PROJECT OVERVIEW
N3/3 ATHLONE TO HILTON
Dennis Rossmann
N3/3 ATHLONE TO HILTON
CONTRACT No NRA N0303012/6:
REHABILITATION OF ROUTE 3, SECTIONS 3& 4
ATHLONE TO HILTON km 19,130 (N3/3) TO km 1,160 (N3/4)
CONTRACT DETAILS
Employer:
SANRAL
Contractor:
Basil Read / Milling Techniks : Consortium
Consulting Engineers:
BLN Consortium (Ingérop Africa,
Letsunyane Associates (Pty) Ltd and
Preben Naidoo & Associates)
Tender Sum:
R65 535 800-64
CONSTRUCTION HISTORY
Construction by Provincial Roads Department
NBC commenced – 1957
completed – 1962
SBC
completed – 1971
Subsequent reseal and overlay
TRAFFIC
ADT – 22 560
ADTT – 3058
TOPOGRAPHY
Grades – 7% max
Up to 6% over 40% of length
Superelevation – Up to 12%
TRAFFIC ACCOMMODATION
Closures to one lane limited to outside peak
periods
Two lanes open in each direction outside
working hours
Facility for removal of broken down vehicles
GEOTECHNICAL INSTABILITY
Infilled gullies
Talis creep
Requires continuous management
PAVEMENT DESIGN
Rigid pavement overlay
Block paving
Flexible pavement (Asphalt overlay)
Composite pavement (Concrete / asphalt)
COMPOSITE PAVEMENT
•
Appropriate pavement
•
Cost benefit
•
Labour enhancement
CRCP INLAY EXPERIENCE
•
Riding quality / smoothness
•
Longitudinal joint ( rigid / flexible)
•
Pop-outs
•
Subsurface drainage
QUALITY CONTROL
GEOMETRIC DESIGN
Peter Unstead
GEOMETRIC DESIGN PHILOSOPHY
•
PARTIAL CONCRETE INLAYS TO PRESCRIBED
LEVELS
•
FINISHED ROAD LEVEL TO BE RAISED
ENABLING:
•

SMOOTHING OF VERTICAL ALIGNMENT

ELIMINATION OF UNDULATIONS CAUSED BY
FILL SUBSIDENCES

REGULARISATION OF THE SUPERELEVATION
TO A LIMITED EXTENT
CARRIAGEWAYS TO BE WIDENED WITHIN
GEOTECHNICAL AND BUDGET CONTSTRAINTS
HORIZONTAL AND VERTICAL ALIGNMENT
•
CARRIAGEWAYS HAD BEEN CONSTRUCTED IN
SEPARATE SECTIONS UNDER VARIOUS
CONTRACTS AND OVER AN EXTENDED PERIOD OF
TIME
•
A TRULY GEOMETRICAL MODEL OF THE VERTICAL
ALIGNMENT COULD NOT BE ESTABLISHED
WITHOUT RESULTING IN EXCESSIVELY THICK
OVERLAYS

EXISTING ROAD LEVELS "SMOOTHED" BY
GRAPHICAL METHODS

SUPERELEVATION CORRECTIONS APPLIED

VARIOUS THICKNESSES OF OVERLAY LESS
THE 80mm MILLING DEPTH ADDED TO
PRODUCE THE FINISHED ROAD LEVELS.
DESIGN METHODOLOGY
•
DETAILED TOPOGRAPHICAL SURVEY USING GPS
METHODS TO CREATE A DIGITAL TERRAIN MODEL OF THE
EXISTING ROAD AND WIDENING AREAS.
•
POINTS SURVEYED:
•

AT EACH EDGE OF ROAD

ON THE LANE MARKINGS

IN THE INVERT AND ON THE OUTER EDGES OF THE
EXISTING SIDE DRAINS.
A “BEST-FIT” GEOMETRIC HORIZONTAL ALIGNMENT
DERIVED FOR EACH CARRIAGEWAY

THE CENTRE-LINE CHOSEN BETWEEN THE SLOW LANE
AND THE CENTRE LANE

THE NBC REALIGNED BETWEEN km 23,2 AND km 23,7 TO
CONTINUE THE THREE LANE SECTION PAST THE
HILTON INTERCHANGE BY WIDENING THE
CARRIAGEWAY IN THE MEDIAN.
DESIGN METHODOLOGY
•
USING ROAD DESIGN SOFTWARE EXISTING ROAD LEVELS
DETERMINED ON CENTRE-LINE, FUTURE LANE MARKING
POSITIONS AND EDGES OF THE CARRIAGEWAY
•
LEVELS TRANSFERRED TO A SPREADSHEET

COLUMN PROVIDED TO ADJUST THE DESIGN CENTRE
LINE LEVEL RELATIVE TO EXISTING LEVEL TO
PRODUCE A SMOOTH LONGITUDINAL PROFILE

EXISTING CROSSFALLS ASSESSED FOR UNIFORMITY
WITH RESPECT TO LHS AND RHS OF CENTRE LINE AND
COMPLIANCE WITH STANDARDS.

