Rural Road Design (AUSTROADS2009)

PROJECT REPORT: ROAD AND PAVEMENT DESIGN [s2726109-MPN2011]
CHAPTER 1: INTRODUCTION
A development of a low volume rural road requires an appropriate design construction
and a long term management. Rural infrastructure development in this case should have a direct
impact on their design if they are to be part of a sustainable infrastructure. Basically, road
infrastructures are developed to generate significant reductions in poverty. Reducing transport
accessibility to households will definitely result to pro-poor. By improving the quality of rural
roads, this will also result in parallel to improve access to education, health centers, markets to
buy and sell, employment, family, and other activities on the nearby cities.
The present paper will analyze step by step the process of designing a road and pavement
of a particular two-lane two-way rural road connecting two points, following the Australian
standards given by Austroads.
This first chapter will present the prior assumptions and objectives in designing the
geometric elements of the two-lane two-way rural road connecting points O to D as shown in
Figure 1.1.
1.1. Overview
The development of a new road infrastructure located in Mount Nathan has been
proposed as shown in Figure 1.1. The proposed road infrastructure design are required to
meet the standard requirements in relevant to considering safety, amenity, convenience,
economy and sustainability. The design geometry of the road also should satisfy in terms of
its route location, horizontal and vertical alignments, cross-sectional elements and
earthworks.
7306ENG-Transportation Infrastructure 1
Figure 1.1 Proposed developments detailing geographical location
1.2. Design Assumptions and Constraints
Design period= 20 years
Present year AADT = 4000 vehicles/day
Percentage of heavy vehicles = 10%
Compound growth factor =1.2%
Sub-grade CBR = 5%
Design speed= 80km/hr
K-factor = 15%
Directional distribution: 50/50
Maximum grade = 7% (rolling terrain)
Maximum height of the fill: 2.5m
Maximum height of cut: 3.0m
The following design was analyzed using 12d Model 9 road design software. The terrain
and contours were given in an electronic topographic map (Figure 2.2), as well as, the starting
point O (5263340.648, 6904871.943, 80) and end point D (525962.510, 6906996.263, 38).
CHAPTER 2: ROAD DESIGN
2.1. Overview
This second chapter will present the process of designing the geometric elements of the
two-lane two-way rural road connecting points O to D (see Figure 2.1). This involves evaluation
of route location, traverse layout (tangents and curves), horizontal alignment (curves,
superelevation, sight distances), vertical alignment (grades, curves, sight distances), Cross-
sectional elements (lanes, shoulders, drains) at 50m interval, earthworks and mass-haul diagram
using 12d Model 9 Software in junction with elementary analysis on cut and fill volume
calculations.
2.2. Design Input Parameters
2.2.1. Roadway Location
The road is located in a rural area of low traffic volume connecting an existing
road to a specified point which is presently, with no access or roadway provided. (See
Figure 1.1)
2.2.2. Topography and/ or Geological Features
The following design was analyzed using 12d Model 9 road design software. The
terrain and contours were given in an electronic topographic map (Figure 2.2), as well as,
the starting point O (5263340.648, 6904871.943, 80) and end point D (525962.510,
6906996.263, 38).
Figure 2.1. Electronic topographic map
The geometric road design was started by inputting the topographic data into 12d
Model 9 software to create the assistance of the complicated terrain, as shown in Figure
2.2.
Figure 2.2. OD Data Output
Next step is the triangulation of the data source and it is intentionally performed
in order to obtain a better perspective view of the topography.
Figure 2.3. 3D Output
After this step is completed, contours could be generated by the software,
showing the terrain elevation in meters. The starting point O, is located on an elevation of
82.56 meters while the end point D of the road is situated at 39.65 meters above the sea
level.
Figure 2.4. Tin Ground with Road Center Line
2.2.3. Traffic and Human Factors
The road is designed for local traffic with a given K value of 15% as defined by
the project requirement. Using the provided data, AADT = 400 vehicle per day and the
comparison of the two categories of two-lane two way road (Nepal 2011), it proposed
road falls to Class II two- lane two way road. Basically, the road is located between major
urban centers through a mountainous terrain.
The drivers eye height for a car is provided to be 1.1 meters and the object height
on a road is 0.2 meters ( Austroads 2009). It is also noted that the drivers perception
reaction time varies from 1 to 3.6 seconds and in this design analysis, reaction time of 2.5
seconds be used as a desirable value.
2.2.4. Speed Parameters
Road traffic is a complex system in which several components interact
simultaneously. For a sustainable transportation system, it has to cater safety, convenient,
comfortable, secured, continuous, system coherency and attractive road design. But of all,
the most important requirement for a new road design is the selection of the appropriate
operating speed. This design speed was a analyzed in a iterative approach, which is
directly influenced by road design parameters including sight distance, horizontal curve
radii and topography. Standard parameters and sample computation as provided below
shows how reliable the analysis is.
R=v2(emax+ f max)g
where:
e
max
= superelevation, refer to Table 2.1
f
max
= side friction factor, refer to Table 2.2
v =speed, m/s
2
g = acceleration due to gravity (9.81 m/s
2
)
R = radius of curvature, m.
Sample calculation:
R=v2(emax+ f max)g
R = (703.6)20.07+0.19 9.81
R = 148.23 m. 150 m.
Summary
Table 2.2: Side Friction Factor Table 2.1: Superelevation
Table 2.3. Summary of Radius of Curvature
2.2.5. Sight Distance Parameters
The stopping sight distance (SSD) was analyzed accordingly to the standard
parameters and road geometry. Standard parameters and sample computation as provided
below shows how reliable the analysis is.
where:
t
r
= perception reaction time, (Table 5.2, Austroads 2009)
v =speed of the vehicle, m/s
2
g = acceleration due to gravity (9.81 m/s
2
)
G = longitudinal grade (percent)
d =coefficient of deceleration, (Table 5.3, Austroads 2009)
Sample computation:
SSD = v t
r +
v22g ( d 0.01 G)

