Regional Capacity Building and Training Workshop

Nepal, Kathmandu
28th May to 2nd June 2018

Environmentally Optimised Design of

Low Volume Sealed Roads
Using the DCP Pavement Design Method

Infra Africa Consultants

Gaborone
Botswana
 Regional Capacity Building and Training Workshop
Nepal, Kathmandu
28th May to 2nd June 2018

Day 1
Monday 28 May 2018

Infra Africa Consultants

Gaborone
Botswana
3

Objectives of Workshop
 To expose delegates from AsCAP countries with latest
developments in low volume roads technology that are
based on research findings from other countries and could
be applied on low volume rural roads (LVRRs) in their
countries in a cost-effective manner.

 To guide delegates with the use of the DCP-DN method of

design based on the AfCAP LVR DCP software for the cost-
effective provision of low volume sealed roads pavements in
their countries
 Scope of Workshop
Workshop Programme
Session No. Monday Tuesday Wednesday Thursday Friday Saturday
28 May 29 May 30 May 31 May 01 June 02 June
Session 1: Preliminaries Materials Field Trip AfCAP LVR DCP Software DCP Lab Testing Assessment Review
08.30 – 10.00  Welcome remarks (DoLIDAR)  Construction Materials  Demonstrtion of Features  DCP testing demo  Review and discussion of
 Opening statement (ReCAP)  Materials Testing o Create project  Analysis of results exercise assessment
 Delegate introductions  Surfacing o Data entry o Use of DCP software
 Country LVR briefs  Discussion o Data saving o Interpretation of outputs
 Course overview  Discussion  Discussion

Break Break  Visit DoLIDAR Break Break Break
road project
10.00 – 10.30 10.00 – 10.30 under
10.00 – 10.30 10.00 – 10.30 10.00 – 10.30
Session 2 LVRs in Perspective Practical Considerations construction in AfCAP LVR DCP Software (Cont’d) DCP Design Example Feedback and Closure
10.30 – 12.00  Motivation for LVRs  Drainage Nagarkot.  Data Analysis & Pav Design  Guided design example  Delegate feedback
 Characteristics of LVRs  Pavement Cross-Section o Single point analysis  Wrap-up discussions
 Site Investigations  Pavement Selection (LCC)  Demonstration of o Average analysis  Closure
 Discussion  Discussion DCP o Data transfer to Excel
In situ strength  Discussion
measurement
Lunch: Lunch: Lunch: Lunch: Lunch:
12.00 – 13.00 12.00 – 13.00  Lunch at Hotel 12.00 – 13.00 12.00 – 13.00 12.00 – 13.00
Session 3 LVRs in Perspective (Cont’d) Construction Issues Country Villa, AfCAP LVR DCP Software (Cont’d) DCP Design Example (Cont’d)
13.00 – 14.30  Traffic  Compaction and QC Nagarkot  Data Analysis & Pav Design  Guided design example
 Geometric Design  Borrow Pit Management o CUSUM analysis
 Road Safety  Technical Auditing  Inspection of o Create CUSUM graph
 Discussion  Discussion DoLIDAR road o Determine uniform sections
project o Ave analysis uniform sections
 Discussion
Free
Break Break  Return to hotel Break Break
14.30 – 15.00 14.30 – 15.00 14.30 – 15.00 14.30 – 15.00
Session 4 Pavement Design - General Pavement Design - DCP AfCAP LVR DCP Software (Cont’d) DCP Design Example (Cont’d)
15.00 – 16.30  Design Principles  DCP-DN Design Method  Upgrading requirements  Guided design example
 LVR Design Methods o Development  Risk factors
 EOD Approach o Design Concepts  Implementation & Sustainability
 Discussion o Design Procedure  Discussion
 Pavement Balance
 Discussion

