1) Design Method:

This report presents the design methodology of pavement, following the guidelines of the Egyptian code for rural & local roads- Volume 6; which is utilizing the American association of state highway
and transportation officials (AASHTO) guide for design of pavement structures 1993.

2) Geotechnical Investigation:

a. Geotechnical investigation and foundation recommendation reports were prepared for three sites. However, two reports only contain California Bearing Ratio (CBR) tests along project
extent.
b. Four day soaked CBR results range between 10 to 43%.
c. Hence, conservatively the lowest value (10%) will be adopted in design as long as this value is acceptable in pavement design and does not require special remediation of subgrade. contractor
has to verify that in-situ tests don’t generate lower values.
CBR = 10

3) Expected Traffic:

The anticipated operating vehicles along internal roads are maintenance pick up, however; construction and heavy haul demand should be met.
Therefore, a truck trailer with load capacity of 60 ton is considered as the design vehicle (however this load exceeds the limits of weight rules on Egyptian roads). This vehicle is assumed to run
over the same spot along road twice per day.

The truck is a six axle vehicle; front Single axle single tyre of 6 ton, tandem axle of 16 ton and rear 3 x single axle dual tyre with 10 ton load capacity each

3X SADT SAST TADT

In order to estimate the effect of each axle and its load, the truck factor formula could be estimated based on the fourth power rule, where each load could be correlated to the standard equivalent axle load by
the formula:( load/ standard) 4

i. For single axle single tire (SAST),

the standard load = 5.4 ton
ii. For single axle- dual tire (SADT),
the standard load = 8.2 ton
iii For tandem axle-dual tyre (TADT),
the standard load = 13.6 ton

Design will consider the truck will pass once fully loaded and returning empty. Therefore, truck factor is the average of two cases along pavement section over the entire design life.

Hence, axle load and truck factor for the fully loaded case as shown below:

Equivalent Single Axle

Transport Gross vehicle Load on axle, P (t) Truck
(P/Standard)^4
Type weight (t) factor (Tf)
SAST TADT 3 SADT SAST TADT 3 SADT
Fully loaded - 6 16 16 1.53 1.92 14.5 46.95
Truck Trailer
69 t
(60t load)
Empty - 19t 3 5.5 3.5 0.096 0.027 0.034 0.157
23.55

Equivalent Single Axle Load(ESAL)

ESAL = Number of daily passes x 365 x design life x truck factor

= 343882

Design ESAL = 350000

4) Design Parameters:

The basic design equation used in AASHTO Guide is as follows:

Where:
W18 = predicted number of 18-kip equivalent single axle load
ZR = standard normal deviate
SO = combined standard error of the traffic prediction and performance prediction

ΔPSI = difference between the initial design serviceability index, po, and the design terminal serviceability index, pt, and

MR = Sub-grade Resilient Modulus as derived from the CBR values

SN = the structural number indicative of the total pavement thickness required: SN= a 1 D1 + a2 D2 m2 +a3 D3 m3, where:
ai = ith layer coefficient
Di = ith layer thickness (inches), and
mi = ith layer drainage coefficient

4.1 Reliability:

There are many sources for uncertainties in pavement design problems – e.g., traffic prediction, material characterization and behaviour modelling, environmental conditions, etc. – as well as
variability during construction and maintenance. The uncertainty comes not only from data collection, but also from the lack of input parameters required to better characterize traffic, materials and
environmental conditions.

Therefore, as per the classification of roads in the plant (local roads); a 80% of reliability is adopted, and
corresponding standard normal deviation (ZR) = -0.841

4.2 Standard Deviation;

As per the AASHTO design guide,

the overall standard deviation (SO) for flexible pavements = 0.45

4.3 Present Serviceability Index (PSI)

The Present Serviceability Index (PSI) is the ability of a roadway to serve the traffic which uses the facility. A rating of 0 to 5 is used with 5 being the best and 0 being the worst. As road
condition decreases due to deterioration, the PSI decreases.
4.4 Initial Serviceability (Po)

The Initial Serviceability (Po) is the condition of a newly constructed roadway. A value of 4.2 is assumed.

4.5 Terminal Serviceability (PT)

The Terminal Serviceability (PT)is the condition of a road that reaches a point where
some type of rehabilitation or reconstruction is warranted. A value of 1.5 is assumed.

4.6 Sub-grade Modulus of Resilient

The resilient modulus is a measure of the elastic property of the soil recognizing certain nonlinear characteristics.

MR = 1500 x CBR
= 15000 psi (pounds per square inch)

4.7 Layers Coefficient (a)

Layer coefficients are selected based on material type, density, vehicle speed, project location, and asphalt temperatures.
The layer coefficients for the Granular materials are obtained from charts of AASHTO 93 Design Guide.

Value of (a3) reflects layer coefficient of aggregate sub-base material to be used for surface layer.

4.8 Layers Drainage Coefficient (m)

Drainage coefficients are selected based on the quality of drainage on the pavement system. These coefficients are used for modifying the structural layer coefficients for sub-base (m3).
It reflects the drainage quality and the percentage of time during the year the pavement structure would normally be exposed to moisture levels approaching saturation.

