PAVEMENT DESIGN FOR INTERNAL ROADS

.PREMISES

1.0 INTRODUCTION

The proposed pavement design for the Improvement to internal road network for
, is presented in this report as part for the Proposed Road
Improvement Project.

The following sections outline the methodology adopted for carrying out pavement
designs.

2.0 METHODOLOGY ADOPTED

2.1 Pavement Design

2.1.1 Design CBR

The subgrade CBR value for new road section was determined from the 4 day soaked CBR
at Maximum Dry Density (MDD) and Optimum Moisture Content (OMC) tests.

Homogeneous sections were identified based on this CBR value to get the design CBR for
the section. (See Annex 1 for variation of subgrade CBR for road section).

3.0 PAVEMENT DESIGN

3.1 Traffic Data

The Cumulative Number of Standard Axles (CNSA) for a design life of 10 years with a
growth rate of 5% was assumed to be from 1.5 to 3.0 million standard axles (msa)
considering the future traffic demand as an internal road network and that falls to the traffic
class T4.

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3.2 Pavement Design for the Road

3.2.1 Design data for new road section

Table 1 Design data for new road section

Subgrade CBR subgrade Traffic

Test No Location
@ MDD, OMC str.Class Class

2016/C/1 new road 9 S 4 T4

2016/C/2 new road 10 S 4 T4

2016/C/5 new road 12 S 4 T4

3.2.2 Specimen calculation

From BS 7533 part 1-2001

Considering the CNSA value, this development is belongs to the category of large
development or 5000sa. Considering the construction easiness, this design was carried out
without subgrade improvement.

The table 2b of BS 7533 -1-2001 was considered for the selection of sub base thickness.
and road base thickness.

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To find the road base thickness and block paving thickness was selected using the table 3
of BS 7533-1 2001.

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 Option - 1

DESIGN THICKNESS OF PAVEMENT LAYERS (mm)

LOCATION Soil Sub Laying 30N/mm
2

Base Dense Graded course Cement Remarks

(CBR>20%) Aggregate Base
blocks
New road
270 130 30 80 Fig 1
section

Table 2 Design Thicknesses for pavement

80 mm Cement paving blocks

30 mm Laying course
130 mm Dense Graded
Aggregate Base (DGAB)
270mm Soil Sub base

Sub-grade CBR 9%

Fig. 1 New Road Section

Option - 2

DESIGN THICKNESS OF PAVEMENT LAYERS (mm)

Soil Sub Dense Laying 2
30N/mm
LOCATION Base Graded course
Cement Remarks
(CBR>20%) Aggregate (mm)
blocks (mm)
(mm) Base (mm)
New road
- 315 30 80 Fig 2
section

Table 3 Design Thicknesses for pavement

80 mm Cement paving blocks

30 mm Laying course
315 mm Dense Graded
Aggregate Base (DGAB)

Sub-grade CBR 9%

Fig. 2 New Road Section

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3.3 CONSTRUCTION OF NEW ROAD SECTION

Excavation shall be carried out to required depth in order to accommodate full or part of the
DGAB layer as given in Table 2 in section 3.2.

3.3.1 Preparation of Subgrade

Any local spots having unsuitable material in the formation level of the subgrade, ground
shall be excavated and replaced with suitable well compacted material. The subgrade layer
shall be compacted to 95% modified density by approved number of passes of a 8 to 10
ton steel wheeled roller or by any other approved roller after ensuring that the surface is
watered. Testing will be needed to ensure that the design CBR of 8% has been consistently
achieved.

3.3.2 Construction of Dense Graded Aggregate base (DGAB)

The DGAB layer shall be constructed as specified in Table 2 in section 3.2 of this report.

The construction shall be carried out as specified in the section 405 of the SSCM. The
requirements of DGAB materials as specified in the SSCM are as follows.

(i) Aggregate Impact Value (AIV) should not be greater than 30%
(ii) Flakiness Index (FI) should not be greater than 35%
(iii) The grading of aggregate for DGAB should conform to the specification given
below in Table 3.

Table 3 Grading of aggregate for DGAB

Sieve Size Percentage Passing

mm m Test Sieve for 37.5mm Nominal size
50 100
37.5 95 100
28 -
20 60 80
10 40 60
5 25 40
2.36 15 30
425 7 19
75 5 12

The compacted Dense Graded Aggregate Base should be primed with CSS-1 at the rate of
0.5 1.5 litre per Sq.m.

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3.3.4 Construction of cement paving block Layer

a. Edge Restraint
After construction of DGAB, ensure that all permanent edge restraints shall be in position
and of sufficient substance to resist the outward movement of paving unit when vibrated in
position by a flat plate compactor and under subsequent traffic loads before
commencement of laying operation.
b. Construction of Laying Course
The laying course of sharp sand shall be spread to a greater depth than the target
compacted depth of 25-30mm. the amount of surcharge will be in the order of 10mm. once
laid the sand shall be smoothened to level. The profile of un-compacted sand shall be
parallel to that of the final surface. It shall be compacted uniformly such as that the paving
units will not deformed the sand bed as they are placed. On no account shall the sand layer
be disturbed by foot prints or other objects that will cause localized pre-compaction.
c. Construction of Surface Course
Laying blocks, Cutting blocks at the edges of carriageway, and vibrating the completed
area are the 3 stages of the block paving. This shall be carried out according to the plan of
placing. The joints shall be modified and adjusted if the necessity arises.
The 1st row of blocks shall be placed with extra care on the screeded sand bedding to the
nominated laying pattern. Each unit shall be laid down the face of the abutting unit and the
joint width shall not exceed 4mm
The block layer should avoid disturbing the sand, and the last rows of blocks laid. Once the
edges have been completed along a length of road, the blocks shall be brought to the
design level & surface profiles by not less than 2 passes of a plate compactor.
d. Filling of Joints
After compaction, dry sand for joint filling shall be spread over the pavement and joints
filled by brooming. The payment shall be carried out to fix the blocks at the correct design
level.
The maximum deformation within the completed surface measured by a 3.0m straight edge
placed parallel to the center line of the road shall not exceed 10mm except in parts of the
carriageway where vertical curves necessitate a greater deviation. The level of any 2
blocks shall not differ by more than 2mm

3.4 DRAINAGE

It is very essential to provide an efficient system of drainage throughout this road by way of
cross drainage structures, side drains, lead-away drains, etc.

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 Annex 1

Variation of subgrade CBR for New Road section

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