Efeson(Ataye)-Mehal Meda Design-Build Road Project Draft Pavement Design Report, Km

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TABLE OF CONTERNS

1. INTRODUCTION............................................................................................................ 1
1.1 PROJECT BACKGROUND.................................................................................................1
1.2 SCOPE OF WORKS AND OBJECTIVES OF THE PROJECT.....................................................1
1.3 PROJECT ROAD LOCATION AND DESCRIPTION.................................................................2
1.4 METEOROLOGY..............................................................................................................4
1.4.1 CLIMATE.....................................................................................................................4
1.5 METOROLOGICAL INFORMATION............................................................................4
1.5.1 CLIMATE..................................................................................................................4
1.5.2 TEMPERATURE......................................................................................................5
1.5.3 RAINFALL................................................................................................................6
1.6 TOPOGRAPHY OF THE PROJECT ROAD.............................................................................7
1.7 GEOLOGY.......................................................................................................................8
1.8 CONTENTS OF THE REPORT..........................................................................................10
2. ANALYSIS OF SUB-GRADE SOILS.........................................................................12
2.1 PERCENTAGE COMPOSITION OF THE SUB-GRADE SOILS................................................13
2.1.1 FOR THE SECTION FROM KM 0+000 – KM 35+000....................................................13
2.1.2 FOR THE SECTION FROM KM 40+000 – KM 58+000..................................................15
2.2 DETERMINATION OF HOMOGENOUS SECTIONS AND DESIGN CBR...................................17
2.3 SUB-GRADE AND TRAFFIC CLASSES BASED ON ERA’S PAVEMENT DESIGN MANUAL........22
3. TRAFFIC.......................................................................................................................23
4. PAVEMENT DESIGN.................................................................................................24
5. DESIGN OF SHOULDER..................................................................................................32
6. DESIGN FOR GEO-HAZARDS..........................................................................................34
6.1 EXPANSIVE SOILS.........................................................................................................34
6.1.1 EXPANSIVE CLAY SOIL SECTIONS.............................................................................34
6.1.2 TREATMENT OF EXPANSIVE CLAY SOILS.....................................................................35
6.2 ERODIBLE SOILS...........................................................................................................37
6.3 SWAMPY SECTIONS......................................................................................................37
7. DESIGN OF SURFACE DRESSING APPLICATION..............................................................39
7.1 GENERAL.....................................................................................................................39
7.2 CHIPPING SIZE SELECTION...........................................................................................39
7.3 BINDER SELECTION......................................................................................................40
7.4 BINDER SPRAY RATE....................................................................................................42
7.5 CHIPPING APPLICATION RATE.......................................................................................45
7.6 PRIME COAT APPLICATION............................................................................................46
7.7 TACK COAT APPLICATION.............................................................................................46

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7.8 FOG SPRAY..................................................................................................................47

LIST OF ANNEXES

Appendix P-1 Homogeneous Section Diagram

Appendix P-2 Design CBR of Homogenous Sections

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LIST OF FIGURES

Figure 1-1 Project Location Map..................................................................................3

Figure 1.2 maximum and minimum temperature at Efeson..............................................5
Figure 1.3 maximum and minimum temperature at Mehal Meda......................................6
Figure 1.4 Mean monthly rainfall of the project area........................................................6
Figure 1.5 Geological setting of the project area.............................................................9
Figure 2.1 Analysis of unit delineation by cumulative difference from km 0+000 to km
35+000.............................................................................................................17
Figure 2.2 Analysis of unit delineation by cumulative difference from km 40+000 to km
58+000.............................................................................................................18
Figure 2.3 Design CBR for the section from km 0+000 to km 12+000.............................19
Figure 2.4 Design CBR for the section from km 12+000 to km 23+000...........................19
Figure 2.5 Design CBR for the section from km 23+000 to km 35+000...........................20
Figure 2.6 Design CBR for the section from km 40+000 to km 48+000...........................20
Figure 2.7 Design CBR for the section from km 48+000 to km 58+000...........................21
Figure 5.1 Pavement Internal drainage.........................................................................33
Figure 7.1 Surface Temperature/Choice of Binder for surface dressing(ERA’s pavement
design maual, section 9, figure 9.2)..............................................................41
Figure 7.2 Basic Bitumen Spray Rate, (Figure 9-7 of ER’s Oavement Design Manual)....44

LIST OF TABLES

Table 1.1 Project Description ................................................................................................3

Table 1.2 Ethiopian Climate Zone according to 2013 Site investigation Manual ....................4

Table 1.3 Mean Monthly Maximum and Minimum Temperature at Efeson Metrological
Station ......................................................................................................................5

Table 1.4 Mean Monthly Maximum and Minimum Temperature at Mehal Meda Metrological
Station 5
Table 1.5 Summaries of Terrain Classifications
Table 1.6 Terrain Classifications
Table 1.7 Traffic categories according to the employer’s requirement
Table 2.1 Summary of the roadbed materials for the project 2
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Table 2.2 Summery of 90 percentail for the whole road section 21

Table 2.3 Sub grade class 22
Table 2.4 Traffic class 22
Table 4.1 Design CBR and sub grade class after treatment 24
Table 4.2 Pavement thickness as per ERA 2013 Design Manual using Chart A125
Table 4.3 Design CBR and Sub grade class ater treatment of expansive clay soil sectons 26
Table 4.4 Pavement thickness as per ERA 2013 Design Manual using chart A1 26
Table 4.5 Summary of Design Parameters28
Table 4.6 Pavement Structure according to ERA and AASHTO design maunals30
Table 4.7 Designed Pavement Thickness30
Table 4.8 Recommended Pavement Thickness31
Table 5.1 Road Cross Section Elements32
Table 6.1 Expansive Soil stretches in the section km 0+000- km 35+00034
Table 6.2 Expansive Soil stretches in the section km 40+000- km 58+00034
Table 6.3 Degree of Expansion for Expansive Clay Soils stretches in the section km 0+000-
km 35+00036
Table 6.4 Degree of Expansion for Expansive Clay Soils stretches in the section km 40+000-
km 58+00037
Table 7.1 Specification of Chippings 39
Table 7.2 Overall Weighting Factor Determination 43
Table 7.3 Bitumen Spray Rate Adjustment Factors 45
Table 7.4 Summary of Biumen and Chipping Application Rate46

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1. INTRODUCTION

1.1 Project Background

The Government of the Federal Democratic Republic of Ethiopia (FDRE) continues its
commitment to give the road sector the highest priority and is preparing more projects for
funding by donors and from the national budget. Individual road projects are selected for
inclusion in the RSDP on the basis of needs assessment and taking into account the level of
traffic, road condition and access problem, importance of roads, etc.

In accordance with the above and its overall road sector strategy, the FDRE, represented by
Ethiopian Roads Authority (ERA), has allocated sufficient budget to finance payments for the
design and construction works of Efeson (Ataye) –Mehal Meda Road project through the
Design and Build contract delivery strategy.

The Ethiopian Roads Authority (ERA) of the Federal Democratic Republic of Ethiopia (the
Employer) signed an Agreement with YENCOMAD Construction plc on the 23rd day of
March, 2015 for design and construction of Efeson (Ataye)-Mehal Meda Road
project and the design and construction is commenced on 24 th of April 2015.

The purpose of this Report is to present ERA with pavement design of the project based on
the findings of soil and material investigation carried out on the project, as presented in the
Soil and Materials Report.

The report presents the Pavement Design of the road section from Km 0+000 to Km
35+000 and Km 40+000 – Km 58+000, where the route of the project is already identified,
so that the construction work commence in earliest time possible. The design work shall then
continue in the remaining section from Km 35+000 – Km 40+000, and a complete report will
be prepared and submitted for the whole length of the project.

1.2 Scope of Works and Objectives of the project

The project involves identifying the best route alignment based on technical, economic,
social, environmental and administrative reasons, designing and constructing the road to
DS5 standard with Double Bituminous Surface Treatment Standard (DBST) for the whole
section of the road project from the beginning at Efeson Town till the end of the project at
Mehal Meda Town with a total stretch length of approximately 58 Km. The work includes
demolishing and removal of substandard structures such as Bridge, fords vented causeways

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and pipe if any, and construction of new culverts and Bridges as required and supported by
the detail design analysis.

As part of this assignment and in accordance with the employer’s requirement, this Interim
draft pavement design Report has been prepared.

1.3 Project Road Location and Description

The Efeson (Ataye)-Mehal Meda road is located in the Amhara Regional State, north Shewa
zone. It traverses through Efaratana Gidim woreda, Menz Gera Midir woreda, and Mehal
Meda town administrations. The road connects the two towns, Mehal Meda and Efeson
(Ataye), as well as villages and large rural settlement areas in between these towns. It
provides accesses to markets, hospitals, schools and other infrastructures including
important administrative centers.

The project road starts from the main Asphalt road on the junction of Tarmaber - Kombolcha
trunk road at Ataye (Efeson) town which is located 270 km from Addis Ababa and traverses
predominantly to west and terminates at Mehal Meda town at the end of dual carriageway in
Mehal Meda. The Efeson - Mehal Meda road is approximately 60km mostly existing gravel
road. The road section near Shimelis Mountain is now in a bad condition which requires
immediate intervention and upgrading. The section of the road that traverses Shimlis
Mountain is currently blocked and the Shimelis mountain section is the most notable difficult
and high-risk section of the project.

