
construction are tools for better understanding to improve the delivering to a good concrete
pavement job. Finding and experiences should be shared among clients, consultants and
contractors to ensure we continue learning the secret of better concrete pavement.
To ensure concrete pavement could become a desired option when building road, bad
impression and experiences from the user should be overcome. Delivering a good concrete
pavement project that shall be accepted by the user is another challenge. Concrete
pavement construction in Malaysia is still young. Road users need to give some time to
allow the local road industry become matured to deliver a superb concrete pavement for
Malaysian road network.
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