Delegates overnight
assessment exercise
Day 1 - Programme
DAY 1 – Monday 28 May 2018
Session 1 Preliminaries
08.30 – 10.00 - Welcome Remarks (DoLIDAR)
- Opening Statement (ReCAP)
- Delegate Introductions
- Country LVR Briefs
- Course Overview
10.00 – 10.30 Coffee/Tea break
Session 2 Low Volume Roads in Perspective
10.30 - 12.00 - Motivation for LVRs
- Characteristics of LVRs
- Site Investigations
- Discussion
12.00 – 13.00 Lunch
Session 3 Design Aspects
13.00 – 14.30 - Traffic
- Geometric Design
- Road Safety
- Discussion
14.30 – 15.00 Coffee/Tea break
Session 4 Pavement Design - General
15.00 – 16.30 - Design Principles
- Design Methods
- EOD Approach
- Discussion
End of Day 1
 Day 1 – Session 2
 Low Volume Roads In Perspective
 Definition of LVR
 Importance of LVRs
 Motivation for new approaches
 Characteristics of LVRs
 Site Investigations
 Discussion
 Definition of a Low Volume Road

 No internationally accepted definition of a LVR.

 In developed countries very LVRs < +/- 400 vpd
 In developing countries LVRs < +/- 300 vpd & ≤ 1 MESA
design traffic loading
 Importance of Low Volume Roads
 May be viewed as a universal human right in terms of
facilitating poverty reduction, food security, access to
markets, healthcare, education and social and economic
opportunities of every kind.

 Key enabler of UN Millennium Development Goals on

such issues as child health, education, growth and
poverty reduction and, by so doing, reducing
vulnerability and insecurity.
 Low Volume Roads and Development
 Efficient transport infrastructure underpins development in all
countries by unlocking growth potential.
 Sound rural road infrastructure promotes connectivity and
social cohesion. It also:
Drives agriculture, trade, commerce and industry
Improves rural incomes, creates productive jobs and provides access
to health, education and other services
 Countries cannot achieve socio-economic growth and
development without efficient, affordable, sustainable and
appropriate climate resilient road infrastructure
 Economic Importance of LVRs
 Large percentage of population live in rural areas where agriculture is the dominant
economic activity.
 A good rural road network essential for improving livelihoods
and socio-economic growth and development.

Without reliable access to

markets and productive
resources, economic
development stagnates and
poverty reduction cannot be
sustained.
 Consequences of Poor LVR Infrastructure

 Poor access results in isolation

 Constrains activities which contribute
to factors that cause poverty
 Condemns the poor to stay poor
12
Impact of Good LVR Infrastructure

After

Before

Need to provide opportunities for better market accessibility and making

products and services much easier to access
 Characteristics of a LVR
 Almost exclusive reliance on use of naturally occurring, often non-
standard, moisture sensitive materials
 Alignment may not necessarily be fully “engineered”,
 Need to cater for a significant amount of non-motorized traffic
 Deterioration of road is primarily driven by environmental factors,
with traffic load a lesser factor in deterioration
 Conventional economic analysis often cannot justify the investment
of public funds in the construction and maintenance of these roads
● Above characteristics challenge conventional engineering in a
variety of ways, such as pavement and materials engineering,
geometric design and road safety considerations, etc.
 Use of Local Materials
● The art of the engineer consists
for a good part in utilising
technologies that will make
possible the use of materials that
he finds in the vicinity of the
works”.

● Unfortunately, force of habit,

inadequate specifications and lack
Need to make specifications fit the materials of innovation have suppressed the
rather than materials fit the specifications. In
more wide-spread use of
other words – “what appropriate road can I
innovative technology”
build with these materials” rather than “Where
can I find materials to meet these general ● In order to capitalize on the use
specs”. these local materials, a better
understanding of their
properties and behaviour is
necessary.
 Assessment of Material Strength

The CBR test has traditionally been used for assessing the
strength of road materials. However:

● It exhibits very poor reproducibility

● Is tedious, time-consuming and expensive to carry out
● Exhibits very poor correlation between soaked CBR and
performance for roads constructed with granular bases
 CBR – Very Poor Reproducibility

The CBR test is notoriously inaccurate with low reproducibility.

Standard deviation (σ) = 10w where w = (1.4771-0.9853CBR)

CBR σ 95% Range

confidence
10 4 ±8 2 – 18
30 7 ± 14 16 – 44
60 12 ± 24 36 – 84
80? 16 ± 32 58 – 122
 CBR Test – A Case for Change?
 The use of the soaked CBR test also raises the question of
variability. Overall the coefficient of variation of the test is of the
order of 20%, i.e. with a true mean of 80, the CBR will range from
48 to 112.
(Ref: Ingles (ARRB), 1974; Millard and O’Reilly (TRL, 1964).

