Beruflich Dokumente
Kultur Dokumente
INTRODUCTION
It is widely recognized that a good road infrastructure is a pre-requisite to the continuing development of a nation. The economic contribution by the road network in Malaysia is enormous as it carries about 96% of all transported goods and passengers. The conservation of the condition of the road asset is therefore very crucial to ensure the network continues to be effective and maintains the required quality standards throughout its lifetime. Currently, there are more than 80,300 km of roads in Malaysia. The roads are divided into three broad categories: toll expressways, Federal roads and State roads. Federal roads are all roads declared under the Federal Roads Ordinance (1959). This category includes National Expressways and highways administered by the Malaysian Highway Authority (MHA). There are about 17,500 km of Federal roads and about 61,000 km for State roads in Malaysia (Table 1). Table 1: Road categories and length Road category Toll Expressways Federal State Length (km) 1,700 17,500 61,100
As well as the need to construct new roads to meet increasing demands, road authorities are aware of the need to maintain the existing road network in a serviceable condition. The current annual road maintenance budget in Malaysia of about RM 580 million a year accounts for sizeable proportion of public expenditures. If road user costs or vehicle operating costs (VOC) are taken into considerations, the total expenditure by the road transport sector is even greater. As in most countries, the funding available for road maintenance is unable to meet increasing demands. As a result, it is imperative that road authorities make the more efficient use of the available funding.
25th ARRB Conference Shaping the future: Linking policy, research and outcomes, Perth, Australia 2012
This paper presents details of a new design guideline for the structural design of low-volume roads, particularly in rural areas where there are local materials available for use in maintenance operations. The effective use of this guideline will also provide job opportunities to the local people who can be trained in maintenance operations.
25th ARRB Conference Shaping the future: Linking policy, research and outcomes, Perth, Australia 2012
Another issue that needs to be considered is the need to relax the specifications for low-volume roads. For example, a common feature of the specifications for natural gravel base materials is the requirement that strict compliance criteria be met in terms of particle size distribution, Plasticity Index (PI below 6), and strength (soaked CBR greater than 80 at 98% Modified AASHTO compaction). In most cases, one of the biggest challenges faced by the engineer is where to source local materials which meet these specifications. Many natural gravels are often excluded because they fail to meet at least one of these criteria. Where materials meeting the specification are not available locally, the alternatives are to: import suitable materials, which can often involve haulage over long distances improve the available materials by adding stabilising agents such as lime and cement.
25th ARRB Conference Shaping the future: Linking policy, research and outcomes, Perth, Australia 2012
traffic (axle loads and axle groups) is converted into the number of ESALs using load factors. The structural design of a pavement is then based on the total number of ESALs over the design period. Load factors can be determined from either theoretically-calculated or measured truck and axle loads. The information available from axle load studies carried out in Malaysia and from the current legal loads in Malaysia (Maximum Permissible Gross Vehicle and Axle Loads, RTA 1987, Weight Restriction Order 2003) was used to calculate commercial vehicle load factors for traffic classes monitored by the HPU (Table 2). Table 2: Axle configurations and Load Equivalence Factors (LEF) based on traffic categories Vehicle HPU class designation
Cars and taxis Small trucks and vans (2 axles) Large trucks (2 to 4 axles) Articulated trucks (3 or more axles) Buses (2 or 3 axles) Motorcycles Commercial traffic (mixed)
Class
C CV1 CV2 CV3 CV4 MC % CV