The purpose of the project is to provide partly upgrading and partly new road to DBST
standard that will connect Efeson (Ataye) town with Mehal Meda town and provide access to
villages and large rural settlement areas in between these towns.

There is an existing 5m to 6m wide gravel road that stretches from Efeson (Ataye) town to
the foot of Shimelis Mountain that provides access to the project area. It passes through
Yimlo, Gena Memcha, Tilem Ber, Aygebir, Segno Gebeya and Meskel Ber villages until it
reaches to the foot of Shimelis Mountain. The section from the foot to the top of Shimelis
Mountain, locally known as Sefed meda, is currently under maintaintenance by YENCOMD
Construction. There is also 6m to 7m wide gravel road between Sefed Meda and Mehal
Meda towns which is currently in fair condition and forms part of the Tarmaber Mehalmeda
Road.

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Table 1-1 Project Description

Project Name Efeson – Mehal Meda Design and Build Road Project

Region/Zone Amhara Regional State / North Shewa Zone

Funding The Government of the Federal Democratic Republic of Ethiopia [FDRE]
The main Asphalt road on the junction of Tarmaber - Kombolcha trunk
Start point Description
road at Ataye (Efeson) town which is located 270 km from Addis Ababa
End point Description Mehal Meda town at the end of dual carriageway in Mehal Meda
Type of Service Design and Build
Approximate Project Length
(km) 60

1096 calendar days

Project Period

The climate classification varies from “Kola” (500-1500m a.s.l) to “Dega”

Climate Classification (2300m-3200m a.s.l and Ave.Tep.of 10-16) at Efeson (Ataye) town and
Mehal Meda Town, respectively.

Figure 1-1 Project Location Map

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1.4 Meteorology
1.4.1 Climate
1.5 METOROLOGICAL INFORMATION.

The meteorological information of the project area was collected from the Ethiopian
Meteorological Agency. These data are mainly used to incorporate the adverse effect of
rainfall on the pavement design and to set working periods for the construction crew.
Accordingly, monthly temperature and rainfall data recorded at Efeson (Ataye) and Mehal
Meda station for the years 1986 to 2014 is presented as follows.

1.5.1 CLIMATE

The climate along the project road is mainly depend on the distribution of rainfall and
variation of temperature. Based on Mean Seasonal Precipitation and Mean Seasonal
Temperature variations, three seasonal periods are commonly known in Ethiopia. These are
named as “Bega”, “Belg” and “Kiremt” and occur in months of October - January, February -
May and June - September, respectively.

Based on Temperature/Altitude Relationships, the climatic condition of the country is

classified into five temperature zones; According to Site investigation manual 2013, as
presented in table 1.2 below

Table 1.2: Ethiopian Climate Zone according to 2013 Site investigation manual.
Climate Zone Elevation (m) Average Average Annual Rain
Temperature ( C)
o
fall (mm)
Wurch (cold) >3200 <10 <800
Dega (cool-cold) 2300-3200 10-16 1000-2000
Weina Dega (warm-cool) 1500-2300 16-20 1200
Kolla (hot-warm) 500-1500 20-28 600
Berha (hot) <500 28-34 <400

From the above classification, the project route corridor mainly falls within the “Kola ” climatic
zone around Efeson town and the vicinity , as the altitude of the alignment mainly lies within
1500m a.s.l. which characterized by its low humidity and warm to hot temperature. On the
other hand, the Mehal Meda and the vicinity of the project falls within “Dega” climatic zone
as the altitude of the alignment lies between 2300m - 3200m a.s.l in most section of the
road.

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1.5.2 TEMPERATURE

Monthly maximum and minimum temperature recorded data in the vicinity of the project
route, at Efeson and Mehal Meda are presented in the following tables.

Table 1.3 Mean Monthly Maximum and Minimum Temperature at Efeson Metrological Station
Mo
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
n

Max 27.2 28.3 29.5 30.2 32.4 31.1 29.4 29.9 29.8 28.8 27.8
33.9
Min 10.6 11.6 13.2 14.3 14.2 15.1 16.4 15.8 14.9 11.6 9.2 8.9

Table 1.4 Mean Monthly Maximum and Minimum Temperature at Mehal Meda Metrological
Station

Mon Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Max 19.0 19.5 18.9 18.9 19.2 19.8 17.3 16.9 17.1 16.5 17.1 18.2
Min 5.9 7.1 7.8 8.1 8.4 8.1 8.1 8.1 7.8 6.3 5.3 5.2

[Source: National Meteorological Services Agency]

40.0
Max. Temp.
35.0 Min.Temp.

30.0
Temperature in oC

25.0

20.0

15.0

10.0

5.0

0.0
Jan. Feb. Mar. Apr. May Jun. Jul. Aug. Sep. Oct. Nov. Dec.
Month

Figure1.2. maximum and minimum temperature at Efeson

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25.0
Max. Temp.
Min.Temp.
20.0
Temperature in oC

15.0

10.0

5.0

0.0
Jan. Feb. Mar. Apr. May Jun. Jul. Aug. Sep. Oct. Nov. Dec.
Month

Figure 1.3 maximum and minimum temperature at Mehal Meda

Source: Ethiopian Meteorological Authority

1.5.3 RAINFALL

The temperature of the project area normally varies from warm to cold most of the times due
to the elevation difference between the two towns. However, the maximum mean monthly
rain fall occurs in the project area between July and August. From analysis of the data, the
maximum mean monthly Rainfall at Efeson and Mehal Meda area in the month of July is
220.9mm and 300.6mm and in the month of August is 316.2mm and 252.9mm respectively.
Analysis of the rainfall data for both stations is presented in the chart below.

350.0
At Efeson
300.0 At Mehal Meda

250.0
Rain Faii (mm)

200.0

150.0

100.0

50.0

0.0
Jan. Feb. Mar. Apr. May Jun. Jul. Aug. Sep. Oct. Nov. Dec.
Month

Figure 1.4 Mean monthly rainfall of the project area

Source: Ethiopia Meteorological Authority

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1.6 Topography of the project road

The project road starts at Efeson (Ataye) from the main truck road with an altitude of 1439
meters above sea at Ataye and ascends to Shimels Mountain where the altitude becomes
3398 meters a.s.l and it gradually descends to Mehal Meda where the altitude becomes
3073 meters a.s.l.
The road corridor is characterized by greatly diversified and spectacular topographic
settings. Mountains, prominent cliffs and escarpments, hill slopes, brad and narrow,
moderately to deeply incised valleys, plateau ranging from flat, gently undulating to rugged
terrain and ridges ranging from sharp, narrow and sporadic to low amplitude elongated
varieties are some of the most conspicuous topographic. Elevation ranges from about
1300m on the low land to >3500m above mean sea level at the peak of the highlands
plateau.

Table 1.5 Summaries of Terrain Classifications

Summary Of Terrain Classification

No. Description of Terrain Type Length (Km) Percentage

1 Flat / Rolling 27.58 46%

2 Mountainous 18.46 31%
3 Escarpment 13.96 23%
Total 60 100%

Table 1.6 Terrain Classifications

Terrain Type Station

No. Start STA End STA Remark
Type Length
From To
1 Flat 3.24 0 3240 Efeson (Ataye) Town
2 Mountainous 1.14 3240 4380
3 Rolling 3.02 4380 7400
4 Escarpment 0.64 7400 8040
5 Mountainous 1.56 8040 9600
6 Escarpment 2.08 9600 11680
7 Mountainous 1.3 11680 12980
8 Escarpment 1.65 12980 14630
9 Mountainous 8.22 14630 22850
10 Escarpment 0.29 22850 23140
11 Mountainous 0.46 23140 23600
12 Escarpment 0.44 23600 24040
13 Mountainous 0.34 24040 24380
14 Escarpment 1.66 24380 26040
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15 Mountainous 4.08 26040 30120

16 Escarpment 0.82 30120 30940
17 Mountainous 0.48 30940 31420
18 Escarpment 1.68 31420 33100
19 Mountainous 0.88 33100 33980
20 Rolling 0.82 33980 34800
21 Escarpment 4.7 34800 39500 Shimelis Mountain
22 Rolling 20.5 39500 60000
Total Length 60

1.7 Geology
The regional geology of the road corridor as mapped by the Geological Survey of
Ethiopia (GSE) is presented in Figure 1.5. The map shows the following major litho-
stratigraphic units from recent to oldest:
 Qal: quaternary alluvium cover, which is composed largely of black cotton and
reddish brown sandy to silty soils.
 Tip: Upper trachyte, plugs and domes consisted mainly of rhyolitic tuff.
 Tdb: Dogiya basalt, which consists of dark grey, medium to coarse grained
fractured, vesicular olivine plagioclase- phyric basalt, inter-bedded aphanitic
basalt, and scoriaceous basalt. Flows are typically inclined. Paleosoils separate
the Dogiya basalt formation from the underlying Kemissie formation.
 Tk: Kemissie formation consists of rhyolite, ignimbrite, tuff and ash with
subordinate basalt. The rocks are strongly deformed, and invariably faulted,
folded, sheared and jointed, which resulted in inclined and overturned beds.
 Ttb: Tarmaber-Megezez basalt has dark grey fresh color and reddish brown, light
gray, light yellow and greenish grey weathered colors. It is commonly medium to
coarse grained, columnarlly jointed, porphyritic with pyroxene and plagioclase,
plus minor association of trachyte and rhylitic tuff. Various flow units are
separated by reddish brown baked contacts and paleosoils.
 Tmt: Molale ignimbrite is dominantly ignimbrite with subordinate trachyte, rhyolitic
tuff and rhyolitic obsidian. It is largely yellowish grey to grey, fine grained and
slightly to moderately weathered, fractured and columnarlly jointed.