= 803.6 (2.5) + (803.6)22*9.81(0.46 0.01*7)
SSD = (+ G) 103.045 m., (- G) 120.09 m.
Summary:
Table 2.4. Summary of Stopping Sight Distance (SSD)
2.3. Design of Horizontal Alignment
2.3.1. Overview
Horizontal alignments establish the general character of a rural road. The
configuration chosen for lines and grades affects safe operating speeds, sight distances,
and opportunities for passing and road capacity. Moreover, the decisions obtained on
alignment have a significant impact on construction time and costs. Accident rates are
also lowered if a good aesthetic road is provided, which will reduce driving tension and
weariness to the driver.
2.3.2. Tangents and Curves
Horizontal curves in the design of the horizontal alignment depends
directly to the speed and superelevations. A safe radius is defined as the minimumradius.
It is stated as safe since, values of superelevation (e
max
) and side friction (f
max
) is taken
and this is a very conservative value in real world situation.
After series of iterations, the final geometry results to a total of nine
horizontal curves. The relevant horizontal alignment parameters are presented in
Appendix A, Table A.1 . The smallest radii used is 200 m. which satisfies the minimum
requirement of 92 m.
Sample computation:
Length of Curve, L = R 180
L = (3.1416) (200) (54314.84)180 = 188.68 m.
Tangent of Curve, T = R tan 2
T = (200) tan (54314.84)2 = 102.02 m.
Chainage TC = Previous leg Tangent of Curve
TC = 260.22 102.20 = 158.20 m
(Written as, 0 + 158.20 with numbers before + sign represents kilometers)
Chainage SP = Chainage TC + L2
SP = 158.20 + 188.682 = 252.54 m.
(Written as, 0 + 252.54 with numbers before + sign represents
kilometers)
Chainage CT = Chainage TC + L
CT = 158.20 + 188.68 = 346.88 m.
(Written as, 0 + 346.88 with numbers before + sign represents
kilometers)
Chainage of Next IP = Chainage CT Tangent + Next Leg
Next IP = 346.88 102.02 + 365.05 = 609.91
(Written as, 0 + 609.91with numbers before + sign represents
kilometers)
External Distance, E = R ( secant 2 - 1)
E = (200) (secant 54314.842 1) = 24.52 m.
Middle Ordinate, M = R (1 cosine 2 )
M = (200) (1- cosine 54314.842 ) = 21.84 m.
Length of Long Chord, C = 2 R sine 2
C = 2(200) sine 54314.842 =181.76 m.
Refer to appendix A. Table A.1 for full tabulation of the manual calculation of tangents and curves.
Table 2.5. Tabulated Results of Sample Manual Calculation
Summary of Formulas
2.3.3. Design Speed and Horizontal Sight Distance
All design speeds of the alignment chosen are in accordance with the
Austroads 2009. The design speed for each curve is detailed in Table 2.5.
2.3.4. Sight Distance, Comfort and Appearance Criteria
Minimum curve lengths are required to avoid kinks and maintain a satisfactory
appearance but these are also not an absolute minimum values. For a desirable
appearance of your road, Table 7.6, Austroads 2009 presents variance of speed with its
equivalent minimum horizontal curve lengths. For the comfort analysis, Lateral offset
limits are also presented in Figure 5.4, Austroads 2009.
2.4. Design of Vertical Alignment
Table 2.6 Design Speed and Horizontal Sight Distance
Table 2.7 Comfort and Appearance Criteria
2.4.1. Overview
Vertical elements should be superimposed on horizontal ones in such a way that
the intersection points practically coincide with the horizontal slightly in advance to the
vertical and horizontal and vertical curves of similar lengths. (Nepal 2011) The design
speed of the road in both planes are taken to be the same. In this case, it will give a hand
on the drivers awareness of the speed environment.
2.4.2. Legs and Grades
Basically, as much as possible the grade of the road should follow the natural
contours, however, for the chosen road geometry, the minimum grade obtain is 0.192%.
On the other hand, the maximum grade of this alignment is 3.984%, which fall under 7%
absolute maximum grade or 5% desirable maximum grade and 0.3% absolute minimum
grade or 0.1% desirable minimum grade. (GCCC, 2005). Detailed plots are shown in
Appendix C.
Figure 2.5 Legs and Grades
2.4.3. Sight Distance, Comfort and Appearance Criteria
Sample computations:
Case of VIP 1.
RL of start point is provided as equal to 82.56m above sea level by 12D
Model 9 Software.
Length of Curve computed computation is provided in Section 2.4.3.
RL (BVC) = RL of start point { g1100 *(previous leg length - L2 )}
= 82.56 {0.0386 *(241.683- 100)}
= 77.09 m (above sea level)
RL (PVI) = RL of start point ( g1100 *previous leg length)
= 82.56 (0.0386 *241.683)
= 73.23 m (above sea level)
RL (center of curve) = RL (PVI) + y
max

