HIGHWAY DESIGN AND CONSTRUCTION IN MALAYSIA T.S

HIGHWAY DESIGN AND CONSTRUCTION IN MALAYSIA

T.S. JAYARATNAM, K.M.N., A.M.N., B.C.K., B.Sc.(Hons)., P.Eng., M.I.E.M., C.Eng., M.I.C.E., M.ASCE, M.I.H.E., Superintending Engineer (Projects), Roads Division, Public Works Department, Peninsular Malaysia

YOON SHEE LENG, A.M.N., B.E.(Hons)., C.Eng., M.I.C.E., P.Eng., M.I.E.M., M.I.H.E., Senior Executive Engineer (Design), Roads Division, Public Works Department, Peninsular Malaysia

ABSTRACT

The paper will briefly trace the development of roads in Peninsular Malaysia from pre-independence days to the present. The early humble jungle tracks or bridle paths were the foundation of the present highway network. Of the approximately 17 700 km of road in Peninsular Malaysia, about one third is Federal roads, with the remaining two thirds classified as State roads.

The paper will discuss the design criteria and standards that have been adopted in the country, and also outline the magni-tude of road development programmes during the First and Second Malaysia Plan period and the proposed current Third Malaysia Plan (1976-1980).

The construction and maintenance practices adopted in the pre-Independence era and the gradual change in policy and standards that have taken place over the years are traced.

The role and responsibility of the Roads Division has changed considerably with the heavy demand of the Road Building Programme under the various Development Plans. The paper describes the rapid changes that have taken place in the organisation, planning and implementation strategies to meet this demand.

The road maintenance policy and programme is taking a new approach with the completion of the Highway Maintenance Study. Apart from Routine Maintenance, a rehabilitation programme has been prepared for implementation under the Third Malaysia Plan.

ACKNOWLEDGEMENT: The authors wish to thank TAN SRI MAHFOZ BIN KHALID, P.S.M., K.M.N., B.C.K., P.J.K., Director General, Public Works Department, Peninsular Malaysia for his kind permission for the publication of this paper. The state-ments and opinions expressed in this paper are those of the authors and do not reflect the opinions of the Public Works Department, Peninsular Malaysia.

Session 5 HIGHWAY ENGINEERING WORKSHOP 1

JAYARATNAM, LENG - HIGHWAY DESIGN AND CONSTRUCTION IN MALAYSIA

INTRODUCTION

1. Peninsular Malaysia has a land area of approximately 134 628 square kilometres. Geographically speaking, it is a stable and mature area with eroded interior mountains and alluvial coastal plains with mangrove swamps. At its widest the peninsular is about 322 km wide and at its longest approximately 692 km long. The highest mountain is below 2400 m in height.

2. Peninsular Malaysia lies in the equatorial zone between latitude 1/2° and 7° north and longitudes 100' and 119.1iu east. There are no marked seasons but the climate is hot and humid. The large sea areas bordering the land mass keep the average daily temperature uniformly high at 21°C to 32°C. The penin-sular is away from the influence of the typhoons but the winds are related to the Northeast Monsoon which commences in October and the Southeast Monsoon in February. Thunderstorms, particularly in the afternoons are common. The rain-fall is between 2540 mm and 5080 mm a year..

3. Large areas of the country are still covered with virgin tropical rain forest, as can be expected in a country with uniformly high temperatures and a high annual rainfall.

4. Land communication in Peninsular Malaysia had its beginning in the form of jungle tracks, elephant tracks, bridle paths and bullock car tracks. As the demand for road transport increased over the past century, these tracks formed the basis of the country's road system and were upgraded and extended to the present highway system. Tin mining and estate agriculture were the main forces that attracted a large influx of people and enterprise and produced large urban areas on the west coast. Roads had to be built to move export products to the ports and to carry imported supplies to production areas and to serve government and business centres.

5. Just as we are now faced with roads damaged by heavy commercial vehicles, early engineers in the country had similar problems - only the culprits then were the heavily laden bullock carts. Lack of funds and properly qualified supervisory staff was reported as the cause for the poor condition of early roads.

6. Until after World War II there was no continuous road link from Kuantan to Kota Bharu along the east coast although there was a proposal in the late 1930s for an inland road from Kuantan to Trengganu. A military road was con-structed by the Japanese during the War and this eventually became the main east coast trunk road.

7. The desire to reduce distance and travel time from Kuala Lumpur to Kuantan initiated the survey work for the link between Temerloh and Maran, particularly in early 1940s when there was a growing need to provide a faster means of moving the military forces across the country. However, construction work on this link came to a stop with the outbreak of the World War II in Malaysia. The work was again interrupted after its resumption in 1948 by communist terrorist activities in the region and this 47 km of road was finally completed only in 1955, and was then regarded as the greatest road construction project.

8. There are at present approximately 17 700 km of road in Peninsular Malaysia maintained by the Public Works Department (see Fig. 1). About one third is classified as Federal Roads and the remaining two thirds are desig-nated as State Roads. The Federal Roads are further divided as follows.

2 HIGHWAY ENGINEERING WORKSHOP Session 5

SCALE IN MILES 10 0 10 20 3040 50 60

South

China

Sea

Muar \i I Pe ng (> , JOHOR 1 1\

Batu Pa hat -.--_ \ Kota

Route/ 111991

I

A

Jiohor Bahru Route IT Route In Other Federal Routes. Proposed New Roads States Road State Boundary. International Boundary.

Railway Line

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SIN GA PORE


Fig. 1 - Main trunk roads in Peninsular Malaysia



(a) Route I: the main trunk road from Johore Bharu in the South to the Jitra/Thailand Border, passing through Segamat, Seremban, Kuala Lumpur, Ipoh, Butterworth, and Alor Star.

(b) Route II: the present east-west trunk road from Port Klang to Kuantan, passing through Kuala Lumpur and Temerloh.

(c) Route III: the east coast trunk road from Kuantan to Kota Bharu via Kuala Trengganu.

(d) Other Federal Roads: as the name implies, all the other Federal Roads (except for Development Roads) are essentially the main links between major towns and approaches to seaports and airports.

(e) Development Roads: these are roads in land development schemes.

9. Nearly 85 per cent of the roads in Peninsular Malaysia are all-weather bituminous surfaced roads. Table I gives a breakdown of the various mileages of roads by class of pavement type.

POST INDEPENDENCE ROAD DEVELOPMENT

10. With the attainment of Independence in 1957, a trend was started towards diversification of production and reduced dependence on the world markets for rubber and tin. Manufacturers naturally located themselves at or near urban concentrations of consumers and workers, where good transport facili-ties were already available. Independence also stimulated efforts to integrate the less populated and less prosperous areas of the east coast of Peninsular Malaysia with the west coast centres through the improvement and expansion of roads, mainly in the 1961-1965 Malayan Plan period.

11. The number of motor vehicles, particularly passenger cars and motor cycles, increased sharply because of substantial growth in population and increases in income of the people. This in turn led to many road segments becoming over strained and inadequate in capacity. Further, as the number of large land development schemes increased, particularly those east of the central mountain range, new and better road facilities were required. The road network had to be upgraded to forestall transport cost increases and obtain cost reductions.

12. However, the ten years immediately after Independence were insufficient a period to accomplish the Government's planned economic development. The badly needed organisations for transport co-ordination and planning could not be properly established due to shortage of trained personnel. Much of the information needed for developing rational transport policies was lacking.

THE FIRST MALAYSIA PLAN, 1966-1970

13. The First Malaysia Plan concentrated only on the more important and urgent road improvement projects. The main objectives kept in view were to ensure that the labour force be kept employed and sub-standard segments of road brought up to a minimum standard. Certain projects were given top priority to coincide with the timing of cultivation in land development



schemes. The main approach was therefore one of linking the Malaysian producer and consumer to one another and to world markets by means of an efficient low cost road network.

