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MAY 1999
ISBN 9987 8891 1 5
2 Ministry of Works
Pavement and Materials Design Manual - 1999
Preface
The Ministry of Works has prepared this Pavement and Materials Design Manual 1999 for design of new roads
and rehabilitation of existing roads in order to standardise design practises in the country. The road network
comprises a huge national asset that requires adherence to appropriate standards for design, construction and
maintenance in order to give a high level service. As the length of the engineered road network is steadily
growing, appropriate choice of methods to preserve this investment becomes increasingly important for
optimal use of available resources.
This Manual has particular reference to the prevailing conditions in Tanzania and reflects the Ministry of
Works experience gained through activities within the road sector during the last 20 to 30 years. The Manual
supersedes the Pavement Design and Materials part of the Draft Road Manual of 1989 and the intention is to
update the Manual when new technical information and performance data become available.
The design standards set out in this Manual shall be adhered to unless otherwise directed by the Ministry of
Works. However, it is emphasised that careful consideration to sound engineering practice shall be observed
in the use of the Manual, and under no circumstances shall the Manual waive professional judgement in
applied engineering.
It is my sincere hope that this Manual will provide all involved parties with a ready reference standard and
assist in a cost-effective operation, and environmentally sustainable development of our road network. I look
forward to incorporating the practices contained in this Manual into our operations, thereby making a
substantial contribution to the improved infrastructure of our country.
Dar es Salaam
May, 1999
Ministry of Works 3
Pavement and Materials Design Manual -1999
4 Ministry of Works
Pavement and Materials Design Manual - 1999
Acknowledgements
This Pavement and Materials Design Manual 1999 has been prepared as a component under the Institutional
Cooperation between the Ministry of Works (MoW), Central Materials Laboratory (CML) and the Norwegian Public
Roads Administration (NPRA). The Government of Tanzania and the Norwegian Agency for International
Development (NORAD) have jointly financed the project, which forms part of a programme to establish technical
standards and guidelines for highway engineering.
This Manual has been prepared by a Working Group under the supervision of a Steering Committee comprising the
following members from the Ministry of Works:
Mr. JL Ngumbulu Director of Trunk Roads (Chairman)
Mr. JW Kijazi Ag. Director of Rural Roads
Mr. DJ Mariki Ag. Chief Engineer, CML
Mr. LJ Mujjungi Ag. Chief Engineer, Design and Construction, Trunk Roads
Mr. GJ Kinyero Ag. Chief Engineer, Design and Construction, Rural Roads
Ministry of Works 5
Pavement and Materials Design Manual -1999
Summary of Terminology
Definitions of terms and abbreviations are presented in full in /Appendix A1/ and /Appendix A3/. Selected terms,
definitions and abbreviations are tabulated below for ease of reference in the use of this manual.
6 Ministry of Works
Pavement and Materials Design Manual - 1999
Centre
line
Fill
In-situ subgrade
Roadbed
Subgrade
Figure 2 Cross section elements
Subgrade Subgrade
Gravel roads
Subgrade
Ministry of Works 7
Pavement and Materials Design Manual -1999
Table of Contents
Preface .......................................................................................................................................................................... 3
Acknowledgement ........................................................................................................................................................ 5
Summary of Terminology ............................................................................................................................................. 6
List of Tables and Figures ........................................................................................................................................... 13
1 Introduction ................................................................................................................................................ 1.1
1.1 The Manual - Background ...................................................................................................... 1.2
1.2 Purpose of the Manual ............................................................................................................ 1.2
1.3 Structure of the Manual .......................................................................................................... 1.2
1.3.1 Comment text ......................................................................................................................................... 1.2
1.3.2 Structure of the contents ........................................................................................................................ 1.2
1.4 Design Aspects and Policy ...................................................................................................... 1.4
1.4.1 Pavement design analysis ..................................................................................................................... 1.4
1.4.2 Material testing methods ....................................................................................................................... 1.4
1.4.3 New roads .............................................................................................................................................. 1.4
1.4.4 Pavement rehabilitation (paved roads) ................................................................................................. 1.5
1.4.5 Gravel roads .......................................................................................................................................... 1.5
1.5 Construction and Maintenance Considerations Affecting Pavement Design ......................... 1.6
1.5.0 General .................................................................................................................................................. 1.6
1.5.1 Extent and type of drainage .................................................................................................................. 1.6
1.5.2 Use of stabilisation with lime or cement .............................................................................................. 1.6
1.5.3 Availability of equipment and materials ............................................................................................... 1.6
1.5.4 Construction under traffic ..................................................................................................................... 1.7
1.5.5 Maintenance strategy ............................................................................................................................ 1.7
1.5.6 Type of surface on the shoulder ............................................................................................................ 1.7
1.5.7 Use of stage construction ...................................................................................................................... 1.7
References ........................................................................................................................................... 1.9
2 Environment ................................................................................................................................................ 2.1
2.0 General .................................................................................................................................... 2.2
2.1 Climatic Zones ........................................................................................................................ 2.2
2.2 Moisture Regime .................................................................................................................... 2.3
2.2.0 General .................................................................................................................................................. 2.3
2.2.1 Design moisture ..................................................................................................................................... 2.4
2.3 Pavement Temperature ........................................................................................................... 2.5
2.3.0 General .................................................................................................................................................. 2.5
2.3.1 Bituminous materials ............................................................................................................................ 2.5
2.3.2 Non-bituminous materials ..................................................................................................................... 2.5
2.4 Unfavourable Subgrade Conditions........................................................................................ 2.5
2.4.0 General .................................................................................................................................................. 2.5
2.4.1 Identification ......................................................................................................................................... 2.6
2.4.2 Treatment ............................................................................................................................................... 2.6
2.5 Other Physical Features .......................................................................................................... 2.7
2.5.1 Topography ........................................................................................................................................... 2.7
2.5.2 Geology ................................................................................................................................................. 2.7
2.5.3 Vegetation .............................................................................................................................................. 2.7
2.6 Environmental Impact Assessment (EIA) ............................................................................... 2.8
2.6.1 Purpose of EIA ...................................................................................................................................... 2.8
2.6.2 Commissioning of EIA .......................................................................................................................... 2.8
2.6.3 Implementing EIA ................................................................................................................................. 2.8
References .................................................................................................................................. 2.9
8 Ministry of Works
Pavement and Materials Design Manual - 1999
Ministry of Works 9
Pavement and Materials Design Manual -1999
10 Ministry of Works
Pavement and Materials Design Manual - 1999
Ministry of Works 11
Pavement and Materials Design Manual -1999
12 Ministry of Works
Pavement and Materials Design Manual - 1999
Appendices
A1 Definitions of Terms ..........................................................................................................................A2
A2 Units of Measurements .....................................................................................................................A8
A3 Abbreviations ..................................................................................................................................A9
A4 Cross Section and Pavement Performance ................................................................................... A12
A5 Handling of Bitumen Products ...................................................................................................... A13
A5.1 Safety - General .................................................................................................................. A13
A5.2 Heating Procedures ........................................................................................................... A13
A5.3 Temperature for Storage .................................................................................................... A14
A5.4 Cutting-back Operations ................................................................................................... A14
A5.5 Anti-Stripping Additives ..................................................................................................... A15
A5.6 Check of Bitumen Distributors .......................................................................................... A16
A5.7 Waste Disposal and Spillage ............................................................................................. A16
A6 Problem Soils Investigation Procedures .................................................................................... A17
A6.1 Expansive Soils .................................................................................................................. A17
A6.2 Dispersive Soils .................................................................................................................. A18
A7 Environmental Impact Assessment (EIA) .................................................................................... A21
A8 Worked Examples .......................................................................................................................... A23
A8.1 Design Traffic Loading ...................................................................................................... A23
A8.2 Subgrade CBR design ............................................................................................................. A25
A8.3 The CUSUM Method to Establish Homogenous Sets of Data ....................................... A27
A8.4 Pavement Rehabilitation Design Maximum Deflection Method ................................. A28
A8.5 Pavement Rehabilitation Design Structural Number Method ..................................... A29
A8.6 Surface Dressing Design Including Determination of ALD ........................................... A31
A9 Maps
A9.1 Physical (topography)
A9.2 Geology
A9.3 Soils
A9.4 Vegetation
A9.5 Rainfall
Ministry of Works 13
Pavement and Materials Design Manual -1999
Figures
2.1 Map showing climatic zones ............................................................................................... 2.3
Chapter 4 Traffic
Tables
4.1 Heavy vehicle categories .................................................................................................... 4.4
4.2 Traffic load distribution between lanes .............................................................................. 4.6
4.3 Traffic Load Classes - TLC .................................................................................................. 4.7
Figures
4.1 Design period ....................................................................................................................... 4.3
4.2 Procedure to determine the design traffic loading ............................................................ 4.3
Chapter 5 - Subgrade
Tables
5.1 Design depth ......................................................................................................................... 5.2
5.2 Minimum materials testing frequency ................................................................................ 5.3
5.3 Density for determination of CBR ...................................................................................... 5.5
5.4 Subgrade strength classes ................................................................................................... 5.6
5.5 Material requirements for improved subgrade layers ....................................................... 5.7
5.6 Required standards for fill ................................................................................................... 5.8
5.7 Required roadbed compaction ............................................................................................ 5.8
Figures
5.1 Design depth ......................................................................................................................... 5.2
5.2 Procedure to determine CBRdesign ........................................................................................ 5.4
5.3 CBRdesign as the 90%-ile value ............................................................................................. 5.5
5.4 Design of improved subgrade layers.................................................................................. 5.7
Chapter 6 - Problem Soils
Tables
6.1 Features of expansive soils soil descriptions ................................................................. 6.4
6.2 Expansive soils - classification ........................................................................................... 6.5
6.3 Expansive soils methods for treatment............................................................................ 6.6
Figures
6.1 Procedure to classify expansive soils ................................................................................. 6.3
6.2 Cross section and construction on expansive soils .......................................................... 6.7
6.3 Cross section and construction on expansive soils with soil replacement ..................... 6.7
Chapter 7 - Pavement Materials
Tables
7.1 Natural gravel, material classes ......................................................................................... 7.4
7.2 Material requirements G80 and G60 .............................................................................. 7.4
7.3 Material requirements G60 and G25 .............................................................................. 7.5
7.4 Crushed materials, material classes .................................................................................. 7.5
7.5 Material requirements CRR and CRS .............................................................................. 7.6
7.6 Cemented materials, material classes ................................................................................ 7.6
7.7 Material requirements C2, C1 and CM ........................................................................... 7.7
7.8 Selection of stabiliser for cemented materials ................................................................... 7.7
7.9 Cemented materials, time for completion of the layer ...................................................... 7.8
7.10 Bituminous base course material classes ..................................................................... 7.10
7.11 Material requirements DBM ........................................................................................... 7.10
7.12 Material requirements LAMBS ....................................................................................... 7.11
7.13 Material requirements penetration macadam .............................................................. 7.12
7.14 Requirements for foamed bitumen .................................................................................... 7.13
14 Ministry of Works
Pavement and Materials Design Manual - 1999
Ministry of Works 15
Pavement and Materials Design Manual -1999
16 Ministry of Works
Pavement and Materials Design Manual - 1999
Chapter 1
Introduction
Project appraisal
Ch
Environment
DESIGN ELEMENTS
Cross Section,
Shoulders and Drainage
Traffic
Subgrade
Ch
Problem Soils Pavement Design-
STRUCTURAL
New Roads
Bituminous
Surfacings
Gravel Roads
Ministry of Works
Chapter 1
Introduction
Pavement and Materials Design Manual - 1999
The chapter establishes procedures to assess the effect of heavily loaded Comments:
axles in excess of 13 tonnes.
Chapter 5 Subgrade defines design depth, describes centreline soil
surveys, and sets out the required laboratory testing and material
requirements for earthworks. Subgrade strength classes are defined in this
chapter and the procedure for design of improved subgrade layers,
including fill and roadbed preparation, is given.
Occurrences of problem soils in the project area are too often neglected,
resulting in unnecessary high maintenance cost and even costly premature
pavement rehabilitation. Such conditions are brought to the designers
attention in Chapter 6 Problem Soils, which describes identification,
classification and construction methods on low-strength soils and
expansive soils. Other problem soils such as dispersive soil, saline soils,
organic matter in large quantities and deleterious minerals are also dealt
with in this chapter.
The required properties of materials to use in the pavement structure are
defined in Chapter 7 Pavement Materials. As far as possible all unbound
material types commonly used in the country are included. The chapter
describes the use of crushed materials, weathered rocks, laterite, coral rock,
calcrete and volcanic tuff. The chapter gives requirements for cemented
layers and bituminous mixes produced in a hot or cold process and gives
limits to the content of deleterious minerals in pavement layers. Minimum
frequencies of material testing to carry out at the time of prospecting are
given and the laboratory test standards of Central Materials Laboratory,
Ministry of Works are referred to wherever possible. Finally the chapter
gives requirements for geo-textile materials and provides directives for
use of geo-grids in reinforcement of earthworks.
Pavement design for new roads is dealt with in Chapter 8 Pavement
Design New Roads. The pavement design uses a catalogue format and
is based on a minimum subgrade strength of CBR 15%, that shall be
achieved by using improved subgrade layers where necessary. The design
is based on traffic loading, defined into seven Traffic Load Classes. The
consequences of heavy axle loads (above 13 tonnes) are shown in the
pavement design procedure, which puts restrictions on certain material types
in the base course under such conditions. A deeper structure is necessary
in such heavily loaded pavements requiring the addition of one additional
improved subgrade layer. The chapter describes flexible pavements and
pavements containing one or more cemented layers. Literature references
are made for design of concrete pavements, but detailed procedures for
design of such pavements are not given.
Chapter 9 Pavement Rehabilitation is based on measured properties
of materials and thickness of layers in the existing pavement, alternatively
criteria for maximum surface deflection. Based on either design method a
catalogue design for overlays is provided, alternatively partial or full
reconstruction is employed depending on the condition of the existing
pavement. Procedures for pavement evaluation and selection of
rehabilitation design methods and rehabilitation options are described.
Pavement evaluation
One of the most important steps in this procedure is the evaluation of the
existing pavement. This involves relating the symptoms of pavement
distress to their causes, explaining how the distress mechanism develops.
The outcome of this exercise is largely decisive in selection of the method
to rehabilitate a given section of distressed pavement.
Rehabilitation design
The Manual describes pavement rehabilitation based on the maximum
deflection method or the use of Structural Number determined on the basis
of laboratory tests to assess the existing pavement and calculate its strength
deficiency. Mechanistic design is not described in detail, but reference is
made to recommended procedures if such analysis is required.
Rehabilitation options
Rehabilitation measures may include the following options:
a) re-processing of one or more of the pavement layers, or
b) overlays with one or more new pavement layers
c) combinations of the two - a) and b)
The time of intervention determines the extent and degree of required The rate of deterioration is often rapid
towards the end of the service life and
rehabilitation measures. successful prediction of the pavements
condition at the time when physical
Pavement overlay may be the chosen option for pavement rehabilitation or construction work can start requires
be an exercise to strengthen an existing pavement although terminal good knowledge about contract
procurement besides sound technical
serviceability has in fact not been reached yet. Measured to minimise judgement.
reflective cracking through pavement overlays are specifically outlined.
Comments: Knowledge about past performance of locally occurring materials for gravel
roads is essential. One may divert from the given material standards if
necessary to take advantage of available gravel sources provided past
experience has proved they give satisfactory performance.
n edge drop from the surface to the gravel shoulders increases traffic
hazards
Stage construction shall be considered in the context of designing Bridges and other major structures are
normally designed with a longer time
appropriate parts of the work to give construction cost benefits at the horizon for their useful life than the rest
time of future upgrading of the road. Such parts of the work include: of the works.
Comments:
References
1-1 AUSTROADS (1992). Pavement Design: A guide to the structural
design of road pavements. Sydney, Australia.
1-2 BOTSWANA ROAD DESIGN MANUAL (1994). Draft Volume 3,
Materials and Pavement Design. Ministry of Works, Transport and
Communications, Roads Department. Republic of Botswana.
1-3 BS 6100: Part 0: 1992. Glossary of Building and civil engineering terms.
Part 0. Introduction.
1-4 BS 6100: Subsection 2.4.1:1992. Glossary of Building and civil enginee-
ring terms. Subsection 2.4.1 Highway engineering.
1-5 COMMITTEE OF STATE ROAD AUTHORITIES. TRH 4 (1997):
Structural design of flexible pavements for interurban and rural roads.
CSRA, Pretoria, Republic of South Africa.
1-6 INTERNATIONAL ORGANIZATION FOR STANDARDIZATION. SI
units and recommendations for the use of their multiples and of certain
other units. International Standard ISO 1000-1981.
1-7 JONES T E, R ROBINSON and M S SNAITH (1984). A field study on
the deterioration of unpaved roads and the effect of different
maintenance strategies. Proc. 8th Regional Conference for Africa on
Soil Mechanics and Foundation Engineering, Harare, Zimbabwe.
1-8 MITCHELL, R L, C P VAN DER MERWE and H K GEEL (1975).
Standard Flexible Pavement Design For Rural Roads with Light to
Medium Traffic. Republic of Zimbabwe.
1-9 ROAD DESIGN MANUAL (1987). Part III, Materials and Pavement
Design for New Roads. Ministry of Transport and Comm., Roads
Department. Republic of Kenya.
1 - 10 SOUTHERN AFRICAN TRANSPORT AND COMMUNICATION
COMMISSION - SATCC (1998). Draft: Code of practice for pavement
rehabilitation. CSIR, Pretoria, South Africa, for SATCC.
1 - 11 SOUTHERN AFRICAN TRANSPORT AND COMMUNICATION
COMMISSION - SATCC (1997). Draft: Pavement Design Guide. CSIR,
Pretoria, South Africa, for SATCC.
1 - 12 THE ASPHALT INSTITUTE (1969). Asphalt overlays and pavement
rehabilitation. Asphalt Institute manual (MS-17), USA.
1 - 13 TRANSPORT RESEARCH LABORATORY (1988). A guide to road
project appraisal. Overseas Road Note No. 5. TRL, Crowthorne, for
ODA, London, UK.
1 - 14 TRANSPORT RESEARCH LABORATORY (1993). A guide to the
structural design of bitumen-surfaced roads in tropical and sub-
tropical countries. Overseas Road Note No. 31. TRL, Crowthorne, for
ODA, London, UK.
1 - 15 WEINERT, H H (1980). The natural road construction materials of
Southern Africa. Academica, Pretoria, Republic of South Africa.
1 - 16 YODER E J, WITCZAK M W (1975). Principles of pavement design.
Second edition. A Wiley-Interscience Publication, USA and Canada.
1 - 17 CENTRAL MATERIALS LABORATORY (1997). Desk Study of Pave-
ment/Materials Design Manuals. CML Report No. I 010. Ministry of
Works, Tanzania.
Chapter 2
Environment
Project appraisal
Ch
Environment
DESIGN ELEMENTS
Cross Section,
Shoulders and Drainage
Traffic
Subgrade
Ch
Problem Soils Pavement Design-
STRUCTURAL
New Roads
Bituminous
Surfacings
Gravel Roads
Ministry of Works
Chapter 2
Environment
Pavement and Materials Design Manual - 1999
2.2.0 General
The moisture regime has a major influence on a pavements performance
as the stiffness and strength of subgrade soils and granular materials vary
with their moisture content.
The map reflects the macro-climate significant to pavement moisture
conditions. Within each climatic zone there may be localised areas with
different moisture conditions.