 Talb; Alajae basalt, which is dominantly associations of a variety of basalt with

subordinate pyroclastic rocks. It is largely dark grey and greenish grey, fine to
medium grained olivine-pyroxene-phyric basalt associated with aphantic basalt,

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rhyolitic tuff, trachytic obsidian, ignimbrites and volcanic ash. The contact with the
underlying Ashangi basalt is marked by reddish brown paleosoils.
 Tab: Ashangi basalt, which is dominantly composed of intensely weathered,
highly fractured, tightly jointed and friable basalt with minor interlayering of
pyroclastic rocks at the top. It is typically greenish grey, medium to coarse
grained tilted and compositionally plagioclase-pyroxene-olivine phyric basalt. At
some locations, it is represented by three flow units (lower, middle and upper),
which are separated from each other by paleosoils or intertrappean sediments.

Figure 1.5 Geological setting of the project area

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1.8 Contents of the report

This Interim Report presents the pavement design of the section from Km 0+000 – 35+000
and Km 40+000 – Km 58+000 of the Efeson – Mehal Meda Design and Build Road Project.
In the report, data required for design of the pavement are obtained from soils and materials
investigation and the Employer’s requirement included in the contract document.
In the soil and materials report, interpretation of sub-grade material test results has been
given. In this report delineation of homogenous sections and determination of the design
CBR will be covered.

The Traffic data, the type of wearing course and the design period of the road is taken from
the Employer’s requirement, as indicated in tables 1.7 below. The design period of the
project is 15 years.

The traffic class and the type of surfacing as given in the Employer’s Requirement is
presented in the table below.

Table 1-7: Traffic categories according to the employer’s requirement

Station* Traffic (in Surfacing
No. Traffic Class
From To million)
1 0+000 58+000 1.97 T4 DBST

Finally, the pavement is designed by using the two main design parameters (Design traffic
and Design sub-grade) with due consideration to the quality of the construction materials.

This Pavement Design Report has seven sections and two appendices.
In the first section, project information and introduction about the report are outlined. The
second section discusses the laboratory and field investigation of the sub-grade soil. In this
section, homogenous sub grade sections are determined based on the design CBR values.
In addition, treatment of expansive soils, erosion gullies and water logging sections are also
presented.

The third section discusses the traffic part of the project. In this chapter, brief summary of the
traffic class as given in the Employer’s Requirement is presented.

The fourth section presents the pavement design for the above sections of the project road.
The fifth section discusses about the design of shoulder

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The sixth section presents surface dressing design, including chipping type, application rate
for chippings, bitumen type and, bitumen spray rates.

Finally, the following are included as appendices of the report:

Appendix P-1 Homogeneous Section Diagram

Appendix P-2 Design CBR of Homogenous Sections

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2. ANALYSIS OF SUB-GRADE SOILS

It is discussed in the soils and materials report that the sub-grade soil of the project area for
the sections of the road. Accordingly the sub grade soil analysis for the two section is
presented here under.

Accordingly, for the first section of the road from KM 0+000 to KM 35+000 Brown to light
brown silty clay soil are dominantly covers the road alignment which is commonly poor to fair
roadbed material. In addition, weathered rock section with a percentage composition of
25.7% is the second dominant soil material found in this road section.

For the second section of the road from KM 40+000 to KM 58+000 weathered rock
dominantly covered the road alignment which is commonly good roadbed material. In
addition, dark to light grayish clay soil with a percentage composition of 23.2% is the second
dominant soil material found in this road section.

Very short stretch of swampy areas are also observed during the investigation period in both
road sections. The general summery of roadbed material for the project is presented in table
2.1 below.

Table 2.1 Summary of the roadbed materials for the project.

For the road section from KM 0+000 to KM 35+000

Length Composition
Sub grade material type Remarks
(km) (%)
Brown to light brown silty Fair to good roadbed material.
18.1 48.3%
clay soil
Weathered rock 9.63 25.7% Good roadbed material
Dark to Light grayish clay Poor to fair roadbed material.
4.9 13.1%
soil
Dark clay soil 2.2 5.9% Poor roadbed material
Dark clay soil mixed with Fair to good roadbed material.
2.0 5.3%
cobbles and boulders

For the road section from KM 40+000 to KM 58+000

Length Composition
Sub grade material type Remarks
(km) (%)
Weathered rock 6.4 35.6% Good roadbed material.
Dark to light grayish clay soil 4.2 23.3% Poor to fair roadbed material.
Dark/brown to light brown Fair to good roadbed material.
5.4 30.0%
silty clay soil
Dark clay soil 1.9 11.6% Poor roadbed material.

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From the above data, it can be concluded that the sub-grade materials for most of the
project length are characterized by poor to good roadbed materials. These visual
observations are tied with the laboratory test results and used for the design of the
pavement.

2.1 Percentage Composition of the Sub-grade Soils

2.1.1 For the section from Km 0+000 – Km 35+000

The classification test result reveals that the sub-grade materials along the road are
classified into Eight different groups: A-7-6, A-7-5, A-2-7, A-1-a, A-2-4, A-1-b, A-2-6 and A-6.
Out of the eight groups A-7-6 comprise 34.2% of the sub grade material (the largest
proportion) which is followed by A-7-5 and A-2-7 materials which constituent 27.6% and
21.1% of the sub grade soil respectively. The remaining soil materials comprise 17.1 % of
the sub grade.

The CBR values at 93% of the maximum dry density of the A-7-6 materials tested for CBR
are between 2% and 6% inclusive, except one tests whose CBR is 11%. The Group Index of
the material varies between 7 and 20, except for two samples which have GI of 4 and 5.
Materials with these CBR and Group index values usually exhibit poor sub grade strength.
The physical description of the soil type in this group is dominantly dark clay and light to dark
brown grayish silty clay soils. AASHTO classification, M145-91, classifies this type of
material as clayey material and rates it as fair to poor sub grade. The relationship between
CBR and Group Index is also in alliance with the AASHTO system since for higher group
indices the CBR results are lower and vice versa.

47% of the materials in this group have a percent swell greater than 2%, which is an
indication of expansive soil as per the criteria set in the Employer’s Requirement for
expansive soils. This phenomenon is, however, not in line with the site observation where no
or minor cracks were observed on the site.

81% of the test result of Liquid Limit is less than or equal to 60%, and the remaining 19% is
between 60% and 70%. 85% of the material in this group has a Plasticity index (PI) less than
or equal to 30%, and the remaining 15% is between 30% and 40%, and the linear shrinkage
ranges between 8% and 16%. The LL, PI and Linear Shrinkage test results of this soil group
indicate that majority of the soil samples are low to moderately plastic, and confirms that the
soils have low or medium expansiveness behaviour.

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This group of soil is prevalent throughout this section of the road, except in the short
sections between Km 17+000 and Km 21+000, and between Km 30+500 and Km 35+000.

The other soil group which comprises 28% of the tested samples in this section is A-7-5. Out
of the samples of this group of materials tested for CBR, 89% have a CBR Value between
2% and 10%, except two samples which have 14% and 15%. The group index ranges
between 6 and 20 inclusive. The physical description of the soil type in this group is
dominantly dark clay and light to dark brown grayish silty clay soils. AASHTO classification,
M145-91, classifies this type of material as clayey material and rates it as fair to poor sub
grade. The relationship between CBR and Group Index is also in alliance with the AASHTO
system since for higher group indices the CBR results are lower and vice versa.

The swell test results reveal that 33% of the samples have swell value greater than 2%,
which is an indication of expansive soil as per the criteria set in the Employer’s Requirement
for expansive soils. This phenomenon is, however, not in line with the site observation where
no or minor cracks were observed on the site.

43% of the test result of Liquid Limit is less than or equal to 60%, and the remaining 57% is
between 60% and 70%. 62% of the material in this group has a Plasticity index (PI) less than
or equal to 30%, and the remaining 38% is between 30% and 40%, and the linear shrinkage
ranges between 6% and 20%. The LL, PI and Linear Shrinkage test results of this soil group
indicate that majority of the soil samples are moderately to highly plastic, and confirms that
the soils have medium to high expansiveness behaviour.

This group of soil is prevalent throughout this section of the road at some intervals,
alternating with A-7-6 group of soil.

The next major material type found in this section is A-2-7 material, which comprises 21% of
the sub grade soil. The CBR values at 93% of the maximum dry density of this material are
between 6% and 20% inclusive. The Group Index (GI) of the material varies between 0 and
3, except two tests whose GI are 9 and 11. Most of the materials in this group are light to
dark brown silty clay soil as mentioned in the soil extension table above. Materials with this
CBR and Group index usually exhibit fair to good sub grade strength, which is in line with the
CBR and Group Index results mentioned above.

88% of the materials of this class of soil have a swell value less than 2% which indicates that
the swell potential of the soil is low or nil, and hence has no expansive nature. This

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phenomenon is also in line with site observation where no crack or minor crack at some
locations was observed on the site.

67% of test result of Liquid Limit is less than or equal to 60%, and 73% of the material in this
group has a Plasticity index (PI) less than 30%.The linear shrinkage for most of the tests of
this group of soil ranges between 7% and 16%. The Linear Shrinkage, the PI and the LL test
results indicate that the soil is low to moderately plastic, and confirms that the majority of the
material has low to medium expansiveness behaviour.