14. A comprehensive road improvement programme totalling over $240m, was drawn up for the First Malaysia Plan. Details of the programme for this period are given in Table II.

15. The achievement of the First Malaysia Plan, in respect of road improve-ments may be considered satisfactory bearing in mind the great shortage of trained personnel and equipment and plant during this Plan period. Another reason for the under expenditure was that a number of major projects were kept in abeyance awaiting the results of the General Transportation Study, 1967-1968. A sum of over $140m was spent on road improvement during this period. This sum did not include the amount spent by the various state governments themselves on roads. Details of expenditure on road development during this period are given in Table III.

THE GENERAL TRANSPORTATION STUDY

16. It was realised during the preparation of the First Malaysia Plan that there was an urgency to establish a consistent and purposeful policy for all activities concerning the transport sector, which should aim at providing the nation with transport at the lowest feasible economic cost and be flexible enough to permit continuous revision in tine light of changing conditions.

17. It was therefore important to have an effective fact finding, research, analysis and planning group in the transport sector. To meet this requirement, the Public Works Department formed the Highway Planning Unit within its Roads Division in 1967.

18. In September 1967, the Malaysian Government under the sponsorship of the United Nations Development Programme conducted a General Transportation Study. which was completed in July 1968. One of the major tasks of the study group was to evaluate the transport demands and the adequacy of the road net-work. The extent of road improvement recommended by the Study was to ensure adequate capacity for traffic expected to develop by 1975. For road segments which could not be improved to the level of capacity required, relocations were recommended.

19. However, because of the large amount of money required to finance the full recommended programme by 1975, and because of the limited capital available for other competing investments, only the very high priority projects were incorporated for implementation during the remaining period of the First Malaysia Plan and in the Second Malaysia Plan, 1971-1975.

THE SECOND MALAYSIA PLAN, 1971-1975

20. The vehicular traffic in Peninsular Malaysia increased by more than 300 per cent for the period 1960 to 1970. This increase had out-paced road improvements and maintenance in the country. The road network as a whole had been constructed to standards well below those needed for carrying present day high speed motor vehicles as well as heavy goods vehicles of such intensity and density. Changes in income levels, social habits, population and land use

Session HIGHWAY ENGINEERING WORKSHOP 5


exerted strong influences on the extent of travel by car. With the increase in the tempo of industrialisation, heavier and larger vehicles were required to meet the demand of the transportation sector, and this resulted in the premature failures of road pavements in many locations, causing irritation and hardship to road users. More attention had to be put in on the strengthening of existing pavements and in the design of new ones.

21. While it was realised that a developing country like Malaysia is very sensitive to road investment, it was also realised in the preparation of the Second Malaysia Plan that any premature or excessive investment on roads could restrict other development programmes. This would have had an adverse effect on the economy of the other sectors.

22. An important objective of the Second Malaysia Plan was to reinforce national unity and to implement the New Economic Policy of the nation. It was necessary to promote greater interaction among all Malaysians in the process of nation building.

23. A change was made to encourage road construction by the private sector. The practice hitherto has been for the Public Works Department to construct all roads themselves, except for bridges. The original approved total estimate for road development for the Second Malaysia Plan was over $467m.

24. There was under-expenditure during the initial years of this Plan period due to the late approval of the Plan programme and partly because important phases of work such as feasibility studies, preliminary investigations and detailed designs could not be undertaken in time for many projects due to a critical shortage of trained personnel at all levels.

25. Details of the Second Malaysia Plan road development programme are given in Table IV. Details of the yearly actual expenditure for this period are given in Table V. Although the total actual expenditure of $468m for this period exceeded the original Plan estimates, this was because the original estimated cost of some of the major projects given were on the low side as many projects at the time of preparation of the programme had no detailed investi-gation or design yet. Inflation during this period also accounted for the increase in cost of many of the projects.

THE THIRD MALAYSIA PLAN, 1976-1980

26. The overiding objective of the Third Malaysia Plan is the effective implementation of the New Economic Policy, particularly in the eradication of poverty and restructuring of society, taking note of the Government's latest 'Green Book' strategy.

27. In the earlier Plans, financial constraints and shortage of trained personnel have held back the original plan targets resulting in road improve-ments, in general, lagging behind other transport development. While adapta-tion to development needs is one necessity, the adaptation of modern techniques to changes in the present day traffic demands will also be given important con-sideration.

28. The earlier road pavements have been the penetration macadam type or bituminous macadam constructed to British Standard BS 1621, which have been found to be inadequate to meet the present day heavy commercial vehicle requirements with the result that road pavements are breaking up rapidly.

HIGHWAY ENGINEERING WORKSHOP Session 5


Many highway deficiencies are now becoming more apparent and during this Third Malaysia Plan period, a vigorous programme to study and review deficient design and construction techniques and procedures is being proposed to the Government.

29. Besides investigations on pavement deficiencies, more emphasis will be put on improving highway drainage features. Highway safety requirements will also be given more attention during this Plan period.

30. The proposed Road Development Programme for the Third Malaysia Plan period is now awaiting Government approval. It is expected that over $800m will be given for road development.

GEOMETRIC DESIGN CRITERIA

31. Until about 1969, there were no proper geometric design criteria established for use by the Public Works Department, Peninsular Malaysia. Each district engineer was left with the choice, to a certain extent, to decide his own design standards. While this state of affairs was unsatisfactory it was tolerable because up till then, road improvements were usually confined to minor or localised improvements. There was no overall planning due to the absence of personnel trained in highway planning and design.

32. With the formation of the Highway Planning Unit in the Public Works Department in 1967, road improvement programmes were prepared for the first time, after some form of analysis, and were assigned priorities. To assist the highway planning engineers in their economic evaluation, geometric design criteria were established. These were also necessary to ensure there would be uniformity in the standard of design and uniformity in the facilities provided to the motoring public.

33. The geometric design criteria used in Peninsular Malaysia were adopted from the recommendations of the General Transportation Study 1967-1968, after reviewing current practices prevailing then, in the country.

34. The main parameters considered in the establishment of the geometric criteria were:

(a) topography, (b) design speed; and (c) traffic volume.

35. The highway geometric design standards adopted in this country generally follow the Public Works Department's 'Minimum Geometric Design Criteria for New Roads in Rural Areas', which has divided the roads into six classifica-tions. For ease of reference they have been given numbers and are referred to as Group 01, for the lowest class of road, with Group 06 at the upper end for the divided four-lane or more highways.

36. Full details of the geometric design criteria are given in Table VI. The traffic volumes referred to are future projections based on a ten year period.

37. Turfed shoulders have not proved to be satisfactory in this country. They are difficult to maintain and tend to 'build-up' to a level higher than the pavement edge, resulting in 'kerb-effect' which is bad for pavement drainage.

Session 5

HIGHWAY ENGINEERING WORKSHOP 7


Soft spots, ruts and ditches develop and go unnoticed and vehicles are reluctant to use them for emergency or parking stops. Modified hard shoulders using gravel or laterite have now been recommended for all new constructions.

38. For critical grade lengths, a reduction of 24 km/h in the truck speed has been adopted. Stopping sight distance measurements have assumed a driver's eye height at 1 m to an object 152 mm high on the road, while for passing sir° distance, an object height of 1.4 m has been assumed.

39. The maximum superelevation rate of 10 per cent has been found to be satisfactory in rural conditions, with side friction factors varying from 0.16 at 48 km/h to 0.11 at 129 km/h.