L ay er
C limatic
z one Subgrade Subbase B a se Gravel wearing
C BRDESIGN course course
OMC OMC OMC
Addi ti onal requi rements are gi ven for
D ry mi ni mum C BR after 4 days soaki ng. Both Soaked
C BR requi rements, soaked and un-soaked,
shall be met.
Moderate Soaked Soaked Soaked Soaked
Wet Soaked Soaked Soaked Soaked
'Soaked' and 'OMC ' refer to standard 4 days soaki ng and the opti mum moi sture content
determi ned i n accordance wi th C ML tests 1.9 and 1.11 at BS-Heavy compacti on effort.
Pavement rehabilitation
The design moisture content for the purpose of pavement rehabilitation
design is determined by estimation of likely future equilibrium moisture
contents of the subgrade and within the existing pavement structure.
The moisture contents presented in Table 2.2 shall be used where information
about the moisture regime under the existing pavement is lacking or is
deemed to be an unreliable indicator of future equilibrium moisture content.
2.3.0 General
The designer at project level shall obtain detailed data on the temperature Except for variation due to altitude, the
Tanzanian climate is broadly uniform
conditions in the project area and observe this when selecting material across the country. Temperature de-
types and design parameters for pavement layers. Temperature conditions creases with elevation by 0.60C per 100
can be expected to correlate closely with site altitude. metres. The influence of other local
factors on temperature are almost
insignificant.
Surface treatments
/Chapter 7 - Pavement Materials/ and
The performance of surface treatments depends largely on pavement /Chapter 10 Bituminous Surfacings/
temperature and is taken into account in the surfacing design. This applies give requirements for design of all layers
to the short term performance related to bleeding and loss of aggregate, using bituminous material. The effect of
temperature in bituminous layers can be
and also to the rate of binder ageing in the long term. critical in combination with severe road
gradients and low traffic speed.
Cemented layers
The pavement temperature - and changes in temperature - affects the
performance of all cemented materials by inducing thermal stresses in
layers, with associated crack developments.
Granular layers
Within soils and granular layers, the movement of moisture caused by
changes in temperature can indirectly affect the strength of the layers.
Comments: attention when they occur below design depth as defined in /Chapter 5 -
Method for classification of the subgrade Subgrade/.
into S15, S7 or S3: /Chapter 5
Subgrade/.
The objective of special treatment for unfavourable subgrade conditions is
to bring the subgrade to sufficient stability and strength to meet the design
classes S15, S7 or S3 for input into the pavement design procedure.
2.4.1 Identification
Unfavourable subgrade conditions include:
n cavities made by burrowing animals, like termites or rodents, or any
other flaws causing lack of support or non-uniform support and
potential for uneven settlement
n localised areas with high moisture content
n subsurface wells
n swamp areas
2.4.2 Treatment
The methods for treatment of unfavourable subgrade conditions depend
on site conditions and may include one or more of the following measures:
Cavities
n excavation and replacement with fill
n special compaction techniques
Subsurface wells
n special drainage measures
n use of filter layers
n use of geotextile filter drains or other special materials or methods.
n raising of the vertical alignment
2.5.1 Topography
The country has four main topographic types: Topographical map: /Appendix A9.1/
Soil map: /Appendix A9.3/
n lowlands (mainly the coastal plain below 200 metres above sea Rainfall map: /Appendix A9.5/
level, with isolated hills up to 300 metres in height)
n broad nearly flat areas of inland drainage, notably the Malagarasi swamp
n plateau
n highlands
2.5.2 Geology
Metamorphic granitic rocks of the early Archaean - more than 2000 million Geological map: /Appendix A9.2/
years old - occupy much of the central plateau of Tanzania, forming a large
block surrounded by younger fold belts, also of Precambrian age.
Sedimentary rocks of the Karoo age - 220 to 140 million years old - occur
to the north-east of Lake Nyasa.
Distinctive volcanic features of Neogene age are the recent volcanic
centres in northern Tanzania and near Mbeya in the south. In the north,
widespread volcanic activity that probably started 13 to 15 million years ago,
stretches westwards from the Kilimanjaro peaks to Serengeti and into
Kenya. Some volcanic centres in this area are moderately active today.
Younger marine deposits, associated with reef formation, are seen along
the coast line and are in places raised by local warping to form low hills of
reef limestone, commonly called coral rock.
Lake beds and Neogene deposits of limestone, sand, silts and clays that
are formed in basins with restricted drainage, are widespread in the
interior of the country.
2.5.3 Vegetation
The vegetation of Tanzania is characterised by large areas of woodland, Vegetation map: /Appendix A9.4/
bushland and thicket. However considerable stretches of savannah,
grassland and cultivation are found in several locations and occupy large
areas in the northern part of the country. Forests and swamps occur in
comparatively small localised areas, and mangrove forests are found
in the tide zone along the coast line.
Comments:
2.6 Environmental Impact
Assessment (EIA)
2.6.1 Purpose of EIA
Environmental Impact Assessment (EIA) The purpose of EIA is to ensure that a project does not achieve its own
discovers unintended consequences of
a project. Those are impacts. Such goals at the expense of loss or inconvenience to non-beneficiaries or
impacts may affect: future generations.
- cultural heritage
- society
- the local economy
- natural resources, now or in the future 2.6.2 Commissioning of EIA
Environmental Impact Assessment (EIA) is commissioned by the Ministry
Advice may be sought from National
Environment Management Council of Works. The conduct of EIA is a mandatory requirement in Tanzania, for
(NEMC) on any aspect of EIA in Tanzania new roads and road up-grading, as for other substantial developments.
/Appendix A7/.
EIA is not required for regravelling and similar periodic maintenance.
Environmental assessment is conducted in three stages:
1. scoping, parallel to feasibility study (reported as preliminary
Environmental Impact Statement - EIS)
2. detailed EIA, conducted at the same time as preliminary design
(reported as full EIS, for implementation mainly by detailed design)
3. continued EIA (by monitoring throughout the project)
Implementing RAP
Implementing a Resettlement Action Plan (RAP) requires detailed records
of persons and properties affected, negotiation of compensation in keeping
with prevailing regulations, and satisfactory conclusion of the actual resett-
Displacement of illegal structures within lement. The principle of fair compensation is that compulsory resettlement
a road reserve does not normally require
a RAP; but the Ministry of Works should should leave the displaced persons and businesses no worse off, and pre-
be consulted on a case-to-case basis. ferably slightly better off, than they were previously.
References Comments:
Chapter 3
Cross Section,
Shoulders and
Drainage
Project appraisal
Ch
Environment
DESIGN ELEMENTS
Traffic
Subgrade
Ch
Problem Soils Pavement Design-
STRUCTURAL
New Roads
Bituminous
Surfacings
Gravel Roads
Ministry of Works
Chapter 3
Cross Section,
Shoulders and Drainage Pavement and Materials Design Manual - 1999
3.2 Shoulders
3.2.0 General
Bitumen surfaced shoulders will normally Shoulders are particularly important when granular materials are used in
be part of standard cross sections.
the base course, requiring lateral support for the layer.
Gravel surfaced shoulders are in general
not recommended for reasons that Important functions of paved shoulders are:
include:
- high demands for maintenance to n provision of lateral support for pavement layers
perform adequately
- increased risks of water ingress n minimising risks of moisture ingress into load bearing parts of the
into the pavement layers pavement
- disadvantages to traffic safety,
often made worse by a typical n reducing changes in moisture contents in pavement layers
development of an edge drop from
the surface to the gravel shoulder n improved traffic safety by allowing occasional traffic outside the
carriageway
Use of the same pavement structure for the shoulders as for the adjacent
carriageway is the preferred method. The additional costs of using more
expensive materials in the shoulders may be offset by simplified
construction methods provided the shoulder widths are not excessive.
Type of surfacing
Type of seals with a closed texture shall be the preferred type of
surfacing for the shoulder in order to prevent disintegration following loss
of aggregate by drying out of the surfacing. Economical types of
surfacing that provide a favourable texture and good durability are:
Transversal cracks
Transversal crack that develop in shoulders are commonly associated with
thermal movements in bituminous layers, but can also be caused by
shrinkage in cemented pavement layers or self-cementing properties of
natural gravel. There are no particular measures to be taken against this
form of cracking than to ensure that normal periodic maintenance by
resealing is duly carried out.
Comments: Where the base course in the carriageway is made of permeable materi-
75 mm als, e.g. crushed stone, the following alternative measures are required:
Base Alt.1: Place a 75 mm thick drainage layer of pervious material
Water
Pervious material
course immediately below the layer of shoulder gravel, see illustration.
Subbase
Alt.2: Install a special drainage facility.
3.3 Drainage
3.3.1 Drainage of the road surface
The costs and construction problems Drainage of the road surface is ensured by providing sufficient crossfall of
involved in ensuring proper internal
drainage of the pavement under these the carriageway and shoulder in accordance with the standard cross
circumstances may justify the technically sections.
preferred method of extending the base
course through the shoulder and
applying a bituminous seal. 3.3.2 Drainage of the pavement layers
Proper drainage of granular pavement layers is essential for their
performance and is ensured by appropriate attention to cross section
details.
Boxed-in pavements
Boxed-in pavement structures, where water may be trapped in the pave-
ment, shall not be used. Appropriate measures to ensure proper drainage
of the pavement layers shall be included in the design where internal
drainage of the layers may be impaired for any reason. The following
circumstances carry particular risks of attaining a boxed-in structure:
n where shoulders are designed with different materials than the
carriageway using unfavourable combinations of materials
n where kerbstones are extended into granular layers of the pavement
n where un-paved shoulders made of near impermeable materials are used
The general requirement for the depth of open side drains in cuttings is
level
minimum 1.0 metres measured from the bottom of the drain up to the
Cuttings - general requirement
Formation level. This depth can be reduced to 0.5 metres provided min 1,0 m
cement or lime modification of the subgrade is employed. In such cases Pavement
the minimum depth of cement or lime modification is 200 mm. The given Formation
level
Subsurface drains
The need for subsurface drains depends on site conditions and requires Proper drainage in cuttings is often critical
for the performance of the pavement.
careful consideration due to the high construction cost of these facilities.
Urban areas, occurrence of subsoil wells and cuttings are among typical The traffic safety hazards of deep open
conditions where use of subsurface drains shall be considered. side drains may in urban areas prompt
the use of subsurface drains in
combination with a subsurface storm
water system.
Comments: References
3-1 AUSTROADS (1992): Pavement Design: A guide to the structural
design of road pavements. Sydney, Australia.
3-2 COMMITTEE OF STATE ROAD AUTHORITIES. Draft TRH 15
(1994): Subsurface drainage for roads. CSRA, Pretoria, Republic of
South Africa.
3-3 COMMITTEE OF STATE ROAD AUTHORITIES. TRH 4 (1997):
Structural design of flexible pavements for interurban and rural roads.
CSRA, Pretoria, Republic of South Africa.
3-4 ROAD DESIGN MANUAL (1987). Part III, Materials and Pavement
Design for New Roads. Ministry of Transport and Comm., Roads
Department. Republic of Kenya.
3-5 SOUTHERN AFRICAN TRANSPORT AND COMMUNICATION
COMMISSION - SATCC (1998). Draft: Code of Practice for the Design
of Road Pavements.CSIR, Pretoria, South Africa, for SATCC.
3-6 TRANSPORT RESEARCH LABORATORY (1993). A guide to the
structural design of bitumen-surfaced roads in tropical and sub-
tropical countries. Overseas Road Note No. 31. TRL, Crowthorne, for
ODA, London, UK.
Chapter 4
Traffic
Project appraisal
Ch
Environment
DESIGN ELEMENTS
Cross Section,
Shoulders and Drainage
Traffic
Subgrade
Ch
Problem Soils Pavement Design-
STRUCTURAL
New Roads
Bituminous
Surfacings
Gravel Roads
Ministry of Works
Chapter 4
Traffic
Pavement and Materials Design Manual - 1999
separately and included in the design traffic loading for the purpose of Comments:
pavement design Chapter 4.2 - Design Traffic Loading.
Strengthening of the pavement is normally required for the road to carry
further traffic at an acceptable level of serviceability after the end of the
design period. Normal maintenance is assumed to take place throughout the
design period for the design to be valid. Premature failures may result if
normal maintenance is neglected during the design period. The specified Design period must not be confused with
length of the design period shall be 20 years for new or rehabilitated bitumen pavement life or surfacing life since the
pavement may have a considerable
surfaced pavements. However, the Ministry of Works may, at its discretion, residual life at the end of the design period.
change the design period depending on circumstances of individual projects. The pavement life may be extended by
periodic strengthening of the pavement
Figure 4.1 illustrates the definition of the design period in relation to structure /Chapter 9 Pavement
Rehabilitation/.
terminal serviceability and required maintenance during the design period.
Pavement serviceability
Reseal
rehablitation
Pavement
Reseal
(no
res
eal
)
Terminal value
of serviceability
Design Period
Project construction, the
pavement being
completed in parts.
pavement on
Completed
the entire
project
Design traffic
Vehicle Proportion of loading
equivalency E80 made up
factor from axles
Chapter 4.2.3 heavier than13t Classify into
Chapter 4.2.4 Traffic Load Class
Socio -economic Chapter 4.3
studies
Mi n. 3.5 m,
The sum of E80 i n Traffic in b o th d ire ctio ns use
but less
both di recti ons the same lane
Si ngle than 4.5 m
carri ageway Mi n. 4.5 m, 80% of the sum of
To allo w fo r o ve rlap in the
but less E80 i n both ce ntre se ctio n o f the ro ad
than 6 m di recti ons
Total E80 i n the
Minimal traffic o ve rlap in the
6 m or wider heavi est loaded ce ntre se ctio n o f the ro ad
di recti on
More than
90% of the total
one lane i n The majo rity o f he avy ve hicle s
- E80 i n the studi ed
e a ch use o ne lane in e ach d ire ctio n
di recti on
di recti on
Where the heavy (>13 t) axles proportion of E80 is 50% or higher the Insufficient sample of data for these low
Traffic Load Class shall be given an index, i.e.: traffic roads < 0,2 million E80, makes it
difficult to achieve a realistic traffic loading
design. Hence, a traffic load class
TLC 05-H TLC 1-H TLC 3-H TLC 10-H TLC 20-H TLC 50-H TLC 0,2 -H is not established.
Comments: References
4-1 AMERICAN SOCIETY FOR TESTING AND MATERIALS (1987).
Annual Book of ASTM Standards, Vol. 4.08. Philadelphia, USA.
4-2 AUSTROADS (1992): Pavement Design: A guide to the structural
design of road pavements. Sydney, Australia.
4-3 COMMITTEE OF STATE ROAD AUTHORITIES. Draft TRH 12
(1997): Bituminous pavement rehabilitation design. CSRA, Pretoria,
Republic of South Africa.
4-4 COMMITTEE OF STATE ROAD AUTHORITIES. TRH 14 (1985):
Guidelines for roads construction materials. CSRA, Pretoria, Republic
of South Africa.
4-5 COMMITTEE OF STATE ROAD AUTHORITIES. TRH 4 (1997):
Structural design of flexible pavements for interurban and rural roads.
CSRA, Pretoria, Republic of South Africa.
4-6 HIGHWAY RESEARCH BOARD (1962). The AASHO Road Test.
Report 5, Pavement Research. Highway Research Board Special
Report No. 61E. National Research Council, Washington DC, USA.
4-7 PINARD M I and KGOBOKO K (1990). Issues associated with the
choice of vehicle load limits in Southern Africa. Proc. TRL - Regional
Roads Course, Gaborone, Botswana.
4-8 SOUTHERN AFRICAN TRANSPORT AND COMMUNICATION
COMMISSION - SATCC (1998). Draft: Code of practice for pavement
rehabilitation. CSIR, Pretoria, South Africa, for SATCC.
4-9 SOUTHERN AFRICAN TRANSPORT AND COMMUNICATION
COMMISSION - SATCC (1998). Draft: Code of Practice for the
Design of Road Pavement. CSIR, Pretoria, South Africa, for SATCC.
4 - 10 TRANSPORT RESEARCH LABORATORY (1988). A guide to road
project appraisal. Overseas Road Note No. 5. TRL, Crowthorne, for
ODA, London, UK.
4 - 11 TRANSPORT RESEARCH LABORATORY (1993). A guide to the
structural design of bitumen-surfaced roads in tropical and sub-
tropical countries. Overseas Road Note No. 31. TRL, Crowthorne, for
ODA, London, UK.
4 - 12 YODER E J, WITCZAK M W (1975). Principles of pavement design.
Second edition. A Wiley-Interscience Publication, USA and Canada.
Chapter 5
Subgrade
Project appraisal
Ch
Environment
DESIGN ELEMENTS
Traffic
Subgrade
Subgrade
Ch
Problem Soils Pavement Design-
STRUCTURAL
New Roads
Bituminous
Surfacing
Gravel Roads
Ministry of Works
Chapter 5
Subgrade
Pavement and Materials Design Manual - 1999
Pavement layers
Other roads
Paved trunk roads
5.2.0 General
Subgrade soils and their properties, including strength, shall be classified
based on soil surveys by the use of trial pits excavated along the road line.
Investigations in cuttings
Excavation of sample pits may be impractical in cuts deeper than 3 metres, The time consumption and cost of the
where special equipment may have to be employed. If possible, postponement investigations in deep cuttings should be
carefully assessed against the urgency of
of sampling until the time of construction should be considered under obtaining soil characteristics for the
such conditions. particular section.
Embankment areas
Evaluation of subgrade strength in embankment areas shall be based on the
best possible information about likely sources of earthworks fill materials
for use within the design depth.
Comments: The testing frequencies in Table 5.2 are minimum averages and shall be
increased as required according to site conditions.
Occurence of more than one significant The test pit locations may be distributed un-evenly along the road line to
soil horizon requires increased material capture changes in soil conditions and as required for optimum use of
testing accordingly.
resources allocated for investigations.
Yes
Design improved CBRdesign :
subgrade as Classify Use lowest
Cut ?
CBR value
required S3, S7, S15 Yes
No
Special
assessment No Min 5 CBR
of the tests per uniform
section section
Homogenous sections
There is potential for confusion on site if Identification of sections deemed to have homogenous subgrade conditions
the demarcation of homogenous sections is carried out by desk studies of appropriate documents such as geological
is excessively detailed and leads to
frequent changes of construction methods. maps, followed by site reconnaissance that includes excavation of inspection
Identification of homogenous sections pits and initial indicator testing for confirmation of the site observations.
should therfore take into account
constructibility and potential cost
Due regard for localised areas that require individual treatment is an
implications. essential part of the site reconnaissance. Demarcation of homogenous
sections shall be reviewed and changed as required when the CBR test
results of the centreline soil survey are available.
Statistical analysis
The flow chart in Figure 5.2 shows the procedure to determine CBRdesign.
The CBRdesign for a section is the 90%-ile value of the CBR test results for
a section with homogenous strength. The method illustrated in Figure 5.3
shall be used for determination of CBRdesign of each homogenous section.
CBRdesign in cuttings
Worked Example The lowest CBR value encountered shall be used as the CBRdesign for
sections through cuttings.
/Appendix A8. 3/
CBR
Table 5.3 Density for determination of CBR
1
L ay er D epth below D ensity for deter-
88
90
92
94
96
98
100
102
104
formation lev el mination of C B R % of MDD
[mm] [% of MD D ]
Upper subgrade 95
95
0 - 150 BS-Heavy compaction is used for all
(i mproved layer or i n-si tu) BS-Heavy imported materials.