The recommended drainage coefficient (mi) for pavement layers = 1.25 (fair drainage quality and less than 1% exposure to moisture).

4.9 Material Properties

Using selected gravel as a surface layer

i. CBR=60%
ii. Layer Coefficient (a) = 0.125
(from fig 2.6 of AASHTO 1993 code)
iii. Modulus of resilient (MR) = 26,000 psi

5) Design Structural Number (SN):

The AASHTO method utilizes the term structural number (SN) to quantify the structural strength of a pavement required for a given combination of soil support, total traffic, reliability, and
serviceability level, the required SN is converted to actual thickness of surfacing base and replaced subgrade, by means of appropriate layer coefficients representing the relative strength
of the construction materials.

The design equation used is as follows:

SN = a x D x m

Where,
a= Layer coefficient
D= Thicknesses of layer
m= Drainage coefficients

6) For Aggregate Roads

SN1 (Subgrade) = 2.5

SN1= 0.125 x 1.25 x D2
Aggregate layer = 16” = 40 cm

The 40 cm aggregate base could be splitted into two layers (15 cm gravel surface layer CBR 60%, and 25 cm Aggregate Base CBR 60%).

For Asphalt Roads

The 2.5 SN Structure number, generates a minimum section of 5cm hot mix asphalt surface layer and a minimum 10 cm aggregate base course.

7) OUTPUT

Asphalt Roads

i. 5cm HMA Wearing surface

ii. Prime coat (MC-70)
iii. 10cm Crushed Aggregate Base course (CBR 80%)
iv. 30cm Compacted sub-grade (min CBR 10%)

Aggregate Roads

i. 15cm Gravel Surface course (CBR 60%)

ii. 25cm Aggregate Base course (CBR 60%)
iii. 30cm Compacted sub-grade (min CBR 10%)

8) MATERIAL

The Gravel Wearing course has a definite gradation to provide bond between its components. Ideal gradation shall be as follows:

Gravel Surface %
Sieve
passing
¾” 100
½” 100
No. 4 50-78
No. 8 37-67
No. 40 13-35
No. 200 4-15

Plasticity Index 4-12

Gravel surface layer shall be compacted to 95% of the maximum dry density at the optimum Moisture Content (OMC) resulted from modified proctor test.
For Soil stabilization: Calcium and Magnesium Chloride can be very effective if applied properly after construction.
1) Design Method:

This report presents the design methodology of pavement, following the guidelines of the Egyptian code for rural & local roads- Volume 6; which is utilizing the American association of state
highway and transportation officials (AASHTO) guide for design of pavement structures 1993.

2) Geotechnical Investigation:

a. Geotechnical investigation and foundation recommendation reports were prepared for three sites. However, two reports only contain California Bearing Ratio (CBR) tests along project
extent.
b. Four day soaked CBR results range between 10 to 43%.
c. Hence, conservatively the lowest value (10%) will be adopted in design as long as this value is acceptable in pavement design and does not require special remediation of subgrade. contractor
has to verify that in-situ tests don’t generate lower values.
CBR = 10

3) Expected Traffic:

The anticipated operating vehicles along internal roads are maintenance pick up (single Unit- SU) with maximum Gross weight of 15 ton. This vehicle is assumed to
run over the same spot along road twice per day.

The truck is a six axle vehicle; front Single axle single tyre of 6 ton and rear single axle dual tyre with 9 ton load capacity each

SS SD

In order to estimate the effect of each axle and its load, the truck factor formula could be estimated based on the fourth power rule, where each load could be correlated to the standard equivalent axle load
by the formula:( load/ standard) 4

i. For single axle single tire (SAST),

the standard load = 5.4 ton
ii. For single axle- dual tire (SADT),
the standard load = 8.2 ton

Design will consider the truck will pass once fully loaded and returning empty. Therefore, truck factor is the average of two cases along pavement section over the entire design life.

Hence, axle load and truck factor for the fully loaded case as shown below:

Equivalent Single Axle

Gross vehicle Load on axle, P (t) Truck
(P/Standard)^4
weight (t) factor (Tf)
SAST SADT SAST SADT
Fully loaded -
6 9 1.53 1.46 2.99
15 t

Equivalent Single Axle Load(ESAL)

ESAL = Number of daily passes x 365 x design life x truck factor

= 43654

Design ESAL = 50000

Accordingly, minimum section will be utilized.

4) OUTPUT

Aggregate Roads

i. 15cm Gravel Surface course (CBR 25%)

ii. 30cm Compacted sub-grade (min CBR 10%)

5) MATERIAL

The Gravel Wearing course has a definite gradation to provide bond between its components. Ideal gradation shall be as follows:

Gravel Surface %
Sieve
passing
¾” 100
½” 100
No. 4 50-78
No. 8 37-67
No. 40 13-35
No. 200 4-15

Plasticity Index 4-12

Gravel surface layer shall be compacted to 95% of the maximum dry density at the optimum Moisture Content (OMC) resulted from modified proctor test.
For Soil stabilization: Calcium and Magnesium Chloride can be very effective if applied properly after construction.