40. Vertical clearance for structures on major highways or container routes has been increased to 4.7 m recently.

ACCESS CONTROL

41. The rate at which roadside development has been taking place in this country has caused highway planners and designers great concern. Numerous highway facilities had to be improved prematurely and at great cost due to hap-hazard and uncontrolled development along highway corridors. Legislation has recently been passed to strengthen the road authorities' control on access to be allowed or disallowed along an important highway facility. Frontage roads to collect and distribute the traffic to a controlled point of entry have been insisted upon at many locations.

PAVEMENT DESIGN

42. In general, the pavement consists of a crushed stone base with a bituminous binder and wearing course of about 102 mm total thickness. Until very recently, a road sub-base has not been used although a 51-102 mm layer of sand laid immediately on top of the subgrade has been a common practice. Design of the pavement thickness has been based on the CBR of the subgrade material (at equilibrium moisture content) and the cumulative equivalent axle loads for a ten year design life. Bituminous surface sealing to laterite roads is provided whenever the traffic is very light on village or farm roads.

BRIDGE DESIGN

43. The British Standards BS 153 Part 3, Loads and Stresses, Section A: Loads, has been adopted, in general, for bridges designed by the Public Works Department, Peninsular Malaysia. The criteria on lane loadings are as follows.

(a) For a two lane bi-directional carriageway, the bridge should be designed for HA loading and 45 units of HB guided along the centreline of the bridge.



(b) For a three-lane bi-directional carriageway carried on one super-structure, i.e. with two lanes in one direction and one lane in the opposite direction, the bridge should be designed for HA loading and 45 units of HB guided along the centreline of the bridge.

(c) For a three-lane bi-directional carriageway carried on one super-structure but separated by a median, the bridge should be designed for HA loading but the HB loading, the 45 units of HB loading should be guided along the centreline of the two lanes and the third lane should be designed for HA loading.

(d) For a dual carriageway of four-lanes and above carried on one superstructure, whether separated by a median or not, the lanes should be designed for HA loading and also 45 units of HB guided along the centreline of two lanes and the other two lanes should be loaded with full HA. If there are any further lanes, they should be loaded with 1/3 HA loading.

ROAD FURNITURE

ROAD SIGNS AND PAVEMENT MARKINGS

44. To assist motorists in quick recognition and understanding of road signs and pavement markings the Public Works Department, Peninsular Malaysia, has started on standardisation of all road signs and markings on Federal roads. Action has also been taken to ensure all road signs and markings conform to the recommendations of the United Nations Conventions of 1968 on Road Traffic and on Road Signs and Signals in Vienna, and in particular, the decisions taken at the 9th Session of the Highways and Highway Transport Sub-Committee Meeting ECAFE, held in Bangkok in May 1972.

45. Typical examples of road signs and pavement markings used in this country are given in Figs 2 and 3.

KILOMETRE POST

46. The concrete mile posts on Federal roads are in the process of being replaced by timber 'kilometre posts' placed on the left hand side of the road at every 4 km, radiating from state capital cities and showing the distance to the next capital city or the next major town. The kilometre posts are mounted on a precast concrete base, with a sawn groove in the timber post at just above ground level, so that the timber post will 'breakaway' on impact with a motor vehicle that may run off the roadway (see Fig. 4).


I DIMENSIONS IN MM SIGN

A C

M NIMUM 600 10 15

750 15 20 OTHER .-

25 SIZES 900 I 5

C."-, 20 30


Existing Danger Warning Sign

/ SYMBOL INSERTED

HERE

DIMENSIONS' EQUILATERAL TRIANGLE WITH ONE POINT UPWARDS LENGTH OF SIDE 2 6". WIDTH OF BORDER 3"

COLOUR WHITE BACKGROUND, SIGNAL RED BORDER, BLACK SYMBOL

Proposed Danger Warning Sign

LYMEN'7,1.

SOUAP E WI'"H ONE DIAGONAL VERTIC AL ; 07 HER DIMENSIONS SEE TABLE BELOW

COLOUR BACKGROUND YELLOW, RIM BLACK.

SYMBOL. BLACK

Fig. 2(a) - Existing and proposed danger warning signs


- 6" DIAMETER

T

1

L

r


Existing 'STOP' Sign.

DIMENSIONS CIRCLE EXTERNAL DIAMETER 2'-6

3" BORDER. INVERTED EQUILATERAL TRIANGLE TO HAVE 2. BORDER . 4" LETTERING FOR 31/2" FOR ‘BERHENTI

COL OUR WHITE BACKGROUND, SIGNAL RED BORDER AND TRIANGLE ; BLACK LETTERING

SCALE =

Proposed 'BERHENTI' Sign For Gazetting

U

DIMENSIONS SEE TABLE BELOW

COLOUR BACKG-POUND RED, LETTERING WHITE BORDER WHITE

U

Dimension In mm

Sign a b c d e f

Mini - mum 600 16 200 200 100 256

Other size 900 24 300 300 150 384

Fig. 2(b) - Existing and proposed stop signs

Session HIGHWAY ENGINEERING WORKSHOP 11

A Seremban

K.Lumpur Bangi •••►

O

TYPE A

111 POH

TYPE \ B

IPOH TYPE 'C'


EXISTING DIRECTIONAL SIGNS APPROACH TO JUNCTION OF ROADS LEADING TO MAIN CENTRES

DIMENSIONS A RECTANGLE ze-O. BY 2'-15" CARRYING PANELS 9V2DEEP (WIDTH TO SUIT LETTERING) WITH WBORDERS, LETTERING 41/2'; OUTSIDE BORDER 1/2" AND ARROW- ARMS 2" WIDE,

COLOURING YELLOW BACKGROUND , WHITE PANELS , SLACK BORDERS , LETTERING ANL A:1 ROWS

APPP( ACI, TG ROAD JUNCTION WHERE ONE ROAD !S OF PREPONDERATING IMPORTANCE

NOTE ADDITIONAL WORDS E G 2mAt N ROAD', 'NORTH', ETC ) • .47c€ SUBSTITUTED WHERE APPROPRIATE

DIMENSIONS RECTANGLE I= IV DEEP, C RYING PANEL 11," DEEP WIDTHS TO SUIT LETTERING) WITH BORDERS AkROw 2" WIDE

COLOUR YELLOW BACKGROUND . WHITE PANEL , BLACK BORDERS , LETTERING AND ARROW

DESTINATION OF ROAD LEADING FROM JUNCTION U MENSIONS HA' DEEP, 3/4171ORDEP ILENGTHTO SUIT

LET-FETING), LETTERING 6'; SIGN TO END IN POINT ci

COLOUR WHITE BACKGROUND , BLACK BORDER AND LE TTF RING

PROPOSED DIRECTIONAL SIGNS FOR GAZETTING

DIMENSIONS VARIABLE

coLouR LETTERING, ARROWS AND BORDER BACKGROUND BLUE. SIGN

BE IL...umiNAI "M, !N REFLECTOR7PD MATER' A.

TYPE

Fig. 2(c) - Existing and proposed directional signs

12



11/4 1poh DIMENSIONS VARIABLE T r PE AND' Di

COLOUR FOR TYPE B:‘C, AND s D' AS "'HAT FOR TYPE 'A'

TYPE

Ipoh TYPE 'C'

Kepong

TYPE \EY

2(d) - Proposed directional signs for gazetting

Session 5


30 c 'n1 Vv

t rn.n 15 cm i

TRAFFIC'

ISLAND

cwymIvxvxvr


clOHSNNOM ONINHaNIONH AVMHOTH

S

UO

TS

S9

S

DRECIION OF TRAFFIC.

