FINAL REPORT

CHAPTER 3 PAVEMENT DESIGN 3.1 Introduction

By: Udila S. Pilanavithana

Rathnasekara K. S. K.

060369P 060400F

Road pavement is the most significant feature in highway designing. Just looking at the road pavement everyone gets good or bad impression regarding the road designing. Generally road pavements are classified as; Rigid Pavements Flexible Pavements In Sri Lanka, most of the time we are dealing with the Asphalt Pavements including this road section which is categorized as the flexible pavement. As we going to design a flexible pavement we have to concern it methodology. These types of pavement structures maintain intimate contact with and distribute loads to the sub grade profile and able to withstand very small tensile stresses. So that the dynamic, static loads and Friction forces are applying on the pavement, all the time it faces to wear and tear during its life time with in which the road going to utilize the transportation purposes and indirectly supporting to the economy. Therefore, with the broad understanding about above considerations and highway designing aspects we carried out the two tests for the bearing strength of sub soil layers where one test performed on site and other is in laboratory. Namely 1. Dynamic Cone Penetration Test (DCP) 2. California Bearing Ratio Test (CBR) - Field - Laboratory

This experiment performs to design structural pavement layers in two lane road according to the guide line in TRL Road note 31. With the help of parameter Sub grade Strength we obtained by the above experiments we have to consider other important parameter call CNSA Cumulative number of Standard axel loads for the design period which we will going to obtained from the Traffic Survey Data. As far as we concern the deformation in soil layers underneath the road pavement is mainly Shear deformation. So that we have to give prior attention for the bearing capacity of the sub layers before construct the pavement. There are different types of layers with in a road pavement section namely ;

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Surface course Base course Sub base Sub grade

Figure 3.1- Pavement Cross Section

When we considering the asphalt layer it compromise with two main failure modes call Permanent Deformation and Fatigue Cracking. So we must design the pavement considering all the above key factors affecting to the road pavement.

3.2 Objectives
1. Find out the CBR value from the DCP test in field. 2. Find out the CBR value from the CBR test in laboratory and choose the most suitable value.

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3.3 Methodology 3.3.1 Experiment: Dynamic Cone Penetration Test (DCP) General
The Dynamic Cone Penetrometer (DCP) is an instrument designed to provide a measure of the in-situ strength of fine grained and granular sub grades, granular base and sub base materials, and weakly cemented materials. A schematic of the DCP is shown in Figure 1. The 8-kg (17.6-pound) weight is raised to a height of 575 mm (22.6 inches) and then dropped, driving the cone into the soil or other material being tested. DCP testing is conducted according to Illinois Test Procedure 501, in which the number of blows to achieve 150 mm (6 inches) of penetration is counted. Alternatively, the depth of penetration may be measured after each blow when extremely soft materials are encountered. In either case, the output of the DCP test is a penetration rate (PR), expressed in mm (inches) per blow.

Steps 1. In the first stage Penetrometer was assembled accurately with its all features. Then it was hold in vertical. 2. Then we had selected the place for testing and remove the top soil layer for 150 mm depth. 3. Then we installed the ruler in that place and placed the instrument. 4. After fixing all the apparatus we took the initial reading in ruler and recorded it. 5. Then we had performed the test by lifting the 8kg weight and let it freely fall. Then we had taken the reading that gives penetration. 6. Likewise test was performed for 200 m interval along the road and penetrated reading was recorded against number of blows. 7. Then No of blows vs. Penetration graph was plotted and took the gradient of first layer.

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Apparatus:

Figure 3.2- DCP Test Apparatus

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3.3.1.2 Results
Location at 50 m distance from the Thalawathugoda junction and 1 m Right Hand Side of the road
Blows 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 Penetration 55 66 75 85 95 105 115 124 131 138 144 150 158 166 175 185 197 208 216 226 240 252 265 281 299 315 333

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27 28 29 30 31 32 33 34 35 36 37 38 39 40 41

354 384 417 437 455 477 515 569 592 636 672 710 772 820 860

Location at 250 m distance from the Thalawathugoda junction and 1.5 m Right Hand Side of the road
Blows 0 1 2 3 4 5 6 7 8 9 10 11 12 Penetration 50 62 70 75 81 87 93 99 102 108 114 120 125
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13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44