This group of soil is prevalent in the section between Km 19+500 and Km 35+000, and
indicates that the majority of the stretches in this section has fair to good CBR value and less
swell potential.

In general, out of the 38 samples tested for CBR test in this section, only 4 samples (10.5%)
have a CBR Value less than 3. This implies that most of the section of the road (Km 0+000 –
Km 35+000) has a sub grade class S2 indicated in the Employer’s Requirement. The
percent swell and plasticity values, however, indicates that there are sections with soils of
expansive nature with different degree of expansion.

2.1.2 For the section from Km 40+000 – Km 58+000

It was mentioned that 34 samples of sub-grade materials were collected from the road
alignment at every 0.5km interval to assess the properties of the road bed materials in this
section. Classification tests (sieve analysis, atterberg limits, linear shrinkage and natural
moisture content) were conducted on samples collected at every 0.5 km, whereas modified
proctor, three point CBR and swell tests were conducted on samples collected at interval of
1km.

The classification test result reveals that the sub-grade materials along the road are
classified into five different groups: A-7-5, A-7-6, A-2-7, A-6 and A-2-4. Out of the five groups
A-7-5 comprise 59% of the sub grade material (the largest proportion) which is followed by
A-7-6 and A-2-7 materials which constituent 23% and 12% of the sub grade soil,
respectively. The remaining soil materials comprise 6% of the sub grade.

The CBR values at 93% of the maximum dry density of the A-7-5 materials tested for CBR
are between 2% and 9% inclusive, except one tests whose CBR is 20%. The Group Index of
the material varies between 7 and 20. Materials with these CBR and Group index values
usually exhibit poor sub grade strength. The physical description of the soil type in this group

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is dominantly dark clay to dark silty clay and brown to dark brown silty clay soils. AASHTO
classification, M145-91, classifies this type of material as clayey material and rates it as fair
to poor sub grade. The relationship between CBR and Group Index is also in alliance with
the AASHTO system since for higher group indices the CBR results are lower and vice
versa.

42% of the materials in this group have a percent swell greater than 2%, which is an
indication of expansive soil as per the criteria set in the Employer’s Requirement for
expansive soils. This phenomenon is, however, not in line with the site observation where no
or minor cracks were observed on the site, except in the stretch between 54+300 – 55+600.

60% of the test result of Liquid Limit is less than or equal to 60%, and the remaining 40% is
between 60% and 80%. 90% of the material in this group has a Plasticity index (PI) less than
or equal to 30%, and the remaining 10% is between 30% and 40%, and the linear shrinkage
ranges between 8% and 16%. The LL, PI and Linear Shrinkage test results of this soil group
indicate that majority of the soil samples are low to moderately plastic, and confirms that the
soils have low or medium expansiveness behaviour.
This group of soil is prevalent throughout this section of the road.

The other soil group which comprises 23% of the tested samples in this section is A-7-6. Out
of the samples of this group of materials tested for CBR, 100% have a CBR Value between
3% and 4%. The group index ranges between 5 and 12 inclusive. The physical description of
the soil type in this group is dominantly light to dark brown silty clay soils. AASHTO
classification, M145-91, classifies this type of material as clayey material and rates it as fair
to poor sub grade. The relationship between CBR and Group Index is also in alliance with
the AASHTO system since for higher group indices the CBR results are lower and vice
versa.

The swell test results reveal that 100% of the samples have swell value less than 2%, which
is an indication of non-expansive soil as per the criteria set in the Employer’s Requirement
for expansive soils.

100% of the test result of both Liquid Limit and Plasticity index (PI) is less than or equal to
60% and 30%, respectively. The linear shrinkage ranges between 8% and 12%, except one
test which is 20. The LL, PI and Linear Shrinkage test results of this soil group indicate that
majority of the soil samples are low to moderately plastic, and confirms that the soils have
low to medium expansiveness behaviour.

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This group of soil is prevalent between sections from Km 47+500 – Km 51+500 and Km
56+000 – Km 58+000.

In general, out of the 17 samples tested for CBR test in this section, only 4 samples (11.8%)
have a CBR Value less than 3. This implies that most of the section of the road (Km 40+000
– Km 58+000) has a sub grade class S2 indicated in the Employer’s Requirement. The
percent swell and plasticity values, however, indicates that there are sections with soils of
expansive nature with different degree of expansion.

2.2 Determination of Homogenous Sections and Design CBR

Homogenous sections are determined for the two sections of the road using AASHTO V1 -
1993, appendix J, pavement design manual, “analysis of unit delineation by cumulative
difference method”. The cumulative variables were determined on the CBR values and
plotted against length in km. The fairly homogeneous sections of the road project is obtained
by locating the main slope variances in the graph as shown below. Details of the analysis is
presented in Annex I of the report.

Figure 2.1 analysis of unit delineation by cumulative difference from Km 0+000 to Km 35+000.

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Figure 2.2 analysis of unit delineation by cumulative difference from Km 40+000 to Km 58+000.

According to the Unit delineation analysis the sections of the road are classified into three
and two homogeneous sections for the first and second section of the road, respectively,
and the 90 percentile and the design CBR value for each sections is determined as
presented below.

For section-1 from KM 0+000 to KM 35+000

Homogenous Section 1: This section covers part of the alignment from Km 0+000 to Km
12+000. The CBR values in this section vary from 2% to 11%. The 90 percentile CBR value
is computed as 2% as indicated in the figure below which is S1 sub grade class according to
ERA sub grades soil classification. However, 77% of the CBR value is greater than or equal
to 3%. According to the Employers requirement the sub grade material under the pavement
should full fill a sub grade class of S2. Hence, it is necessary to replace or improve the weak
sub grade materials in the three stretches of this section, whose CBR value is 2%, with a
good fill material having a minimum CBR value of 5% so that the design CBR value for the
whole stretch of this section becomes 3% and hence the sub grade class becomes S2

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90 %.ile CBR Value

12

10
CBR Value (%)

8
n = 13
6 d = 0.1*(13-1) = 1.2
D.CBR = 2%
4

0
1 2 3 4 5 6 7 8 9 10 11 12 13
number of data

Figure 2.3 Design CBR for the section from Km 0+000 to Km 12+000

Homogenous Section 2: This section of the road covers part of the alignment from Km
12+000 to Km 23+000. The CBR values in this section vary from 2% to 16%, and the 90
percentile CBR value is computed as 3%, as indicated in the figure below. However, the test
result of one sample from this section of the road has a CBR value of 2%. The sub grade soil
in the stretch represented by this sample should therefore be replaced with borrow material
having a minimum CBR value of 5%.

90 %.ile CBR Value

16
14
CBR Value (%)

12
10 n = 12
8 d = 0.1*(12-1) = 1.1
D. CBR = 3%
6
4
2
0
1 2 3 4 5 6 7 8 9 10 11 12 13
number of data

Figure 2.4 Design CBR for the section from Km 12+000 to Km 23+000

Homogenous Section 3: This section of the road covers part of the alignment from Km
23+000 to Km 35+000. The CBR values in this section vary from 4% to 20%, The 90
percentile CBR value is computed as 5%, as indicated in the figure below. However, the test
result of some samples from this section of the road have a PI and swell values more than
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30% and 2%, respectively, and are expansive soil as per criteria set in the Employer’s
Requirement. The sub grade soil in the stretch represented by this sample should therefore
be treated as per treatment method given under section 6 of this report.

90 %.ile CBR Value

20
18
16
CBR Value (%)

14
12 n = 15
10 d = 0.1*(15-1) = 1.4
8 D. CBR = 5%
6
4
2
0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
number of data

Figure 2.5 Design CBR for the section from Km 23+000 to Km 35+000

For section-2 from KM 40+000 to KM 58+000

Homogenous Section 1: This section covers part of the alignment from Km 40+000 to Km
48+000. The CBR values in this section vary from 3% to 22%. The 90 percentile CBR value
is computed as 4% as indicated in the figure below.

90 %.ile CBR Value

22
20
18
CBR Value (%)

16
14
12 n=9
10 d = 0.1*(9-1) = 0.8
8 D. CBR = 4%
6
4
2
0
1 2 3 4 5 6 7 8 9
number of data

Figure 2.6 Design CBR for the section from Km 40+000 to Km 48+000

Homogenous Section 2: This section covers part of the alignment from Km 48+000 to Km
58+000. The CBR values in this section vary from 2% to 9%. The 90 percentile CBR value is
computed as 3%, as indicated in the figure below. However, the test result of one sample
from this section of the road has a CBR value of 2%. The sub grade soil in the stretch
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represented by this sample should therefore be replaced with borrow material having a
minimum CBR value of 5%.