3

DIRECTION OF T RAF lc

CHEVRON MARKING

a

LANE MARKING

a

b

RURAL: 5m 7.5m

URBAN: Im I. 5m

Fig. 3(a) - Chevron and line marking

0

470 •••

0

000 362 5

'2-‘) b‘s cx‘'

470

JAYARATNAM I LENG - HIGHWAY DESIGN AND CONSTRUCTION IN MALAYSIA

375

0

CN

r r)

530___,315 _530

1250

3

NOTE ALL DIMENSIONS ARE GIVEN IN MILLIMETRES

Fig. 3(b) - Elongated arrows for pavement markings tor major road

Session 5 HIGHWAY ENGINEERING WORKSHOP

15

A A

0 0 0 un

0 0 6-1

-I"- 3/16"

J 1_

7 1 / 211-1/16"

44 km

KUALA LUMPUR

L _J 1

81/2"

GROUND LEVEL ,/,e40WA‘ v II

i i1 11

1 1 1 1 1 1 1 1

_J 13" 4.


Fig. 4 - Typical kilometre post



STREET LIGHTING DESIGN

47. Until recently, the Public Works Department used only the British Standard Code of Practice for the design of street lighting. The Department has now adopted the CIE Specification for Street Lighting Design on all major roads and highways. However, for minor roads, the British Standard Code of Practice is still being used because of its relative simplicity and ease of usage.

48. The main criteria considered in the design using the CIE Specification are:

(a) luminance level; (b) uniformity of the luminance pattern; (c) degree of glare limitation; (d) colour appearance and colour rendering; and (e) effectiveness of the visual guidance.

49. The average luminance level selected for major roads and highways is 2 cd/m2.

50. For control of uniformity of the luminance pattern the criterion used is that the minimum uniformity ratio L m'n

0.4 L ay.

where L min = minimum luminance level on the road L ay. = average luminance level on the road

51. The control on glare is carried out only by selecting the appropriate system of lighting e.g. cut-off or semi cut-off lights.

52. High pressure sodium and high pressure mercury lamps are used on all major roads and highways except for commercial centres where high pressure mercury lamps are preferred in view of their better colour rendering effect. On minor roads mercury vapour lamps are usually installed.

53. To give visual guidance and advance warning to motorists approaching intersections in rural areas, low pressure sodium lamps have been installed at intersections. In addition lanterns have also been installed by locating the lamp poles along the outer geometry of road curves, to give better visual guidance. On a new project the use of different types of lanterns i.e. high pressure sodium lighting for the main carriageway and mercury lighting for the exit/entrance ramps have been proposed.

54. On major roads and highways, a minimum mounting height of 10.7 m has been adopted.

ROAD CONSTRUCTION

55. As a matter of policy in the pre-war and post-war years up to 1957 (the year of Independence) all road construction projects including improvement works were undertaken by direct labour force. The Department had its own fleet of earthmoving plant, sufficient labour force both skilled and unskilled and adequate supply of metal to carry out the development programme which was well within the Department's capacity. The accent was more on maintenance of roads most of which were unpaved.



56. With Independence and a change in Government's policy towards develop-ment, the Department was called upon to undertake a far greater work load in the construction of infrastructure for land schemes, such as Felda (Federal Land Development Authority), apart from the Department's own road improvement projects. Although efforts were made to increase the Department's plant holding and other resources to cope with the heavier demand, it was soon found necessary to direct a small percentage of works to be carried out on Contract. A start was made in the early sixties to carry out road construction projects on Contract.

PAST CONSTRUCTION PRACTICE

57. In the past most of the design of road projects was undertaken by the Department and works were carried out on force account. Only activities such as bridge and culvert constructions, rock blasting and quarrying operations were carried out on Contract labour. On earthworks the Department had its fleet of earthmoving plant such as dozers, towed and self-propelled scrapers, towed compactors, smooth wheel rollers, track shovels, draglines and tippers. Most of the road improvement works along the main highways were of a localised nature involving minor deviations and wicening narrow stretches of road. This type of work was most suitable for direct labour work.

58. In the post-Independence years the accent was on the construction of development roads or rural roads which were essentially farm to market roads. To undertake the construction of these roads, the department increased its plant holding and personnel to cope with the increased work demand. As most of the rural roads had to be launched on the ground almost immediately the practice of undertaking these projects Departmentally was found to be most practicable as work could commence as soon as clearance from the land office was obtained and initial designs were completed. These rural roads, also known as 'political' roads were projects which were continuous over two to five years and the provision of funds varied from year to year. With works undertaken on force account there was a great degree of flexibility in the administration of funds. Secondly more often than not the Department had to commence work on several projects more or less simultaneously, for a better impact on the rural people for whom the roads were being built. Hence the construction practice of undertaking roads departmentally has its own advantages especially when there are certain constraints such as delay in land acquisition, delay in design, shortage of funds etc.

EARTHWORKS

59. Generally, the practice has been to use the material available on-site on cut and fill operations without hesitation with the accent on economy and speed. Embankments on flat terrain such as padi field areas were built from borrow material normally found close to the project site. More often than not the quality of material from the nearest borrow was not the best desirable but was accepted purely on economic grounds.



PAVEMENT

60. In the past, small quarries were operated all over the country to pro-vide the metal required for pavement construction. The pavement usually con-sisted of 152 mm to 229 mm blocks hand pitched and blinded with spalls and rolled by an 8 t/10 t smooth wheel roller to provide a base. An 89 mm to 102 mm layer of fully grouted macadam wearing course was provided over the block base. This practice of pavement construction was labour intensive. Labour was imported from South India in the early days and the special gangs acquired skill in the block pitching and grouting techniques.

61. In later years with more refined crusher-plant being available the use of crusher-run base in lieu of block pitching was adopted. The crusher-run base material normally used was the screened out portion of crushed stone, size 76 mm and less.

BRIDGES

62. In the early days timber was predominantly used in bridge construction. This was mainly due to the abundant supply of good hardwood timber, the ease of construction by the inexperienced contractors and the speed of construction. Timber bridges had their limitations in the limited span lengths of 6 m thus causing obstructions in wide rivers.

63. With the increase in the intensity of traffic and heavier axle loadings a switch to permanent RC bridges was made. The standard bridges consisted of precast RC piles, precast RC beams and an in situ deck. With these components span lengths were increased to 10.7 m. In post-Independence years further advancement was made in the use of pre-tensioned beams when spans varying from 9 m to 18.9 m were used with considerable speed and economy.

PRESENT CONSTRUCTION PRACTICE

64. With the Department's involvement in the recent five-year plan road development programmes and in the light of experience gained in the past, con-siderable changes have taken place in the policies and practices in the field of road construction.

65. The present practice in the construction of road projects undertaken by the Department can be categorised briefly as follows.

66. Major projects which are partly financed by bank loans are carried out on Contract. Designs are undertaken by both foreign and local consultants and tenders are invited from qualified international contractors and local contractors. The policy is to encourage foreign/local joint venture partici-pation in the projects.

67. The Bill of Quantities Contract is used where the unit rate is binding. The other main feature in the Contract is the advance given to the contractor for the purchase of mechanical plant.

Session 5



68. Supervision of such projects is also undertaken by consultants who work in close liaison with the Department. The standard of work obtained in such big projects is normally high as the contractors have both the expertise, personnel and equipment to undertake the work.

69. Of late, the Department has been involved in the Supervision of one major bank-financed project in the Pahang Tenggara region. Tenders for two packages costing approximately M$47m are expected to be awarded to one foreign and the other a local contractor in September 1976. This would be a challenge to the Department as this would be the first time where direct supervision of such large contracts is undertaken directly by the PWD.

70. Major projects which are financed wholly by the Government are administered by the Department. In most cases designs are carried out through local consultants and tenders are invited from locally registered contractors. These contracts do not exceed M$10m and generally the Lump Sum Contract is used with a schedule of rates on all activities agreed upon for purposes of variation orders. A bill of quantities and mass haul diagram are given to tenderers as a guide only and these do not form part of the contract.