***note that + indicates that the curve is sag and point of the
center curve is above the projected leg line.
y
max
= (g2-g1*0.01 2L) x
2
x = L2 = Design Length of curve2
x = 200 2 = 100 m.
y
max
= (2.6891*0.01 2(200)) (100)
2
y
max
= 0.67225 m.
RL (center of curve) = RL (PVI) + y
max

= 73.23 m + 0.67225
RL (center of curve) = 73.90 m. (above sea level)
RL (EVC) = RL (PVI) ( g2100 *L2)
= 73.23 ( 1.171100 *100)
= 72.05 m. (above sea level)
The most critical vertical curve is PVI 2 which has a design length of 200 m. and
a minimum required length of 127.77 m. The most comfortable vertical curve is PVI 1
which has a design length of 200 m. and a minimum required length of 27.64 m. But in
general, the geometry parameters is way too far from the limit, meaning the design is too
conservative in terms of comfort. Refer to appendix B. Table B.1 for full tabulation of the
calculation
2.4.3. Minimum K values
The minimum size of vertical sag curves for different categories of roads using
both comfort criteria and headlight sight distance are listed in Figure 8.7, Austroads 2009.
On other case, crest vertical curves with its appearance criterion and sight distance
criterion is listed at table 8.6 and 8.7 of Austroads 2009, respectively. But in this report,
the design approach used is by adopting the empirical equations of K value as also
provided by Austroads 2009.
Table 2.8 K- Values
Sample computations:
VIP 1:
Type: Sag
SSD = SD = 103 m.
Using Austroads 2009 formulas for sag vertical curves:
Case 1:
= 1032200(0.6+103tan1) = 22.12
A = |g
2
g
1
| = 2.689
L = K A = (22.12)(2.689) = 59.48 m. ; L < SD, then it doesnt satisfy!
Case 2:
= 2(103)2.689 200(0.6+103tan1)2.6892 = 10.28
L = K A = (10.98) (2.689) = 27.64 m.; L < SD, ok!
2.5. Design of Cross Sections
2.5.1. Overview
The dimension of a typical; cross section is based on parameters such as traffic
volume dimensions and combination of speed and traffic volume. (Austroads 2009)