Lower subgrade 93
93
150 - 300 The savings in earthworks as a result of
(i mproved layer or i n-si tu) BS-Heavy
upgrading of sections to a higher subgrade
90
90 class can be substantial under the
Fi ll More than 300 following conditions:
BS-Heavy - in cuttings
- on sections where improved
100
In-si tu More than 300 subgrade layers are constructed
BS-Li ght solely for the purpose of providing
foundation strength for the
BS-Li ght compacti on effort i s used on poor i n-si tu soi ls and deep i n-si tu soi ls rather than pavement
BS-Heavy due to i ts better correspondence wi th the actual effect from compacti on - on projects where earthworks
equi pment under condi ti ons wi th poor support for compacti on.
materials are particularly scarce
CBR can alternatively be determined at a higher density to upgrade sections The specified nominal field density and
the respective acceptance criteria shall
to a higher subgrade class if this can be realistically achieved in the field. be adjusted accordingly in the contract
documents for construction.
Specimen moistures to apply in determination of CBRdesign are given in
Table 5.4.
‘Soaked’ and ‘OMC’ refer to standard 4 days soaking and the optimum moisture content determined in
accordance with tests CML1.9 and CML 1.11. Climatic zones are shown in /Figure 2.1/.
BS-Light compaction effort is used on poor in-situ soils and deep in-situ soils rather than BS-Heavy due to its
better correspondence with the actual effect from compaction equipment under conditions with poor support
for compaction. The referred laboratory test methods are CML 1.9 and 1.11.
Comments:
300mm 300mm
150mm 150mm
G7 G7
none none none G7 G7
*) Material requirements for improved subgrade layers, including limits for maximum compacted layer
thickness are given in Table 5.5.
iently low so that the larger particles rest against each other when placed
in earthworks layers. Dump rock (DR) can be used as improved subgrade
when constructed in sufficiently thick layers, if necessary constructed dMAX
together with fills in one operation, so that the maximum particle size
does not exceed 2/3 of the compacted layer thickness. Max 2/3 of compacted
Roadbed or previous fill layer layer thickness
Construction of improved subgrade made of dump rock shall be finished Dump rock - cross section
off by filling in the voids in the surface with subgrade soils meeting the
Modification with lime or cement is the
requirements in Table 5.5. The filter criteria are given in Chapter 5.8. preferred method where soils meeting the
required standards are unavailable at
economical haulage distances.
Table 5.5 Material requirements for improved subgrade layers /Chapter 7 Pavement Materials/
CBR [%], wet or moderate
Min 15 after 4 days soaking Min 7 after 4 days soaking
climatic zones 1)
CBR [%], dry climatic zones 1) Min 15 at OMC Min 7 at OMC 1.9 and
(both requirements shall be met) Min 7 after 4 days soaking Min 3 after 4 days soaking 1.7
CBR-swell [%] 2) Max 1.5 Max 2.0
PI [%] Max 25 Max 30 1.2 and 1.3
Max particle size, dMAX 2/3 of layer thickness 2/3 of layer thickness 1,7
Compacted layer thickness [mm] Max 250 Max 250
1) Climatic zones are shown in /Figure 2.1/. CBR values shall be assesed at density as given in Table 5.3.
‘Soaked’ and ‘OMC’ refer to standard 4 days soaking and the optimum moisture content determined in
accordance with tests CML test methods 1.9 and 1.11
2) CBR-Swell is measured at 100% BS-Heavy compaction effort.
and
d50 for the filter material
< 25
d50 for the subsoil
5.8.4 Cost
Cost calculations shall take into account the benefits of filter layers of
soils/gravel in respect of the structures bearing strength, by considering
the filter layer as part of the improved subgrade or subbase depending on
the material quality of the layer and its position in the structure.
Comments: References
5-1 AUSTROADS (1992): Pavement Design: A guide to the structural
design of road pavements. Sydney, Australia.
5-2 BOTSWANA ROAD DESIGN MANUAL (1994). Draft Volume 3,
Materials and Pavement Design. Ministry of Works, Transport and
Communications, Roads Department. Republic of Botswana.
5-3 COMMITTEE OF STATE ROAD AUTHORITIES. Draft TRH 12
(1997): Bituminous pavement rehabilitation design. CSRA, Pretoria,
Republic of South Africa.
5-4 COMMITTEE OF STATE ROAD AUTHORITIES. TMH 5 (1981):
Sampling methods for road construction materials. CSRA, Pretoria,
Republic of South Africa.
5-5 COMMITTEE OF STATE ROAD AUTHORITIES. TRH 8 (1987):
Selection and design of hot-mix asphalt surfacings for highways.
CSRA, Pretoria, Republic of South Africa.
5-6 COMMITTEE OF STATE ROAD AUTHORITIES. TRH 14 (1985):
Guidelines for roads construction materials. CSRA, Pretoria, Republic
of South Africa.
5-7 COMMITTEE OF STATE ROAD AUTHORITIES. TRH 4 (1997):
Structural design of flexible pavements for interurban and rural roads.
CSRA, Pretoria, Republic of South Africa.
5-8 HIGHWAY RESEARCH BOARD (1962). The AASHO Road Test.
Report 5, Pavement Research. Highway Research Board Special
Report No. 61E. National Research Council, Washington DC, USA.
5-9 MINERAL RESOURCES DIVISION, TANZANIA. Summary of the
geology of Tanzania.
5 - 10 MITCHELL, R L, C P VAN DER MERWE and H K GEEL (1975).
Standard Flexible Pavement Design For Rural Roads with Light to
Medium Traffic. Republic of Zimbabwe.
5 - 11 ROAD DESIGN MANUAL (1987). Part III, Materials and Pavement
Design for New Roads. Ministry of Transport and Comm., Roads
Department. Republic of Kenya.
5 - 12 SOUTHERN AFRICAN TRANSPORT AND COMMUNICATION
COMMISSION - SATCC (1998). Draft: Code of practice for pavement
rehabilitation. CSIR, Pretoria, South Africa, for SATCC.
5 - 13 SOUTHERN AFRICAN TRANSPORT AND COMMUNICATION
COMMISSION - SATCC (1998). Draft: Code of Practice for the
Design of Road Pavement. CSIR, Pretoria, South Africa, for SATCC.
5 - 14 TRANSPORT RESEARCH LABORATORY (1988). A guide to road
project appraisal. Overseas Road Note No. 5. TRL, Crowthorne, for
ODA, London, UK.
5 - 15 TRANSPORT RESEARCH LABORATORY (1993). A guide to the
structural design of bitumen-surfaced roads in tropical and
subtropical countries. Overseas Road Note No. 31. TRL,
Crowthorne, for ODA, London, UK.
5 - 16 WEINERT, H H (1980). The natural road construction materials of
Southern Africa. Academica, Pretoria, Republic of South Africa.
5 - 17 YODER E J, WITCZAK M W (1975). Principles of pavement design.
Second edition. A Wiley-Interscience Publication, USA and Canada.
Chapter 6
Problem Soils
Project appraisal
Ch
Environment
DESIGN ELEMENTS
Cross Section,
Shoulders and Drainage
Traffic
Subgrade
Ch
Problem Soils Pavement Design-
STRUCTURAL
New Roads
Bituminous
Surfacings
Gravel Roads
Ministry of Works
Chapter 6
Problem Soils
Pavement and Materials Design Manual - 1999
Further details on the respective methods for treatment of these soils need
to be established in the design at project level and will vary depending on
soil properties, site conditions, available equipment, available materials,
experience from other sites with similar conditions and construction
economy.
The subgrade is re-classified according to the new subgrade strength
after treatment.
No
Expansive
Perhaps
Normal Extended investigations
design
No
movement
movement
Seasonal
Seasonal
are commonly the seasonal volumetric changes in these soils rather than
low bearing strength, since expansive soils are often relatively strong at
equilibrium moisture content. Typical distress is from seasonal wetting and Cross section
drying whereby soils at the edge of the road wet up - and dry out - at a
different rate than those under a bituminous surfacing. This mechanism
causes differential movements over the cross section of the road and
associated crack developments, first occurring in the shoulder area, Expansive soils
Comments: The information in Table 6.1 is routinely collected as part of proper field
reconnaissance, with typical features of expansive soils given in keyword
form:
Table 6.1 Features of expansive soils soil descriptions
The purpose of analysing routine test
results is to establish whether it is Soil Ty pical features of
necessary to apply Extended Investi- description expansiv e soils
gations or not.
Soi l type The more clayey the soi l, the
more li kely to be expansi ve
C onsi stency Sti ff to very sti ff
when sli ghtly moi st to dry
C onsi stency when wet Soft to fi rm and sti cky
Structure Typi cal cracked surface, sli cked-
si ded fi ssures
C olour Only a reli able i ndi cator when
combi ned wi th local knowledge
Local knowledge from road projects i n the area i s i nvaluable
It is advisable to keep archive samples A soil is potentially expansive and requires Extended Investigations if
from the centreline soils survey for
Extended Investigations on projects where exhibiting both of the following properties:
expansive soils are likely to be encountered.
n the result of the field reconnaissance indicates expansive soils, and
n PIW is greater than 20%
PIW = Plasticity Index tested on fraction <425 mm according to CML tests 1.2 and
1.3 and weighted for the samples actual content of particles <425 mm , as follows:
PIW = PI x (% passing 425mm ) / 100
Extended Investigations
Extended Investigations are carried out where routine investigations
indicate potentially expansive soils. They include simple additional
laboratory tests to estimate expansiveness and shall be employed routinely
whenever special measures against damage from expansive soils are
proposed in the design. Extended Investigations shall include:
n testing of Shrinkage Limit [ASTM D4943-89]
n calculation of expansiveness from given formulas
n classification into Low/Medium/High expansiveness
In-depth Studies
In-depth Studies are carried out where the Extended Investigations have
shown occurrence of expansive soils, and the required countermeasures
have far reaching budgetary consequences. In-depth Studies include
specialised laboratory testing to quantify swell potential and are required
when extensive areas of expansive soils are encountered thus warranting
a relatively costly testing programme.
on a number of other factors such as the conditions under which the soil Comments:
performs in the road including initial moisture content, density and suction,
plus lateral support, vertical stress and stress history. The expansiveness
of the soil is however a practically measurable parameter that makes it
possible to classify the expected severity of the problem. Inclusion of
other parameters becomes too complex for practical assessment of
expansive soils in road design and construction. The system for relative
classification expansive soils is given in Table 6.2 based on their
expansiveness. /Appendix A6/ gives the procedure to determine e ex..
< 20 Low
20 50 Medi um
> 50 Hi gh
Design principles
Cost considerations may prohibit full replacement of expansive soils - Widening of shoulders is always
beneficial in construction on expansive
particularly if they occur over large areas - although this is the technically soils and should be applied whenever
ideal solution. The following principal methods are prescribed in the design economically possible. The zone of
severe seasonal changes in moisture
in order to minimise seasonal movements in expansive soils and thereby content is thereby moved further away
reduce the risk of associated damage to the pavement. The methods are from the roadway.
compromises specified for the purpose of providing the most favourable Chemical stabilisation, normally by the use
conditions possible under the circumstances: of lime, to counteract volumetric changes
in expansive soils is technically possible,
n provide nearest possible constant moisture contents over the full width but requires careful appraisal of the
associated construction costs as well as
of the carriageway below the embankment the potential practical problems in
n replace the upper layer of the expansive soil, i.e. the zone where the admixing stabilisers into deep layers of
clayey soils. The method is generally not
largest proportion of the volumetric changes takes place recommended.
n provide a minimum cover
Comments: expansive soils requires erosion protection by grassing, but no trees shall
be planted on the embankment slope.
Figure 6.2
N one - sealed shoulders
- mi n. shoulder wi dth 2 m
- min. earthworks cover 1 m
- side slopes 1: 6 or flatter*)
*)
Where the earthworks cover is larger than 2 metres the side slopes can be made
1:4 or flatter.
Expansive soil
Embankments 2 m or higher
Freely draining material Temporary stockpile of
Pavement layers 1:4 or flatter excavated expansive soil
to be used for side-fill
Fill and improved subgrade 1:2
>2m
Side-fill
Figure 6.3 Cross section and construction on expansive soils with soil
replacement Comments:
Comments: Identification
A combination of simple indicator tests, observations of erosion patterns in
Known laboratory tests to confirm the field, soil colour, terrain features and vegetation, will together give
dispersive properties require specialised
procedures and have generally poor
sufficient indications that dispersive soils are present, and shall prompt
repeatability. Indicator test, compre- precautions in design and construction of road projects. Dispersive soils
hensive laboratory test methods and cannot be identified by gradation and Atterberg limit tests only.
observation features to identify dispersive
soils are described in /Appendix A6.2/.
Design and construction
The general properties of dispersive soils are usually poor and likely to
exclude them from use in the earthworks due to non-compliance with the
general material standards. The following is required if dispersive soils are
encountered:
n particular attention to erosion protection of cut slopes and in drainage
channels is required
n dispersive soils in unmodified form shall not be used for fill
n modification with 2% to 3% lime is required if their use in the
earthworks is unavoidable for whatever reason
The typical damage from soluble salts is 6.3.2 Saline soils or presence of saline water
by blistering of the surface, often seen
already after application of the prime. Potential damage
Fretting of the surface edge can be seen
after a length of time in service and Presence of soluble salts in pavement or earthworks can cause damage to
excessive pothole developments can a bituminous surfacing due to pressures set up just under the bituminous
occur bearing no apparent relation to other seal by crystallisation of salts migrating upwards as a result of evaporation.
pavement defects.
cross section The problem is related to the use of thin bituminous surfacings, primarily
in surface treated pavements. Soluble salt contents in excess of 0.2% in
the base course are potentially harmful in these type of pavements.
See detail Soluble salt contents in excess of 0.5% in the subbase, or high salinity of
A thin bituminous seal
gets pushed up by the
groundwater or earthworks layers, may cause migration of soluble salts to
crystallisation forces
and blistering occurs,
the base course leading to critically high percentages in this layer.
having a diametre of
5 to 10 cm initially, Crystallisation of
subsequently developing soluble salts under
into a pothole. the bituminous seal.
Locations
Areas where damage due to soluble salts can occur in the dry climatic
zone and in areas along the coast with influence of sea water.
Soluble salts migrate towards the
surface within granular layers
Identification
Soluble salts in soils and in construction water is identified indirectly by
laboratory tests of electric conductivity. Construction water shall be
admixed to the sample at 1.5 times the required amount to obtain OMC
before the sample is taken for testing of electric conductivity.
Construction
The following construction measures shall be specified where soluble salts
Close-up of salt blisters.
are present in the pavement materials and alternative sources are not
The test of electric conductivity indicates economically obtainable:
the content of all salts in the sample - both
harmful and not harmful - and will therefore
in general give results on the conservative
n allowing the layer to dry and remove crystallised salts from the surface
side. Exhaustive testing to assess the before construction of following layers
presence of damaging soluble salts is
complex and will only be required under n priming and construction of the bituminous surfacing immediately
special circumstances. after processing of the base course
n the use of bitumen emulsion prime instead of cutback bitumen
Organic matter
Organic soils, e.g. in swamp areas, require special investigations to assess Recommended limits of organic matter
for cemented materials: /Chapter 7 -
ground stability and potential for excessive settlements. High contents of Pavement Materials/
organic matter is undesirable in pavement materials, particularly when
used in cement or lime stabilised layers. Excessive amounts of organic
matter causes increased demands for stabiliser to achieve the required
unconfined compression strength.
Deleterious minerals
High contents of muscovite mica or sulphides are not allowed in pave- Limits for contents of mica and sulphide
ment layers. minerals in pavement materials: /Chapter
7 - Pavement Materials/
The potential risks of damage due to presence of other deleterious miner-
als, such as nepheline or others, and chemical contaminants in mine
tailings or industrial waste products, shall be assessed as required at
project level depending on the intended use of the materials.
Comments: References
6 -1 BOTSWANA ROAD DESIGN MANUAL (1994). Draft Volume 3,
Materials and Pavement Design. Ministry of Works, Transport and
Communications, Roads Department. Republic of Botswana.
6 -2 COMMITTEE OF STATE ROAD AUTHORITIES. TRH 14 (1985):
Guidelines for road construction materials. CSRA, Pretoria, Republic of
South Africa.
6 -3 GOURLEY, C S and H D SCHREINER. TRANSPORT RESEARCH
LABORATORY (1993). Assessment of the expansiveness of soils.
Transport Research Laboratory, Project Report PR/OSC/012/93.
Crowthorne, UK.
6 -4 GOURLEY, C S and H D SCHREINER. TRANSPORT RESEARCH
LABORATORY (1994). Geotechnical properties of expansive soils.
Transport Research Laboratory, Project Report PR/OSC/015/94.
Crowthorne, UK.
6-5 GOURLEY, C S and H D SCHREINER. TRANSPORT RESEARCH
LABORATORY (1993). The extent and engineering significance of
expansive soils. Transport Research Laboratory, Project Report PR/
OSC/021/93. Crowthorne, UK.
6-6 GOURLEY, C S and H D SCHREINER. TRANSPORT RESEARCH
LABORATORY (1993). A new approach to the determination of the
expansiveness of soils. Transport Research Laboratory, Project Report
PR/OSC/011/93. Crowthorne, UK.
6 -7 HATHOUT, A S (1983). Soil atlas of Tanzania. Geography department,
University of Dar es Salaam.
6-8 McCOOK, D K (1980). The identification and treatment of dispersive
clay soils. Oral presentation to AEG 1980 Annual meeting, Dallas, Texas,
USA.
6-9 MINERAL RESOURCES DIVISION, TANZANIA. Summary of the
geology of Tanzania.
6 - 10 MITCHELL, R L, C P VAN DER MERWE and H K GEEL (1975).
Standard Flexible Pavement Design For Rural Roads with
Light to Medium Traffic. Republic of Zimbabwe.
6 - 11 OCONNELL M J and C S GOURLEY (1993). Expansive clay road
embankments in arid areas: moisture-suction conditions. Proc. First
International Symposium on Engineering Characteristics of Arid Soils,
City University. London, UK.
6 - 12 OBIKA, B and R J FREER-HEWISH (1990). Soluble salt damage to thin
Bituminous surfacings of roads and runways. Australian Road
Research, 20(4).
6 - 13 ROAD DESIGN MANUAL (1987). Part III, Materials and Pavement
Design for New Roads. Ministry of Transport and Comm., Roads
Department. Republic of Kenya.
6 - 14 WEINERT, H H (1980). The natural road construction materials of
Southern Africa. Academica, Pretoria, Republic of South Africa.
6 - 15 WESTON D J (1980). Expansive soil treatment for southern Africa.
Proc. 4th International Conference on Expansive Soils, Denver, USA.
Chapter 7
Pavement
Materials
Project appraisal
Ch
Environment
DESIGN ELEMENTS
Cross Section,
Shoulders and Drainage
Traffic
Subgrade
Ch
Problem Soils Pavement Design-
STRUCTURAL
New Roads
Pavement Pavement
Materials Rehabilitation
DESIGN
Bituminous
Surfacings
Gravel Roads
Ministry of Works
Chapter 7
Pavement Materials
Pavement and Materials Design Manual - 1999
General
Weathered rocks and laterites are common sources for pavement materials
in the category of natural gravel and as a source for production of chemically
stabilised materials. Laterites are highly weathered materials formed in a
secondary process where the hydrated oxides of iron or aluminium have
been accumulated in sufficient concentrations to affect the physical
character of the deposits where they occur /7 - 8/.
Laboratory tests
The Atterberg limits of coral rocks and calcretes will appear artificially high Drying of material during testing of
Atterberg limits is carried out at 60oC for
as a result of the typical low specific gravity and the high water absorption calcrete and coral rock, in accordance with
of the particles often seen in these materials. Standard grading tests may guidelines of Central Materials Laboratory
of Ministry of Works.
give a distorted impression of the particle distribution in the material due
to varying specific gravity of particles having different size within one
sample. The design limits of coral rocks and calcretes are therefore modified
compared to the general requirements and grading envelopes are not given
for these types of materials.