71. With the sharp increase of development roads in the land schemes such as Felda, Pahang Tenggara and Johore Tenggara, several road packages have been let on contract. Load road contractors have shown a keen interest in road construction projects and are slowly gearing themselves with adequate personnel and equipment to undertake the works. The lack of local expertise in the road construction field unlike in building construction is due to the fact that the Public Works Department undertook the major roadworks in the past and hence there were hardly any opportunities for local contractor participation. The only drawback at present is that local contractors are hesitant to invest in new machines and equipment and the tendency is to deploy old plant and vehicles at very low cost, thus resulting at times in unexpected delays.

72. There are certain projects, also financed wholly by the Government that are undertaken on force account or direct labour. The East-West Highway, Kuantan-Segamat Highway, Dual Carriageway Johore Bharu are some of the major projects under construction at present.

73. Apart from the major Federal projects the Department does handle numerous small projects known as State Road projects and Rural Road projects. These projects are planned, designed and constructed with the Department's own resources. Here the Director of Roads or the State Director as the case may be has three functions to perform as he is the Consultant, the Contractor and the Administrator as well. Implementing projects on direct labour had many advantages in the early years but today with far too many administrative con-straints the tendency is to favour works on Contract.

74. Some of the current construction practices in the various activities involved in road construction are briefly outlined below.

EMBANKMENT CONSTRUCTION

75. In embankment construction, emphasis is laid on the disposal of un-suitable materials and replacing same with suitable material either from cut areas or borrow areas.



76. Strict compaction control is maintained to ensure a density of 90 per cent Modified AASHO for fill up 900 mm from the formation level and for the top 900 mm a density of 95 per cent Modified AASHO is specified.

77. Turfing, both grid and spot pattern, is provided on cut and embankment slopes to prevent scouring and slips.

78. On deep cuts, cut off drains are provided at the top and side ditches are provided at the bottom of cuttings to drain the run-off from both the cut slopes and the carriageway.

PAVEMENT

79. With the development of central quarries in various parts of the country, the practice has been to provide a crusher-run base which is normally laid in two layers. Below the crusher-run base a 102 mm to 152 mm thick sub-base material is usually provided. Sub-base material normally consists of grarular material, sand or laterite.

80. Over the crusher-run base a 64 mm layer of bitumen macadam base course and a 38 mm layer of bitumen macadam wearing course are laid. Both these courses are laid in accordance with BS 1621.

ROAD MAINTENANCE

81. The present maintenance practice of the Department consists of (a) routine maintenance and (b) periodical resurfacing. Under routine maintenance the following activities are carried out:

(a) pot hole patching; (b) maintenance or roadside tables or hard shoulders; (c) maintenance of roadside drains; (d) maintenance of bridges and culverts; and (e) maintenance of roadside furniture.

82. Under resurfacing, in most areas a 38 mm layer of bitumen macadam to BS 1621 is laid. The hotmix is generally produced in centrally located quarries and laid by mechanical pavers. In some outlying areas beyond the economical reach of the central quarries the resurfacing consists of a layer of semi-grouted macadam and a seal coat.

MAINTENANCE GRANTS

83. All roads maintained by the Public Works Department in West Malaysia are classified as either State Roads or Federal Roads.

84. State Roads are roads under the jurisdiction of the State Governments. Under the terms of the Federal Constitution State Governments are given an annual grant of M$3108 per km of road in the State Road register. The States maintain their roads through the State PO organisation. The annual grant is based on the total length of roads irrespective of the class of roads.

Session 5



85. Federal Roads are roads built and maintained by the Federal Government through the State PWD as well. Maintenance funds are allocated for routine maintenance at the rate of M$1554 per km of road. For resurfacing, funds are allocated in accordance with the approved programme for the year. The resurfac-ing programme is normally prepared on visual inspection.

86. Due to the pressure of the Development Plans and the consequent increase in workload without corresponding increase in man-power and plant there was a marked neglect of normal maintenance practices. Most of the maintenance plant such as lorries, shovels, graders and rollers were deployed on new road con-struction projects.

HIGHWAY MAINTENANCE STUDY

87. In 1973 the Malaysian Government appointed a Consulting Firm to carry out a Highway Maintenance Study. The objective of the study was to identify an optimum scope and method of execution of road rehabilitation and maintenance to Le carried out by the Public Works Department of the Federal and State Governments in the period 1976-1980 i.e. the Third Malaysia Plan.

88. The Study was to recommend a Programme for Road Maintenance and to identify:

(a) a programme for periodic and routine maintenance works;

(b) the maintenance equipment requirements for implementing the programme;

(c) the organisation of both the Federal and State agencies responsible for road maintenance and review their responsibilities;

(d) technical assistance needed for implementing the programme; and

(e) costs and budgetary allocations required by the programme.

89. After reviewing the Consultant's report, the Department has implemented the following course of action on Highway Maintenance.

(a) As 20 per cent of roads surveyed are close to a critical condition, a programme of strengthening by means of overlay is to be initiated as an immediate measure to prevent structural deterioration of the pavement. This would be more economical than reconstruction of pavement after structural failure. The rehabilitation programme is to be spread over a period of seven years. Under the Third Malaysia Plan an allocation of M$30m has been allowed for the rehabilitation programme. Implementation of the Programme will be carried out in three pilot States namely, Johore, Perak and Kelantan.

(b) A special unit in the Roads Division is being set up to be solely in charge of road maintenance activities. This unit will monitor all road maintenance programmes both for Federal and State Roads including investigations and design of overlays in the Rehabili-tation Programme.



(c) A programme of rehabilitation of shoulders and side drains has been implemented in certain States such as Johore, Negeri Sembilan, Perak and Kelantan. The work is essentially replacing the existing turfed shoulders with modified hard shoulders using selected good fill material.

(d) A programme for improving the existing roadside drains is in hand. The work is essentially replacing the existing shallow and in-effective roadside drains by a more permanent and efficient drain-age system to prevent pavement failures resulting from poor drainage.

(e) Action is in hand to purchase more maintenance plant and equipment costing approximately M$35m to replace some of the obsolete and inefficient plant and also to supplement the existing fleet.

(f) Improvements to the existing central quarries are also in hand to ensure a sufficient supply of pavement material such as crusher-run and bitumen macadam to meet the increased demand.

ORGANISATION OF THE PUBLIC WORKS DEPARTMENT

90. The organisation chart of the PWD Peninsular Malaysia is shown in Fig. 5. The PWD is organised in three levels i.e. the Federal level, popularly known as PWD HQ, the State level comprising State PWDs and their operating units at district level, namely the district PWDs. As a whole, the PWD at all three levels is responsible for construction and maintenance activities in three major subject matters, viz roads and airfields, buildings and water supply.

91. Its functions are as follows:

(a) planning, design and construction of new roads and bridges, com-mensurate with the transportation needs and economic development of the country;

(b) maintaining and improving existing roads and bridges;

(c) maintaining and improving existing airfields in order to cater for the increase of air traffic as well as the size of modern aircrafts;

(d) investigating and designing water supply schemes as well as con-struction and maintenance of water supply installations;

(e) construction of new Government buildings as well as maintaining and improving existing ones;

(f) construction and maintenance of barracks, camps and airfields for the Ministry of Defence and institutional buildings (schools, colleges, hostels) for the Ministry of Education;

(g) purchasing and maintaining all plants, vehicles and mechanical equipment and disposal of obsolete and condemned ones;

(h) investigating, planning and constructing central quarries through-out West Malaysia;


DIRE- TOR ROADS

DiRECTOR DESIGN RESEARC H

MINISTER OF WORKS & UTILITIES

AVMHDIH

z Ci Cy

Cr)

z

0

DIRECTOR WATER SUPPLY

CD

H. 0

Fig. 5 - Organisation of Public Works Department, Peninsular Malaysia

DEP DIR. GENERAL (DEVELOPMENT) I

DIRECTOR BUILDINGS

LENG -


NJ

STATE DIRECTORS

DERECTOR DIRECTORARMED EDUCATION

WORKS FORCES WORKS

DEP DIR. GENERAL VI )

DIRECTOR ELccri-licAL

DIRECTOR MECHANICAL

DIRECTOR QUANTITY SURVEY

DIRECTOR SERVICE MAT TER

DIRECTOR GENERAL 1

(5)

(8)


(i) designing and maintaining electrical services in Government buildings; and

(j) advising Government on technical matters involving other Ministries and agencies.