2.5.2. Elements of Cross Sections
The whole length of the road design is considered to have a fixed cross section
lane width of 3.2 m, shoulder width of 1.2 m and the drainage details is taken as to be the
minimum design since, it is not included in the overall design analysis of the road design
project. The cross fall and superelevation slope of the road and shoulder varies
accordingly as chainage changes. This is due to the main purpose of the design which is,
to accommodate both cars and trucks for the design speed of the road.

( )
( ) tan 200
2
SD h
SD
K
+
) (
) (
2
1 2
1 2
tan 200 2
g g
SD h
g g
SD
K

( )
( ) tan 200
2
SD h
SD
K
+
) (
) (
2
1 2
1 2
tan 200 2
g g
SD h
g g
SD
K

L > SD
L < SD
SD = Sight Distance
h
1
= observers height (1.1m)
h
2
= objects height (0.2m)
h = mounting height of headlights
(0.6m)
V = speed (km/h)
= elevation angle of beam (1)
g
1
= grade previous leg
g
1
= grade next leg
L =K A
A = |g
2
g
1
|
2.5.3. Cross Section Plots
The required cross section plots at every 50 m chainage intervals are
provided in Appendix D.
Figure 2.6. Typical Fill Cross Sections
Figure 2.7. Typical Cut Cross Sections
2.6. Earthworks and Mass- Haul Diagram
2.6.1. Overview
Considering the terrain condition of Mount Nathan area, it is obvious that
it will undertake a large scale of excavation and earthwork activities. The final road
design was carefully evaluated to consider the cumulative cut and fill balance. At the
same time, the balance of the total haulage distance of the excavated mass is also
observed and considered due to the fact that these factors might affect to the economical
impact of the project. Excess cut was preferred also for the design. Practically, a
removal of volume of soil is cheaper and easier than importing additional fill materials.
2.6.2. Volume Calculations
In terms of volume calculation, there are a lot of mathematical formulas
that can be an option to be used on analyzing. But in this case, the total road length is
quiet long enough and contains series of numbers that may introduce to a bigger
possibility of committing errors in calculation. Using 12D Model 9.0 is the best approach
to calculate volume of earthworks. The software is design to have the same concept of
calculation which is the Average End Area Method. The summary of result is shown in
Table 2.9.
Table 2.9. Volume of Cut and Fill
Description Volume (m
3
)
Total Cut -23,361.387
Total Fill 23,292.601
Balance
(Excess Cut over Fill) -68.786
2.6.3. Mass- Haul Diagram
The final plotting of the graph indicates how much earth is needed (to fill) or in
excess (to cut) over the entire length of the project. If it indicates negative, it means
cutting, if it is positive, then it means filling. The rising of the curve indicates an
increasing volume of cut and the falling of the curve represents a decreasing volume due
to fill. The maximum point (-2980.159) in the negative quadrant represents the end of cut
and the maximum point (2824.478) in the positive quadrant represents the end of fill. At
the end of curve, it indicates that it is not equal to zero, that means it represents the waste
of soil materials.
Figure 2.8. Mass Haul Diagram
The frequency of crossing along the zero axis shows that the amount of cut and
fill is evenly distributed along the road length. Also, the haul distance of cut and fill is
also average. The maximum haulage distance is no more than 100 m. in both either side
at chainage 1+500. The calculated final cut-fill balance of the road design was calculated
to be -68.786 m
3
, which is satisfying the maximum required of 10% of the total fill
volume.
The volume calculated represents an excess on cutting activity which in fact, there
is no need for the contractor to look for an imported fill. In this way, the desired
economical prospective is achieved.
CHAPTER 3: PAVEMENT DESIGN
3.1. Overview
Produce alternative flexible pavement designs for the same two-lane two-way
rural road. The alternative design includes:
(a) Granular pavement with asphalt wearing surface
(b) Asphalt surfaced pavement with cemented base
(c) Full depth asphalt
(d) Asphalt, granular base and cemented sub-base
3.2. Design Input Parameters
Design period = 20 years
Present year AADT = 4000 vehicles.
Percentage of heavy vehicles= 10% vehicles. (Compound growth factor = 1.2%)
Sub-grade CBR = 5%
Design speed = 80km/hr
K-factor = 15 %
Directional distribution: 50/50
Maximum grade = 7% (rolling terrain)
Maximum height of the fill: 2.5m
Maximum height of the cut: 3.0m
Terrain and contours are shown in topographic map in Figure 1.2 and 2.1.
Determination of lane distribution factor (LDF) = 1.0,
***refer to Appendix E.Table 7.3,Austroads,2010.
Determination of cumulative growth factor (CGF) = 22.46
*** refer to Appendix E. Table 7.4., Austroads,2010
NHVAG value can be obtain from Table F2, Austroads 2010, Presumptive traffic load
distribution for rural road.
Project Reliabilty = 90% , refer to Appendix E. Table 2.1
Cumulative HVAG = 365 x (AADT x DF) x HV x N
HVAG
x LDF x CGF
= 365 x (4000 x 0.50) x 0.10 x 2.8 x 1.0 x 22.46
HVAG = 4.59 x 10
6
Establish the traffic load distribution (TLD):
Design SAR (DSAR):
Design ESA or DESA = ESAHVAG x HVAG = 0.90 (4.59 x 10
6
) = 4.131 x 10
6
DSAR
5
= DESA x 1.1 = 4.5441 x 10
6
DSAR
7
= DESA x 1.1 = 6.6096 x 10
6
DSAR
12
= DESA x 1.1 = 4.957 x 10
6
3.3. Flexible Pavement Design
3.3.1. Granular Pavement with Asphalt Wearing Surface
Using Chart EC02:
The design approach of this type of Flexible Pavement Design was
carefully analyzed by using design charts, for a sub-grade Modulus of 50
MPa and DESA = 4.131 x 10
6
the appropriate chart is chart 2 (EC02).
(Austroads, 2010)
Thickness Superior Edge Selected Inferior Edge
Asphalt (mm) 205 180 170
Unbound Granular
Material (mm)
100 350 500
Using CIRCLY 5.0 Software:
CBR 5 Subgrade
350 mm Granular base
180 mm Asphalt
1. Trial Pavement
2. Determination of elastic parameters for the in situ sub grade and selected
sub grade materials:
Computation:
E
v
= 10 CBR = 50 MPa
E
h
= Ev2 = 25 MPa
v = v
v
= v
h
= 0.45 (unbound cohesionless)
f = Ev1+v = 501.45 = 34.5
3. Condition is not relevant since none top granular sub-layer.
5. Not relevant.
6. Determination of elastic parameters for asphalt:
Ev= 2800 MPa v=0.40 (Assumed from urban design charts).
f = Ev1+v = 20001.40 = 1,429