.
G 60 C BR mi n. 60%
G 45 C BR mi n. 45%
G 25 C BR mi n 25%
Material requirments
Natural granular pavement materials shall comply with the requirements
in Tables 7.2 and 7.3.
Table 7.2 Material requirements - G80 and G60
Comments:
7.2.2 Crushed materials
Classification
The category includes crushed granular materials - without any admixture
of stabilisers - where the full range of particle sizes from fines up to the
max. nominal size are included. The pavement design catalogue uses two
basic qualities of crushed base course materials, as described in Table 7.4.
The classes of pavement materials falling into this category are shown in
Table 7.4.
Table 7.4 Crushed materials, material classes
It should be noted that the requirements
Material class C haracteristics for compaction of CRR materials are very
high and are normally not achieved unless
- fresh, crushed rock or large, crushed boulders, special techniques such as slushing with
>0.3 m di ameter water are applied during construction. This
C RR type of material is therefore never
- requi rements are restri cti ve
prescribed unless a subbase stabilised
- compacti on requi rements are restri cti ve with cement or lime is used in order to
provide a firm platform for construction of
- the class i ncludes crushed oversi ze from gravel the base course enabling slushing to be
sources, crushed all-i n sources of boulders and safely carried out without softening of the
C RS crushed coral rocks of selected quali ti es subbase.
- mi n. 50% by mass of parti cles retai ned on the
5 mm si eve shall have at least one crushed face
Material requirements
Crushed granular materials for pavement layers shall comply with the
requirements in Table 7.5.
Crushed rock. Shall be made by crushing and Crushed stone. Made by crushing and screening of
screening of fresh quarried rock or clean, un-weathered blasted rock, stones, boulders and oversize from natural
Material source boulders of minimum 0.3 m diameter. All particles shall gravel. Min 50% by mass of particles larger than 5 mm
be crushed, no soil fines allowed. shall have at least one crushed face. Max 30% of
material passing 5 mm can be soil fines.
1)
max LL [%] 30 35 1.2
1)
max LS [%] 3 4 1.4
Grading, sieve [% passing] [% passing]
sizes [mm] Coarse Type Fine Type Coarse Type Fine Type
50 100
37.5 100 90 - 100 100
28 87 - 97 100 75 - 95 90 - 100
20 75 - 90 87 - 97 60 - 90 65 - 95
10 52 - 68 62 - 77 40 - 75 40 - 70 1.7
5 38 - 55 44 - 62 29 - 60 29 - 52
2 23 - 40 27 - 45 20 - 45 20 - 40
1,18 18 - 33 22 - 38 17 - 40 15 - 33
0,425 11 - 24 13 - 27 12 - 31 10 - 24
0,075 4 - 12 5 - 12 5 - 15 4 - 12
Aggregate TFVsoaked : min 75% of TFVdry TFVsoaked : min 60% of TFVdry
2.7
strength TFVdry : min 110 kN
Soluble salt content For aggregate used under a surface treatment, soluble salt content is assessed in accordance with /7-11/.
Field density Nominal value: min 88% Nominal value: min 100%
requirements of Aggregate Density of MDD BS-Heavy
1) It is emphasised that Atterberg limits shall be measured according to CML test methods 1.2, 1.3 and 1.4. These methods follow BS procuders and utilise
BS equipment. Other laboratory test procedures are likely to give results that are not comparable with the given material requirements.
Comments:
Comments:
7.3.3 Type of stabiliser
The stabiliser shall be Ordinary Portland Cement or lime meeting the High contents of organic matter will
requirements of BS-890. Hydrated lime or quicklime may be used, but a increase the demand for stabiliser to
achieve the required Unconfined Com-
programme describing the safety precaution for protection of personnel pression Strength (UCS) for the material.
shall be established on sites where quicklime is used.
Table 7.8 gives the best suited type of stabiliser to use depending on the
soil properties.
Table 7.8 Selection of stabiliser for cemented materials
Lime can be successfully used for
stabilisation of some calcified materials
% passing the PI
PI B est suited even when the PI is low.
75 mm siev e [% ] stabiliser
TRL-Road Note 31 /7 - 7/ and South Africa
PI i s less than 6% or TRH 13 /7 - 9/ refers for guidelines on the
PI x (%pass. 75 mm) cement only 1 ) use of pozzolans and for further details
about the stabilisation process in general.
i s less than 60
Less than 25%
6 - 10 cement preferred
more than 10 cement or li me
less than 10 cement preferred
More than 25% 10 - 20 cement or li me
more than 20 li me preferred 2)
1)
Li me requi res presence of clay parti cles to react and i s therefore used for materi als
wi th hi gh PI. Admi xture of pozzolans, such as pulveri sed fuel ash from coal fi red power
plants, can make stabi li sati on wi th li me possi ble also for materi als wi th low PI.
2)
C ement i s the preferred stabi li ser for materi als wi th low PI. However, cement can be
used for stabi li sati on of materi als wi th hi gh PI provi ded the workabi li ty of the materi al i s
i mproved by pre-treatment wi th 2% li me pri or to cement stabi li sati on. The ICL is the amount of stabiliser
consumed in the initial ion exchange
reaction and is a required minimum
content when using cement or lime. Below
7.3.4 Content of stabiliser this amount of stabiliser one will not
The design content of stabiliser, expressed as a percentage of the dry weight achieve a permanent gain in strength.
of the soil, is determined according to CML tests 1.19, 1.20,1.21 and 1.22
and shall not be less than the minimum content found in the test of Initial Large amounts of stabiliser causes
Consumption of Lime (ICL). Where mixing on the road is employed the excessive crack developments in the
content used in the field shall exceed the design content from laboratory cemented layer.
tests by 1% - point.
7.3.5 Construction
Time limits
It is recommended practice to mix in water Table 7.9 gives the maximum allowed time from the stabiliser has come
to at least OMC of BS-Heavy before
adding the stabiliser, thereby minimising
in contact with the material until compaction and finishing of the layer is
the required time for watering and mixing completed.
after the stabiliser has come in contact with
the material. Table 7.9 Cemented materials, time for completion of the layer
Curing - general
Curing by continuous watering is likely to The cemented layer shall be kept moist and sealed off as soon as possible
cause leaching out of stabilisers in the
surface, there is a risk of detrimental
after completed compaction. Curing is essential for proper gain in strength
wetting/drying cycles to take place and the by preventing drying out of the layer. Curing is also important to prevent
method is overall unlikely to be effective future loss of strength in the cemented material by carbonisation caused
in practice.
by exposure to air. Curing by continuous watering shall be restricted to the
period from completed construction until the curing methods described
below are in place according to the time limits given.
Comments: flexible and able to absorb deficiencies in the strength of sub-layers, and
(contd.) at the same time providing high shear strength. Penetration macadam is
trafficked roads. Penetration macadam particularly well suited on roads with low traffic speed such as urban
can be constructed by the use of labour roads. On roads with high traffic speed a levelling layer of a bituminous
intensive methods and is well suited for
construction in areas with restricted mix will provide the required riding quality.
access by heavy plant and where it is
difficult to perform good layer-work
techniques which are often critical with 7.4.1 Classification
alternative material types.
Classes of bituminous base course materials are shown in Table 7.10.
Table 7.10 Bituminous base course - material classes
C haracteristics
Material class
Name Process Mi xi ng method
D ense bi tumen
D BM Hot
macadam Mi xi ng plant,
Large aggregate mi x Chapter 7.4.2
LAMBS Hot
for bases
Penetrati on On the road, sprayed,
PM C old
macadam Chapter 7.4.3
LAMBS shall comply with the requirements in Table 7.12. The design met-
hod for LAMBS shall be carried out in accordance with /7 - 5/. The design
method for LAMBS requires special equipment for preparation of test
specimens due to the large aggregate size. If such equipment is not available
the material type DBM 40 shall be the alternative for the base course.
The target grading curve is derived from the formula given below. The shape of the
*)
Values of n higher than 0.7 may result in
grading curve shall be such that it falls within the outer limits defined by an n value from segregation and poor workability.
0.4 to 0.7 as specified in Table 7.12. The formulae for the n value is the following:
(100 - F) ( dn 0.075n)
P= +F
(Dn - 0.075n)
where:
P = percentage passing sieve size d (mm)
D = max particle size ( dMAX )
F = filler content
n = a parameter to describe the shape of the grading curve
Comments:
Penetration macadam made by use of a A bituminous mix can be used instead of key stone to provide stability in
bituminous mix instead of key stone gives
the following advantages:
the penetration macadam. The bituminous mix shall meet the
- improved riding quality requirements in Chapter 7.4.2 or /Chapter 10.8/ in the case of hot mixed
- a better surface texture for subsequent material and Chapter 7.4.4 for cold mixed material. The upper nominal
application of a surface treatment,
whereby full waterproofing of the aggregate size of the bituminous mix shall be adjusted as required to
surface is more easily achieved provide sufficient interlocking with the macadam layer. The bitumen
spray rates for penetration, as given in Table 7.13, can be reduced in the
case a bituminous mix is used instead of key stone. Site trials shall be
undertaken to prove that the proposed reduction is possible without
causing instability of the layer.
Cold bituminous mixes for base course, made with foamed bitumen, shall Plastic aggregates may give operational
problems during mixing and laying even
comply with the requirements in Table 7.15. Aggregate for foamed if the requirement of PI max 14% is
bitumen mixes can be natural gravel or crushed materials. The required fulfilled.
moisture content in the mix is determined in the mix design and shall be /Appendix A1- Definitions of Terms/
within the limits given in Table 7.15 at the time of laying. includes the definition of dry density of
mixes where both bitumen and water is
present.
Comments:
Bitumen emulsion mix - BEMIX
When bitumen emulsion is used, as Cold mixed bitumen emulsion for stabilisation of base course layers with
opposed to foamed bitumen, the material
is more sensitive to aggregate properties minimum 3.5% residual bitumen content shall comply with the
such as grading, plasticity index and fines requirements in Table 7.16. Materials with smaller amounts of binder
content and correct moisture content, and
is also more prone to damage by rain. shall be classified as bitumen modified and the design of such materials
shall be carried out in accordance with /7 - 10/.
In many cases the adding of a cement
slurry with 1 - 2% cement may be
beneficial.
7.4.5 Construction
Penetration macadam
Penetration macadam base course normally requires no special preparat-
ion of the underlying surface. Compaction shall be carried out with
vibrating rollers and the number of passes shall be min 3 max 5. The
number of passes after application of keystone shall be min 2 max 4.
Hot mixes
Tack coat of bitumen emulsion shall be applied at a rate giving minimum
0.3 l/m2 residual binder on all joints and surfaces where hot mixed
bituminous base course is laid. The required minimum temperature for
compaction shall be in accordance with /Chapter 10.8.4/.
Material class
Material CML test
properties BEMIX method
Bitumen emulsion mix
Aggregate source Natural gravel or crushed material, free from lumps of clay or other deleterious matter.
1)
PI [%] max 8 before admixture of bitumen 1.2 and 1.3
CBRsoaked [%] min 30 before admixture of bitumen, tested at 95 % MDD of BS-heavy 1.11
Aggregate TFV soaked : min 75% of TFV dry
strength Traffic TLC 3: TFV dry : min 110 kN 2.7
Traffic TLC 1 and lower: TFV dry : min 80 kN
Grading, sieve
sizes [mm] % passing
37,5 100
28 80 - 100
20 60 - 95
10 35 - 70 1.7
5 25 - 50
2 18 - 35
0,425 10 - 25
0,075 5-8
o
E-Modulus [MPa] min 1200, measured by indirect tensile strength, tested at 29 C 3.21
o
Marshall stability [N] min 4500 tested at 40 C
3.18
Marshall flow [mm] 2-4
Moisture content at min: mix design moisture less 1.5% points
1.1
the time of laying [%] max: mix design moisture plus 0.5% points
Type of base bitumen 80/100 or 150/200 penetration grade 3.5
3
Bitumen content Consumption, residual bitumen: 80 to 100 litres per m of compacted material 3.22
Field density min 96% of Marshall dry density
1) It is emphasised that Atterberg limits shall be measured according to CML test methods 1.2, 1.3 and 1.4. These methods follow
BS procuders and utilise BS equipment. Other laboratory test procedures are likely to give results that are not comparable with
the given material requirements.
Comments:
Cold mixes
Subbase made of cemented materials
Tack coat of bitumen emulsion shall be applied at a rate giving minimum will have a bituminous curing membrane
0.3 l/m2 residual binder on all joints and on surfaces towards other and may not require any further
application of tack coat. Subbase made
bituminous layers and between adjacent layers placed in succession of natural gravel can normally receive a
where the same type of material is used. Priming or application of tack bituminous cold mix without use of prime.
coat shall be carried out as required if problems with slippage of the
bituminous base course occur.
Compaction trials
Detailed compaction trials shall be carried out at the beginning of
laying operations and when a new mix formula or production
procedure is introduced. The compaction trial shall show compliance
with mix formulas and demonstrate the adequacy of the proposed
compaction procedures. The compaction trial shall also confirm that
equipment and procedures are adequate for paving at the proposed
layer thickness while achieving satisfactory riding quality and sufficient
density to the bottom of the layer.
Mica
The effect of mica is particularly adverse Muscovite mica (light colour) causes difficulties in achieving compaction
when the mica plates are larger than 0.5 of granular layers and the initial density may decrease in service and
mm diameter. A content higher than 10%
by volume means that the mica is easily promote ingress of water. Biotite mica (black colour) tends to break
detectable at a glance during visual rather than behave like flexing plates in the soil matrix and is therefore of
inspection.
less concern. Contents of muscovite mica above 10% by volume are not
allowed in granular pavement layers. No specific limit is set for biotite mica.
Soluble salts
Testing of electric conductivity is the preferred, simple, method to
/Chapter 6 Problem Soils/. indirectly determine the content of soluble salts in soils and construction
water. Special methods for design and construction of pavements with
presence of soluble salts, including the setting of appropriate design limits,
are discussed in /7-11/.
Fi ll 20 000 20 000 -
No less than four tri al pi ts shall be excavated i n each borrow pi t.
7.6.2 Quarries
All new quarry sites of massive rock shall at the design stage be invest- Existing quarries may be investigated by
igated by core drilling to establish sufficient quantities for the project. The proof drilling, core drilling, trial blasting or
as required depending on site conditions
extent of investigations shall be determined depending on site conditions such as the size of current operations
and the type of project. compared to required future operations for
the project.
Material requirements
Table 7.19 shows the minimum weight per m2 for geo-textiles depending Both cost and quality of geo-textiles are
in general proportional to their weight per
on the site conditions. m2, and the required quality depends on
the maximum particle shape, particle size
and compression strength of the material
to be placed against the geo-textiles.
Comments:
Table 7.19 Geo-textile separating layers required weight per m2
Storage
Geo-textiles made of polypropylene are Geo-textiles shall be kept away from direct sunlight during storage.
particularly sensitive to the effect of direct
sunlight.
Earthworks
Geo-grids may be considered in special cases such as to prevent tensile
failure at the bottom of embankments when crossing soft areas.
Pavements
Use of geo-grids to prevent reflective Geo-grids do not add strength to the pavement structure to an extent that
cracking in pavement rehabilitation works
is discussed in /Chapter 9.4/.
make them economically justified in new pavements. No reductions in
pavement layer thickness shall be made due to the use of geo-grids. Geo-
grids may be considered under special circumstances for use in an
interlayer system to prevent reflective cracking through overlays.
References
7-1 AMERICAN SOCIETY FOR TESTING AND MATERIALS (1987).
Annual Book of ASTM Standards, Vol. 4.08. Philadelphia, USA.
7-2 AUSTRALIAN ASPHALT PAVEMENT ASSOCIATION (1997). Cold
Mix Granular Materials Guide.
7-3 HOSKING, J R and TUBEY, L W (1969). Research on low-grade and
unsound aggregates. RRL Report LR 293. Transport research
laboratory, Crowthorne, London, UK.
7-4 NETTERBERG, F (1985). Pedocretes. From Engineering Geology of
Southers Africa. NITRR report 430 Pretoria, Republic of South Africa.
Chapter 8
Pavement
Design - New
Roads
Project appraisal
Ch
Environment
DESIGN ELEMENTS
Cross Section,
Shoulders and Drainage
Traffic
Subgrade
Ch
Problem Soils
Pavement Design
- New Roads
STRUCTURAL
Bituminous
Surfacings
Gravel Roads
Ministry of Works
Chapter 8
Pavement Design-
New Roads Pavement and Materials Design Manual - 1999
curvature
phase of the cemented subbase can be expected to add considerable
deflection useful life to the pavement because the subbase will then function as a
deformation granular layer of good subbase quality. The use of a cemented subbase
traffic
under granular base courses has a number of additional technical benefits
that include:
n increased in-service strength of the granular base course is realised
n high compacted density of the granular base course can be achieved
by having a firm platform underneath and safe use of slush
techniques is enabled by the low sensitivity to moisture in the subbase
material
n the strength of the subbase is maintained should the drainage of the
pavement be impaired in service for any reason
The use of cemented subbase shall be the preferred method in areas with
scarcity of natural gravel for subbase, provided this is economically equal
to alternative use of crushed materials or importation of subbase from
outside the project area.
than material class C2, however may lead to crack reflection from the granular or cemented
subbase through the bituminous base course and is not a desirable option.
It is considered risky to compromise resistance against deformation of the riding quality
bituminous base course for high resistance against fatigue cracking under
the prevailing temperature conditions in the country. rut depth
Penetration macadam is made by spraying relatively large amounts of time and traffic
bitumen ( 2,0 - 4,0 l/m2) on a layer of coarse aggregate without fines, and
subsequently rolling in a layer of chipping as a key stone to provide Roads with high traffic speed require a
levelling layer made of a bituminous mix
interlocking and stability of the layer. Alternatively a bituminous mix can in order to achieve good riding quality.
be used instead of key stone. The penetration macadam base courses are
exceptionally flexible, and at the same time providing high shear strength.
Penetration macadam effectively arrests crack reflection from underlying
layers when used in overlays. The penetration macadam can be conside- penetration macadam
red a freely draining layer and it is important that the internal drainage of granular or cemented
layers is the dominant mode of distress. Initial block cracking from cemented (preferred)
The design catalogue aims to provide sufficient support for the layer in
the design of the subbase and subgrade and thereby reducing strain, hence
minimising the risk of fatigue cracking in bituminous layers.
Traffic
Climatic zones for the purpose of The Traffic Load Class (TLC) determined according to /Chapter 4
pavement design: /Chapter 2 Traffic/ is input to the catalogue and the classes are shown in Table 8.1.
Environment/.
Pavement materials
Pavement materials used in the design catalogue are those shown in Table
8.2. where references are given to the respective chapters where material
quality requirements are set out.
Surfacing:
B ase course:
S u b b ase:
Urban areas have a large number of The design catalogues specify surfacing types for rural- and interurban
junctions and other areas where
construction of surface treatments is
roads. On all major urban roads, where the base course is not of a
difficult to carry out with good workmanship. bituminous type, consideration should be given to the use of asphalt
concrete surfacing irrespective of traffic loading due to the common
excess of slow moving and turning traffic. This traffic pattern is
unfavourable for the use of surface treatments and may lead to premature
damage of thin surfacings.