92. To undertake these functions, the Federal PWD Headquarters is organised into ten constituent units, as follows.

(1) The Roads Branch Responsible for planning, design, construction, maintenance and improvement of all Federal roads.

(2) The Buildings Branch Responsible for the construction, maintenance and renovation of all Federal Government buildings undertakes architectural design work for such buildings and assists the State Government wherever required in respect of construction of State Government buildings.

(3) "The Water Supplies Branch Responsible for planning, designing and construction of all land development water supply schemes; undertakes investigation and design of specific state water supply schemes wherever required and provides advice to the Government on all technical matters connected with the Federal financing of State schemes.

(4) The Mechanical Branch Responsible for the purchase and maintenance of all plant, equip-ment vehicles and mechanical installations in connection with the roads and building projects as well as planning and development of central quarries in West Malaysia. It maintains a large mechanical workshop and co-ordinates state and district workshops.

The Design and Research Branch Primarily responsible for structural design of buildings and design of bridges, jetties, airfields and other works of civil engineering constructions; it is also responsible for testing of engineering and building materials and soils. Its other functions include the structural supervision of selected building projects in the Kuala Lumpur areas, carrying out soil investigations for civil engineering and building projects, operation of Headquarters Library and pro-viding technical advice requested by the State Engineers and other branches of the PWD.

The Armed Forces Works Section Responsible for the construction and maintenance of all barracks, camps and airfields for the Armed Forces.

The Education Works Section Responsible for the construction and maintenance of all schools, colleges, hostels and other 'institutional' buildings of the Ministry of Education.

The Electrical Branch A new branch set up to take over from the NEB the function of pro-viding and maintaining electrical services for the Government buildings.

Session 5



(9) Quantity Surveying Branch Undertakes all quantity surveying services required in pre-contract and post-contract works in respect of development projects.

(10) Development Branch Undertakes the administration of in-service training programmes and service examinations as well as performing the function of overall co-ordination of the operating branches of the Department.

ORGANISATION OF THE ROAD DIVISION PWD HEADQUARTERS PENINSULAR MALAYSIA

93. The organisation of the Road Division of PWD HQ is as shown in Fig. 6. The functions of the Road Division are:

,(a) planning and construction of new roads financed by Federal Funds;

(b) maintenance of all Federal Roads;

(c) planning, construction and maintenance of access roads to Felda Schemes and roads within the schemes;

(d) planning, construction and maintenance of all access roads to Federal buildings and installations;

(e) processing and verification of Federal road grants to States and local authorities;

(f) planning and construction of new roads in local authorities and regional land schemes where source of funds is Federal;

(g) formulation of policies and advising State Directors on works per-taining to State Roads; and

(h) legislation and enforcing access control on Federal Roads.

94. The Division is divided into four main sections namely:

(a) Project Section; (b) Administration, Maintenance and Budgeting Section; (c) Co-ordinating Section for Foreign-Financed Road Projects; (d) Highway Location and Design Section.

Project Section

95. The project section being the biggest of all the four sections in the Roads Division is headed by a Superintending Engineer under whom a Project Management Unit has been set up to undertake proper planning, monitoring design and implementation and to carry out periodical inspections of works in progress. This section undertakes all works financed by the Government and implemented by the Roads Division both directly through the special construction units or in-directly through the State Directors.

96. Two of the biggest projects undertaken by this Section are the East/ West Highway costing M$204m and the Kuantan/Segamat Highway costing M$105m by direct labour force. The project section is responsible for the planning,

26


`NVNIVIIVAVf

r-f

- HIGHWAY DESIGN AND CONSTRUCTION IN MALAYSIA

DIRECTOR ( ROADS)

dOHSXUOM omi

llaaNioNa AVMHDIH

UO

TS

Sa

S

SUPERINTENDING PROJE( T SENIOR SENIOR SENIOR

ENGINEER COORDINATO R EXECUTIVE ENGINEER.

EXECUTIVE ENGINEER.

EXECUTIVE ENGINEER.

(PROJECT ) ( BANK PROJECT) ( MAINTENANCE) ( IMPLEMENTATION ) ( HIGHWAY DESIGN )

Fig. 6 - Organisation of Road Division of Public Works Department


monitoring budgeting and inspection of works on the ground. This section is also responsible for the implementation of the Bahau/Keratong Highway and other Feeder Roads in the Pahang Tenggara Region - an ADB loan project undertaken by Foreign contractors. The total cost of projects under this Section is valued at M$660m.

Administration, Maintenance and Budgeting Sections

97. This section is responsible for monitoring all Maintenance Programmes for Roads and Airfields and all minor projects on Federal Route I to III and other Federal Roads. This Section also handles the annual budgeting of opera-tion and development estimates. The total cost of all minor projects is estimated at M$110m.

Co-ordinating Section for Foreign-Financed Road Projects

98. This section is responsible for the co-ordination and monitoring of all bank loan projects the design and supervision of which is done through Consultants. Some of the functions of this Section are:

(a) discussions with bank officials and appraisal missions;

(b) preparing terms of reference for consulting services;

(c) inviting submissions from consultants, evaluating and appointment of consultants;

(d) representing the Department on loan negotiations; and

(e) liaison with other Government Agencies on land and other matters such as removal of existing services etc.

Highway Location and Design Section

99. The Highway Location and Design Section is responsible for route locations and designs of all Federal road projects under the charge of the Director of Roads except for projects undertaken by consulting firms.

100. In the case of designs undertaken by a local consultant this section is required to check and comment on the designs submitted. On designs under-taken by Foreign Consultants this section advises them on JKR standards and practices.

101. Some of the other functions are:

(a) the establishment of road geometrics and related standards and highway safety requirements;

(b) preparation of terms of reference for detailed engineering studies and project briefs or reports for Government appraisal;

(c) responsibility for interchange/intersection designs, traffic signal designs and the preparation of road specifications;

(d) co-ordination of work between the Highway Planning Unit and the Roads Division; and

(e) vetting of all applications for Roadside Development along Federal Roads.



REFERENCE

YOON, SHEE LENG (1973). Development of highways in Peninsular Malaysia. IES/IEM Convention, Singapore.