 “Continuing reliance on the CBR hinders the development of

pavement technology” (Australian Geomechanics Vol. 49 No. 1
March 2014)
 Is there a need for change?
 What is the alternative?
 DCP Alternative to CBR Test
 An alternative to the traditional CBR-based approach
 Original development dates back to mid-1950s in Australia based
on older Swiss design
 Used initially as non-destructive testing device to evaluate shear
strength of material in a pavement
 Use for pavement design enhanced in mid-1960s and 1970s in
South Africa where results verified from back-analysis of many
pavement sections using Heavy Vehicle Simulator
 DCP design catalogue subsequently developed for various tarffic
categories and moisture conditions.
 DCP Versus CBR Testing
 DN/moisture/density relationship required
for suitable pavement material
 DCP used to penetrate the CBR mould
 Takes in account pore pressure release
during testing
 Typical Traditional Materials Specifications
Strength:
- 150 mm base: CBRs = 80% at 98% BS Heavy
- 150 mm subbase: CBRs = 30% at 95% BS Heavy
- 150 mm subgrade: CBRs = 15% at 93% BS Light
Plasticity:
Are these requirements appropriate
- PI (Base) ≤ 6
for LVRs???
Grading:
- Specified grading envelope

Specification: Need to meet above requirements

simultaneously
 DN/Density/Moisture Relationship

TestDN
methods
at varying MC and % compaction
12.0
11.0
10.0 9.5
Soaked
8.0 7.3
6.6 6.2
DN Value

6.0 4.8
OMC 3.8 3.5
4.0 3.4 3.0
2.2
2.0 0.75 OMC 1.4

0.0
92% 93% 94% 95% 96% 97% 98% 99% 100% 101%
% BS Heavy Compaction

Strength gain with increase in density and reduction in moisture

22

Dominant Mode of Deterioration

Deterioration of a LVR is driven primarily by environmental

factors, with traffic load a lesser factor in deterioration
Test methods
Bituminous Surfacing Options

Menu of surfacing options for consideration

Examples of Non-Bituminous Surfacings

Cobble stone Burnt clay brick

Concrete Blocks

Concrete Strip Roads Reinforced

concrete
Context-Sensitive Pavement Surfacing for LVRRs
Road Class/Function of LVR
Road Class/Function
28
Appropriate LVSR Standard?

Level of service to be provided will depend primarily on traffic

but with adequate road safety safeguards
 Use of Appropriate Standards
Increasing traffic….
Increasing LOS

Examples of LVSRs which are of different

standards but all provide appropriate levels
of service in relation to the traffic carried

2
30
Road Environment Factors

Framework for sustainable provision of LVRs

 The Stark Facts
 Inadequate and unreliable rural road infrastructure and
services are common in the majority of rural communities in most
developing countries. This results in:
 Lack of basic access which is linked to poverty
 Lack of connectivity which seriously constrains agricultural
production.
 Limited resources to implement rural infrastructure projects
which causes a “transport trap” in rural areas.
 Our Challenge
● Need to close accessibility gap by “doing more with less”
● Traditional approaches have generally not worked

● Need for new approaches that are research based

● New approaches may challenge conventional paradigms,

but…
● We cannot make progress without making change!
33
Traditional Approaches to LVR Provision
Have stemmed from technology and research carried out over 40
years ago in very different environments
 Generally inappropriate for application to the Asian region where
locally prevailing circumstances are very different in terms of
climate, traffic, materials and road users.

Technology, research and knowledge about LVSRs have advanced

significantly through research carried out over past 20 -30 years
question much of the accepted paradigms on LVSR provision
and show quite clearly the need to revise conventional
approaches.
New, more appropriate, approaches to the provision of low-volume
roads are now required if India is to improve road transport efficiency
and attain its broader goals of socio-economic growth, development
and poverty alleviation.
 Embracing the Need for Change

 The Asia Community Access Partnership (AfCAP), with

support from the UK Department for International
Development (DFID), has been at the forefront of promoting
safe and sustainable rural access in Africa and Asia through
research and knowledge sharing.
 New Approaches to LVR Provision
 Approach informed by significant developments that have taken
place in various aspects of LVRs in past few decades based on UK-
supported LVR research and investigations carried out in Asia and
Africa under the SEACAP and AFCAP programmes respectively.