7. Adoption of sub grade strain criterion:
For pre-cracking:
8. Not relevant.
7
9300
]
]
]
u
N
CBR 5 Subgrade
= 428.33from CIRCLY (Figure
3.1 )
Result: N=2.27 x10
9
In Summary
CBR = 5%
Ev = 50 MPa
E
H
= 25 MPa
v
=
H
= 0.45
f = 34.5
180 mm Asphalt
9. Determination of fatigue criteria for asphalt:
Volume of Bitumen, Vb = 11%
RF = 1.5, (Table 6.14, Austroads 2010)
For pre-cracking:
10. Determination of design number of Standard Axle Repetitions (SAR) for each
relevant distress mode:
From Previous Calculation:
11. Standard axle load represented as:
Tyre-pavement contact stress = 750 kPa
Load radius = 92.1 mm.
Four circular areas separated center-to-center 330 mm, 1470 mm
and 330 mm, refer to Appendix E. Standard axle location.
12. Critical locations to calculate strains are:
Top of sub-grade
Bottom of asphalt later
Bottom of cemented layer
( )
5
36 . 0
08 . 1 856 . 0 6918
*
]
]
]
u E
Vb
RF N
= 175.93 from CIRCLY (Figure 3.1
)
Result: N=1.12x10
7
In Summary
DESA = 4.131 x10
6
DSAR
5
= 4.5441 x10
6
DSAR
7
= 6.6096 x10
6
DSAR
12
= 4.957 x10
7
1. CIRCLY output
2. Criterion comparison from step 7, 8 and 9. It is noted that the post- cracking of
the cemented material is not considered. The resulting allowable loading is the
same.
3. Checking of allowable loading versus the design traffic loading.
4. Remarks.
Since allowable loading of all layers is greater than design
traffic loading, the design is acceptable!