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4,198

4,275

1,544

2,898

4,035

1,137

2,860

3,085

789

3,018

1,185

720

6,003 4,992 2,491 1,321 1,383

6,120 7,400 2,860

3,800 10,300 14,250

1,96o 1,66o

14,250 5,000

N TABLE II

0 o

FIRST MALAYSIA DEVELOPMENT PLAN: GENERAL SUMMARY FOR PENINSULAR MALAYSIA

Ui

Description

Total Cost in

Millions

Amount in

Millions 1966-1970

Balance After 1970

($000's)

Rate of Expenditure ($000)

1966 1967 1968 1969 1970

48.90 17.37

23.48 16.21

24.93 5.23

52.26 16.19

39.70 20.00

92.10 48.00

40.00 25.00 44.00 20.00

70.00 63.00

244.40 TOTAL: 500.97

Route I Improvement & Bridges

Route II Improvement & Bridges

Route Il Improvement & Bridges

Other Federal Roads, Improvement & Bridges

Kuala Lumpur By-Pass and Throughways

New Roads

Development Roads (a) F.L.D.A. Roads (b) Others

Grant to States for Rural Roads

Grant-in-aid to Municipalities for capital works on Roads

(a) Kuala Lumpur (b) Malacca (1 George Town (d Ipoh

Road and Traffic survey

4,396

3,63o

1,040

5,000

5,000 i 5,000 3,000 4,000 5,000

12,600 12,600 12,600

1,500 2,000 1,500 200 200 200 200i 200 200 320i 320 320

280 280 ! 280

48,0891 57,309 i 52,771

31,530

7,270

19,700

36,070

19,700

44,100

15,000 24,000

7,000

1,500 1,900 43,000 200 200 2,000 200 ' 200 1,200 320 r 320 5,800

280 i 280

49,365 36,466 256,370

51.60

8.40

3.00

1.00

2.20

1.00

7.40

1.60

1.40

1.40

5,000

5,000

5,000

3,000

12,600 12,600

FIRST MALAYSIA DEVELOPMENT PLAN; ACTUAL EXPENDITURE C$ MILLION'

TABLE III

`14VNIVIVAVf

- HIGHWAY DESIGN AND CONSTRUCTION IN MALAYSIA

g U

OT

SS

OS

Descrjption Total

Estimate 1966-70 1966 '

Route I Improvement & Bridges

Route II Improvement & Bridges

Route III Improvement & Bridges

Other Federal Roads Improvement & Bridges

Kuala Lumpur Bypass and

17.37

16.21

5.23

16.19

1.695,

1.410

0.553

4.248

Throughways 20.00 2.350

New. Roads 48.00 1.384

Development Roads (a) F.L.D.A. Roads 25.00 2.990 (b) Others 20.00

Grant to estates For Rural Roads 63.00 13.436

Grant in-aid to Municipalities for capital works on Roads (a) Kuala Lumpur 8.40 (b) Malacca 1.00 (c) George Town 1.00 (d) Ipoh 1.60

Sub Total 12.00 0.617

Road and Traffic Survey 1.40 0.045

TOTAL: 244.40 28.728

Actual Expenditure Total Expenditure Achievement

(0) 1967 1968 1969 1 1970 1966-1970

0.200 0.554

0.553

0.571

0.489

4.019

2.220

2.343

3.488

1.076

0.607

0.450

1.823

3.260 0.346

2.266

1.391 4.070

0.6781 2.400

0.296 0.700

3.425 7.000

2.050 2.600

0.145 12.500

4.066 4.900

8.785

5.666 2.488

20.515

12.480

16.718

17.710

126.2

62.4 34.8

70.6

10.774

1.066

0.165

9.068 8.493

1.040 0.724

0.091 0.053

8.000 49.771

2.220 5.667

79.0

25.688 20.027 21.321 44.590 140.354 57.4"

50.5

34.8

47.7

47.2 39.7

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HW

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TABLE IV

SECOND MALAYSIA DEVELOPMENT PLAN (1971-1975) GENERAL SUMMARY FOR PENINSULAR. MALAYSIA

DESCRIPTION

TOTAL PLAN ESTIMATES IN

LIILLIONS 1971 - 1975

$

RATE OF EXPJ1DITURE ($ 000) BALANCE AFTER 1975

(16 000)

REVISED PLAN ESTIMATES

IN MILLIONS (1971 - 1975)

$ 1971 1972 1973 1974 1975

Route I Improvement and Bridges. 27.000 2093.90 4361.0 12,938.83 12,847.02 9,843.44 30,728.21 42.084

Route II Improvement and Bridges 30.000 912.8 6,600.7 16,556.11 25,398.2 16,288.4 25,673.29 65.756

Route III Improvement and 5.000 234.7 418.9 1,073.61 2,594.0 1,515.1 3,953.69 5,836 Bridges.

Other Federal Roads, Improvement and Bridges.

33.900 5,509.2 5155.82 9002.6 13,036.32 23,813.7 92,656.69 56.517

Kuala Lumpur Bypass and Throughways 20.000 2,427.0 2,900.0 3,355.0 8,050.0 5,718.0 6,617.0 22.450

New Roads. 192.750 983.51 14,529.0 61,663.0 121,340.02 131,356.01 267,015.8 329.87

Development Roads:

i. F.L.D.A. Roads 28.000 - - - - - - ii. Johor Tenggara/Johor Tengah - - - 1,000.00 5,000.0 5,000.0 79,895.0 11.000 iii. Others 0.500 - - - 0.01 - -

Grants to States for Rural Roads 28.100 4,335.8 5,441.0 6,030.0 6,000.0 6,323.2 - 28.100

Grants-in-aid to Municipalities for Capital Works on Roads.

11.723 1,424.7 1,368.9 2,440.0 3,834.4 2,655.5 - 11.723

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— HIGHWAY DESIGN AND CONSTRUCTION IN MALAYSIA

HIGHWAY ENGINEERING WORKSHOP

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TABLE IV (Cont.)

TABLE IV (Sheet 2)

DESCRIPTION

TOTAL PLAN ESTILATES IN

=LIONS

RATE OF EXI=ITURE (S 000) BALANCE AFTER 1975

REVISED PLAN ESTIMATES IN MILLIOn

1971 - 1975 1971 1972 1973 1974 1975 0 000) (1971 - 1975) $ $

Road Traffic Survey 1.000 98.8 122.8 200.0 300.0 278.4 - 1.000

Transport and Travelling 1.000 63.8 114.3 200.0 200.0 200.0 221.9 0,778

Repairs to Federal Roads Damaged by Flood.

4.400 901.9 1,602.9 2000.0 3,000.0 2,000.0 - 9.504

Sungai Golok Bridge. 0.750 139.5 438.3 172.2 - - - 0.750

EtiSt-West Highway: i. Construction and Work 45.000 4,284.00 7,079.00 15,500.00 28,000.00 29,000.00 49,091.00 83.863 ii.Plant 20.000 7,035.00 6,411.00 14,000.00 554.00 - - 28.000

Improvement to Secondary Roads in the Muda Irrigation Scheme.

6.200 2,202.8 2,712.7 1,700.00 271.70 - - 6.887

Engineering Works and Minor 2.000 107.9 142.6 400.0 400.0 400.0 - 1.450 Improtement.

Repairs tO State Road Damaged by Flood.

10.000 - 1,244.5 1,800.00 2,500.00 2,000.00 1,500.00 7.544

TOTAL: 467.323 32,755.31 60,643.42 150,001.35 233,325.67 236,391.75 557,352.58 713.117

HIGHWAY ENGINEERING WORKSHOP

Ui

TABLE V

H- SECOND MALAYSIA PLAN 1971-1975 ACTUAL EXPENDITURE

0

to SECOND MALAYSIA PLAN 1971 - 1975t TABLE V

ACTUAL EXPaIDITURE

(Sheet 1)

Description

Total Plan PHASING OF EXPENDITURE Estimates 1971-1975 Actual

1971 Actual 1972

Actual 1973

Actual 1974

Estimates 1975

Total Expenditure 1971 - 1975

1. Route I Improvement and Bridges 27,000,000 2,277,293 4,560,125 8,513,932 7,263,741 5,430,030 30,045,121

2. Route II Improvement and 30,000,000 842,802 6,893,489 10,974,189 8,761,713 q,500,000 36,972,193 Bridges

3. Route III Improvement and 5,000,000 233,705 539,462 449,963 2,180,240 1,895,000 5,298,370 Bridges

4. Other Federal Routes Improvement and Bridges.

33,900,000 5,554,567 5,037,967 6,866,685 6,736,640 9,460,000 33,655,859

5. K.Lumpur Bypass and Throughways 20,000,000 2,444,319 2,846,262 3,563,593 6,335,218 9,000,000 24,189,392

6. New Roads 192,750,010 959,113 15,742,338 15,759,733 52,512,632 96,400,000 181,373,816

7. Development Roads: FLDA.Road. 28,500,000 2,848,810 4,530,491 5,001,450 4,324,931 - 16,705,682

8. Grants to States for Rural 28,100,000 4,556,344 - - - - 4,556,344 Roads.

9. Grants in aid to Municipalities for Capital works on Road

11,723,500 1,424,642 1,229,252 1,758,728 2,349,974 2,944,219 9,706,815

10. Road Traffic Survey 1,000,000 98,800 130,227 122,339 132,494 100,000 583,860

g U

OT

SS

DS

w TABLE V (Cont.) CT\

TABLE V (Sheet 2)