Table 8.4 Pavements with granular base course dry or moderate climatic zones
Traffic:
- Traffic Load Classes, including the heavy ( -H )
classes: /Chapter 4/ Base course type:
Subgrade design:
- Design for CBR less than 15%: /Chapter 5/
- Material standards of improved subgrade
layers: /Chapter 5/
Granular
Surfacing design:
- Surface treatments, carriageway:
/Chapter 10.2 to 10.4/
- Shoulders: /Chapter 10.7/
- Asphalt concrete: /Chapter 10.8/
Material requirements:
- Granular or cemented materials for subbase Climatic zones:
layers or base course: /Chapter 7/
- Bituminous surfacings: /Chapter 10/ /Figure 2.1/
Dry / Moderate
Heavy Traffic Load Classes (-H) apply for
E80 >0.2 million under conditions where Traffic Load Classes (million E80)
more than 50% of E80 comes from axles < 0.2 0.2 - 0.5 0.5 - 1.0 1-3 3 - 10 10 - 20 20 - 50
loaded to above13 tonnes. TLC 02 TLC 05 TLC 1 TLC 3 TLC 10 TLC 20 TLC 50
For the heavy Traffic Load AC
Surfacing
as as as 100mm
(not below below below AC
Classes (TLC 05-H to TLC 20-H ) 50mm
applicable)
AC
General requirements 50mm
ST ST ST ST ST
150mm 150mm
Classes (TLC 05-H to TLC 20-H ) 125mm as as
(not
below below
applicable) CRS CRS CRR
2)
150mm 150mm 150mm 150mm 150mm 150mm
General requirements
G60 G80 G80 CRS CRR CRR
150mm
+
150mm
G45 G45 C1
G25 G45 C1
Table 8.5 Pavements with granular base course wet climatic zones
Traffic:
- Traffic Load Classes, including the heavy (-H )
lasses: /Chapter 4/ Base course type:
Subgrade design:
- Design for CBR less than 15%: /Chapter 5/
- Material standards of improved subgrade
layers: /Chapter 5/
Granular
Surfacing design:
- Surface treatments, carriageway:
/Chapter 10.2 to 10.4/
- Shoulders: /Chapter 10.7/
- Asphalt concrete: /Chapter 10.8/
Material requirements:
- Granular or cemented materials for subbase Climatic zones:
layers or base course: /Chapter 7/
- Bituminous surfacings: /Chapter 10/ /Figure 2.1/
Wet
Heavy Traffic Load Classes (-H) apply for
E80 >0.2 million under conditions where
Traffic Load Classes (million E80)
more than 50% of E80 comes from axles < 0.2 0.2 - 0.5 0.5 - 1.0 1-3 3 - 10 10 - 20 20 - 50
loaded to above13 tonnes. TLC 02 TLC 05 TLC 1 TLC 3 TLC 10 TLC 20 TLC 50
For the heavy Traffic Load AC AC
Surfacing
as as AC 100mm 100mm
Classes (TLC 05-H to TLC 20-H ) (not below below
50mm
applicable)
AC AC
General requirements 50mm 50mm
ST ST ST ST
150mm 150mm
Classes (TLC 05-H to TLC 20-H ) 125mm as as
(not
below below
applicable) CRS CRR CRR
150mm
+
150mm
Traffic:
- Traffic Load Classes, including the heavy ( -H )
classes: /Chapter 4/ Base course type:
Subgrade design:
- Design for CBR less than 15%: /Chapter 5/
- Material standards of improved subgrade
layers: /Chapter 5/
Cemented
Surfacing design:
- Surface treatments, carriageway:
/Chapter 10.2 to 10.4/
- Shoulders: /Chapter 10.7/
- Asphalt concrete: /Chapter 10.8/
Material requirements:
- Granular or cemented materials for subbase Climatic zones:
layers or base course: /Chapter 7/
- Bituminous surfacings: /Chapter 10/ /Figure 2.1/
All
Heavy Traffic Load Classes (-H) apply for
E80 >0.2 million under conditions where
Traffic Load Classes (million E80)
more than 50% of E80 comes from axles < 0.2 0.2 - 0.5 0.5 - 1.0 1-3 3 - 10 10 - 20 20 - 50
loaded to above13 tonnes. TLC 02 TLC 05 TLC 1 TLC 3 TLC 10 TLC 20 TLC 50
AC
Surfacing
AC
General requirements 50mm
ST ST ST ST ST
CM CM
125mm 150mm
+ +
125mm 150mm
AC AC
50mm 50mm
ST ST ST ST ST
125mm
+
125mm
200mm 200mm 200mm
150mm 150mm 150mm CM
G45 G45 CM
G45 G45 G45 CM
AC AC
AC AC 100mm 100mm
50mm 50mm
ST ST ST
Base course
150mm
125mm +
+ 150mm
125mm
200mm C1
150mm 150mm 150mm 150mm C1
CM
G45 G45 CM CM CM CM
Comments: References
8-1 AUSTROADS (1992): Pavement Design: A guide to the structural
design of road pavements. Sydney, Australia.
8-2 BOTSWANA ROAD DESIGN MANUAL (1994). Draft Volume 3,
Materials and Pavement Design. Ministry of Works, Transport and
Communications, Roads Department. Republic of Botswana.
8-3 COMMITTEE OF STATE ROAD AUTHORITIES. TRH 4 (1997):
Structural design of flexible pavements for interurban and rural roads.
CSRA, Pretoria, Republic of South Africa.
8-4 HIGHWAY RESEARCH BOARD (1962). The AASHO Road Test.
Report 5, Pavement Research. Highway Research Board Special
Report No. 61E. National Research Council, Washington DC, USA.
8-5 MITCHELL, R L, C P VAN DER MERWE and H K GEEL (1975).
Standard Flexible Pavement Design For Rural Roads with Light to
Medium Traffic. Republic of Zimbabwe.
8-6 ROAD DESIGN MANUAL (1987). Part III, Materials and Pavement
Design for New Roads. Ministry of Transport and Comm., Roads
Department. Republic of Kenya.
8-7 ROLT, J (1994). The performance of a full scale road pavement design
experiment in Jamaica. In: Proc. of Institution of Civil Engineers.
Transport. August 1994.
8-8 SOUTHERN AFRICAN TRANSPORT AND COMMUNICATION
COMMISSION - SATCC (1998). Draft: Code of Practice for the
Design of Road Pavements. CSIR, Pretoria, South Africa, for SATCC.
8-9 TRANSPORT RESEARCH LABORATORY (1993). A guide to the
structural design of bitumen-surfaced roads in tropical and sub-
tropical countries. Overseas Road Note No. 31. TRL, Crowthorne, for
ODA, London, UK.
8 - 10 YODER E J, WITCZAK M W (1975). Principles of pavement design.
Second edition. A Wiley-Interscience Publication, USA and Canada.
Chapter 9
Pavement
Rehabilitation
Project appraisal
Ch
Environment
DESIGN ELEMENTS
Cross Section,
Shoulders and Drainage
Traffic
Subgrade
Ch
Problem Soils Pavement Design-
STRUCTURAL
New Roads
Bituminous
Surfacings
Gravel Roads
Ministry of Works
Chapter 9
Pavement Rehabilitation
Pavement and Materials Design Manual - 1999
Carry out structural surveys as Carry out detailed condition survey Assess each homogenous section
required based on the detailed if required in accordance with according to /Fig 9.2/
condition survey /Fig. 9.2/
Re-assess demarcation into Carry out pavement rehabilitation Combine sections with similar
homogenous sections based on all design for each homogenous rehabilitation measures into
available data section practical lengths for construction
Comments: Traffic
Start projection
/Chapter 9.1.2/
Any possibilities
YES Section with of salvaging the NO
only localised pavement ?
distress ?
Establish the cause of the
localised distress, if necessary
carry out additional field NO YES
testing.
NO Carry out detailed condition Determine
Section with surveys: subgrade CBR
no distress ? - rutting /Chapter 5/
Traffic YES - roughness
projection - surface defects
NO /Chapter 9.1.4/
/Chapter
9.1.2/
Section with
YES only surface
defects ?
Desk study
A desk study shall always be carried out to gather available information
about the road section, which may include:
n as-built data including construction records and information about
geometry and drainage
n maintenance records
n data from previous traffic counts and axle load surveys
n data from previous investigations such as measurements of deflection,
DCP, rutting, roughness, surface defects, sampling, rutting,
roughness, cracks, and others
n data on climate, geology and topography
Initial assessment
Initial assessment of the road shall be carried out before the schedules for
condition surveys or structural surveys are being established. Initial asses-
sment includes visual inspection and examination of data obtained in the
desk study. The objectives of the initial assessment are those given below.
A. Initial assessment shall establish the length of sections with :
n no significant problems
n localised distress clearly related to specific problems such as poor
drainage, expansive subgrade soils, or others
n distress obviously related to the surfacing only
n possibilities of inadequate structural strength
n obviously no possible salvage of the existing pavement hence full
reconstruction is the only possible rehabilitation measure
B. Initial assessment shall provide:
n rutting
n surface defects
n potholes
n cracks, all cracks and wide cracks >3 mm
n loss of stones (ravelling)
n patches
n roughness
n shoulder conditions
n drainage conditions
Structural surveys
Structural surveys shall be scheduled according to Chapter 9.1.4 Extent
of investigations and include collection of one or more of the following data:
n Dynamic Cone Penetrometer (DCP)
n maximum surface deflection with Benkelman beam (8175 kg axle) or
equivalent equipment approved by the Ministry of Works, correlated
back to Benkelman beam measurements
n pit logs and laboratory tests of samples such as moisture content,
grading, Atterberg limits, CBR, or others as required
Min test
frequency [m]
Test
Scheme Scheme
A B
500 1000
D C P, the si de wi th hi ghest rutti ng
values mi n 3 per
homogenous
secti on
Structural
surv ey s Maxi mum surface deflecti on,
measured on the si de wi th hi ghest 100 200
rutti ng values, i n outer wheel path only
Test pi ts excavated to desi gn depth as
defi ned i n /Chapter 5.1/.Pi t log, testi ng 1000 2000
of C BR, i ndi cators, moi sture content
The test frequenci es are the mi ni mum acceptable. Addi ti onal tests may be requi red
dependi ng on si te condi ti ons and i n the case of anomali es i n the tested values. The
demarcati on of homogenous secti ons may be revi sed after analysi s of the test results.
Distress criteria for use in pavement evaluation are given in Table 9.3.
The following is the meaning of the terms sound, warning and severe
in the condition rating:
n sound: adequate condition
n warning:uncertainty exists about the adequacy of the condition
n severe: inadequate condition
C ondition rating
Potholes < 0.01% 0.01% > 0.2% < 0.01% 0.01% > 0.1%
- 0.2% - 0.1%
All cracks < 20 20 - 50 > 50 < 10 10 - 30 > 30
Surface defects Wi de cracks
[% of
carri ageway >3mm [i n % < 20 20 - 50 > 50 < 10 10 - 30 > 30
area] of all cracks]
YES
YES
Structural number method /Chapter 9.2.2/, or (for confirmation) Maximum deflection method /Chapter 9.2.1/
Mechanistic method /Chapter 9.2.3/
Comments:
Figure 9.3 Interpretation of pavement data
Determine expected pavement Past E80 larger YES Maximum deflection method
life (total E80) than expected does not apply.
/Fig. 9.5/ pavement life?
NO
NO
Traffic Comments:
Required traffic parameters for input in the design method are the
following:
n estimated past cumulative traffic loading carried by the pavement
since construction or its last structural rehabilitation (in millions E80)
n design traffic loading (future) determined according to /Chapter 4
Traffic/.
Residual life
The residual life of the pavement is the difference between expected pave- In specialised investigations of
ment life and past cumulative traffic loading. pavements without remaining structural
life it is possible to study the relationship
Residual life (E80) = expected life (E80) past cumulative traffic loading (E80). between rutting and deflection and
respectively roughness and deflection
in order to establish distress criteria for
If the past cumulative traffic loading is larger than the expected pavement that particular pavement structure. Such
life, i.e. negative residual life, then the maximum deflection method shall investigations and rehabilitation designs
are only supplementary to the design
not be applied. method using structural number.
If the residual life is larger than the future design traffic loading, then
strengthening of the pavement is not required.
Target deflection
The target deflection is the maximum deflection value that would give a
pavement life sufficient to carry the cumulative past traffic loading plus
the design traffic loading (desired pavement life) without overlay.
Design charts
Design charts giving the relationship between deflection and pavement
life (traffic loading) are presented in Figure 9.5 and Figure 9.6 where the
design line for a 90% confidence in achieving life is marked. The two
figures are valid for pavements with a granular base course and lightly
cemented base course respectively.
In Figure 9.5 the use of the design chart is shown by aid of an example.
The key parameters are as given in Table 9.5 with letter symbols referring
to positions in the chart.
Comments: Table 9.5 Design parameters used in the deflection design charts
Maximum deflection is determined under an axle load of 8175 kg using dual wheels.
Maximum deflection is determined under an axle load of 8175 kg using dual wheels.
116
103
90
77
64
51
39
26
13
0.2 0.3 0.5 1.0 1.5 2.0 3.0 5.0 10 15 20 30
Equivalent standard axles, E80 [ x 106 ]
Required strengthening
The required strengthening is determined by using Figure 9.7 with the An example of a target deflection of 0.53
target deflection and the measured design deflection as input data. SNdiff mm and a measured design deflection of
0.77 mm is shown in Figure 9.7. This gives
shall be determined by interpolation in the chart. a required strengthening of SNdiff = 1.00,
corresponding to a required asphalt
concrete overlay of 60 mm determined
from Table 9.9.
St
ru
0.8 ct
ur
al
Target deflection [ mm ]
50 nu
0. m
0.80 be
0 r,
0.6 1.2 S N
.60
di
ff
1
2.20
0.4
0.2
Comments: n CBR and indicator testing of samples taken from the road
n in-situ strength measured with DCP
n measurement of layer thicknesses in the existing pavement with DCP
combined with excavation of test pits
9.3.1 Overlays
Applicability
Wherever possible the drainage of the Overlays are used for the following purposes:
existing pavement shall be improved a
year before overlay is scheduled to take n to add sufficient structural strength so the pavement can carry the
place. future traffic in the design period
n to restore the riding quality of the pavement
Overlays shall not be used under the following conditions:
n on severely cracked pavements where there is a risk of early crack
reflection through the new layers. Methods to minimise the risk of
crack reflection are given in Chapter 9.4
n on pavements with deformation (shoving) in bituminous layers unless
repair or removal of the deformed material is carried out Chapter 9.3.2
Pavements that exhibit shoving in n where there is uncertainty about the performance of the overlay due to
existing bituminous layers must be
repaired or replaced prior to placing an defects in the existing base course or in patches in the existing pavement
overlay.
Materials
Material types selected for overlays shall meet the requirements given in
the design catalogue Chapter 8 Pavement design - New Roads and in
Chapter 7 Pavement Materials. Material coefficients (a) for pavement
and subgrade materials are given in Table 9.6.
Overlay design
When an overlay is placed, restoring of the drainage system shall always
be included.
The general requirement for layer thicknesses is that dMAX shall not exceed
2
/3 of the compacted layer thickness. Table 9.9 gives alternative overlay
designs for varying degrees of required strengthening.
Table 9.8 Material coefficients (a) for new pavement layers Comments:
Material
Ty pe of material
coefficient (a)
Surfacing:
Asphalt C oncrete surfaci ng (AC ) 0.40
B ase course:
Bituminous base course, BEMIX, FBMIX, DBM, LAMBS 0.30
Penetrati on macadam, PM 0.25
C ement or li me stabi li sed materi als, C 2 0.20
C ement or li me stabi li sed materi als, C 1 0.15
C ement or li me modi fi ed materi als, C M 0.11
Granular, crushed base course materi als, C RR 0.15
Granular, crushed base course materi als, C RS 0.14
Natural gravel base course, G80 0.13
Natural gravel base course, G60 0.12
S u b b ase:
C ement or li me stabi li sed materi als, C 2 0.20
C ement or li me stabi li sed materi als, C 1 0.15
C ement or li me modi fi ed materi als, C M 0.11
Granular, crushed materials used for subbase, CBR>45 0.11
Natural gravel subbase, G45 0.11
Natural gravel subbase, G25 0.10
Subgrade:
Natural gravel for i mproved subgrade, G15 0.09
All selection of surfacing type and base course material type shall meet
the requirements for the respective traffic load class given in /Tables 8.4/
to 8.8 in /Chapter 8 Pavement Design - New roads/.
Overlay alternatives
*) Select the nearest of the given values for SN diff
SN diff
*) Asphalt concrete Bituminous mix Penetration Granular base
overlay for base course 1) macadam 2) course 3)
ST
0,50 AC 40 mm PM 30 50 mm
ST
0,75 AC 50 mm PM 30 50 mm
ST
ST
ST
CRR 150 mm
1,00 AC 60 mm Bit. 80 mm PM 60 100 mm
AC 50 mm
PM 30 50 mm
alternatively: ST
1,25 ST
ST
AC 50 mm
AC 50 mm
PM 60 100 mm
Bit. 60 mm
ST
1,50 alternatively: alternatively:
ST ST
CRR 200 mm
AC 100 mm Bit. 120 mm PM 80 125 mm
AC 50 mm AC 50 mm
Bit. 80 mm PM 60 100 mm
alternatively: alternatively: AC 50 mm
1,75 ST ST
PM 30 50 mm
CRR 200 mm
AC 120 mm Bit. 140 mm PM 60 100 mm
AC 50 mm
PM 80 125 mm
alternatively:
ST
2,00 AC 50 mm
PM 60 100 mm
AC 50 mm
CRR 200 mm
Bit. 100 mm PM 60 100 mm
AC 50 mm
PM 80 125 mm
alternatively:
2,25 ST
AC 50 mm PM 60 100 mm
1)
The appropriate type of bituminous base course shall be selected depending on
traffic load class according to /Table 8.7/ in /Chapter 8 Pavement Design - New
Roads/.
2)
Best suited for roads with low traffic speed such as urban roads. For roads with
high traffic speed a levelling course made of a bituminous mix may be necessary to
provide satisfactory riding quality.
3)
Limited to the conditions given in /Tables 8.4/ and /8.5/ in /Chapter 8 Pavement
Design - New Roads/ with regards to traffic loading and climate.
Consideration shall be given to reprocessing of the existing pavement.
General
Partial reconstruction is reprocessing or removal of material from the
existing pavement to let the existing pavement form either base course or
subbase in the new pavement. Whether the existing pavement forms a
new base course or a new subbase depends on:
n the material properties of the existing pavement layers
n the condition of the existing pavement
n the strength requirements for the new pavement
n any required adjustments of road levels
The pavement design catalogue, /Tables 8.4/ to /8.8/ in /Chapter 8 Pave-
ment design - New Roads/ shall be used for selection of pavement layers.
Comments: n increasing the thickness of the asphalt overlay will delay the crack
reflection through new layers, but carries risks of not being cost
effective if the time until crack reflection proves to be shorter than
expected
n individual sealing of cracks may be effective in cases where traffic is
low, cracks are few and considered not very active
n provision of a thick granular overlay (new base course) before placing
the asphalt surfacing
Interlayer systems
The success of grids for reinforcement There is a considerable number of specialised systems available for
in pavement rehabilitation depends on
whether the grid, and surrounding prevention of crack reflection in overlays. These include the use of:
materials, can mobilise sufficient stress
before strain at existing cracks causes n geo-textiles impregnated with binder
reflection through the overlay. The
possibility of crack reflection at the edge
n reinforcement by the use of grids
of the grid should also be considered, and
whether or not the grid will obstruct
n combinations of geo-textiles and grids
recycling of the pavement at a later time. n interlayer systems with thin sand asphalt
n surface treatment with modified or conventional binder before placing
the overlay
n a membrane made of polyester threads or glass fibre in combination
with a bituminous binder
n specialised binders or mix designs, or special materials such as fibres,
in the overlay mix
n reprocessing of the existing asphalt surface by the aid of heating
Any specialised method under consideration shall be assessed together
with conventional alternatives to select the most cost effective and
technically appropriate option. Any modification of the overlay mix itself
shall not compromise the ability of the layer to withstand plastic
deformation under traffic.