Figure 3.1. Granular Pavement with Asphalt Wearing Surface (CIRCLY 5.0 result)
Table 3.1 Granular Pavement with Asphalt Wearing Surface
3.3.2. Asphalt Surfaced Pavement with Cemented Base
1. Trial Pavement
2. Determination of elastic parameters for the in situ sub grade and
selected sub grade materials:
Computation:
E
v
= 10 CBR = 50 MPa
E
h
= Ev2 = 25 MPa
v = v
v
= v
h
f = Ev1+v = 501.45 = 34.5
5. Determine the elastic parameters for cemented materials (pre- cracking)
E = 2000 MPa
v = v
v
= v
h
= 0.2
***Note: That the thickness of the asphalt is less than the cemented
material or less than 175 mm. Therefore, there is no need for post-
cracking analysis. (Austroads,2010)
170 mm Asphalt
240 mm Cemented base
CBR 5 Subgrade
In Summary
CBR = 5%
Ev = 50 MPa
E
H
= 25 MPa
v
=
H
= 0.45
f = 34.5
f = Ev1+v = 20001.40 = 1,429

For pre-cracking:
8. Determination of fatigue criteria for cemented materials
Project Reliability = 90 %
RF = 2.0 (Table 6.8, Austroads 2010)
For pre-cracking:
10. Determination of design number of Standard Axle Repetitions (SAR) for
each relevant distress mode:
7
9300
]
]
]
u
N
12
804 . 0
191
113000
]
]
]
]
]
]
,
`
.
|
u
E
RF N
( )
5
36 . 0
08 . 1 856 . 0 6918
*
]
]
]
u E
Vb
RF N
)
Result: N=81.06 x10
11
= 7104.53 from CIRCLY (Figure
3.2 )
Result: N=6.43 x10
7
)
Result: N=4.28 x10
11
In Summary
DESA = 4.131 x10
6
DSAR
5
= 4.5441 x10
6
DSAR
7
= 6.6096 x10
6
DSAR
12
= 4.957 x10
7
Top of sub-grade
Bottom of cemented layer
1. CIRCLY output
2. Criterion comparison from step 7, 8 and 9. It is noted that the post-
cracking of the cemented material is not considered. The resulting
allowable loading of all layers is the same.
4. Remarks.
Since allowable loading of all layers is greater than design
traffic loading, the design is acceptable!

Table 3.2 Asphalt pavement with cemented Base
Figure 3.2. Asphalt pavement with cemented Base (CIRCLY 5.0 result)
3.3.3. Full Depth Asphalt
1. Trial Pavement
Computation:
E
v
= 10 CBR = 50 MPa
E
h
= Ev2 = 25 MPa
v = v
v
= v
h
f = Ev1+v = 501.45 = 34.5
5. Condition is not relevant since there are no cemented material.
f = Ev1+v = 28001.40 = 2000

For pre-cracking:
7
9300
]
]
]
u
N
200 mm Asphalt
CBR 5 Subgrade
)
Result: N=3.34 x10
8
In Summary
CBR = 5%
Ev = 50 MPa
E
H
= 25 MPa
v
=
H
= 0.45
f = 34.5
8. Not relevant.
Top of sub-grade
Both should be checked directly beneath one of the loaded wheels.
( )
5
36 . 0
08 . 1 856 . 0 6918
*
]
]
]
u E
Vb
RF N
)
Result: N=4.96 x10
6
In Summary
DESA = 4.131 x10
6
DSAR
5
= 4.5441 x10
6
DSAR
7
= 6.6096 x10
6
DSAR
12
= 4.957 x10
7
1. CIRCLY output
2. Criterion comparison from step 7, 8 and 9. Since there is no cemented layer
that is needed for any post cracking consideration, the resulting allowable
loading of the asphalt and sub-grade layer is the same.
4. Remarks.
Table 3.3 Full Depth Asphalt
Figure 3.3. Full Depth Asphalt (CIRCLY 5.0 result)
Since allowable loading of all layers is greater than design traffic
loading, the design is acceptable!
3.3.4. Asphalt, Granular Base and Cemented Sub-base
1. Trial Pavement
Computation:
E
v
= 10 CBR = 50 MPa
E
h
= Ev2 = 25 MPa
v = v
v
= v
h
f = Ev1+v = 501.45 = 34.5
3. Evaluating the minimum elastic modulus:
E = 500 MPa
***for High Standard Crushed Rock (Table 6.3, Austroads 2010)
Ev = 500 MPa or Ev
subgrade
* 2
(100/125)