90 %.ile CBR Value

8 n=9
CBR V alue (%)

d = 0.1*(9-1) = 0.8
6 D. CBR = 3%

0
1 2 3 4 5 6 7 8 9
number of data

Figure 2.7 Design CBR for the section from Km 48+000 to Km 58+000

Note: All sections with low CBR value are found within expansive clay soil sections
are treated as per the treatment measure for expansive soils.
Table 2.2 summery of 90 percentail for the whole road section
For the road section from KM 0+000 to KM 35+000

90 percentile Sub grade 90 percentile

Homogeneous CBR Value Class before CBR Value Sub grade Class
section before treatment after after treatment
treatment treatment
Section 1 (0+00 to S1 S2
2% 3%
12+000)
Section 2(12+000 S2 S2
3% 3%
to 23+000)
Section 3(23+000 S3 S3
5% 5%
to 35+000)
For the road section from KM 40+000 to KM 58+000
90 percentile Sub grade 90 percentile
Homogeneous CBR Value Class before CBR Value Sub grade Class
Section before treatment after after treatment
treatment treatment
Section 1(40+000 S2 S2 S2
4%
to 48+000)
Section 2(48+000 S2 S2 S2
3%
to 58+000)

Design CBR determination for each section of the road segment is presented in annex II.

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2.3 Sub-grade and traffic classes based on ERA’s Pavement Design Manual

According to ERA’s Pavement design manual, sub-grade soils and traffic classes are
classified into 6 and 8 classes, respectively, as given below:

Table 2.3 sub grade class Table 2.4 Traffic class

Traffic Class Range (106 ESAL)

T1 < 0.30
T2 0.30 - 0.70
T3 0.70 - 1.50
T4 1.50 - 3.00
T5 3.00 - 6.00

T6 6.00 - 10.00

T7 10.00 - 17.00

T8 17.00 - 30.00

Accordingly, the homogenous section represented by its respective design CBR value falls
into one of the sub-grade classes as presented in table 2-3 above.

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3. Traffic

According to the Employer’s Requirement, the contractor is required to design and construct
a flexible pavement Double Bituminous Surface Treatment (DBST) standard for 15 years
design period with Equivalent Standard Axle Load (ESAL) of 1.97 million which is T4 traffic
class according to ERA design manual, as given in the table 2.4 above.

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4. PAVEMENT DESIGN
In the design of the pavement, the sub-grade design CBR values and Traffic classes
obtained as discussed above will be used. The design is carried out by using ERA’s
Pavement design manual (2013). AASHTO’s pavement design method is also used for
comparison purpose.

4.1. Pavement Design Using ERA’s Pavement Design Manual.

For the section of the road from Km 0+000 to Km 35+000

This section of the road is divided into three sections based on the homogeneous subgrade
soil. The three sections are from km 0+000 – km 12+000, km 12+000 – km 23+000 and km
23+000 – km 35+000 with a design CBR value of 2%, 3% and 5% which are classified as
S1, S2 and S3 sub grade classes, respectively, as per ERA pavement design manual 2013.
The Employer’s requirement, section 5.1.3, table 10, specifies that the road pavement need
to be designed with a sub grade class of S2 for the whole section of the project. It is
therefore necessary to bring the sub grade class of this section to a sub grade class of S2 by
improving the sub grade layer with a material having a minimum CBR value of 5% and
above. The sections from Km 12+000 – Km 23+000 and Km 23+000 to Km 35+000 satisfy
the minimum requirement of the Employer and doesn’t require any improvement, except for
the stretch between Km 22+000 - Km 23+000, with in-situ CBR value of 2%.

As discussed in the soil and materials report, there are stretches with expansive clay soil
within this section of the road, which requires especial treatment to eliminate/minimize its
detrimental effect on the pavement. The treatment methods are discussed in section 6 of this
report.

The design CBR and the sub grade class after the treatment of the in-situ sub grade are
given in the table below.

Table 4.1 Design CBR and sub grade class after treatment

For the road section from KM 0+000 to KM 35+000

Homogeneous section 90 percentile CBR Value Remarks

Section 1 (0+00 to 12+000) 3% S2

Section 2(12+000 to 23+000) 3% S2
Section 3(23+000 to 35+000) 5% S3
Hence, the road is designed using ERA Pavement Design Manual, 2013, Chart A1 to meet
the desired pavement surfacing type in the contract document and the required thickness to

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withstand the traffic load in the design period. The thicknesses as picked from the charts is
presented in the table 4-2 below.

Table 4.2 - Pavement thickness as per ERA 2013 Design Manual using Chart A1
Sub grade Traffic Loading Pavement Layer Thickness in mm

Design
Base Improved
Road Sub Sub Cumulative Sub base
Traffic Surface Course sub grade
Chainages grade grade ESAL in CBR > 30 Remarks
class Treatment CBR > CBR >
CBR at 95 class millions %
100% 15%
% MDD

ERA
0+000-
3 S2 1.97 T4 DBST 200 225 200 PDM,
12+000 2013

ERA
12+000-
3 S2 1.97 T4 DBST 200 225 200 PDM,
23+000
2013

ERA
23+000-
5 S3 1.97 T4 DBST 200 175 200 PDM,
35+000 2013

For the section of the road from Km 40+000 to Km 58+000

This sections of the road is divided into two sections based on the homogeneous sub grade
soil. These two homogenous sections of the road are from km 40+000 to km 48+000 and km
48+000 to km 58+000 with a design CBR value of 4% and 3%, respectively and is classified
as S2 sub grade classes according to ERA 2013 pavement design manual. As it was
discussed earlier, the Employer requires the road pavement to be designed with a sub grade
class of S2. This section of the road is therefore satisfies the design CBR and sub grade
class specified in the Employer’s Requirement.

However, there are also stretches with expansive clay soil within this section of the road,
which requires especial treatment to eliminate/minimize its detrimental effect on the
pavement.

The design CBR and the sub grade class after the treatment of the in-situ sub grade are
given in the table below.

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Table 4.3 Design CBR and sub grade class after Treatment of expansive clay soil sections.

For the road section from KM 40+000 to KM 58+000

Homogeneous Section 90 percentile CBR Value Remarks
Section 1(40+000 to 48+000) 4% S2
Section 2(48+000 to 58+000) 3% S2

Hence, the road is designed using ERA Pavement Design Manual, 2013, Chart A1 to meet
the desired pavement surfacing type in the contract document and the required thickness to
withstand the traffic load in the design period. The thicknesses as picked from the charts is
presented in the Table 4-4 below.

Table 4.4 - Pavement thickness as per ERA 2013 Design Manual using Chart A1
Sub grade Traffic Loading Pavement Layer Thickness in mm
Design

Road Sub Base Sub Improved

Sub Cumulative Traffi
grade Surface Course base sub grade Remar
Chainages grade ESAL in c
CBR at Treatment CBR > CBR > CBR > ks
class millions class
95 % 100% 30 % 15%
MDD
ERA
40+000-
4 S2 1.97 T4 DBST 200 225 200 PDM,
48+000 2013
ERA
48+000-
3 S2 1.97 T4 DBST 200 225 200 PDM,
58+000 2013

4.2. Pavement design Using AASHTO’s flexible Pavement Design Procedure

Performance Criteria
The following parameters are required to design a flexible pavement using AASHTO -1993
pavement design manual. The parameters are extracted from the manual for flexible
pavement.
Performance Criteria
Since the pavement is a flexible pavement, the initial and terminal serviceability Indices are
Initial serviceability Index = 4.2
Terminal serviceability Index = 2
ΔPSI = 2.2.
Equivalent Standard Axle Load (ESAL)
W18 = 1.97 million (Given in the Employer’s requirement) for the whole section of the road.
Reliability Factors
Functional class of the road = Link Road (Principal Arterial)

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Reliability level = 90% (from the range for collector roads)

Standard Deviation = 0.45 (for flexible pavement)

Sub grade Modulus

Since the Design CBR of the road are 3% and 5%,
Design Mr (psi) for CBR % = 1500 * CBR Value
=1500*3
= 4,500psi
Design Mr (psi) for CBR 5% = 1500 CBR
=1500*5
= 7,500psi

Parameters of the Pavement Structural Layers

For untreated base course and sub base;

E=17.6 CBR^0.64 (TRRL)

For Sub base (CBR = 45%):

E3 = E subbase = 201MPa = 29,170Psi

For Base course (CBR = 100%)

E2 = E base 335.4Mpa = 48,600psi

Layer Coefficients

a1 = 0.44 for AC
a2 = 0.14, Base Course with CBR of 100%
a3 = 0.11, for sub base with CBR of 30%
Parameters of the drainage Conditions
The road area has a pavement structure exposed to moisture levels greater than 25% of the
time, as can be from metrological report.
Hence: from table of AASHTO 1986;
m2 = 0.8
m3 = 0.6

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Table 4.5 – Summary of Design parameters

Sections
Parameters
0+000 – 23+000 23+000 – 35+000 40+000 – 58+000
Po 4.20 4.20 4.20
Pt 2.00 2.00 2.00
ΔPSI 2.20 2.20 2.20
ESAL (million) 1.97 1.97 1.97
R (reliability) 0.90 0.90 0.90
ZR -1.282 -1.282 -1.282
So (collector road) 0.45 0.45 0.45
a1 0.42 0.42 0.42
a2 0.14 0.14 0.14
a3 0.11 0.11 0.11
m2 0.80 0.80 0.80
m3 0.60 0.60 0.60
CBR Design sub grade 3.00 5.00 3.00
Design Mr sub grade 4,500 psi 7,500 psi 4,500 psi

Overall Required SN for the design Traffic

The overall required SN to protect the sub grade is given by the formula:

.....4.1

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Accordingly, the layer thickness determination for each section of the road will be as follows
Determination of Structural number and thickness for the section km 0+000 – 23+000
and 40+000-58+000

SN = alDl + a2D2m2 + a3D3m3 -----------------------------------------------------------------------------4.2

SN1 = 0 for surface dressing.
Using Mr of sub base in equation 4.1 gives
SN2 = 2.25
D2 = SN2
a2m2
D2 = 20.09” = 510mm Base course
The required base course-thickness is very high. If we take the base course thickness as
450mm, the new SN for base course will be 1.98.
Hence, SN2*=1.98
Using Mr of sub grade in equation 4.1 gives
SN3=4.35
D3 = SN3 – SN2*
a3m3
D3 =35.84” = 910 mm Sub base

Determination of Structural number and thickness for the section km 23+000 – 35+000
SN = alDl + a2D2m2 + a3D3m3 -----------------------------------------------------------------------------4.2
SN1 = 0 for surface dressing.
Using Mr of sub base in equation 4.1 gives
SN2 = 2.25
D2 = SN2
a2m2
D2 = 20.09” = 510mm Base course
The required base course-thickness is very high. If we take the base course thickness as
450mm, the new SN for base course will be 1.98.
Hence, SN2*=1.98
Using Mr of sub grade in equation 4.1 gives
SN3=3.7
D3 = SN3 – SN2*
a3m3
D3 =26.00” = 660 mm Sub base

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Table 4.6: Pavement structure according to ERA and AASHTO design manuals

Pavement layers. (mm) ERA Manual. AASHTO Manual.