 Outputs of these programmes have questioned many of the accepted

approaches to the provision of LVRs and have shown quite clearly the
need to revise them in line with new developments.
 This has led to an increasing move away from the conservative, and
often inappropriate, approaches of the past to more progressive
approaches informed by research and performance-based evidence
 Our Approach
● Need for adoption of Context-Sensitive solutions that are
in sync with local community values and allow a better
balance of economic, social and environmental objectives
in rural road design features
● Need to create a more balanced and efficient rural
transport system that enhances accessibility, improves
mobility and is compatible with community values and
needs.

● In essence, adoption of an “environmentally optimised

design” approach.
Adopting a Top-Down Approach

Level of influence of key activities

 Ensuring Sustainability

Seven dimensions of LVR sustainability: A prerequisite for success

39
Factors Governing Sustainable Design
Task Based:
LVRs must suit their identified
function and the nature of the
traffic by applying appropriate
standards.
Environmentally compatible:
Suitable for, and where
necessary, adapted to the local
road environment factors.

Local resource based: The design of the LVR must be compatible with the construction
materials that are readily available within appropriate specifications, and within the
capacities of the engineers and technicians who will design the roads, and the contractors
who will construct them, and within the means of the roads agency to maintain them,
involving local communities, where possible.
Adopting an Environmentally Optimised Design Approach

EOD offers a spectrum of options and solutions for

providing low-volume road access ranging from a
Spot Improvement to a whole link length.
 Summary

The successful engineering of a low volume road requires ingenuity, imagination and
innovation. It entails “working with nature” and using locally available, non-standard
materials and other resources in an optimal and environmentally sustainable manner.
It will rely on planning, design, construction and maintenance techniques that maximize the
involvement of local communities and contractors.
When properly engineered to an appropriate standard, a LVR will reduce transport costs and
facilitate socio-economic growth and development and reduce poverty in AsCAP countries.
 Day 1 – Session 3

 Low Volume Roads In Perspective (Cont’d)

 Site Investigations
 Traffic
 Geometric Design
 Road Safety
 Discussion
Site Investigations - Using the DCP

DCP test in process

Site Investigations: DCP Vs CBR

800
mm
 Characterisation of Existing Road

4.5 10

8
4.0
DN 6
Value 3.5
(mm/blow) 3.0 4

2
2.5
Strong

Weak
DCP provides a good “picture” of in situ ground conditions
 Traffic
Reliable data on traffic volumes and characteristics essential for both
geometric and pavement structural design and also assists in the planning
of road safety measures:
 Geometric design: The volume and composition of traffic, both
motorized and non-motorized, influence all aspects of geometric
design
 Pavement design: The deterioration of the pavement is influenced
by both the magnitude and frequency of individual axle loads.
 Road safety: The volume, type and characteristics of the traffic
using the road will all influence the type of road safety measures
required to ensure a safe road environment.
Traffic Counting – Errors vs Duration
 Estimating Design Traffic

Procedure for establishing design traffic category

48
 Components of Traffic Estimation

Traffic development over time on a new or improved road

 Lane Width Adjustment Factors
Cross Paved Corrected design
Explanatory notes
Section width traffic loading (ESA)
Single < 3.5m. Double the sum of ESAs The driving pattern on this cross-
carriageway. in both directions. section is very channelized.

Min. 3m but less The sum of ESAs in both Traffic in both directions uses the
than 4.5m. directions. same lane, but not all in the same
wheel tracks as for the narrower
road.
Min. 4.5m but less 80% of the ESAs in both To allow for overlap in the centre
than 6m. directions. section of the road
6m or wider. Total ESAs in the Minimal traffic overlap in the centre
heaviest loaded section of the road.
direction.
More than one lane 90% of the total ESAs in The majority of vehicles use one
in each direction. the studied direction. lane in each direction.
 Geometric Design - Alignment
Option A.
 Alignment engineered for fulfilling an access function
 Existing alignment will fix the travel speed.
 Accepts alignment generally as is, except at potentially problematic sections where
traffic safety may be an issue for which specifically engineered measures provided
 Adoption will result in variable travel speeds but will not incur significant
earthworks costs.