Description Total Plan Estimates 1971-1975

PHASING OF EXPENDITURE

Actual 1971

Actual 1972

Actual 1973

Actual 1974

Estimates 1975

Total Expenditure 1971 - 1975

11. Transport and Travelling 1,000,000 63,794 112,556 168,775 174,734 150,000 669,859

12. Repairs to Federal Roads Damaged by Flood

4,400,000 1,003,923 1,732,836 1,147,558 307,922 50,000 4,242,239

13. Sungai Golok Bridge

14. East-West Highway.

i. Construction & Work

750,000

45,000,000

139,517

4,283,992

447,860

7,083,395

151,947

10,833,084

-

19,560,106

-

39,000,000

739,324

80,760,577

ii. Plant 20,000,000 7,034,620 8,666,090 8,735,851 487,889 4,360,000 29,284,450

15. Improvements to Secondary Roads in the Muda Irrigation Scheme.

6,200,000 2,224,259 2,710,669 1,037,810 142,059 780,000 6,894,797

16. Engineering Works and Minor Improvement.

2,000,000 107,353 141,976 136,373 290,647 400,000 1,076,349

17. Repairs to State Road Damaged by flood.

10,000,000 - 1,325,546 1,062,973 604,700 159,000 3,152,219

-TOTAL: 467,323,510 36,097,853 63,730,541 76,283,978 112,165,640 179,628,249 467,907,261

Note: Actual Expenditure for 1975 subject to finalising of Accounts. The Actual Expenditure exceeded the Flan Estimates on a number of items because some of the projects have been understimated due to lack of information available then which have to be reestimated after more detailed investigation and information were available. Another reason for the increase in expenditure was because the project cost has increased due to inflation.

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s TABLE VI

BASIC DESIGN CRITERIA: NEW ROADS IN RURAL AREAS

MINIMUM GEOMETRIC DESIGN CRITERIA NEW ROADS IN RURAL AREAS I TRAFFIC LIGHT MEDIUM HEAVY REMARKS

2. GROUP 01 02 03 04 05 06 I VALVES GIVEN ARE FOR MNIMLIM LENG -IT REQUIRED FOR 09/4 SUPER-ELEVATION RUN-OFF. SPIRALSHOULD NOT BE LESS THAN RUN-OFF LENGTH. SEE A.A. S HO FOR MINIMUM RUN-OFF OF CTIAER RADII I SUPERELEvATION RATES.

2. USE TRUCK CLImBit G LANES F CRITICAL GRADE LENGTH IS EXCEE-DED

3. MINIMUM LENGTH VERTICAL CURVE -'L'- KA L- CURvE •LENGTH fN FEET A- ALGEBRAIC DIFFERENCE OF GRADES IN PER CENT

4. CONSIDERATION SHOULD BE GIVEN TO DEFERRED CONSTRUCTION OF ADDITIONAL LANES WHERE D H V <1000 IN ONE DIRECTION

5 FORMA-ION WIDTH NCLUDES 2 FT EACH SIDE FOR ROUNDING

6. ALLOWING GRADE CROSSINGS WITH OTHER ROADS AND RAILROADS BUT NO PRIVATE ACCESS

7 ACCESS BY PRIVATE PROPERTY OWNER PERMITTED PROVIDED AT INTERVALS NOT LESS THAN 1300'

ABBREVIATIONS

3. ADT TWO WAYS DAvE,H < 100 100 - 250 250 - 400 400 - 750 -

. -

4 DHV TWO WAYS vEH — HR

-- - - 100 - 200 200 - 800 > 800 0

5 TERRAIN - F R M F R m F R M F R M F R M F R m

6 DESIGN SPEED MPH 30 30 20 40 30 25 50 40 30 50 40 30 60 50 40 '70 50 SO

7 PAVEMENT TYPE - TO BE DETERMINED

B SURFACE WIDTH FT i4 16 20 22 24 II EACH LANE

USABLE SHOULDER 9 WIDTH- MIN F T 4 4 3 4 4 3 6 6 3 8 8 4 10 10 4 10 10 5

10 FORMATION WIDTH 0 FT 2 6 26 26 28 28 28 36 36 30 42 42 34 48 48 36 82 82 72

II CENTRAL RESERVATION FT - - - - - VAR 10 mNiMum

12 RESERVE WIDTH- MIN FT 66 66 100 '00 132 DESIRABLE 100 MINIMUM 132 132

13 MAXIMUM GRADIENT ° /o 7 9 10 6 8 10 4 6 9 4 6 9 3 5 8 3 4 1

14 CRITICAL GRADE LENGT4 FT NOT APPLICABLE USE LAY BYES 1100 600 400 100 600 400 1700 BOO 500 100 1100 500

STOPPING SIGHT 15 DI ST-MIN. FT 200 200 200 275 200 200 :350 275 200 350 275 200 475 350 7-5 6,-"T 475 350

F - FLAT

R - ROLLING

'M - mOurTAIMOUS

DH V7 DESIGN HOURLY VOLUME

B L -DOUBLE

S — SPAN

vEH - VEHICLE . VAR - VARIABLE

DES - DESIRABLE

BASIC DESIGN CRITERIA

NEW ROADS IN RURAL AREAS

TABLE VI

444

I6 PASSING SIGHT DIST -MIN F T ASE LAY BYES 1500 1100 .100 .800 1500- 1100 1800 1500 1100 2100 1800 1500 - - -

17 MINIMUM RADIUS FT 230 230 100 430 230 150 70C 430 230 700 43C 230 10 40 700 430 1490 1040 700

is TRANSITION CURVES MIN L 0 NOT APPLICABLE 210 180 ,80 240 21 0 1E10 1- T D

240 210 180 270 240 210 300 270 240

19 WIDENING FT 2 3 5 2 3 5 - 3 4 5 - 3 4 5 - 2 - -

20 SURERELEVATION RATIO 1 10 1 10 1 10 1 10 1 10 1 10

?I CAMBER CROSS FALL RATIO 1.25 :..0 i 30 1 40 1 40 1 - 50

22 0 VERT • CURVES

CREST- MIN. K - 28 28 28 55 28 28 85 55 25 85 55 2 8 1 6,7 ES 55 255 160 65

SAG MIN. K - 35 35 25 55 35 30 75 55 35 75 55 35 105 75 55 145 105 75

23 ACCESS CONTROL FT NONE REQUIRED NONE REQUIRED LIMITED

F

(D. NONE REOUIREL, NONE REQUIRED PARTIAL DES RABLE

PARTIAL G 24

• el

Q 40

OVER PASS WIDTHS BETWEEN PARAPETS

=7 FT

IT IT 27 27 29 57 SINGLE OPENING

20 29 0131. OPENING

UNDER PASS WIDTHS BETWEEN ABUT WALLS FT 22 22 2P 34 54

64 SINGLE OPENING 20 34 5 DBL OP

VERTICAL CLEARANCE OVER ROADWAYS

FT 14' - 4. 14' - 4 14- 4' 14.- 4' 14 - 4' I

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Documents

HIGHWAY DESIGN AND CONSTRUCTION IN MALAYSIA T.S