Section from km 0 + 000 to km 23 + 000
Surfacing DBST DBST
Base course (BC) 200 450
Sub base (SB) 225 910
Capping layer (CL) 200 -
Section from km 23 + 000 to km 35+000
Surfacing DBST DBST
Base course (BC) 200 450
Sub base (SB) 175 660
Capping layer (CL) 200 -
Section from km 40+000 to km 58+000
Surfacing DBST DBST
Base course (BC) 200 450
Sub base (SB) 225 910
Capping layer (CL) 200 -

As it can be seen from the table 4.6 above, ERA’s Manual provides economical pavement
layer thickness, and is preferable. Hence, the pavement structures as designed as per the
outcome of site and laboratory investigation is as given in the table below.

Table 4.7 Designed Pavement thickness:

Sections of the road
Final Road inputs
Km 0+000-km23+000 Km 23+000-km 35+000 Km 40+000-km 58+000

Design CBR 90 percentile 3 5 3

Sub grade class S2 S3 S2
Traffic class T4 T4 T4
Surfacing DBS/AC DBST DBST DBST
Base course (GB1) (mm) 200 200 200
Sub base (mm) 225 175 225
Capping Layer (mm) 200 200 200
However, Section 5.1.3, Table 10, of the Employer’s Requirement specifies the minimum
pavement thicknesses of the project, and Table 11 of the same section gives pavement
structures in problematic sections, irrespective of the treatments given for these sections.
Since soils with expansive nature are found in the section from Km 23+000 – Km 35+000,
the pavement composition for this section shall be as given in the Employer’s Requirement,

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even though the actual sub grade class of these section is higher than the recommended
sub grade class in the contract document.

Accordingly, the Pavement thicknesses for the two sections of the project shall be as
indicated in the table below.

Table 4.8 Recommended Pavement thickness:

Pavement Thickness, mm
Granular
Sub Granula Sub
Sr. Section, km to Desig Traffic
grade Surfaci r Road base, Cappin
No. km n CBR Class
Class ng base, min. g Layer
GB1 CBR=45
%
1 0+000 – 35+000 3 S2 T4 DBST 200 200 250
40+000 -
2 3 S2 T4 DBST 200 200 250
58+000

Note: the pavement structure given in the above table is equivalent to the pavement
structure as per Chart A of ERA Pavement Design Manual, 2013, except that the some
thickness of sub base converted to equivalent thickness of capping layer as per the manuals
recommendation (1.3 factor).

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5. Design of shoulder

Shoulder is designed to provide lateral support for the pavement layers, and help in removal
of surface water from the road surface and facilitates internal drainage of the pavement.
Shoulders also give additional width for emergency and temporary parking.

The designed road sections from Km 0+000 – Km 35+000 and Km 40+000 – Km 58+000
with DS5 standard have a carriageway and a shoulder widths, and other cross section
details as indicated in the table below, as given in the Employer’s Requirement.

Table 5.1 Road Cross Section Elements

Rural

Flat Rollin Mountainous Escarp Village Town

Description ment

Type of Surfacing Double surface treatment

Carriageway width/cross fall 3.5/2.5

1.0/3 0.5/3 (paved shoulder)
Shoulder width/cross fall

Parking lane width/cross fall 3.5/2.5 3.5/2.5

Curb requirement No Yes Yes

Walkway width/cross fall No 2.5/1

Side slope Refer Typical cross sections

Back slopes Refer Typical cross sections

Road side ditches Refer Typical cross sections

In accordance with the contract document, the surfacing of the shoulders shall be designed
and constructed with Gravel Wearing Course material, except at mountainous and
escarpment sections, expansive clay soil sub grade sections, town and village sections.

Moisture is the most important factor that affects pavement performance and long-term
maintenance costs. Thus one of the significant challenges faced by the designers is to
provide a pavement structure in which the detrimental effects of moisture are contained to
acceptable limits. This situation therefore places extra emphasis on drainage and moisture
control for achieving satisfactory pavement life. In this respect, two inter-related aspects of
drainage need to be considered during road design: internal and external drainages.

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External drainage can be achieved by providing a carriageway and shoulder slopes which
can help the shedding of water into the side drains. A suitable value for paved roads is about
2.5% to 3% for the carriageway, and 4-6% for the shoulders. On the other hand internal
drainage concerns about water that entered the road structure directly from above the road
pavement or directly from below the pavement structures. Drainage within the pavement
layers is an essential element of structural design since it is impossible to guarantee that
road surfaces will remain waterproof throughout their lives. Shoulder design should therefore
ensure that water is able to drain out quickly from within the pavement. This can be achieved
in many ways, and one them is to provide a continuous layer of pervious material of 75mm
to 100mm thickness laid under the relatively impervious shoulder such that the bottom of the
drainage layer is at the level of the top of the sub base layer. This can be achieved by
extending the bottom 75mm – 100mm of the base course material under the shoulder
wearing course layer as illustrated in the following figure.

Figure 5.1 Pavement Internal drainage

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6. Design for Geo-hazards

6.1 Expansive soils

6.1.1 Expansive Clay Soil Sections

The natural sub-grade soils of the section from Km 0+000 - 35+000 is dominantly Brown to
light brown silty clay soil, which is weak in bearing capacity, but has no expansive nature.
Likewise for the section Km 40+000 – Km 58+000, the sub grade soil is dominantly
weathered rock and light to brown silty clay soil, which is fair in bearing capacity and has no
expansive nature. However, some stretches (in both sections) are characterized by clay soils
which exhibit swelling potential at high moisture content. These stretches have been
identified by using the criteria set in the Employer’s Requirement and other standard
manuals, as discussed in the Soil and Materials Report, section 3.3.3.
Accordingly, sections where the PI is > 30%, swell is > 2.0%, PIw is > 20 and the sub grade
strengths is weak are identified, as given in Tables 6.1 and 6.2 below.

Table 6.1 Expansive soil stretches in the section Km 0+000 – Km 35+000

S.No. Section Length PI PIw Swell Remark

(Km) range range range
1 0+000-1+750 1.75 27-33 19-28 3.18-3.87 mainly due to swell
2 2+750-3+750 1.0 30-32 19-26 2.76 mainly due to swell
3 6+250-8+250 2.0 27-34 17-28 2.58-3.57 mainly due to swell
2 9+750-10+250 0.50 26 18 3.33 mainly due to swell
3 12+250-12+750 0.50 33 25 1.53 Mainly due to PI
4 14+250-18+250 4.0 16-36 12-26 1.47-3.14 Mainly due to PI
5 20+750-23+250 2.5 17-38 10-24 2.51-2.94 mainly due to swell
6 25+750-26+750 1.0 35 26-30 1.68 Mainly due to PI
7 29+250-30+250 1.0 35 13-28 1.97 Mainly due to PI
8 35+250-35+000 0.75 28-35 11-17 1.85 Mainly due to PI
Total Length 15(43%)

Table 6.2 Expansive soil stretches in the section Km 40+000 – Km 58+000

S.No. Section Length PI PIw Swell Remark

(Km) range range range
1 40+000-40+250 0.25 28 22 3.55 mainly due to swell
2 42+250-45+750 3.5 33 25 1.53 mainly due to swell
3 52+250-55+750 3.5 16-36 12-26 1.4`7-3.14 Mainly due to PIw
Total Length 7.25(40%)
However, it should be noted that there are short stretches of good sub grade and even hard
strata in between the sections mentioned in the above tables. These sections need to be

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identified during construction and appropriate construction method applied. Soil extension
survey result can also be used to identify these locations. It should also be noted that the
beginning and end chainages are approximate, and the actual locations shall be
identified as the excavation progresses.

6.1.2 Treatment of expansive clay soils

The proposed treatment methods are as per provisions in the Employer’s Requirement,
sections 5.1.4/5.1.3 & ERA Standard Specification, 2013, section 4106, and contract
drawings, drawing No. EMM-TS-2007 & ERA Design Manual for Low Volume Roads
(LVRM), section 6.19.2, especially Table D.6.28 (as referred to by ERA Pavement Design
Manual, 2013, section 4.2.3). These treatment methods depend on the degree of expansion
of the in-situ sub grade soil. The definition for degree of expansion is given in ERA Site
Investigation Manual, 2013, figure 7.8 and Table 7.1 with respect to Liquid Limit (LL) and
Plasticity Index (PI), respectively. Tanzanian Pavement Design Manual, chapter 6, section
6.2.3 & 6.2.4, especially Table 6.3, can also be referred.