Option B
 Alignment engineered for fulfilling a mobility function which is based on a pre-
determined design speed
 Design speed will fix the new alignment
 Existing alignment improved to satisfy various prescribed GD requirements,
 Adoption will incur potentially significant earthworks costs for which the benefits, in
relation to relatively low levels of traffic, likely to be outweighed by costs.
 Passing Incidents on LVRs

AADT 300 100

Speed Avg. Conflicts/km Avg. Conflicts/km
(km/h) Per Day* Per Hour Per Day* Per Hour
40 45 2,8 5,0 0,3
60 30 1,9 3,3 0,2
80 22,5 1,4 2,5 0,2

AADT 300 100

Speed Avg. time between Avg. time between
(km/h) conflicts / km conflicts / km
40 21 min 3 hr 12 min
60 32 min 4 hr 48 min
80 43 min 6 hr 24 min

Conflicts/km/hr = AADT2 /Speed/50/16

assuming AADT distributed over 16 hours.
Geometric Design - Width

Normal

Seldom

Very Seldom
 Geometric Design – Appropriate Width?

9m width 5.5m width (Norway – AADT 2000

5m
3.75m width (PMGSY India) width?
 Basic Geometric Design Standards for LVR
Food for Thought
Road Design Traffic Roadway Passing
Surface type
function class ADT width (m) places
D 100-300 Paved/Unpaved 4.5 – 5.5 As required
Access E 20-100 Paved/Unpaved 3.5 - 4.5 As required
F <20 Earth/Gravel 3.0 - 3.5 As required

 Will be much more affordable than current LVR design standards

 Will provide adequate service and safety levels when coupled with:
• Speed reducing measures
• Removal of danger spots with properly engineered solutions
56

Traffic Calming on LVRRs

“Village treatment”
● Objective of the village treatment approach to traffic calming is to
develop in the driver a perception that the village is a low-speed
environment and to encourage him to reduce speed as a result of
this perception.

● The road through the village is treated as being in three zones,

namely:
(i) The approach zone.
(ii) The transition zone.
(iii)The core zone.
57

Road Safety – Village Treatment

Watts Profile Hump Flat Top Hump

58

Village Treatment - Gateway

Village treatment - Gateway approach to village

 Day 1 – Session 4

 Pavement Design - General

 Design Principles
 LVR Design Methods
 EOD Approach
 Discussion
End of Day 1
 Regional Capacity Building and Training Workshop
Nepal, Kathmandu
30th May to 2nd June 2018

Day 2
Tuesday 29 May 2018

Infra Africa Consultants

Gaborone
Botswana
Day 2 - Programme
DAY 2 – Tuesday 29 May 2018
Session 1 Materials
08.30 – 10.00 - Construction Materials
- Materials Testing
- Surfacing
- Discussion
10.00 – 10.30 Coffee/Tea break
Session 2 Practical Considerations
10.30 - 12.00 - Drainage
- Pavement Cross-Section
- Pavement Selection (LCC)
- Discussion
12.00 – 13.00 Lunch
Session 3 Construction Issues
13.00 – 14.30 - Compaction and Quality Assurance
- Borrow Pit Management
- Technical Auditing
- Discussion
14.30 – 15.00 Coffee/Tea break
Session 4 Pavement Design - DCP
15.00 – 16.30 - DCP-DN Design Method
- Development/concepts/procedure
- Pavement Balance
- Discussion
End of Day 2
 Day 2 – Session 1
 Materials
 Construction Materials
 Practical Considerations)
 Surfacing
 Discussion
 Day 2 – Session 2

 Practical Considerations
 Compaction
 Drainage
 Pavement Cross-Section
 Pavement Selection (LCC)
 Discussion
65
Benefits of Increased Compaction
 Benefits of Increased Compaction