The procedure for calculating the design traffic (number of 80 kN ESALs over the design period), is as follows: 1. From traffic counts for the project under consideration (information provided by HPU for the past 5 or more years), determine: a. initial average daily traffic in one direction (ADT) b. percentage of CVs with an unladen weight of more than 1.5 tonnes (PCV) c. average annual traffic growth factor (r) for CV. 2. Determine the following geometric design information: a. number of lanes b. terrain conditions (flat, rolling, mountainous). 3. Select design period. 4. Calculate the design traffic (number of ESALs) for the design lane and base year Y1 (first year of design period) using the following formula: ESALY1 = ADT x 365 x PCV x LEF x L x T where ESALY1 ADT PCV LEF L = = = = = number of ESALs for the base year (design lane) Average Daily Traffic percentage of CVs (unladen weight > 1.5 tonnes) Load Equivalence Factor Lane Distribution Factor (refer to Table 3) (1)
25th ARRB Conference Shaping the future: Linking policy, research and outcomes, Perth, Australia 2012
The value of LEF used in eqn (1) is 3.5 (weighted average distribution of commercial traffic and axle load). Note that the traffic in the primary design lane (one direction) decreases with an increasing number of lanes. In addition, as the terrain changes from flat to mountainous, the percentage of road sections with steep slopes and curves increases, thus increasing the stresses and strains induced in the pavement structure due to breaking, acceleration and cornering movements. Table 3: Lane distribution and terrain factors Number of lanes (in one direction) one two three or more Lane distribution factor, L 1.0 0.9 0.7 Type of terrain flat rolling mountainous/steep Terrain factor, T 1.0 1.1 1.3
5. Calculate the design traffic (number of ESALs) for the design period (design life in years) using the following formula: Design Traffic (ESALDES) = ESALY1 x [(1 + r) n 1] / r where ESALDES = design traffic for the design lane in one direction (determines the traffic category used as basis for selecting a pavement structure from the catalogue) number of ESALs for the base year (Eqn (1)) annual traffic growth factor over the design period design period (years). (2)
ESALY1 r n
= = =
Properties of subgrade
Subgrade strength is one of the most important factors in determining pavement thickness, the composition of the layers and overall pavement performance. The magnitude and consistency of support that is provided by the subgrade is dependent on soil type, density and moisture conditions during construction and changes that may occur over the service life of a pavement. For pavement design purposes, several parameters are used to categorise subgrade support. Traditionally, the California Bearing Ratio (CBR) is widely used for this purpose and this has been retained in the Guide. The CBR values used for selecting alternative pavement structures from the catalogue (Figure 4) are 5-10%, 10.1-20%, 20.1-30% and >30%.
25th ARRB Conference Shaping the future: Linking policy, research and outcomes, Perth, Australia 2012
Pavement materials are classified into several categories depending on their intended function within the pavement structure: bituminous wearing course (AC14) unbound granular road base cemented or otherwise stabilised road base unbound granular sub-base.
25th ARRB Conference Shaping the future: Linking policy, research and outcomes, Perth, Australia 2012
CONCLUSION
This paper has presented details of a new design guideline for the structural design of lowvolume roads, particularly in rural areas where there are local materials available for use in maintenance operations. The effective use of this guideline will also provide job opportunities to the local people who can be trained in maintenance operations. The provision of road networks to improve accessibility for remote communities will be the main agenda for the Government of Malaysia in the future.
REFERENCES
bin Harun, M.H. (2011), The new JKR manual on pavement design, final report, JKR 20601-LK0156-KP-05. Jabatan Kerja Raya (JKR) Malaysia (1985), Manual on Design of Flexible Pavement Structures, JKR 20601-LK-0156-KP-05, Arahan Teknik Jalan 5/85. Jabatan Kerja Raya (JKR) Malaysia (2008), Standard specification for road works, section 4: flexible pavement (JKR/SPJ/2008-S4 JKR 20403 0003 07). Roads & Traffic Authority (1987), Maximum Permissible Gross Vehicle and Axle Loads, Weight Restriction Order 2003. Transport Research Laboratory and Overseas Development Administration (1993), A guide to the structural design of bitumen-surfaced roads in tropical and sub-tropical countries, Overseas Road Note 31, 4th ed, Overseas Centre, TRL, Crowthorne, Berkshire, UK.