For soils with Low and Medium degree of expansion, the treatment method as given in the
Section 5.1.3, Table 11, of the Employer’s Requirement, the Contract Drawing, drawing No.
EMM-TS-2007 and LVRM, section 6.19.2, can be used safely; whereas, for the sub grade
soils with High degree of expansion, treatment methods as given in the Employer’s
Requirement, section 5.1.4, and ERA Standard Specification, 2013, section 4106, would be
appropriate.

Accordingly, the following treatment methods are recommended for expansive clay soil
stretches in the sections from Km 0+000 – Km 35+000 and Km 40+000 – Km 58+000,
depending on their degree of expansiveness.

For Low and Medium Degree of Expansion

This method shall be provided as per contract drawings, drawing No. EMM-TS-2007, as
follows:

a) Provide a minimum earth work cover of non-expansive material with minimum CBR
value at of 5% at 93% of MDD over the in-situ sub grade soil.
b) If the fill above the natural ground is less than 0.6m, the in-situ material shall be cut
to a depth of 0.6-x, where x is the fill above the natural ground.
c) The slope of the fill above the ground shall be 1:2 (V:H).
d) The side slope shall then be flatted to 1:6 slope by using the excavated expansive
material.
e) Provision of side drain should be avoided unless absolutely necessary. Where it is
necessary, it should be as shallow as possible and as far from the toe of the
embankment as possible, as given in the drawing referred above.

For High Degree of Expansion

This method shall be provided as per provision of Employer’s Requirement, section 5.1.4
and ERA Standard Specification, 2013, section 4106, as follows:

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f) Where the finished road level is designed to be less than 2m above ground level,
remove the problem soil to a minimum depth of 600mm over the full width of the
road, or where the finished road level is designed to be greater than 2m above
ground level, remove the problem soil to a depth of 600mm below the ground level
under the un surfaced area of the road structure; or where the expansive soil does
not exceed 1m in depth, remove it to its full depth.
g) Stockpile the excavated material on either side of the excavation for subsequent
spreading on the fill slopes so as to produce as flat a slope as possible (1V:6H).
h) The excavated area shall be backfilled with a non-expansive material of CBR value
greater or equal to 5% and compacted to a density of 93% modified AASHTO.
i) After the excavated material has been replaced with non-expansive material in
150mm lifts to 93% modified AASHTO density, the road shall be brought to finished
level in approved materials, with a side slope of 1:2 or as indicated on the Drawing.
All other requirements for pavement layers shall be complied with as specified. The
previously stockpiled expansive soil excavated as directed under should then be
spread over the slope (side fill).
j) Provision of side drain should be avoided unless absolutely necessary. Where it is
necessary, it should be as shallow as possible and as far from the toe of the
embankment as possible, as given in the drawing referred above.

Sections of Low, Medium and High degree of expansion within the section Km 0+000 –
Km 35+000 and Km 40+000 – Km 58+000, as per the LL and PI test results of the sub
grade soil in the sections.

Table 6.3 – Degree of Expansion for Expansive Clay Soils Stretches in the Section
Km 0+000 – Km 35+000

S. Road Section* LL PI Degree of Limits for degree of

No. Value Value Expansion expansion **
(%) (%) LL PI
1 0+000 – 1+750 57-65 27-33 High >50 25-41
3 2+750 – 3+750 61-66 30-32 High >50 25-41
5 6+250 – 8+250 51-70 27-34 High >50 25-41
6 8+250 – 11+250 26-52 NP-26 Low to Medium <50, 15-28
except one
test=52
7 12+250 – 12+750 65 33 High >50 25-41
8 14+250 – 14+750 64 31 High >50 25-41
9 14+750 – 15+250 37 16 Medium <50 15-28
10 15+205 – 18+250 50-69 19-36 High >50 25-41
11 20+750 – 21+250 38-50 15-26 Medium <50 15-28
12 21+250 – 21+750 68 35 High >50 25-41
13 21+750 – 22+250 43 17 Medium <50 15-28
14 22+250 – 23+250 52-66 19-38 High >50 25-41
15 25+750 – 26+750 65 35 High >50 25-41
16 29+250 – 30+250 53-66 26-35 High >50 25-41
17 34+250 – 35+000 54-76 28-35 High >50 25-41

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Table 6.4 – Degree of Expansion for Expansive Clay Soils Stretches in the Section Km
40+000 – Km 58+000

S. Road Section* LL PI Degree of Limits for degree of

No. Value Value Expansion expansion **
(%) (%) LL PI
1 40+000 – 40+250 76 28 High >50 25-41
2 42+250-43+250 63-67 23-27 High >50 25-41
3 43+250 – 43+750 46 16 Medium <50 15-28
4 43+750 – 44+250 62 24 High >50 25-41
5 44+250 – 44+750 38 15 Low <40 15-28
6 44+750 – 45+750 52-61 19-26 High >50 25-41
7 52+250 – 55+750 52-78 25-40 High >50 25-41

*The beginning and end chainages given in this table are approximate, and have to be
confirmed on site during construction.

**LL limits and PI limits for low, medium and high degree of expansion are as per figure 7.8
and Table 7.1, respectively, of LVRM, Part D.

6.2 Erodible soils

It has been observed that erodible soils are found at some stretches of the two sections of
the road between Kms 22+940 – 22+700, 24+460 – 24+500, 24+700 – 24+800, 33+560 –
33+600, 34+400 – 35+000, 48+100 – 48+150, 51+100 – 51+300. The soil in these stretches
is easily erodible due to its silty and/or sandy nature. These stretches need to be avoided if
possible, or protected from the eroding water by providing appropriate protection work. The
protection works include:

1. If gullies are already formed, they need to be backfilled layer by layer with selected
materials.
2. The side drains (longitudinal ditches) in these section shall be lined with grouted
stone pitching irrespective of the longitudinal slope.
3. Turn outs shall be constructed in short possible intervals to avoid concentrated flow
of water. Secondary ditches and check dams shall be constructed to dissipate the
energy of storm water running parallel to the road.
4. Proper protection works shall be constructed at culvert inlets and outlets and at
approaches.

6.3 Swampy Sections

There is no major section of swampy or seasonally water logging area observed in these
sections of the road. However, there are some short stretches between Km 27+160 –
27+200, 41+300 – 41+500, where water logging is observed.

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These seasonally water logging stretches need to be treated so that its detrimental effect to
the road can be minimised. The treatment shall include:

 The sub grade shall be raised to a minimum fill height of 1.2 meters above the
natural sub grade.

 The bottom 60 cm fill shall be constructed with rock fill which consists of boulders
and gravels and the embankment above the rock fill shall be constructed by a
selected material with a minimum CBR value of 5% and the fill shall be constructed in
such a way that relatively coarser materials are placed on top of the rock fill and
selected materials on the top of the courser materials.

 The top layer of the Rock fill should not reach an elevation 60 cm below the finished
sub grade. In no case shall the sub grade be less than 40 cms above the top of the
rock fill.

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7. Design of Surface Dressing Application

7.1 General
Design of the surface dressing involves selection of chipping sizes, binder type, and
determination of binder and chipping application rates. The surface dressing application
depends on a number of factors such as climate of the area, the application surface
hardness, topography, the type of materials to be used and the total traffic volume expected
to use the road. The design of surface dressing is made by following the steps indicated in
ERA Pavement Design Manual (ERA PDM), Chapter 9.

7.2 Chipping Size Selection

The size of chippings used in the surface dressing is selected based on the guidance given
in Table 9.5 of ERA PDM. In this table, the nominal size of chippings are set by correlating
the application surface hardness with the number of commercial vehicles with unloaded
weight above 1.5 tonnes carried per day in the design lane.

According ERA PDM, recommended nominal size for the first application (1 st layer dressing)
chips for very soft type of surface (the case of primed base course) where the penetration of
chips at 30oC is >12mm under application of traffic category 3 (200 – 1000 vehicle/day/lane),
is 20mm. And for the second application, nominal size of 10mm is recommended. The
grading requirement of the surface dressing aggregate as per ERA’s Pavement Design
Manual for higher level of traffic is presented below.

Table 7.1: Specification of Chippings

Nominal Size, Gradation and Flakiness Index for higher level of Traffic.

1st Layer 2nd Layer

BS test Sieve
Nominal Sizes of Aggregate (mm)
20 10
28 100 -
20 85-100 -
14 0-35 100
10 0-7 85-100
6.3 - 0-35
5.0 - 0-10
3.35 - -

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Nominal Size, Gradation and Flakiness Index for higher level of Traffic.

1st Layer 2nd Layer

BS test Sieve
Nominal Sizes of Aggregate (mm)
20 10
2.36 0-2 0-2
0.600 - -
0.075 0-1 0-1

Maximum Flakiness Index (%) 25 25

Aggregate Crushing Value (ACV)

(%) 20 20

7.3 Binder Selection

The type of binder that would be used for the surface dressing is selected considering a
number of factors namely, road surface temperature, nature of chippings, characteristics of
the road site, etc.
i. Road surface temperature
This is the temperature of the road surface measured at the time bitumen spray (day time).
The binder to be used for surface dressing should have a viscosity at road temperature
within the range of 104 – 7*105 centistokes during the surface dressing operation. This is
important so that the chippings will be wetted satisfactorily and the wetted chippings retain
the bitumen effectively. In determining the road surface temperature, ERA Pavement Design
Manual, 2013 states that in Ethiopia, daytime road temperatures typically lie between about
250C and 500C, normally being in the upper half of this range unless heavy rain is falling.