Compaction to “refusal” Deflection/life relationship

Level of compaction in pavement layers influences pavement life – increasing
compactive effort is often economically justified
67
Optimization of Local Moisture Conditions
Minimum requirements  Crown height is a critical parameter
that correlates well with the actual
• hmin and dmin service life of pavements constructed
• hmin > 750 mm from natural gravels ( d ≥ 0.75 m)
• dmin > 150 mm  Sealed shoulders reduce/ eliminate
lateral moisture penetration under
carriageway.
 Ideal Cross Section

 Crown height:
 Crown height is a critical
parameter that correlates well
with the actual service life of
pavements constructed from
natural gravels ( d ≥ 0.75 m)

 Sealed shoulders reduce/

d (m) eliminate lateral moisture
penetration under carriageway

 Avoiding permeability inversion

facilittes good internal drainage

39
Equilibrium Moisture Content Under Paved Roads
 Pavement Cross-Section: Control of Moisture

 Control of moisture is single

most important factor controlling
performance of LVSRs
 Appropriate pavement
configuration is critical for
controlling moisture
 Factors to be considered
include:
 shoulders
 permeability inversion
 internal, external
drainage Moisture zones in a LVSR
 Importance of Shoulder Sealing

Sealed shoulder Unsealed shoulder

Effect of unsealed shoulder

72
Characteristics of PMGSY Roads

6.00 Mtr
3.75 Mtr

3% 3%
4% 4%

2:1

Proposed 20mm PMC with Seal

Proposed 150 mm Gr-III Coat type B with S-90
Proposed 150mm thick GSB

Premix Carpet with Type B Seal Coat 20 mm

Base Layer (WBM, G-III and G-II) 150 mm
Sub-base Layer (Granular) 175 mm
Providing a total thickness of 325 mm
73
Challenges Faced on PMGSY Roads
 Low strength in situ materials - typically CBR 3-5%
 Lack of road pavement materials – long haulage
 Light compaction standard
 Earth shoulders – easily damaged
74
PMGSY Road – Good Cross Section
 Day 2 – Session 3

 Construction Issues
 Construction Quality Control
 Borrow Pit Management
 Technical Auditing
 Discussion
 Approach to QA/QC

Various means of ensuring that an acceptable quality of the

final LVR is achieved. Each is separate and each has an
important role to play. Together they consist of a suite of
procedures that work together to ensure good quality.
 Quality Plan
 Quality Assurance
 Quality Control
 Production Control
 Acceptance Control

7
 Construction Quality Control
 Material costs comprise up to 70% of LVSR project costs
 Material and Compaction Quality Control key to successful project
implementation
 Effective QA/QC systems and procedures required to ensure that
the materials when placed on the road meet the design criteria:
 Design DN (strength, stiffness)
 Layer thickness
 Surface regularity
 Line and level
 The DCP offers alternative methods for design, materials testing
and compaction quality control
 Determination of Target DN

 Do three DCP tests through layer

about 0.5 m apart and calculate
DN
average DN
 3 DNs after 3 passes
 3 DNs after 4 passes
Sand replacement
 3 DNs after 5 passes
DN DN
 And so forth until average DN does not
change
 Finally, Sand Replacement Test in
between DN tests to confirm that
satisfactory density has been achieved
 Determination of Target DN
No of roller passes 2 3 4 5 6
Average DN
mm/blow 6.4 5 4.4 4.22 4.19
Borrow Pit Management

No!!
 Appreciation of Risk Factors

Five main risks:

Drainage
Material quality
Compaction and quality control
Maintenance
Traffic (overloading)
 Relax ONE and keep control of others. Risk
increases BUT probably acceptable
 Relax TWO and risk possible failure
Overloading
Overload Control Measure??
84
Why Undertake a Technical Audit?

● Essential that the professional services provided by consultants and

contractors are carried out in an efficient and effect manner and to
the highest possible standards.