Ev = min( 500, 87.05)
Ev = 87 MPa
Eh= 43.5 MPa
v=0.35,
f=Ev/1 + v = 87/(1+0.35) = 64.444
Ratio of moduli of other sub-layers (R) = (87/50)
1/5
= 1.117
4. Determine the elastic parameters and thickness of the other granular sub
CBR 5 Subgrade
In Summary
CBR = 5%
Ev = 50 MPa
E
H
= 25 MPa
v
=
H
= 0.45
f = 34.5
195 mm Cemented sub-base
160 mm Asphalt
layer:
Five equal-thick sub-layers of
Material
Type
Thickness
(mm)
Elastic modulus
(MPa)
Poissons ratios
f
E
V
E
H
V
V
V
H
Granular 20 mm 87 43.5 0.35 0.35 64.4
Granular 20 mm 78 39 0.35 0.35 57.7
Granular 20 mm 70 35 0.35 0.35 51.8
Granular 20 mm 62 31 0.35 0.35 48.1
Granular 20 mm 56 28 0.35 0.35 41.4
Subgrade - 50 25 0.35 0.35 37.0
5. Determine the elastic parameters for cemented materials, pre fatigue
cracking:
For Pre-cracking:
Ev= 2000 MPa v=0.2 (From CIRCLY 5.0).
***Note: That the thickness of the asphalt is less than the cemented
material or less than 175 mm. Therefore, there is no need for
post- cracking analysis. (Austroads,2010)
Ev= 3000 MPa v=0.40 (from CIRCLY 5.0)
f = Ev1+v = 30001.40 = 2,142.86

For pre-cracking:
8. Determination of fatigue criteria for cemented material:

7
9300
]
]
]
u
N
12
804 . 0
191
113000
]
]
]
]
]
]
,
`
.
|
u
E
RF N
= 282.36 from CIRCLY (Figure 3.4 )
Result: N=4.20 x10
10
= 95.1from CIRCLY (Figure 3.4).
RF = 2.0 (Using 90% project reliability)
E = 2000 MPa
Top of sub-grade
Both should be checked directly beneath one of the loaded wheels.
1. CIRCLY output
( )
5
36 . 0
08 . 1 856 . 0 6918
*
]
]
]
u E
Vb
RF N
= 188.07from CIRCLY (Figure 3.4 )
RF = 1.5 (Using 90% project reliability)
E = 3000 MPa
Result: N=4.96 x10
6
In Summary
DESA = 4.131 x10
6
DSAR
5
= 4.5441 x10
6
DSAR
7
= 6.6096 x10
6
DSAR
12
= 4.957 x10
7
Result: N= 2.0123 x10
3
Table 3.4 Asphalt, Granular Base and Cemented Sub-base
2. Criterion comparison from step 7, 8 and 9. Since there is no cemented layer
that is needed for any post cracking consideration, the resulting allowable
loading of the asphalt and sub-grade layer is the same.
4. Remarks.
Since allowable loading of all layers is greater than design traffic
loading, the design is acceptable!
3.4. Rigid Pavement Design
3.4.1. Design Input Parameters
Type of pavement: Plain concrete pavement (PCP)
A concrete shoulder is provided
From Figure 9.1, Austroads 2010, 150 mm lean- mix concrete (LMC)
***The figure (Appendix E), shows that it is 125mm LMC, but
there is also a recommendation that 150 mm LMC is the
minimum thickness for jointed Undowelled bases.
Figure 3.4. Asphalt, Granular Base and Cemented Sub-base (CIRCLY 5.0 Resul)
Design CBR = 5%
Effective sub-grade design , E
f
= 75% (Appendix E, Figure 9.1)
The characteristic 28- day flexural strength of the concrete is 4.5 MPa.
Desired Project Reliability is 90%, Appendix E (Table 2.1)
From Table 9.2, Austroads 2010, Load Safety Factor, L
sf
= 1.20
Design Life = 20 yrs.
HVAG = 4.59 x 10
6
HVAG
Trial pavement is 186 mm 190 mm.
Undowelled PCP base pavement
Steps on Calculating of Expected Repetitions and Base Thickness Design
(Appendix E)
Step 1. Trial Base Thickness
Step 2. Calculation of Expected Repetitions
Single Axle/ Single Tyre (SAST)
CBR 5 Subgrade
186 mm 190 mm Plain Concrete
Pavement
150 mm LMC
Tandem Axle/ Single Tyre (TAST)
Single Axle/ Dual Tyres (SADT)
Tandem Axle/ Dual Tyres (TADT)
Triaxle/ Dual Tyres (TRDT)
Step 3. Rigid Pavement Base Thickness Design Calculation
Single Axle/ Single Tyre (SAST)
Tandem Axle/ Single Tyre (TAST)
Single Axle/ Dual Tyres (SADT)
Tandem Axle/ Dual Tyres (TADT)
Triaxle/ Dual Tyres (TRDT)
Since, fatigue and erosion percentage of damage is less than 100%, the design is acceptable!
CHAPTER 4: CONCLUSIONS AND RECCOMENDATIONS
A low volume rural road infrastructure needs serious design procedures in terms of its
geometric design and infrastructure sustainability. Main reason is, it is the main access of all
households and will introduce a definite development and improvement to the rural area.
A good road is not just compensating structural analysis but also, it should consider
safety, quality and performance. Generally, the geometric design of this report is normally within
the range of standard specifications. When in terms of sustainability, materials used in the
analysis have been proven for decades to be effective and reliable in terms of different distresses.
The final road design with length of 2.738 kilometers, 3.20 m width two lane- two way
road with a provided concrete shoulder is typically the most suitable design road in the selected
area. It is quite a long road but is intentionally design to introduce a safer environment. Since the
road is almost following to its smooth contour lines of the topography of the area, in terms of
vertical curves, drivers will not experience a very steep road. In terms of cost efficiency, the
chosen geometry provides a minimal gap of length of haulage, and minimal depth of cut and fill
in every road section. As presented in the Mass- Haul Diagram, the negative value of the excess
material represents a cutting activity. In this case, there is no need for the contractor to look for
another filling material. By which, obviously the scenario is advantageous in terms of costing.
Different alternatives were presented in the report but the choice of what would be the
final type of pavement is not decided, considering the fact that, all of the pavement type is
effective and can accommodate the required design traffic load. In actual practice, designers
should advice and recommend the final type of pavement.
. Moreover, it is very important to take note that, no matter how accurate the geometric
and pavement material analysis of the road, the realization of a zero accident road is way too
impossible to achieve. It is practically due to some factors caused by human, facilities or devices,
and other natural occurrences. In other words, the design of roads is just a tool to provide a safer
environment, but safety could be realized basically by its individual cautiousness.
REFERENCES
Austroads (2009). Guide to Road Design- Part 3: Geometric Design, Austroads Incorporated,
Sydney, Australia.
Austroads (2010). Guide to Road Design- Part 3: Geometric Design, Austroads Incorporated,
Sydney, Australia.
Main Roads ( 2002). Road Planning and Design Manual, Chapter 12- Vertical Alignment
Nepal, K.P (2011). 7306ENG- Transportation Infrastructure Lecture Notes- Griffith University-
School of Engineering, Gold Coast, Australia
Table A.1. Horizontal Alignment Design Table
APPENDIX A
APPENDIX B
Table B.1. Vertical Alignment Design Table
APPENDIX C
APPENDIX D
APPENDIX E
Table 7.4: Cumulative Growth Factor (CGF) values for below-capacity traffic flow
Standard axle location.
Mechanistic Analysis: Input Requierements, Table 8.1 Austroads (2010)
Rigid Pavement Design Calculation

Rural Road Design (AUSTROADS2009)

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PROJECT REPORT: ROAD AND PAVEMENT DESIGN [s2726109-MPN2011]

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