132 139 146 153 160 169 176 184 194 205 220 233 247 267 286 304 317 332 350 369 390 414 434 445 452 460 468 475 484 493 503 514
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45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65

525 535 546 556 567 580 595 606 615 624 633 644 652 662 674 685 698 710 726 745 760

Location at 550 m distance from the Thalawathugoda junction and 2 m Left Hand Side of the road
Blows 0 1 2 3 4 5 6 Penetration 50 65 72 80 85 92 98
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7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38

106 114 120 127 134 139 142 146 150 155 159 163 166 171 174 181 189 193 204 211 218 226 232 244 256 269 285 304 319 332 341 350
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39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70

355 363 373 382 392 400 409 415 422 428 435 442 450 458 468 475 485 494 502 511 520 527 537 546 555 565 575 585 595 605 616 628
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71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86

638 650 660 669 676 690 700 707 715 722 733 745 757 772 792 810

Location at 800 m distance from the Thalawathugoda junction and 1.5 m Right Hand Side of the road
Blows 0 1 2 3 4 5 6 7 8 9 10 11 Penetration 56 67 73 79 84 88 95 99 104 110 112 116
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12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43

120 123 127 135 140 143 147 152 155 157 161 167 168 173 180 185 189 191 197 202 206 208 216 223 225 230 235 238 245 245 252 254
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44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75

257 264 269 273 279 281 285 287 291 293 300 302 308 308 313 318 323 328 330 337 342 353 355 368 370 390 400 415 428 433 445 452
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76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93

462 474 488 503 520 541 562 588 610 653 674 710 743 750 770 772 780 818

3.3.2 Experiment : California Bearing Ratio Test General

The California bearing ratio (CBR) is a penetration test for evaluation of the mechanical strength of road sub grades and base courses. It was developed by the California Department of Transportation. The test is performed by measuring the pressure required to penetrate a soil sample with a plunger of standard area. The measured pressure is then divided by the pressure required to achieve an equal penetration on a standard crushed rock material. The CBR test is described in ASTM Standards D1883-05 (for laboratory-prepared samples) and D4429 (for soils in place in field), and AASHTO T193.

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The CBR rating was developed for measuring the load-bearing capacity of soils used for building roads. The CBR can also be used for measuring the load-bearing capacity of unimproved airstrips or for soils under paved airstrips. The harder the surface, the higher the CBR rating. The standard material for this test is crushed California limestone which has a value of 100.

= CBR [%] = measured pressure for site soils [N/mm] = pressure to achieve equal penetration on standard soil [N/mm]

This consists of causing a plunger of standard area to penetrate a soil sample, (this can be in the laboratory or on site). The force (load) required to cause the penetration is plotted against measured penetration, the readings noted at regular time intervals. This information is plotted on a standard graph, and the plot of the test data will establish the CBR result Of the Soil tested. It sounds complicated, but the basis behind it is quite simple. We are determining the resistance of the sub grade, (i.e. the layer of naturally occurring material upon which the road is built), to deformation under the Load from Vehicle Wheels. Even more simply put, ''How strong is the ground upon which we are going to build the road''. The BR test is a way of putting a figure on this inherent strength, the test is done in a standard manner so we are able to compare the strengths of different sub grade materials, and we are able to use these figures as a means of designing the road pavement required for a particular strength of sub grade. The stronger the sub grade (the higher the CBR reading) the less thick it is necessary to design and construct the road pavement, this gives a considerable cost saving. Conversely if CBR testing indicates the sub grade is weak (a low CBR reading) we must construct a suitable thicker road pavement to spread the wheel load over a greater area of the weak sub grade in order that the weak sub grade material is not deformed, causing the road pavement to fail.

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Apparatus

Figure 3.3- CBR Test Apparatus

Steps
1. First soil samples weight 8 kg were taken from the each locations where DCP test was performed. 2. They were sealed using the polythene bags during the collecting to avoid the evaporation. Then they were transported to the laboratory and ready for the testing. 3. Samples were mixed properly and sieved by 19 mm sieve. Also separate samples were kept in the oven by recording the initial weight. 4. The mold with extension collar attached, was clamped to the based plate. Then the spacer disc was inserted to the bottom of the mold. 5. The mold was filled with sample soil in layers and each layer was compacted by 2.5 kg Rammer for 56 blows. Blows were evenly distributed throughout the surface. 6. The extension collar was removed and sample was trimmed using a straight edge. Wholes that had developed in the surface due to removal of the coarse material were patched with sample soil.

