Design of Dodoma Suburban Pavement.

A. DATA
The following are the data given in this project.

Traffic growth rate 4%for heavy vehicles

Road length = 11.5 km

Shoulder length = 1.5 m

Construction time = 3 years

It is to be a single carriage way

Traffic counts, axle loads and laboratory material characteristics

are attached

Materials are available within economic haulage distance.

Pavement option: Flexible Road

Requirements: Materials and thickness, including design of improved subgrade
layers
Establishment of homogeneous sections.
Basis of design;
Assumptions;
Key calculation details;
Recommendation; Explain why this design is the most preferred to other
alternatives.(apx. Thickness , environmental issues maintenance needs.

B. CALCULATIONS

ASSESSMENT OF AXLES HEAVIER THAN 13 TONNES

The following is the summary of the traffic count analysis average VEF as
seen from the sheets attached to this project.

Daily counts
(AADT)
VEF
ESA/day
Total ESA/day

BUSES
0

MGV
4

HGV
83

VHGV
28

2.36
0

2.33
9.32

2.98
247.34
410

5.48
153.44

From the data above, cumulative number of standard axles,

ESA N =ESA 1

Where;

[ ( 1+i )N 1 ]
i

ESA 1

Cumulative annual equivalent standard axles loading at

the end of first year

ESA N

= Cumulative annual equivalent standard axles loading at

the end of design life.

i = Annual growth rate expressed as a decimal fraction
N = Design life years; design period and the construction
period.
Cumulative number of ESA for the design period and the construction period,
(i.e. N=20+3=23 years)

( 1+0.04 )231
ESA 23 =365410
=5.5 million E 80
0.04
Cumulative number of ESA for the construction period of 3 years.

ESA 3=365410

Hence

ESA Design

( 1+0.04 )31
=0.5 million E 80
0.04
=

ESA 23ESA 3=

5.5 - 0.5 = 5.0 million E80

Cumulative number of E80 for the proportion of axles greater than 13

tones
( 1+0.04 )231
ESA 23 =36590.2
=1.2 million E 80
0.04

Therefore the proportion of axles greater than 13 tonnes is

1.2 million E 80
100=24
5.0 million E 80
Thus the proportion is less than 50% , hence traffic load class will not be
denoted as heavy (H)

DESIGN TRAFFIC LOADING

Therefore, from above calculations,

From table 4.3 of the manual(1999), the traffic loading of 3-10million E80
puts the project road into TLC 10

ESA Design

5.0 million E 80

SUBGRADE CBR-design
Homogeneous sections from the laboratory soil results are:(STATE
REASONS)

Section I (from chainage 0+000 to 3+500):

26-14-34-16-52

CBR values: 53-121-

Section II (from chainage 4+000 to 10+000):

54-25-19-7-26-13-13-6-8

CBR values: 8-12-6-

Section III (from chainage 10+500 to 11+500):

17-24-46

SECTION I

SECTIO
N II

TEST NO.
CBR (%)
(ascending order)

1
53
14

2
121
16

3
26
26

CBR values: 22-48-

4
14
34

5
34
52

TEST NO.

CBR (%)

5
4
8

2
5
8

1
9
1

(ascending

1
2
6

2
6
1

1
3
1

1
0
1
3
2

6
16
53

7
52
121

1
1
6

1
2
8

1
3
2
2
5

order)
SECTION
III

TEST NO.
CBR (%)
(ascending
order)

1
22
17

2
48
22

3
17
24

4
24
46

Graph of CBR(%) vs test number for section I

140
120
100
80
CBR (%)

Y-Values

60
40
20
0
1

Test number

6
5
46
48

Graph of CBR(%) vs test number for section II

60
50
40
CBR (%)

30

Y-Values

20
10
0
1

10 11 12 13

Test number

Graph of CBR(%) vs test number for section III

60
50
40
CBR (%)

30

Y-Values

20
10
0
0.5

1.5

2.5

3.5

Test number

4.5

5.5

From the section I, II & III graphs, 90%-ile values can be calculated and
taken to be as the design CBR:
Section I
d = 0.1 * (n-1)
= 0.1 * (7-1) = 0.6
From the graph CBR design corresponding to 0.6 = 15.2%15%
Subgrade class: S15

Section II
d = 0.1 * (13-1) = 1.2
From the graph CBR design corresponding to 1.2 =6.2%6%
Subgrade class: S3

Section III
d = 0.1 * (5-1) = 0.4
From the graph CBR design corresponding to 0.4 =19%
Subgrade class: S15

C. ANALYSIS
DESIGN OF IMPROVED SUBGRADE LAYERS:
SECTION
1
Subgrade class

S15

Upper layer

none

S3
150mm

S15
none

G1

Lower layer

none

150mm
G7

D.CONCLUSION
a) Pavement options

none

From the design traffic loading and CBR designs from the
homogeneous sections, pavement options which can satisfy the data
are:
i.
Flexible pavement
ii.
Semi-rigid pavement
iii.
Rigid pavement
b) Design of pavement layers (flexible pavement with granular base
course)
Surfacing

Base course

Sub base

ST (surface treatment)

CRR (150mm)
CR
R

C1 (200mm)

C1

c) In the course of doing this project, the following assumptions were

established for smooth design of the pavement

Design period = 20 years.

The design traffic loading for 22 years has included the

construction traffic that would use the road during construction
time.

Construction traffic is ignored.

The road is used during construction period.

Homogeneous sections chosen have the same CBR values.

d) Reasons for selecting a flexible pavement with granular base course:
i. Traffic loading class is not heavy so no reason of using rigid
pavement.
ii.
Easily availability of granular rocks in the area thus generally
reducing the transportation cost.
iii.
Cost increase will be incurred if bituminous or cemented base
course were used since the area is dry so no need of using
impervious material for underneath layers.

iv.

Lower costs during maintenance as overlays can be done rather

than removing the whole pavement layer if rigid pavement is
used.