References Comments:
Chapter 10
Bituminous
Surfacings
Project appraisal
Ch
Environment
DESIGN ELEMENTS
Cross Section,
Shoulders and Drainage
Traffic
Subgrade
Ch
Problem Soils Pavement Design-
STRUCTURAL
New Roads
Bituminous
Surfacings
Gravel Roads
Ministry of Works
Chapter 10
Bituminous Surfacings
Pavement and Materials Design Manual - 1999
10.1 Priming
10.1.0 General
Priming must not be confused with The purpose of priming is to prepare a completed surface of unbound
applying a membrane of bitumen base course materials to receive a bituminous surfacing and to protect the
emulsion for curing of cemented base
courses, where the purpose is to seal off base course from any damage until the surfacing is in place. This is done
the layer, but with no penetration of the by spraying a light cutback bitumen to bind the surface of the base course
bituminous material into the surface.
/Chapter 7.3 Cemented Materials/. and to penetrate into the surface.
Construction
Required prime spray rates will normally Spray rates of prime shall be determined on site as required. The surface
be between 0.7 l/m2 and 1.0 l/m2, in special shall be cleaned of loose material by the use of sweeping or blowing with
cases of an absorbent base course, up to
1.2 l/m2. compressed air as required. Light dampening with water prior to priming
may be beneficial, but no excessive or repeated watering shall be allowed.
Crusher dust or a suitable sand shall be spread at a rate of 0.005 m3/m2 Comments:
where temporary passage of traffic is necessary or if there is a risk of the
prime being picked up on tyres when applying subsequent layers.
Li ght traffi c
3.0 (total) 2.3 (total) 1.6 1.3
A A D T < 200
Medi um traffi c
2.5 (total) 1.9 (total) 1.3 1.0
AAD T 200-1000
Heavy traffi c
2.1 (total) 1.7 (total) 1.1 0.8
A A D T > 1000
Conversions from hot spray rate in volume (litres) to tonnes for payment
purposes shall be made for the bitumen density at a spraying temperature
of 180oC. For planning purposes a hot density of 0.90 kg/l shall be
assumed until reliable data for the particular bitumen are available.
Comments: requirements for the aggregate. The Average Least Dimension (ALD) of
The following ranges of ALD can be the aggregate shall be determine as described in /Appendix A8.6/ and
expected for aggregates meeting the
requirements for grading and Flakiness expressed in mm.
Index:
- Nominal size 20 mm:
ALD range 10.5 mm to 14 mm Table 10.2 Aggregate requirements for surface dressing
- Nominal size 14 mm:
ALD range 7.5 mm to 10 mm Material N ominal aggregate siz e
- Nominal size 10 mm: property
ALD range 5.5 mm to 7 mm Sieve siz e 20 mm 14 mm 10 mm 7 mm
- Nominal size 7 mm: [ mm ]
Grading, [ % passing ]
ALD of 7 mm chipping, and smaller, need
not to be determined for surfacing design
purposes.
25 100
20 85 - 100 100
14 0 - 30 85 - 100
10 0-5 0 - 30 85 - 100 100
6.3 - 0-5 0 - 30 80 - 100
5 - - 0-5 0 - 40
2.36 - - - 0-5
0.425 < 0.5 < 1.0 < 1.0 < 1.5
0.075 < 0.3 < 0.5 < 0.5 < 1.0
Flaki ness Index max 20 max 25 max 30
TFV d ry AAD T > 1000: mi n 160 kN
AAD T < 1000: mi n 120 kN
TFV s o a k e d 2 4 hr s
mi n 75% of the correspondi ng TFVd ry
C ML tests 2.4 and 2.7 are referred to.
10.2.3 Binder
Type of binder
Successful use of cutback bitumen Penetration grade bitumen of types 80/100 or 150/200 shall be used for
requires special measures during
construction, such as introducing
surface dressing unless specific site conditions require use of other grades
considerable delays between application of bitumen. Bitumen types that contain solvents, such as MC3000 cut-
of successive layers in order to prevent back bitumen, are only required for surface dressing laid under cold
prolonged bleeding of the surfacing.
Closure to traffic to prevent early loss of conditions at temperatures below 15 0C. Such conditions are only
chipping may be necessary if the softer expected to occur in regions at high altitude.
cutback bitumen is unable to hold the
chipping in place initially.
Correction of spray rates for the type of binder
The design procedure in this manual Bitumen spray rates shall be increased by 10% in the applications where
does not allow for the use of bitumen
emulsion as binder. This type of binder MC3000 cutback bitumen is used in surface dressing. The 10% increase
requires special design procedures /10 of spray rates when using MC3000 is made to compensate for loss of
-3/ due to the very low viscosity of the
binder at the time of spraying.
solvents in cutback bitumen. Such correction of the bitumen spray rates
shall not be carried out for penetration grade bitumen such as 80/100 or
150/200.
10.2.4 Traffic
The base bitumen spray rates are given as a function of the AADT, which
shall be the traffic volume immediately after the surface dressing is
opened to traffic. The following is assumed in the surfacing design:
n surfaced width is minimum 6 m
n the road has one lane in each direction
n AADT is made up of traffic figures approximately equal in each
direction, i.e. not a larger difference than a 60/40% distribution
n there is minimum15% heavy vehicles in the traffic flow
For roads with a surfaced width of less than 6 m, the traffic figure AADT
+ 50% shall be used as input in the surfacing design. For roads with more
than one lane in each direction (dual carriageway) and for roads where
traffic volumes in each direction are more unequal than a 60/40%
distribution, the traffic data shall be assessed separately and consideration
given to the use of different spray rates for the respective lanes.
Correction of the bitumen spray rates shall be carried out as prescribed in
Chapter 10.2.5 and Chapter 10.2.6 for roads with less heavy traffic than
15% and for special load conditions such as climbing lanes.
Areas that will receive excessive construction traffic shall be assessed Heavy vehicles are defined as having
specially and may require reduced bitumen spray rates. Special an un-laden weight of more than 3
tonnes, or buses with a seating capacity
conditions, such as sections of new road which will remain un-trafficked of 40 or more /Chapter 4 Traffic/.
for a long time after the seal is placed constructed, shall be assessed
separately and may require increased bitumen spray rates or preferably
application of an emulsion fogspray Chapter 10.2.9.
Comments: Table 10.3 Bitumen spray rates, single surface dressing and reseals
AAD T 1)
1)
B asic hot bitumen spray rate [l/m2 ]
Worked Example
/Appendix A8. 6/ < 50 0.19 x ALD 2)
1) Assumed a two lane road, mi n 6 metres wi de. Chapter 10.2.4 refers for correcti on of
traffi c fi gures for di fferent cross secti ons.
2) ALD is measured in mm. Assume ALD=5 mm if chipping with nominal size of 7 mm is used.
C orrection of bitumen
spray rates [l/m2]
Site conditions
14 mm 10 mm
aggregate aggregate
Underlyi ng surface:
2nd layer 10 7
1s t layer 20 14
1) The coarse surfaci ng type i s preferred on roads wi th hi gh traffi c, or i f the base course
materi al has a soft surface causi ng consi derable embedment of the aggregate i nto the
base course. The use of the coarse type wi ll i n such cases carry less ri sk of achi evi ng
i ncorrect bi tumen spray rates causi ng ei ther heavy bleedi ng or loss of stones.
2) The fi ne surfaci ng type forms a thi nner seal, best sui ted where traffi c volumes are low. It
i s cheaper to construct than the coarse type due to lower consumpti on of materi als. On
roads wi th very low traffi c the coarse type wi ll requi re consi derable quanti ti es of
bi tumen to perform sati sfactori ly, renderi ng the fi ne type more economi cal.
AAD T 1)
1)
B asic hot bitumen spray rate [l/m2 ]
< 50 0.17 x ALD 2)
1) Assumed a two lane road, min 6 metres wide. Chapter 10.2.4 Refer to correction of
traffi c fi gures for di fferent cross secti ons.
2) ALD is measured in mm.
C orrection of bitumen
spray rates [l/m2 ]
Site conditions
20 mm 14 mm
aggregate aggregate
Underlyi ng surface:
10 mm aggregate 7 mm aggregate
C orrection of bitumen
spray rates [l/m2]
Site conditions
10 mm 7 mm
aggregate aggregate
C arri ageway wi th less than 15% heavy
+ 0.2 + 0.1
vehi cles
Pre-coated aggregate *)
- 0.1 - 0.1
*) In cases where the aggregate i s pre-coated, no correcti on shall be made for dusty or
absorbent aggregate. C orrecti ons when usi ng emulsi on fogspray are descri bed i n
Chapter 10.2.9.
New construction
The Otta Seal can be constructed in a single or double layer and may be The combination of a single Otta Seal
with a sand cover seal is particularly
followed by a sand cover seal. Single Otta Seals without a sand cover seal economical for roads with low and medium
shall not be used as permanent seals in new construction unless limited traffic volumes. Double Otta Seals are
warranted for roads with higher traffic.
service life is desired such as for temporary seals e.g. on diversions.
Maintenance
Otta Seals of any type, including single Otta Seals, can be used for Single Otta Seals are normally used for
maintenance resealing or as temporary
maintenance resealing. seals.
Table 10.9 gives the criteria for selection of bitumen type and spray rates Comments:
for Otta Seals. No special design procedure is required for Otta Seals used
on shoulders. No correction of bitumen spray rate shall be made to
compensate for solvents in cutback bitumen in the design of Otta Seals.
80/100 penetration grade bitumen shall not be used in Otta Seal unless softened or cut back to meet the above requirements.
Softening to make 150/200: 3% - 5% softener is mixed with 95% - 97% 80/100 pen. grade bitumen. Softener can be a
purpose-made petroleum destillate, alternatively engine oil, old or new.
The cutback bitumen grades can be made by blending 150/200 pen. grade bitumen on site using the following proportions:
MC3000: 5% - 8% kerosine mixed with 92% - 95% 150/200 pen. grade bitumen
MC800: 15% - 18% kerosine mixed with 82% - 85% 150/200 pen. grade bitumen
If the cutback grades are made directly from 80/100 pen. grade bitumen, then an additional 3% - points kerosine shall be used.
Diesel shall not be used for cutting back to MC grades. Circulation in the tank shall be carried out at least 1 hour after mixing.
Proper safety procedures shall be adhered to in the case cutting back on site is being done.
2
Type of Otta Seal Hot bitumen spray rates for un-primed base course [l/m ]
2nd layer 1,5 1,6 1,7 AADT<100: 1.8
Double
1st layer 2) 1,6 1,7 1,9 AADT<100: 2.0
Alt. fine sand 0,7 0,7 0,6
Single, with a Alt. Crusher
sand cover seal dust or coarse 0,9 0,8 0,7
river sand
1st layer 2) 1,6 1,7 1,9 AADT<100: 2.0
Single 2) 1,7 1,8 1,9 AADT<100: 2.0
Maintenance reseal (single) 1,5 1,6 1,7 AADT<100: 1.8
2
2) On a primed base course the spray rate shall be reduced by 0.2 l/m in the first layer.
2
Notes: - Where the aggregate has a water absorbency more than 2%, the spray rates shall be increased by 0.3 l/m .
- Binder for the sand cover seal shall be: MC3000 for crusher dust or coarse river sand, MC800 for fine sand.
3 2
Type of seal Aggregate spread rates [m /m ]
Otta Seals 0.013 - 0.016 0.013 - 0.016 0.016 - 0.020
Sand cover seals 0.010 - 0.012
Rolling and after-treatment:
- On the day of construction: 1 pass with static steel roller + 15 passes with pneumatic roller.
- For the next two days after construction: 1 pass with static steel roller + 15 passes with pneumatic roller.
- Two weeks after contruction: Sweep off any excess stones.
Aggregate requirements
The aggregate for sand seals shall be clean, non-plastic river sand or crusher
dust made from fresh crushed rock or boulders, free from organic matter
or lumps of clay. The grading requirements are given in Table 10.10.
10 100 100
5 85 - 100 85 - 100
1.18 20 - 60 20 - 80
0.425 0 - 30 -
0.300 0 - 15 -
0.150 0-5 0 - 30
Table 10.11 Bitumen and aggregate application rates for sand seals
Construction Comments:
Priming is not essential when using sand seals in new construction. If
prime is omitted then the preparation of the base course shall be done in
accordance with Chapter 10.1 Priming prior to construction of the sand
seal.
The sand seal shall receive the maximum possible rolling with pneumatic Sand may be applied by hand or by the
use of mechanical chip spreaders. When
tyred rollers within the first 2 days after spraying. A minimum period of 2 spreading by hand the sand layer should
months shall elapse between application of successive layers, during be levelled by brooming prior to rolling.
Sand seals should be opened to traffic
which time the road shall be open to traffic. immediately after construction.
10 100
5 100 85 - 100
2 85 - 100 50 - 90
1.18 60 - 90 32 - 70
0.425 32 - 60 20 - 44
0.150 10 - 27 7 - 20
0.075 4 - 12 2-8
Laboratory test C ML 1.7 i s referred to.
Binder
The binder for slurry shall be a bitumen emulsion suitable for the purpose
in accordance with manufacturers specifications and the relevant
AASHTO Specifications.
Construction
Slurry seals can be mixed and placed Slurry sealing work shall not be carried out if rain is threatening. The
using labour based methods, but self-
propelled combined mixing and laying
treated areas shall be closed to traffic until the emulsion has broken and
machines are preferred for large scale traffic does not pick up the seal or form tracks in the layer.
operations. The layer can be trafficked
soon after the emulsion has broken and On roads with of less than 100 vehicles per day per lane the slurry seal
the seal has dried.
shall be rolled with pneumatic tyre rollers as soon as the equipment can
enter the sealed area without picking up the slurry on the tyres.
allow dilution down to a bitumen content of 30% and have properties Comments:
suitable for the purpose of surface enrichment in respect of stability and
rate of break.
Construction
The emulsion shall be diluted to a bitumen content of max. 40% before Spray rates for surface enrichment will
normally fall between 0.7 l/m2 and 1.3 l/m2
spraying. If site conditions require a heavier rate of bitumen, then this per application. Use of high spray rates
shall be achieved by repeated spraying and not the use of a higher bitu- carries risk of run-off to the shoulders.
men content in the emulsion. If break of the emulsion takes place on the
top of the aggregates without flowing down to the bottom of the
surfacing, then watering shall be done prior to spraying, alternatively
further dilution of the emulsion as required. The spray rate shall be
determined on site depending on weather conditions, rate of dilution,
surface texture, crossfall, gradient and traffic conditions. A hot, dry
surface and a high bitumen content in the emulsion can cause break of the
emulsion on top of the aggregate without flowing into the surfacing as
necessary to perform its function causing picking up of aggregate and a
slippery surface.
Surface enrichment work shall not be carried out if rain is threatening. The
treated areas shall be closed to traffic until the emulsion has fully broken.
Any collection of emulsion in depressions shall be sanded off as required.
Otta seals
Where an Otta seals is used on shoulders, the seal shall be designed
according to Chapter 10.3.
The filler shall be hydrated lime, Portland cement, limestone dust or other suitable types proven to
Requirements for the filler give acceptable results in AC mixes under the prevailing conditions. 1.7
% passing 0.075 mm: 70 - 100 %, all material shall pass the 0.600 mm sieve size
Grading, sieve sizes
[ % passing ]
[mm]
28 100
20 80 - 100 100
14 60 - 80 85 - 100 100
10 50 - 70 72 - 94 85 - 100
5 36 - 56 52 - 72 55 - 72
2,36 28 - 44 37 - 55 38 - 57 1.7
1,18 20 - 34 26 - 41 27 - 42
0,600 15 - 27 16 - 28 18 - 32
0,300 10 - 20 12 - 20 13 - 23
0,150 5 - 13 8 - 15 9 - 16
0,075 2-6 4 - 10 4 - 10
Bitumen type
Normal loading conditions: 60/70 or 40/50 penetration grade
3.5
Severely loaded areas: Chapter 10.8.2 40/50 penetration grade, or modified binders
Marshall (2x75 blow)
mix requirements
Severely loaded areas: min 9000 Chapter 10.8.2
Traffic TLC 20 and TLC 50: min 8000 max 18000
Stability [N]
Traffic TLC 10 and TLC 3: min 7000 max 15000
Traffic TLC 1 and lower: min 4000 max 10000
Flow [mm] min 2 max 4 3.18
Air voids [%] min 3 max 6
Voids in Mineral Aggregate [%] min 14 for AC 20 min 15 for AC 14 min 16 for AC 10
Refusal lab. compaction Air voids shall be min. 3% after refusal lab. compaction for severely loaded areas Chapter 10.8.2 . 3.20
o
Indirect tensile strength [kPa] min 800 tested at 25 C 3.21
Imersion index [%] min 75
Typical mix proportions for asphalt concrete are presented in Table 10.14.
The given nominal mix proportions are for tendering purposes, exact
proportions shall be determined after Marshall design procedures.
Admixture of separate filler made of hydrated lime can improve antistrip- Comments:
ping properties, and is desirable especially when granitic aggregates are Excessive amounts of hydrated lime in
the filler is undesirable as it gives a brittle
used. The amount of hydrated lime in the filler shall not exceed 1.5 % - mix with poor durability.
points. The total percentage of filler shall fall within the grading envelopes
Coral rock can be used as aggregate for
given in Table 10.13. AC. However, careful selection of
materials and normally addition of fines
from a separate source, is required for
utilisation of this aggregate type.
10.8.4 Construction
General
Asphalt concrete shall be laid by the use of pavers and accepted good
procedures for this type of work.
Tack coat
Tack coat of bitumen emulsion shall be applied at a rate of min. 0.3 l/m2
residual binder on all joints and surfaces where AC is laid.
Compaction trials
Detailed compaction trials shall be carried out at the beginning of paving
operations and when a new mix formula or production procedure is
introduced. The compaction trial shall show compliance with mix
formulas and demonstrate the adequacy of the proposed compaction
procedures.
60 - 70 90
40 - 50 100
Comments: References
10 - 1 AMERICAN SOCIETY FOR TESTING AND MATERIALS (1987).
Annual Book of ASTM Standards, Vol. 4.08. Philadelphia, USA.
10 - 2 AUSTRALIAN ASPHALT PAVEMENT ASSOCIATION (1997).
Asphalt Recycling Guide.
10 - 3 BOTSWANA ROAD DESIGN MANUAL (1994). Draft Volume 3,
Materials and Pavement Design. Ministry of Works, Transport and
Communications, Roads Department. Republic of Botswana.
10 - 4 AUSTRALIAN ASPHALT PAVEMENT ASSOCIATION (1997). Cold
Mix Granular Materials Guide.
10 - 5 AUSTRALIAN ASPHALT PAVEMENT ASSOCIATION (1997). Open
Graded Asphalt Design Guide.
10 - 6 COMMITTEE OF STATE ROAD AUTHORITIES. Draft TRH 3
(1998): Surfacing seals for rural roads and urban roads. CSRA,
Pretoria, Republic of South Africa.
10 - 7 COMMITTEE OF STATE ROAD AUTHORITIES. TRH 8 (1987):
Selection and design of hot-mix asphalt surfacings for highways.
CSRA, Pretoria, Republic of South Africa.
10 - 8 COMMITTEE OF STATE ROAD AUTHOR ITIES. TRH 14 (1985):
Guidelines for road construction materials. CSRA, Pretoria, Republic
of South Africa.