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7. Then the spacer disc was removed and inverted the mould. Then it was placed in the CBR apparatus placed the surcharge weight on the specimen. This is to produce sufficient intensity of loading equal to the weight of base material pavement within 5 lb but not less than 10 lb. 8. Then the penetration piston was seated with the minimum possible load (but less than 44 N).

9. Both stress and strain gauges were set to zero. 10. The load was applied on the penetration piston so that rate of the penetration is approximately 0.5 inches (1.27 mm) per minute. 11. While the load was being applied, stress gauge readings were taken against 0.64mm, 1.27mm, 1.91mm, 2.54mm, 3.18mm, 3.81mm, 4.45mm, 5.08mm, 7.62mm, 10.16mm & 12.7 mm penetrations.

3.3.2.2 Results
Container Initial weight After oven dry 50m sample 234.78 g 211.6 g 250m sample 117.16 g 107.2 g 550m sample 248.56 g 226.8 g 800m sample 255.62 g 236.2 g

Location at 50 m distance from the Thalawathugoda junction and 1 m Right Hand Side of the road
Penetration (mm) 0.64 1.27 1.91 2.54 3.18 3.81 4.45 5.08 7.62 10.16 12.7 Dial reading (Dev.) 53 90 121 145 164 184 200 215 268 310 350
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Location at 250 m distance from the Thalawathugoda junction and 1.5 m Right Hand Side of the road
Penetration (mm) 0.64 1.27 1.91 2.54 3.18 3.81 4.45 5.08 7.62 10.16 12.7 Dial Reading (Dev.) 55 106 152 181 214 237 259 278 345 375 454

Location at 550 m distance from the Thalawathugoda junction and 2 m Left Hand Side of the road
Penetration (mm) 0.64 1.27 1.91 2.54 3.18 3.81 4.45 5.08 7.62 10.16 12.7 Dial Reading (Dev.) 42 76 110 148 152 164 174 185 229 261 296

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Location at 800 m distance from the Thalawathugoda junction and 1.5 m Right Hand Side of the road
Penetration (mm) 0.64 1.27 1.91 2.54 3.18 3.81 4.45 5.08 7.62 10.16 12.7 Dial Reading (Dev.) 56 110 171 232 296 355 415 466 660 784 905

3.4 Calculations
All the graphs correspond to above tables are already attached as annexes. Calculations are shown for one figure and all the values are taken according to that method. Location at 50 m distance from the Thalawathugoda Junction DCP test results Gradient of the Graph Equations a) Log 10 (CBR) b) Log 10 (CBR) c) Log 10 (CBR) d) Log 10 (CBR) = = = = 2.632- 1.280 log10 (mm/Blow) 2.555- 1.145 log10 (mm/Blow) 2.503- 1.150 log10 (mm/Blow) 2.480- 1.057 log10 (mm/Blow) = 9.857 mm/Blow

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Corresponding Values a) CBR b) CBR CBR test results We obtained the Load values corresponding to the Dial reading from the table, consequently related Stress Values were calculated after doing the necessary corrections. Area of the Piston Stress for 2.54 mm Pen. Stress for 5.08 mm Pen. CBR for 2.54 mm Pen. CBR for 5.08 mm Pen. Maximum Value = = = = = = (*0.049532) / 4 1.4332 MPa 1.6534 MPa (1.4332 / 6.90 ) * 100 % (1.6534/ 10.3 ) * 100 % 20.77% = 20.77% = = 20.77% 16.05% = 0.0019268 m2 = = 22.91% 26.89%

Comparing DCP test results and CBR test results the most suitable CBR value Location at 250 m distance from the Thalawathugoda Junction DCP test results Gradient of the Graph Corresponding Values a) CBR b) CBR CBR test results Stress for 2.54 mm Pen. Stress for 5.08 mm Pen. CBR for 2.54 mm Pen. = = = 2.232 MPa 4.051 MPa (2.232/ 6.90 ) * 100 % = 32.34% = = 42.93% 45.17% = 6.035 mm/Blow