● Can be achieved by conducting an appropriately formulated

technical audit to detect and rectify a number of problems that can
arise during the execution of a road project, including:
 Human errors
 Incompetence
 Corruption
 Poor quality control
 Lack of professional ethics
85

Benefits of Technical Audits

● Enabling the Client to ascertain whether the parties involved in the contract
(including the Client) have provided the Government and people of Tanzania with
value for money;
● Instilling a sense of greater diligence in the attitude of all parties to the contract;
● Reducing the scope for corruption, particularly at the Contract Award and
implementation stages of the project;
● Satisfying the requirements of the Road Fund Board that PMORALG should carry
out an independent audit of all projects that they fund;
● Minimising the risk and severity of failures that may occur as a result of design
deficiencies in the road project;
● Minimising the need for re-work and physical remedial works caused by design or
construction deficiencies by taking early corrective action;
● Benefiting from any lessons learnt for application to other projects.
Ultimately, the cost of a technical audit is likely to be significantly less than the cost of
changing a design or the cost of remedial works after the contract has been awarded
and construction started.
 Day 2 – Session 4
 Pavement Design - DCP
 DCP-DN Design Method
o Development
o Design Concepts
o Design Procedure
 Pavement Balance
 Discussion
End of Day 2
 Regional Capacity Building and Training Workshop
Nepal, Kathmandu
30th May to 2nd June 2018

Day 3
Wednesday 30 May 2018

Infra Africa Consultants

Gaborone
Botswana
Day 3 - Programme
DAY 3 – Wednesday 30 May 2018
Site Visit

- Travel to DoLIDAR road project under

construction in Nagarkot

08.30 – 12.00 - Inspection of road project

- Demonstration of DCP in-situ strength

measurement

12.00 – 14.00 Lunch

14.00 – 16.30 - Travel back to hotel

End of Day 3
End of Day 3
 Regional Capacity Building and Training Workshop
Nepal, Kathmandu
30th May to 2nd June 2018

Day 4
Thursday 31 May 2018

Infra Africa Consultants

Gaborone
Botswana
Day 4 - Programme
DAY 4 – Thursday 31 May 2018
Session 1 AfCAP LVR DCP Software
08.30 – 10.00 - Demonstration of Features
- Create project
- Data entry and saving
- Discussion
10.00 – 10.30 Coffee/Tea break
Session 2 AfCAP LVR DCP Software (Cont’d)
10.30 - 12.00 - Data Analysis and Pavement Design
- Single and average point analysis
- Data Transfer to Excel
- Discussion
12.00 – 13.00 Lunch
Session 3 AfCAP LVR DCP Software (Cont’d)
13.00 – 14.30 - Data Analysis and Pavement Design
- CUSUM analysist
- Uniform sectioning
- Discussion
14.30 – 15.00 Coffee/Tea break
Session 4 AfCAP LVR DCP Software (Cont’d)
15.00 – 16.30 - Upgrade Requirements
- Risk Factors
- Implementation
- Discussion
End of Day 4
End of Day 4
 Regional Capacity Building and Training Workshop
Nepal, Kathmandu
30th May to 2nd June 2018

Day 5
Friday 01 June 2018

Infra Africa Consultants

Gaborone
Botswana
Day 5 - Programme
DAY 5 – Friday 01 June 2018
Session 1 DCP Lab Testing
08.30 – 10.00 - DCP Testing Demo
- Analysis of Results
- Use of software/interpretation of results
- Discussion
10.00 – 10.30 Coffee/Tea break
Session 2 DCP Design Example
10.30 - 12.00 - Guided Design Example
- Discussion

12.00 – 13.00 Lunch

Session 3 DCP Design Example
13.00 – 14.30 - Guided Design Example
- Discussion

14.30 – 15.00 Coffee/Tea break

Session 4 DCP Design Example
15.00 – 16.30 - Guided Design Example
- Discussion

End of Day 5
End of Day 5
 Regional Capacity Building and Training Workshop
Nepal, Kathmandu
30th May to 2nd June 2018

Day 1
Saturday 02 June 2018

Infra Africa Consultants

Gaborone
Botswana
Day 6 - Programme
DAY 6 – Saturday 02 June 2018
Session 1 Workshop Assessment Review
08.30 – 10.00 - Review and Discussion of Assessment
Exercise

10.00 – 10.30 Coffee/Tea break

Session 2 Workshop Feedback and Closure
10.30 - 12.00 - Delegate Feedback
- Wrap-up Discussions
- Workshop Closure

12.00 – 13.00 Lunch

End of Day 5
 End of
Workshop