10 - 9 COMMITTEE OF STATE ROAD AUTHORITIES. TMH 2 (1979):
National standard for the spraying performance of binder distributors.
CSRA, Pretoria, Republic of South Africa.
10 - 10 EMBY, J, C R JONES, and M S MUSTAFA (1992). The use of hot
surface treatment to rehabilitate cracked asphalt concrete surfacings
in Malaysia. Proc. the seventh REAAA Conference, Singapore, June
1992.
10 - 11 HIZAM HARUN, M and C R JONES (1992). The performance of
polymer modified asphaltic concrete on climbing lanes in Malaysia.
Proc. the sixteenth ARRB Conference, November 1992, Melbourne,
Australia.
10 - 12 OVERBY, C, et al (1999). A Guide to the Design, Construction and
Maintenance of the Otta Seal. Technical Guideline No. 1, Roads
Department, Botswana (in print).
10 - 13 MAIN ROADS DEPARTMENT WESTERN AUSTRALIA.
The safe way to handle bitumen.
10 - 14 NATIONAL ASSOCIATION OF AUSTRALIAN STATE ROAD
AUTHORITIES (1989). Bituminous Surfacing Sprayed Work,
NAASRA Technical Report.
10 - 15 ROAD DESIGN MANUAL (1987). Part III, Materials and Pavement
Design for New Roads. Ministry of Transport and Comm., Roads
Department. Republic of Kenya.
10 - 16 OVERBY, C, (1998). Otta Seal - a durable and cost effective global
solution for low volume sealed roads. Proc. Ninth REAAA Conference,
´´ An International Focus on Roads: Strategie for the Future´´.
Wellington, New Zealand.
10 - 17 SMITH, H R, J ROLT and J WAMBURA, (1990). The durability of
bituminous overlays and wearing courses in tropical environments.
Proc. Third International Conference on Bearing Capacity of Roads
and Airfields, Trondheim, Norway.
10 - 18 SMITH, H R, A C EDWARDS and J MREEMA, (1996). Condition of
the TanZam Highway at Kitonga gorge. Central Materials Laboratory,
Dar es Salaam.
10 - 19 TRANSPORT RESEARCH LABORATORY (1993). A guide to the
structural design of bitumen-surfaced roads in tropical and sub-
tropical countries. Overseas Road Note No. 31. TRL, Crowthorne, for
ODA, London, UK.
Chapter 11
Gravel
Roads
Project appraisal
Ch
Environment
DESIGN ELEMENTS
Cross Section,
Shoulders and Drainage
Traffic
Subgrade
Ch
Problem Soils Pavement Design-
STRUCTURAL
New Roads
Bituminous
Surfacings
Gravel Roads
Ministry of Works
Chapter 11
Gravel Roads
Pavement and Materials Design Manual - 1999
Surface performance
The performance of the gravel surface depends on material quality, the
location of the road and the traffic volume using the road. Gravel roads
passing through populated areas in particular require materials that do not
generate excessive dust in dry weather. Steep gradients places particular
demands for gravel wearing course materials that do not become slippery
in wet weather, or erode easily.
Maintenance
The gravel wearing course needs to be The material requirements for the gravel wearing course include provision
regularly shaped and also replaced
periodically throughout the service life of of a gravel surface that is effectively maintainable. Adherence to the limits
the road at a rate depending on the on oversize particles in the material is of particular importance in this regard.
gravel loss. An annual loss of 10 to 30
mm of gravel wearing course material at
an AADT of 100 is common.
11.1.1 Pavement and materials
Depending on the CBRdesign of the subgrade, improved subgrade layers shall
be constructed as required, on which the gravel wearing course is placed.
11.2.0 General
Experience with local materials
Knowledge about past performance of locally occurring materials for
gravel roads is essential. One may divert from the material standards to
take advantage of available gravel sources provided they have proved to
give satisfactory performance under similar conditions.
Marginal materials
Figure 11.1 illustrates the performance characteristics to be expected of
materials that do not meet the requirements for gravel wearing course.
11.2.1 Earthworks
Materials for improved subgrade layers and fill shall meet the
requirements in /Chapter 5.5/ for class G15 and G7 and /Chapter 5.6/
for class G3 and dump rock (DR).
mi n 25 after
C B R [%] at 95% of MD D (B S -
4 days mi n 25 at OMC 1.11
Heavy compacti on)
soaked
% passi ng 37.5 mm mi n 95 1.2
S hri nkage product, S P 1.4 and
120 - 400 1)
S P = LS x (%pass. 0.425mm) 1.7
Gradi ng C oeffi ci ent GC 2)
16 - 34
Fi eld dry densi ty, [% of MD D ]
mi n 95 1.9
(B S -Heavy compacti on)
1)
In bui lt up areas a maxi mum S hri nkage P roduct of 270 i s desi rable to
reduce dust problems.
2)
GC = [ (% passing 28mm) - (% passing 0.425mm) ] x (% passing 5mm) / 100
AADT 2) Comments:
150 mm GW
S7 1) 150 mm GW
150 mm GW 150 mm G15 1)
100 mm G15 1)
1) Classificationsubgrade classes S3, S7 and G15 and requirements for G7 and G15 materials are given: /Chapter 5 – Subgrade/.
2) Maximum 50% heavy vehicles is assumed. Heavy vehicles are those having an un-laden weight of more than
3 tonnes, or buses with a seating capacity of 40 or more: /Chapter 4 – Traffic/.
Figure 11.2 Pavement and improved subgrade major gravel roads Climatic zones: /Figure 2.1/
1)
Subgrade classes
S3
S15 or S7 Moderate or dry Wet
climatic zones climatic zones
Climatic zones: /Figure 2.1/
Gravel
wearing 100mm 100mm 100mm
course
GW GW GW
Improved 200mm
150mm
subgrade
layer G7 G7
( none )
1)
Classification S15, S7 and S3 and requirements for G7 materials are given: /Chapter 5 – Subgrade/.
Comments: References
11 - 1 AUSTRALIAN ROAD RESEARCH BOARD LIMITED (May 1993).
Unsealed roads manual.
11 - 2 COMMITTEE OF STATE ROAD AUTHORITIES. Draft TRH 12
(1997): Bituminous pavement rehabilitation design. CSRA, Pretoria,
Republic of South Africa.
11 - 3 COMMITTEE OF STATE ROAD AUTHORITIES. Draft TRH 13
(1986): Cementitious stabilisers in road construction.CSRA, Pretoria,
Republic of South Africa.
11 - 4 COMMITTEE OF STATE ROAD AUTHORITIES. Draft TRH 20
(1990): Structural design, construction and maintenance of gravel
roads. CSRA, Pretoria, Republic of South Africa.
11 - 5 CONSTRUCTION INDUSTRY RESEARCH AND INFORMATION
ASSOCIATION (1988). Laterite in road Pavements. Special
Publication 47. CIRIA, London, UK.
11 - 6 JONES T E, R ROBINSON and M S SNAITH (1984). A field study
on the deterioration of unpaved roads and the effect of different maint-
enance strategies. Proc. 8th Regional Conference for Africa on Soil
Mechanics and Foundation Engineering, Harare, Zimbabwe.
11 - 7 ROAD DESIGN MANUAL (1987). Part III, Materials and Pavement
Design for New Roads. Ministry of Transport and Comm., Roads
Department. Republic of Kenya.
11 - 8 WEINERT, H H (1980). The natural road construction materials of
Southern Africa. Academica, Pretoria, Republic of South Africa.
Appendices
A1 - Definitions of Terms
A2 - Units of Measurements
A3 - Abbreviations
A8 - Worked Examples
A9 - Maps
Ministry of Works
Appendix 1
Definitions of Terms
Pavement and Materials Design Manual - 1999
Asphalt Concrete (AC) A group of hot bituminous mixtures used for surfacing. They normally
consist of a well graded mixture of coarse aggregate, fine aggregate and
filler, bound together with penetration grade bitumen.
Base course The layer(s) occurring immediately below the surfacing and above the
subbase or, if there is no subbase, above the improved subgrade layers.
Behaviour The function of the condition of the pavement with time (see also
performance).
Binder course, bituminous The surfacing layer immediately below the bituminous wearing course
above the base course.
Bitumen emulsion A binder in which bitumen has been dispersed in finely divided droplets in
water by the aid of mechanical means and an emulsifying agent. Bitumen
emulsion is made in an anionic and a cationic type depending on the particle
charge of the bitumen droplets in solution. Bitumen emulsions are classified
according to percentage of bitumen in the material and the physical
properties related to their behaviour during construction, (See also break).
Bitumen stabilised material A material made of natural- or crushed aggregate with a bituminous binder
admixed. Used in pavement layers - primarily for base course.
Bitumen-rubber A binder in which bitumen is modified with more than 15% ground rubber.
(See also modified binder).
Bituminous binders Petroleum derived adhesives used for sealing of surfaces and binding of
aggregates in pavement layers. Classified according to their composition
and physical properties. (See also penetration grade bitumen, cutback
bitumen, bitumen emulsion, bitumen rubber, and modified binders).
Bituminous seals A general term for thin bituminous wearing courses made of surface
treatments or slurry seals, or a combination of these.
Borrow pit A borrow pit is a site from which natural material, other than solid stone, is
removed for use in construction of the works. The term borrow area is also used.
Break of emulsions Break of a bitumen emulsion is when the water and bitumen separates so that
the water will evaporate, leaving behind the bitumen to perform its function.
Cement- or lime modified Naturally occurring gravel and soils which are modified by the addition of
material (CM) either lime or Portland cement so that their engineering properties such as
strength and plasticity are improved, but the materials still remain flexible.
Used in pavement- and improved subgrade layers. (See also Cement- or lime
stabilised material).
Cement- or lime stabilised A material that consists of snatural- or crushed gravel stabilised with ordinary
material (C4, C2, C1) Portland cement or lime such that a semi-rigid material is produced. Classified
Crushed rock (CRR) Crushed material made from fresh quarried rock or clean, un-weathered
boulders of min 0.3 m diameter. All particles shall be crushed. The material
is compacted to a specified percentage of the aggregates apparent density.
Crushed stone (CRS) Crushed stones. Min 50% by mass of particles larger than 5 mm shall have at
least one crushed face. Made from crushing of stones, boulders or oversize
from natural gravel. Max 30% of the fraction passing the 4.75 mm sieve can
be soil fines. The material is compacted to a specified relative density of BS-
Heavy.
Curing membrane A bituminous binder, usually made of bitumen emulsion, applied imme-
diately after construction of a completed surface of modified or stabilised
materials with lime or cement. Its purpose is to prevent early drying out of
the cemented layer and to minimise adverse effects of the stabilisers contact
with CO2 in the air.
Cutback bitumen A penetration bitumen which viscosity has been temporarily reduced by
blending with solvents. The solvents are expected to evaporate during the e
arly part of the pavements service life. Classified according to their
viscosity.
Cutting A cutting is a section of the road where the formation level is below the
original ground level.
Deflection (surface) The recoverable vertical movements of the pavement surface caused by the
application of a wheel load.
Dry Density and Moisture Con- The moisture content, in %, to use for calculation of dry density of materials
tent of bituminous materials that contain both bitumen and water, e.g. FBMIX and BEMIX, is defined as
follows:
(weight of water)
MC = x 100
(weight of aggregate + weight of bitumen)
Dump rock (DR) Un-graded rock or boulder material with a sufficiently low fines content so
that the large particles are in contact with each other when placed in
earthworks layers. Used in fill and improved subgrade layers.
Dynamic Cone Penetrometer An instrument for assessing the in-situ CBR strength of granular materials/
(DCP) soils.
Earthworks A general term describing all processed materials below formation level
including improved subgrade layers, fill and prepared roadbed.
Embankment An embankment is a section of the road where the formation level is above
the original ground level.
Embankment, shallow A shallow embankment is defined as a section of the road where the for-
mation level is between 0 and 0.3 m above the original ground level.
Equivalent standard axle (E80) Defined as an axle loaded to a weight of 8160 kg, in the design concept
meaning a unit of measuring the damaging effect to road pavements caused
by axles of any load.
Fill Material placed below the improved subgrade, but above the roadbed.
Formation level The final level upon which the pavement layers are placed.
Granular materials Pavement materials made from crushed or natural sources, where no addition
of any stabiliser has been made. (Term NOT to be used: Unbound materials).
Gravel wearing course The uppermost layer of a gravel road, which provides the riding surface for
vehicles.
Heavy vehicles A general term describing vehicles with un-laden weight of 3 tonnes or more.
Heavy vehicles are further sub-grouped into Medium Goods-, Heavy Goods-
Very Heavy Goods Vehicles and Buses for the purpose of determining design
load in pavement design.
Improved subgrade The uppermost layer(s) of the subgrade, consisting of material of controlled
quality. (e.g. terms not to be used: selected borrow - selected subgrade -
capping layer - topping).
Light vehicles A general term describing vehicles with un-laden weight of less than 3
tonnes and includes buses with a seating capacity of less than 40.
Medium Goods Vehicles (MGV) All goods vehicles having 2 axles and an un-laden weight of 3 tonnes or more.
Modified material A material where the physical properties have been improved by the
addition of a stabilising agent but in which strong cementation has not
occurred.
Natural gravel Material from natural gravel sources. The term also includes crushed mate-
(G80, G60, G45, G25) rial where less than 40% of the mass of particles larger than 5 mm have a
crushed face. Classified according to their minimum CBR strength. Used in
pavement layers.
Natural gravel/soil Material from natural sources. Classified according to their minimum CBR
(G15, G7, G3) strength. Used in improved subgrade layers and fill.
Pavement evaluation The assessment of the degree to which the pavement fulfils its functional
requirements.
Pavement layers The combination of material layers constructed above the formation level in
order to provide an acceptable facility on which to operate vehicles.
Penetration grade bitumen A bitumen which viscosity or composition has not been adjusted by blending
with solvents or any other substance. Classified according to penetration
value obtained in laboratory tests.
Performance The measure of satisfaction given by the pavement to the road user over a
period of time, quantified by a serviceability/age function (see also behaviour).
Quarry A quarry is an open surface working from which stone is removed for use in
construction of the works.
Reflection cracks Cracks in asphalt overlays or surface treatments that reflect the crack pattern
of the pavement structure underneath.
Rehabilitation design period The chosen minimum period for which a pavement rehabilitation is designed
to carry the traffic in the prevailing environment, with a reasonable degree of
confidence, without necessitating further pavement rehabilitation.
Roadbed All in-situ ground after bush clearing, removal of topsoil and excavation of
any cuttings, and before placing any layers, whether these layers are fill,
improved subgrade or pavement layers.
Sand seal A surface treatment made of sand aggregates of crushed or natural material.
Can be constructed in single- or multiple layers.
Serviceability The measure of satisfaction given by the pavement to the road user at a
certain time, quantified by factors such as riding quality and rut depth.
Shrinkage Limit The saturated moisture content corresponding to the void ratio of a dried
sample. In practise this is the moisture content below which little or no
further volume change occurs in a soil being dried.
Skid resistance The general ability of a particular road surface to prevent skidding of vehicles.
Slurry seal A cold premixed material of creamy consistency in a fresh state, made of
crusher-dust, bitumen emulsion and cement filler. Water is added for
adjustments of the consistency. If constructed in combination with a new
surface dressing, it is named a Cape seal.
Structural capacity The ability of the pavement to withstand the effects of climate and traffic
loading.
Structural design The design of the pavement layers for adequate structural strength under the
design conditions of traffic loading, environment and subgrade support.
Structural distress Distress pertaining to the load bearing capacity of the pavement.
Structural evaluation The assessment of the structural capacity of a pavement.
Subbase The layer(s) occurring below the base course and above the improved
subgrade layer.
Subgrade The completed earthworks within the road prism before the construction of
the pavement layers.
Surface dressing A surface treatment made of single sized aggregates of crushed material. Can
be constructed in single- or multiple layers.
Surface treatment A general term for thin bituminous wearing courses made by lightly rolling
aggregate into a sprayed thin film of bitumen. Aggregates can alternatively be
made of crushed or natural material with a grading depending on the desired
type of surface treatment to be produced. Can be constructed in single- or
multiple layers.
Surfacing integrity A measure of the condition of the surfacing as an intact and durable matrix
(it includes values of porosity and texture).
Surfacing, bituminous The uppermost pavement layer(s), which provides the riding surface for
vehicles. Includes bituminous wearing course and bituminous binder course
where used.
Tack coat An application of bituminous binder to a bituminous surface subsequent to
placing a bituminous layer. Usually made of bitumen emulsion with the
purpose to improve the bond between bituminous layers.
Terminal level A minimum acceptable level of some feature of the road in terms of its
serviceability.
Types of distress The sub-classification of the various manifestations of a particular mode of
distress.
Vehicle Equivalency Factor (VEF) The total number of equivalent standard axles calculated for one vehicle.
The average of all these values within one vehicle category is subsequently
calculated for ease of reference to traffic count data.
Very Heavy Goods Vehicles All goods vehicles having 4 axles or more.
(VHGV)
Wearing course, bituminous The uppermost surfacing layer. Can consist of a bituminous mix or a
bituminous seal, or both in combination.
Prefixes
The standard units of measurement to be used are based on the International System (SI) units. However, the units
applicable to road design also include some units which are not strictly part of SI. Multiples and sub-multiples of SI
units are formed either by the use of the indices or prefixes. Definitions of applicable prefixes are given in Table A2.1.
Table A2.1 Definition of prefixes
Basic Units
Table A2.2 Basic units, multiples and sub-multiples
R ecommended Multiples
Quantity U nit Sy mbols
and Sub-Multiples
E-Modulus [MPa] Elasticity Modulus, describing stress/strain properties of structural pavement layers
ESA Equivalent Standard Axle (=E80)
FBMIX Classification of a material stabilised with foamed bitumen (Foamed Bitumen MIX)
FDD [%] Field Dry Density
FI [%] Flakiness Index, described by the CML test method 2.4
FMC [%] Field Moisture Content
Gx Classification of gravel and soil materials, x denoting the minimum CBR
GC Grading Coefficient = [ (%pass28mm) (%pass0.425mm) ] x (%pass5mm) /100
/Chapter 11 Gravel Roads/
GDP Gross Domestic Product
GM Grading Modulus = (300 - %pass2mm - %pass0.425mm - %pass0.075mm) / 100
GW Gravel Wearing course materials /Chapter 11 Gravel roads/
ICL [%] Initial Consumption of Lime, derived from laboratory test CML 1.22
IRI m/km International Roughness Index
ISO International Standard Organisation
lab Laboratory
LAMBS Classification of a hot mixed bituminous base course material (Large Aggregate
Mixes for Base)
LL [%] Liquid Limit, described by the CML test method 1.2
LS [%] Linear Shrinkage, described by the CML test method 1.4
max Maximum
MC [%] Moisture Content
MC x Medium Curing (type of cutback bitumen), x denotes the upper nominal
viscosity limit
MDD [kg/m3] Maximum Dry Density (compaction effort shall be stated)
MoW Ministry of Work
min Minimum
MSS Magnesium Sulphate Soundness test
NEMC National Environment Management Council
NPRA Norwegian Public Roads Administration
OMC [%] Optimum Moisture Content (at MDD of BS-Heavy unless stated)
pen Penetration, used to identify a type of bitumen (penetration grade)
PI [%] Plasticity Index, described by the CML test method 1.3
PIw [%] Plasticity Index, weighted for the samples amount of material passing 0.425 mm,
based on the CML test method 1.3
PMx Penetration Macadam, x denoting the upper nominal particle size in mm
PSI Pavement Serviceability Index
Table A4.1 should be observed to enhance pavement performance where diversions from the standard cross section
are made for budgetary reasons in agreement with the Ministry of Works. The alternative cross section design
should strive for the maximum technical benefits described in Table A4.1 without making unacceptable
compromises to other aspects of the road design, project economy or traffic safety. Traffic safety aspects are not
discussed in this manual and should be assessed in each individual case where diversions are made from standard
cross sections.