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CBR for 5.08 mm Pen. Maximum Value

= =

(4.051/ 10.3 ) * 100 % 39.33%

39.33%

Comparing DCP test results and CBR test results the most suitable CBR value

32.34%

Location at 550 m distance from the Thalawathugoda Junction DCP test results Gradient of the Graph Corresponding Values a) CBR b) CBR CBR test results Stress for 2.54 mm Pen. Stress for 5.08 mm Pen. CBR for 2.54 mm Pen. CBR for 5.08 mm Pen. Maximum Value = = = = = 1.594 MPa 2.865 MPa (1.594 / 6.90 ) * 100 % (2.865/ 10.3 ) * 100 % 27.81% = 27.81% = = 25.30% 27.81% = = 37.71% 40.58% = 6.035 mm/Blow

Comparing DCP test results and CBR test results the most suitable CBR value

Location at 800 m distance from the Thalawathugoda Junction DCP test results Gradient of the Graph Corresponding Values
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a) CBR b) CBR CBR test results Stress for 2.54 mm Pen. Stress for 5.08 mm Pen. CBR for 2.54 mm Pen. CBR for 5.08 mm Pen. Maximum Value

= =

51.11% 52.17%

= = = = =

3.256 MPa 5.993 MPa (3.256/ 6.90 ) * 100 % (5.993/ 10.3 ) * 100 % 58.18% = 51.11% = = 47.19% 58.18%

Comparing DCP test results and CBR test results the most suitable CBR value

According to the above California Bearing Ratio (CBR) values, the lowest CBR value at the road section as the design CBR, which is 20.77%.

3.5 Traffic Survey

3.5.1 Estimation of Traffic Volume

Traffic count data for the both directions were added up for each vehicle type. From those values the summation of different vehicles for both directions per 15 minutes were calculated. Hourly flows were calculated and took the maximum among them as peak our flow. According to below table;

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Peak hour was occurred from 2.30 pm 3.30 pm Peak hour flow Traffic volume per day = = = Modfication factor for design volume For two lane ( single carriage way) = 1831 vph 1831*10 18310 vpd 0.5

Hence traffic volume per lane

= =

18310*0.5 9155 vpd

Determination of design life

Traffic volume Since traffic volume > 3000, Hence design life is 20 years.

9155 vpd

Estimation of cumulative number of Standard Axles (CNSA)

Following formula is used to determine the CNSA

A
A Ai Pi ri m n = =
=

365*

((

)n -1) / r i

Cumulative number of standard axles for design life

((

)n -1) / r i

Average number of Standard Axles per day for the first year of opening the road for Traffic after construction for vehicle type i

Rate of growth of traffic for vehicle type i Number of the type of vehicle Design period in years

= =

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Used ESA values for vehicle types

Vehicle type Heavy goods vehicles Medium goods vehicles Light goods vehicles Long Buses Medium Buses Number of axles/wheels >2%/>6 2/6 2/4 2/6 2/4 ESA 1.88 1.17 0.01 0.30 0.09

Specimen calculation for Pi, Pi = (Peak hour floor for vehicle type i ) * (Modification Factor) * 10 * ESA

For medium Buses; P1 = 11 * 0.5 * 10 * 0.09 = 4.95

Other Pi values were calculated as above calculation. For 20 year Design life; A =
=

365* 365* Ai

((

)n -1) / ri

= =

365 * [ 148 + 1162 + 74 + 18938 + 8299 + 1729 + 2421 ]= 365 * 32771 13,786,415 ESA / yr

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3.5.2 Results
Designed CBR value ( for 2.54 mm Penetration) According to the TRL Road Note 31, Sub Grade Strength Class S5 = T7 13.8 * 106 ESA / yr = 20.77%

CNSA for 20 years Design life Traffic Class

According to the Structural Catalogue given in TRL Road Note 31, From Chart 5
Granular Road Base / Structural Surface

Designed Pavement Cross Section

Reference: Highway Engineering by Paul H. Wright / Karen K. Dixon Relevant Websites, Lecture Notes
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