25th ARRB Conference Shaping the future: Linking policy, research and outcomes, Perth, Australia 2012
APPENDIX A
Table A1: Pavement structures for low-volume roads for traffic up to 0.5 million ESALs
CBR
0.05
250 490
0.1
250 510
0.4
250 560
0.5
250 570
CBR 2
CBR 3
250 390
250 410
250 430
250 440
250 450
250 460
CBR 4
250 320
250 340
250 360
250 370
250 380
250 390
CBR 5
250 280
250 300
250 310
250 320
250 330
250 340
CBR 6
250 240
250 260
250 270
250 280
250 280
250 290
CBR 7
250 220
250 230
250 240
250 245
250 250
CBR 8 - 24
Minimum subbase thickness of 100mm to be used (if applicable). Subbase material to have a CBR value >30%. Legend: (Pavement layers thicknesses are in mm)
Surface treatment Road base course (crushed granular material with maximum 8% fines) Sub-base course (crushed or natural granular material with maximum 10% fines)
25th ARRB Conference Shaping the future: Linking policy, research and outcomes, Perth, Australia 2012
Table A2: Pavement structures for low-volume roads for traffic from 0.5 to 1 million ESALs
CBR 0.50
50 250
1.0
50 250
CBR 2
520 540 560
50
50 250 430
50 250 450
CBR 3
250 410
50
50 250 360
50 250 370
CBR 4
250 340
50
50 250 310
50 250 330
CBR 5
250 280
50
50 250 270
50 250 280
CBR 6
250 240
50
50 250 220
50 250 230
CBR 7
250 200
50 250 Minimum subbase thickness of 100mm to be used (if applicable). Subbase material to have a CBR value >30%.
CBR 8 - 24
Legend: (Pavement layers thicknesses are in mm) AC 14 Road base course (crushed granular material with maximum 8% fines) Sub-base course (crushed or natural granular material with maximum 10% fines)
25th ARRB Conference Shaping the future: Linking policy, research and outcomes, Perth, Australia 2012
50 CBR 10.1 to 20 200 150 50 CBR 20.1 to 30 200 100 50 100 100 200 50 100 150 250
CBR > 30
50 100 100
Legend:
50 100 100
200
(Pavement layers thicknesses are in mm) Surface treatment AC14 Road base course (crushed granular material with maximum 8% fines) Sub-base course (crushed or natural granular material with maximum 10% fines) Stabilised subgrade (minimum 80% CBR & UCS 0.8 MPa) Stabilised base (minimum 80% CBR & UCS 0.8 MPa)
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25th ARRB Conference Shaping the future: Linking policy, research and outcomes, Perth, Australia 2012
[RETURN TO TEXT]
Design a pavement for a 2-lane rural road in a hilly setting with an average daily traffic of 100 vehicles. 20% of which are commercial vehicles with an un-laden weight > 1.5 tons. Assume a design period of 10 years with subgrade CBR of 5%.
Step 1 :Develop design input ADT Pcv Lane Distribution factor, L Terrain Factor,T Design life Annual traffic growth, r Load Equivalence Factor (LEF) California Bearing Ratio, CBR = = = = = = = = 100 vehicles 20 1 1.3 10 2 3.5 5 % (Table 1b) (Table 1c) years % (Table 1) %
Step 2 :Determine design traffic (traffic category) ESALy1(Base year) = = ESALdes = = = Step 3 : Determination of subgrade Result from subgrade testing, CBR = 5% ADT x 365 x Pcv x LEF x L x T 33,215 ESALY1 x [(1 + r) 1] / r 363,704 0.36 million
n
Step 4 : Select one of the pavement structures Option 1 : Select one of the pavement structures from Figure 2
Surface treatment (250mm) Road base course (crushed granular material with maximum 8% fines) Sub-base course (crushed or natural granular material with maximum 10% fines)
(330mm)
Option 2 : Select from Figure 4 (CBR = 5%, ESAL= 0.4 million) a. Stabilised subgrade with surface treatment
Surface treatment (300mm) Stabilised subgrade (minimum 80% CBR and UCS 0.8 MPa)
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25th ARRB Conference Shaping the future: Linking policy, research and outcomes, Perth, Australia 2012 Copyright Licence Agreement The Author allows ARRB Group Ltd to publish the work/s submitted for the 25th ARRB Conference, granting ARRB the non-exclusive right to: publish the work in printed format publish the work in electronic format publish the work online. The Author retains the right to use their work, illustrations (line art, photographs, figures, plates) and research data in their own future works The Author warrants that they are entitled to deal with the Intellectual Property Rights in the works submitted, including clearing all third party intellectual property rights and obtaining formal permission from their respective institutions or employers before submission, where necessary.
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