Steep crossfall Good water run-off, hence less li keli hood of moi sture i ngress i nto the pavement
a) Si mpli fi ed constructi on
Pavement layers extended b) Strength benefi ts where shoulders are bei ng traffi cked
c) Mi ni mi sed ri sk of trapped water
to the full wi dth of the d) Good basi s for future rehabi li tati on
shoulders e) Where shoulders are sealed: reduced vari ati ons i n moi sture contents across the
cross section, hence reduced risk of longitudinal cracks developing in the shoulders
a) Reduced vari ati ons i n moi sture contents across the cross secti on, hence reduced
Flat embankment si de- ri sk of longi tudi nal cracks developi ng i n the shoulders
slopes b) Good lateral support for the pavement
c) Increased di stance to si de drai ns, hence reduced probabi li ty of moi sture i ngress
Fire precautions
Handling and spraying of petroleum products at high temperatures creates a potentially high fire hazard. Most fires
are due to the human error and it is therefore important for personnel to be instructed on the dangers and the
precautions that must be taken.
Some of the necessary precautions to be taken are:
n studying and following fire legislation applying to the locality, particularly as the operation involves lighting of
fires in the open
n firebreaks shall be prepared by grading or by controlled burning around the camp, storage and heating sites,
plant and equipment in order to prevent the spread of fire into adjoining property
n heating sites shall be completely cleared of all vegetation and other such flammable materials
n overheating, frothing or overflow of any bitumen, fluxed bitumen cutback bitumen and oil must be avoided.
When ´´boil over´´ occur the burners on any heating equipment shall be turned off immediately and earth or
sand quickly shovelled over any material on the ground that take fire
n smoking, fires or naked lights shall be prohibited within 15m of any operation involving the heating, blending,
transfer, or spraying of oil or bituminous materials
n spraying papers, combustible rubbish, etc, shall be carted to a suitable site for disposal
n fire fighting equipment shall be available at site and personnel shall be properly instructed in their correct use
and maintenance
n open drums of kerosene or other flammable liquid shall not be allowed within 60 m of a tanker site when
burners are in use
n do not heat cutback bitumen at a rate greater than 30oC per hour
The viscosity of the cutback bitumen is determined by the amount of cutter used and not the type of cutter used. The type of cutter determines the
length of time (Rapid, Medium or Slow) for evaporation to take place producing RC, MC or SC grades.
Safety procedures
The operation of cutting back bitumen on site may be hazardous unless appropriate safety precautions are taken to
prevent fire and safeguard personnel handling the operation.
The following safety precautions shall be adhered to:
n cutter shall not be mixed with bitumen having a higher temperature than 140oC
n do not heat cutback blends above the required temperature
n the blending site shall be located at a minimum 100 metres from installations, homes or places that people
occupy
n within a radius of 100 metres no open fire or smoking shall be allowed during the blending operation. This
includes heaters in bitumen tanks
n the blending site shall not be closer than 100 metres to storage sites of cutter or fuel
The following mistakes are absolute hazards that carry considerable risk of explosion and fire:
n the manhole shall NEVER be used for adding cutter to hot bitumen
n cutter shall NEVER be pumped into an empty tank that is still hot after having contained bitumen
n the level in the tank shall NEVER be allowed to fall below that specified by the manufacturer while the
heaters are in operation, normally minimum 150 mm above the highest point of the heater pipes
Safety
Anti-stripping agents are often corrosive and require use of protective gloves and eye goggles during handling.
Liquid agents easily cause splashing and require special care, however some solid agent may appear in a liquid
form depending on ambient temperature and should be treated equally with caution.
Anti-stripping additives are used in bitumen to promote adhesion in adverse conditions. There are many brands on the market in the form of liquids,
pastes or pellets and their effectiveness varies.
The handling of procedures required vary depending on the type of the product, however in general the additive may be added to the sprayer before
or after the bitumen, depending upon the consistency, and whether the a primer or binder is being prepared. The contents of the sprayer should be
circulated for 20 minutes to ensure thorough mixing.
Admixture of additives
The most common method of admixture is to pour the calculated amount into the bitumen distributor immediately
before the spraying operation is to start and allow 30 minutes of circulation to ensure a homogeneous mix.
A wire basket suspended inside the bitumen distributor can improve matters if a solid anti-stripping agent give a problem in not dissolving properly.
Anti-stripping agents that has been kept hot in the bitumen distributor for more than five hours shall be considered
stale, and an additional dosage is then required, amounting to half of the originally specified percentage.
There is a variety of anti-stripping agents in the market, of which some are less adversely affected by high temperatures.
Routine investigations
Routine investigations include:
n simple geological and geomorphological assessments
n field assessment
n routine indicator testing of Atterberg limits and grading, [CML tests 1.2, 1.3, 1.4, 1.7 and 1.8]
n analysis of routine test data
Simple geological and geomorphological assessments are carried out during desk studies of projects for
supplementary information about the likelihood of encountering expansive soils.
Field assessments
Identification of expansive soils by examinations in the field requires that centreline soil surveys and reporting are
carried out in strict accordance with the given standards by the Ministry of Works. The information in Table A6.1 is
routinely to be collected as part of proper field assessments, with typical features of expansive soils given in
keyword form:
Soi l type The more clayey the soi l, the more li kely to be expansi ve
C onsi stency when sli ghtly moi st to dry Sti ff to very sti ff
Laboratory tests
A soil is potentially expansive and requires extended investigations if exhibiting the following properties:
n the result of the field assessments indicates expansive soils, and
n PIW is greater than 20%
where:
PIW = Plasticity Index tested on fraction <425mm according to CML test 1.2 and weighted for the
samples actual content of particles <425mm, i.e.:
PIW = PI x (% passing 425mm) / 100
Extended investigations
General
Extended investigations shall include:
n testing of Shrinkage Limit [ASTM D4943-89]
n calculation of expansiveness from given formulas
Calculation of expansiveness
Expansiveness (eex ) on the basis of extended investigations is calculated from the following formula:
eex = 2.4 x wp - 3.9 x ws + 32.5
where:
wp = Plastic Limit tested on fraction <425mm according to CML test 1.3 and weighted for the samples
actual content of particles <425mm (see below).
ws = Shrinkage Limit tested on fraction <425mm according to ASTM D4943-89 and weighted for
the samples actual content of particles <425mm. (see below).
Weighting for particles <425mm :
wp = (Plastic Limit) x (% passing 425mm) / 100 [CML test 1.3]
ws = (Shrinkage Limit) x (% passing 425mm) / 100 [ASTM D4943-89]
In-depth studies
General
In-depth studies of expansive soils include:
n oedometer compression test with unloading and consolidation stages
n determination of swell index from unloading stages
n calculation of expansiveness from given formulas
n instrumental analysis to identify characteristic clay mineralogy, e.g. X-ray diffraction, differential thermal
analysis, electron microscopy
Classification of expansive soils may have far reaching budgetary consequences on major road projects traversing long sections affected by this
problem. Such projects may warrant in-depth studies of the expansiveness of the soil including determination of clay mineralogy.
Calculation of expansiveness
Expansiveness (eex ) on the basis of in-depth studies is calculated from the following formula after determination of
swell index ( CS) from oedometer tests:
Field observations
Topography
Excess of sodium, which in combination with low contents of soluble salts is the feature that characterises disper-
sive soils, is released during weathering of geological formations that are rich in sodium. The sodium is in turn
deposited in locations where drainage is restricted and dispersive soils are therefore found in low lying areas in
relatively flat terrain.
Erosion pattern
A good field indicator of dispersive soils is by observation of the erosion pattern. Severe erosion is seen if disper-
sive soils are present where earth moving activity has exposed the clay horizon below the top soil cover, or where
these soils have been used in any fillings. The erosion is shown as extensive developments of piles and gullies. The
erosion can take the form of vertical pinnacles, appearing to have a sandy surface.
Colour
Dispersive soils commonly have a light grey colour, however colour is not considered a reliable indicator of disper-
sive soils.
Vegetation
The vegetation cover in the presence of dispersive soils is normally sparse.
Indicator testing
Crumb test
A simple indicator test that is recommended for initial field identification of dispersive soils is the crumb test (CML
test 1.17). A crumb of soil is placed in a glass of distilled water, its behaviour is observed and the dispersion is
classified depending on the degree of muddiness of the water. See Figure A10.1.
Specialised testing
General
Specialised testing is only required for road projects where dispersive soils are considered a major problem. The test
procedures are not fully described here, but reference is made to the Central Materials Laboratory, Ministry of
Works for further details.
Presence of dispersive soils is a far more severe problem in construction of dams than normally for highways. A number of procedures for testing and
interpretation of results have been developed in dam engineering to control dispersive behaviour, some of which are included here.
Chemical testing
Chemical test of pore water extracts, including tests of pH are carried out and the results analysed to
establish potentially dispersive properties.
Pinhole test
The pinhole test is a physical test whereby water under various heads of pressure is caused to flow through a hole of
1 mm diameter in a sample specimen. Erosion and widening of the hole is observed and dispersive properties
derived from the results.
General
This appendix deals with Environmental Impact Assessment (EIA):
n what it is and what purpose it serves
n when and how EIA is commissioned
Scoping
Scoping is the investigative stage, parallel to feasibility study of a road. The product of scoping is a preliminary
Environmental Impact Statement (EIS), often called the Scoping Study.
Detailed EIA
Detailed EIA is conducted at the same time as preliminary design, so that the findings may be incorporated into
detailed design. The written output from detailed EIA is the full Environmental Impact Statement (EIS).
Approval of an EIS implies commitment to implement its recommendations. Funding of a project is normally dependant on approval of the EIS by the
client, the environmental authority (NEMC) and, where applicable, by the financier.
If an adverse impact is not being mitigated as foreseen, further measures have to be adopted.
Displacement of illegal structures within a road reserve does not normally require a RAP; but the Ministry of Works should be consulted on a case-to-
case basis.
Implementing RAP
Implementing a Resettlement Action Plan (RAP) requires detailed records of persons and properties affected,
negotiation of compensation in keeping with prevailing regulations, and satisfactory conclusion of the actual
resettlement.
The principle of fair compensation is that compulsory resettlement should leave the displaced persons and businesses no worse off, and preferably
slightly better off, than they were previously.
Summary of axle load survey and equivalency factors. Assessment of axles heavier than
13 tonnes. (Chapters 4.2.2, 4.2.3 and 4.2.4 )
D irection 1 D irection 2
Vehicle
Avg. Avg. Total E80 from all E80 from Avg. Avg. Total E80 from all E80 from axles
category Gross VEF No. of axles axles heavi er Gross VEF No. of axles heavi er than
wt.(ton) (80 kN) veh. than 13 tonnes wt.(ton) (80kN) veh. 13 tonnes
From the heaviest loaded direction, proportion of E80 made up from axles heavier than 13tonnes (in direction 2):
= (b/a) x 100 = (895.26/3730.60) x 100 = 24%
This value is less than 50%, thus the Traffic Load Class will not be denoted heavy (-H) and no special measures are
required in the pavement design or design of improved subgrade.
Traffic growth and design traffic loading (Chapters 4.2.5 and 4.2.6)
D irection 1 D irection 2
D ai ly counts 13 19 10 20 13 21 11 20
Use the heaviest direction in axle loading for calculating the traffic loading, in this case direction 2. The cumulative
number of standard axles, E80 = 365 x t1 x (1 + I)N - 1
i
where: t1 = average daily number of standard axles in the year of traffic survey
i = annual growth rate expressed as a decimal fraction
N = calculated period in years
Substituting: t1 = 468
i = 0.035 for all heavy vehicle categories
The cumulative number of E80 for the design period and the time from present until completed pavement
construction is calculated using (20 + 3) = 23 years, and let be denoted as E8023.
E8023 = 365 x 468 x (1 + 0.035)23 1 = 5.9 million E80
0.035
The cumulative E80 for the time from present to completion of pavement construction is calculated using 3 years,
and let be denoted as E803.
E803 = 365 x 468 x (1 + 0.035)3 1 = 0.5 million E80
0.035
Input data
n Traffic: TLC 3.
n Climate: Moderate.
n Alignment: Shallow embankment or cuttings throughout the route.
n Subgrade CBR: 3, 4, 5, 5, 6, 7, 7, 8, 8, 8, 9,10, 6, 8, 9, 9, 9, 11, 12, 12, 14
The use of standard deviation in a normal distribution ( MEAN - 1.3 x std.dev ) gives excessively conservative
results. A direct use of the measured CBR values and exclusion of 10% of the number of tests shall be the applied
method.
For cuttings, use the lowest CBR value for the section (Chapter 5.2.3)
Section 2 in a cutting has a CBR of 7% as its lowest.
150mm
Lower layer G7 not required
4
CBR(%)
The CBRdesign value is obtained by normal rounding off the 90%-ile value.
Section 2
Cutting, lowest CBR is used as CBRdesign.
Section 3
CBR values plotted
in ascending order
16
CBR data
14
6
8 12
CBR(%)
9 10
9 8
9
6 n = 9 tests
11 90%-ile d = 0.1 x (n-1)
12 7,6 4 = 0.8
d=0.8
12 CBR DESIGN 2
14 8% 0
1 2 3 4 5 6 7 8 9
Test
The CBRdesign value is obtained by normal rounding off the 90%-ile value.
B C
Chainage Rutting Difference CUSUM
Plotting of CUSUM against Chainage
measured from average (Accumulated
[Km] [mm] (A - B ) values of C )
1 14 -1,2 -1,2
2 13 -0,2 -1,4 Homogenous sections
3 15 -2,2 -3,6
4 14 -1,2 -4,8
5 13 -0,2 -5,0 10
6 14 -1,2 -6,2 5
7 7 5,8 -0,4
0
CUSUM
8 9 3,8 3,4
9 8 4,8 8,2 -5
10 13 -0,2 8,0 -10
11 15 -2,2 5,8 -15
12 18 -5,2 0,6 -20
13 14 -1,2 -0,6 0 2 4 6 8 10 12 14 16 18 20 22 24 26
14 16 -3,2 -3,8
15 14 -1,2 -5,0 Chainage
16 14 -1,2 -6,2
17 15 -2,2 -8,4
18 18 -5,2 -13,6 Interpretation of data:
19 14 -1,2 -14,8
15 A change of slope indicates change of conditions along
20 -2,2 -17,0
the data. Four distinct homogenous sections can be seen
21 9 3,8 -13,2 in the above chart.
22 10 2,8 -10,4
23 9 3,8 -6,6
24 12 0,8 -5,8
25 9 3,8 -2,0
26 11 1,8 -0,2
Average: A = 12,8
Input data:
Two homogenous sections of a pavement rehabilitation project with granular base course have the following
deflection data after more than 20 measurements had been taken on each section:
Section 1:
n mean: 0.73 mm standard deviation: 0.029 mm
Section 2:
n mean: 0.79 mm standard deviation: 0.086 mm
Design deflection:
Calculate design deflection for each homogenous section:
Section 1: (mean deflection) + 1.3 x (standard deviation)
= 0.73 + 1.3 x 0.029 = 0.77 mm
Section 2: (mean deflection) + 1.3 x (standard deviation)
= 0.79 + 1.3 x 0.086 = 0.90 mm
Residual life
Section 1: Residual life = expected life past traffic loading
= (4 2) million E80 = 2 million E80.
Section 2: Residual life = expected life past traffic loading
= (3 2) million E80 = 1 million E80.
Strengthening of the pavement is required since the residual life is less than the future design traffic loading.
Target deflection
Sections 1 and 2: Future traffic loading of 8.0 million E80 plus 2.0 million E80 past traffic loading gives a target
deflection = 0.53 mm /Figure 9.5/
Input data:
CBR = 8%
Old AC a1 = 0.18 t1 = 60mm SNdiff = SNrequired - SNexist = 2.35 - 043 =1.92 (highest, i.e. critical)
SNrequired = 2.35 /Table 9.5/ for TLC 10 and CBR=40
Among the values of SNdiff (1.92 - 1.42 - 1.69) calculated at different levels in the existing pavement, 1.92 is the
highest and becomes the value for which rehabilitation design is carried out.
Rehabilitation options
Using SNdiff = 1.92 as input to /Table 9.7/ the nearest value of SNdiff in the table is 2.00 The following overlay
alternatives are given in the table:
1) The appropriate type of bituminous base course shall be selected depending on traffic load class according to
/Table 8.7/ in /Chapter 8 Pavement Design - New Roads/.
2) Best suited for roads with low traffic speed such as urban roads. For roads with high traffic speed a levelling course made
of a bituminous mix may be necessary to provide satisfactory riding quality.
3) Limited to the conditions given in /Tables 8.4/ and /8.5/ in / Chapter 8 Pavement Design - New Roads/ with regards to
traffic loading and climate. Consideration shall be given to reprocessing of the existing pavement.
Overlay alternatives
The nearest value for SNdiff has been selected.
SNdiff
Asphalt concrete Bituminous mix Penetration Granular base
overlay for base course macadam course
1) 2) AC 50 mm 3)
PM 80 125 mm
Alternatively:
ST
2,00 AC 50 mm
PM 60 100 mm
AC 50 mm
CRR 00 mm
Bit. 100 mm PM 60 100 mm
Discussion
Overlays
n Overlays with a bituminous mix is not considered viable due to the high risk of reflective cracking from the
severely cracked AC surfacing of the existing pavement, unless specialised interlayer systems are employed.
n Overlay with granular base course and AC surfacing could be employed, but reprocessing of the existing
pavement is advisable if there is deformation in the existing pavement.
n Penetration macadam will arrest reflective cracking, but on a high speed road surface dressing alone on a
penetration macadam is not well suited.
n The following overlay alternative is appropriate, provided site conditions such as severe deformation in the
existing pavement, does not prohibit this construction method.
AC 50 mm
PM 80 125 mm
Partial reconstruction
If deformation of the existing surface is severe it is likely that partial reconstruction is the most viable rehabilitation
option. i.e. to reprocess the existing surface and base course to subbase in the new pavement /Chapter 9.3.2/.
New surfacing
New base course and surfacing to be selected in compliance with
New base course /Chapter 8.3.2/ depending on achieved quality of the new subbase.
Exitsing AC reprocessed, or removed, depending on chosen method.
Reprocessed AC
Existing base course (and subbase) reprocessed to subbase
Existing base course (and subbase) in the new pavement.
Method: Join A to C
Read average least dimension on B
/Table 10.5/ There is no correction of spray rate for the 1st layer.
/Table 10.6/ There is no correction of spray rate for the 2nd layer.
Design of a combined seal using single surface dressing and a sand cover seal
/Chapter 10.4.2/
Input data:
n double surface dressing, new road, dry, primed base course
n AADT = 200, two lane road with surfaced width of 6.5 m
n 20% heavy vehicles
n 14 mm chipping: ALD = 8.0 mm
n river sand in combination as 2nd layer
n 0.15% passing 0.075 mm (not dusty), water absorption: 0.7%
n flat terrain
/Table 10.3/ There is no correction of spray rate for the 1st layer.
Bitumen spray rate for sand seal 2nd seal /Chapter 10.4.1/
/Table 10.11/ The binder for sand seals shall be cutback bitumen of type MC3000.
The hot spray rate of MC3000 cutback bitumen ranges between 0.80 l/m2 and 1.00 l/m2 to be
determined on site depending on the surface texture of the underlying seal.