Temperature data has been collected from Metrological Stations at Efeson and Mehal Meda.
The climate of the two locations are different. The climate at Efeson is hot to worm and
classified as “Kola” and that of Mehalmeda is from Cool to called and classified as “Dega”
From the mean monthly Maximum temperatures of the two areas, the day time road
temperature for the section from Km 0+000 – Km 35+000 (Efeson side) is assumed to lie in
the upper range of the common road temperature range in Ethiopia (25 0C and 500C), and for
the section from Km 40+000 – Km 58+000 (Mehalmeda side) it is assumed to lie in lower
rage of the range 250C to 500C. Hence, the surface temperature for the whole section lies in
the common range of surface temperature in Ethiopia.

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From the figure below (extracted from figure 9.2 of ERA’s Pavement design manual, 2013), it
can be seen that the suitable bitumen type for a temperature range of 25 0C to 500C is
MC3000. The selected bitumen type is relatively less viscous for the section Km 0+000-
Km35+000, and viscous for the section Km 40+000 – Km 58+000.

Figure 7.1: Surface Temperature/Choice of Binder for Surface Dressing(ERA’s

pavement design manual, section 9, figure 9.2)

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ii. Nature of chippings

Dusty chippings are anticipated for the surface dressing application of the project. ERA PDM
suggests that if dusty aggregate is anticipated, the viscosity of the binder used should be
towards the lower end of the permissible range. Therefore, the selected binder is appropriate
in this respect for the section Km 0+000 – Km 35+000, but relatively viscous for the section
Km 40+000 – Km 58+000. Hence, it is recommended if the construction of surfacing is
carried out at time when the temperature is high for the section Km 40+000 – Km 58+000.

iii. The characteristics of the road site

The terrain of the road is generally rolling to mountainous in the section from 0+000 –
35+000 (first section), and flat for the section 40+000 – 58+000 (second section). Hence,
there is no risk of flow of binder during spray for the second section, but may flow in the first
section. It is therefore recommended if the construction of surfacing is done at relatively low
day temperature.

iv. The available binders

MC 3000 is readily available in the market, and is commonly used material.

7.4 Binder Spray Rate

The basic bitumen spray rate is computed using the following relation, as given in Road Note
3.
R=0.625+ ( F∗0.023 ) + [ 0.0375+ ( F∗0.0011 ) ] ALD ………………Eq.6.2

Where
F = Overall weighting factor,
ALD = the average least dimension of the chippings (mm),
R = Basic rate of spread of bitumen (kg/m2).

At this design stage, the Average Least Dimension ~ ALD, assuming the actual grading
distribution of the chipping will fall at the median of the upper and lower limits of the
specification given in Table 7.1 above. Also the chipping satisfies a maximum flakiness
index of 25% (which is the specification requirement). While the actual ALD shall be
verified during the construction phase based on measured chipping properties, for
calculation and estimation of quantities the theoretical values is used in this report.

The overall weighting factor “F” was determined in such a manner shown in the following
table.

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Table 7.2: Overall weighting Factor Determination

Factor Factor
(Efeson (M.Meda
Description side side
Total
For 1st Layer Chippings

Traffic Medium 250 - 500 0 0

Untreated or
Existing Surface primed base +6 +6
Wet and hot/Wet
Climatic Condition and cold +1 +2
Types of Chippings Cubical 0 0
Overall weighting factor 7 8
Total
Traffic Medium 250 - 500 0 0
For 2nd Layer Chippings

Very lean
Existing Surface bituminous +4 +4
Wet and hot/Wet
Climatic Condition and Cold +1 +2
Types of Chippings Cubical 0 0
Overall weighting factor 5 6

Since “F” is 7 and 5 for Efeson side, and there is no line levelled as 7 and 5 on the graph,
line 8 and 6 shall be used for both sections, as the difference is very small. The basic
bitumen spray rate determined by such approach is shown below. (Figure 9-7 of ERA’s
Pavement design manual)

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Figure 7.2: Basic Bitumen Spray rate, (Figure 9-7 of ERA’s Pavement design manual)

First layer chipping:

The median size for the first layer chipping = 16.5mm
Flakiness index varies from 0 to 25%. From the nomograph, for the given values of median
size and flakiness index, one gets ALD varying from 11.2 to 14.0 and hence the bitumen
spread rate is in the range of 1.32kg/m2 to 1.45kg/m2.

Second layer chipping:

The median size for the second layer chipping = 7.5mm

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Flakiness index varies from 0 to 25%. From the nomograph for the given values of median
size and flakiness index, one gets ALD varying from 5.3 to 6.5 and hence the bitumen
spread rate varies from 1.0kg/m2 to 1.15kg/m2.

The basic bitumen spray rate is summarized as follows:

 1st layer bitumen application rate = 1.32 – 1.45 kg/m2 (Average = 1.39kg/m2)
 2nd layer bitumen application rate = 1.0 – 1.15kg/m2(Average = 1.08 kg/m2)

The basic bitumen spray rates need to be adjusted to suit to the terrain, traffic speed and
grade of the proposed road. The adjustment factors that shall be adapted to the basic
bitumen spray rates are shown below.

Table 7.3: Bitumen Spray Rate Adjustment Factors

Flat terrain, High speed
Binder Basic Spray Low speed traffic,
moderate traffic traffic, down-hill
Grade Rate up-hill grades>3%
speeds grades>3%
MC3000 R R*1 R*1.1 R*0.9

7.5 Chipping Application Rate

Accurate chipping application rate shall be determined on site by spreading a single layer of
chippings on a tray of known area. The chippings are then weighed and the process is
repeated ten times with fresh chippings and the mean value is calculated.

For the subject project, the rough estimation of chipping application rate is made assuming
that the chippings have loose density of 1350kg/m3 using the following equation.

Chipping application rate (kg/m2) = 1 .364*ALD…………..Eq.6.3

The chipping spray rate determined by such approach is shown below.

First layer chipping:

The median size for the first layer chipping = 16.5mm
Flakiness index varies from 0 to 25%. From the nomograph for the given values of median
size and flakiness index, one gets ALD varying from 11.2 to 14.0 and hence the chipping
spread rate of 15.3 kg/m2 to 19.1 kg/m2.
Second layer chipping:

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The median size for the second layer chipping = 7.5mm

Flakiness index varies from 0 to 25%. From the nomograph for the given values of median
size and flakiness index, one gets ALD varying from 5.3 to 6.5 and hence the bitumen
spread rate varies from 7.2kg/m2 to 8.9kg/m2.

Similarly, the chipping application rate is summarized as follows:

 1st layer chipping application rate = 15.3 – 19.1 kg/m2 (Average = 17.2 kg/m2)
 2nd layer chipping application rate = 7.2 – 8.9 kg/m2(Average = 8.1 kg/m2)

Table 7.4: Summary of Bitumen and Chipping Application Rate

Bitumen Chipping
Layer Bitumen Bitumen application rate* Nominal size Chipping
type (Kg/m2) (mm) application
rate*
(Kg/m2)
First layer MC 3000 1.32 – 1.45 20 15.3 – 19.1
Second MC 3000 1.0 – 1.15 10 7.2 – 8.9
layer
*Note that the chipping application rate and bitumen application rates shall be adjusted for
any difference in assumptions considered above and/or after site trial.

7.6 Prime Coat Application

To create good bondage between the base course and the DBST, it is necessary to apply
prime coat over the compacted base course following the density test and level check as
well as approval of the surface condition.
MC – 30 can be used for prime coat application. The spraying temperature for MC – 30 shall
be 45OC -65OC.

Depending on the site condition, application rate of 0.8 litre/m2 – 1.2 litre/m2 can be used.

7.7 Tack Coat Application

Tack coat is usually used to create bond between the previous and new bituminous layers
as well as between the bridge deck and the bituminous layer. However for DBST surfacing,
tack coat can also be used to create good bond at the construction joints.
RS – 1 can be used for tack coat. And application rate of 0.2 litre/m2 – 0.4 litre/m2 can be
used depending of site condition.

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7.8 Fog Spray

A light spray of bitumen emulsion is ideal for improving early retention of chippings in a new
dressing. A fog spray is usually a 1:1 blend of 60% cationic emulsion and water, sprayed at
a rate of 0.8 to 1.0 litres/m². However, any grade of emulsion can be used, but the bitumen
content in the emulsion must be brought to 30% by diluting with appropriate ratio of water to
ensure that the bitumen can flow around the chippings during spray. The suitability of the
water must be established by mixing small trial batches. Complete breaking of the emulsion
must occur before traffic is allowed onto the dressing and it may be necessary to dust the
surface with sand or crusher fines to prevent pick-up by traffic.

The spray rate for the diluted emulsion depends on the surface texture of the new dressing.
A spray rate between 0.8 and 1.0 liter/m2 can be used, but actual rate shall be determined
after site trial 50% of the residual bitumen in the fog spray need to be treated as part of the
design spray rate for the surface treatment to avoid over application of bitumen which could
result in poor skid resistance.

YENCOMAD construction plc 47