DESIGN CROSSFALLS CHOSEN

DESIGN LEVELS DERIVED AT VARIOUS OFFSETS LEFT
AND RIGHT OF CENTRE-LINE

EDGE LEVELS DETERMINED BY THE CROSSFALLS
CHOSEN.
DERIVATION OF DESIGN LEVELS
•
DIFFERENCES BETWEEN EXISTING ROAD LEVELS AND THE
PROPOSED DESIGN LEVELS CALCULATED AND INFLUENCE
ON PAVEMENT DESIGN ASSESSED
•
THE SMOOTHNESS OF THE LONGITUDINAL PROFILES ON
CENTRE-LINE AND AT THE EDGES ASSESSED GRAPHICALLY
BY APPLYING A SLOPING DATUM LINE. ADJUSTMENTS
APPLIED AND CHECKED UNTIL A SATISFACTORY
PROFILE WAS OBTAINED.
SMOOTHING OF LEVELS N3/3 SOUTHBOUND CARRIAGEWAY
DISTANCE SURVEYED DIFF
LEVEL
SBC
-6.800
FINAL EXISTING PROPOSED SURVEYED
LEVEL X-FALL
LEVEL
-6.800
FAST
X-FALL
-3.400
DIFF
FINAL PROPOSED EXISTING
LEVEL
X-FALL
-3.400
X-FALL
CENTRE
SURVEYED
LEVEL
DIFF
0.000
FINAL
LEVEL
ADJ
0.000
0.000
22000
958.493
0.013 958.506
-11.000%
-12.000%
958.119
-0.021 958.098
-12.000%
-12.618%
957.690
0.000
957.690
22020
958.851
0.080 958.931
-10.294%
-12.000%
958.501
0.022 958.523
-12.000%
-12.294%
958.083
0.032
958.115
22040
959.170
0.026 959.196
-10.235%
-11.000%
958.822
0.000 958.822
-11.000%
-11.000%
958.448
0.000
958.448
22060
959.522
0.002 959.524
-9.529%
-10.000%
959.198
-0.014 959.184
-10.000%
-10.412%
958.844
0.000
958.844
22080
959.918 -0.035 959.883
-8.324%
-8.000%
959.635
-0.024 959.611
-8.000%
-8.706%
959.339
0.000
959.339
22100
960.323
0.006 960.329
-5.353%
-6.000%
960.141
-0.016 960.125
-6.000%
-6.471%
959.921
0.000
959.921
22120
960.788
0.010 960.798
-3.118%
-4.000%
960.682
-0.020 960.662
-4.000%
-4.588%
960.526
0.000
960.526
22140
961.380
0.033 961.413
-2.324%
-3.000%
961.301
0.010 961.311
-3.000%
-2.706%
961.209
0.000
961.209
22160
962.077
0.025 962.102
-1.206%
-2.000%
962.036
-0.002 962.034
-2.000%
-2.059%
961.966
0.000
961.966
22180
962.868 -0.062 962.806
-0.353%
-0.004%
962.856
-0.050 962.806
-0.004%
-1.471%
962.806
0.000
962.806
22200
963.711 -0.078 963.633
0.353%
1.000%
963.723
-0.056 963.667
1.000%
-0.647%
963.701
0.000
963.701
22220
964.567 -0.037 964.530
1.500%
1.500%
964.618
-0.037 964.581
1.500%
0.235%
964.626
0.006
964.632
0.006
22240
965.426
0.015 965.441
2.647%
2.000%
965.516
-0.007 965.509
2.000%
1.206%
965.557
0.020
965.577
0.020
22260
966.375
0.011 966.386
2.676%
2.200%
966.466
-0.005 966.461
2.200%
2.059%
966.536
0.000
966.536
22280
967.319
0.023 967.342
3.265%
2.500%
967.430
-0.003 967.427
2.500%
2.412%
967.512
0.000
967.512
22300
968.323
0.000 968.323
2.853%
2.700%
968.420
-0.005 968.415
2.700%
2.559%
968.507
0.000
968.507
22320
969.312 -0.001 969.311
2.941%
2.971%
969.412
0.000 969.412
2.971%
2.971%
969.513
0.000
969.513
22340
970.272
0.015 970.287
3.412%
3.265%
970.388
0.010 970.398
3.265%
3.265%
970.499
0.010
970.509
22360
971.210
0.016 971.226
5.471%
5.000%
971.396
0.000 971.396
5.000%
5.000%
971.566
0.000
971.566
22380
972.132
0.036 972.168
4.912%
6.618%
972.299
0.094 972.393
6.618%
9.382%
972.618
0.000
972.618
22400
973.074
0.023 973.097
8.912%
8.235%
973.377
0.000 973.377
8.235%
8.235%
973.657
0.000
973.657
22420
974.030
0.005 974.035
10.029%
9.882%
974.371
0.000 974.371
9.882%
9.882%
974.707
0.000
974.707
22440
975.031 -0.004 975.027
11.176%
11.000%
975.411
-0.010 975.401
11.000%
10.706%
975.775
0.000
975.775
22460
976.082 -0.012 976.070
12.353%
12.000%
976.502
-0.024 976.478
12.000%
11.294%
976.886
0.000
976.886
22480
977.145
0.002 977.147
12.941%
12.000%
977.585
-0.030 977.555
12.000%
11.118%
977.963
0.000
977.963
22500
978.158
0.021 978.179
12.529%
12.000%
978.584
0.003 978.587
12.000%
12.088%
978.995
0.000
978.995
22520
979.161
0.029 979.190
12.382%
11.500%
979.582
-0.001 979.581
11.500%
11.471%
979.972
0.000
979.972
0.032
0.010
DISTANCE
ADJ
SBC
0.000
22000
EXISTING PROPOSED
X-FALL
SLOW
X-FALL
SURVEYED
LEVEL
DIFF
3.400
FINAL
LEVEL
3.400
EXISTING PROPOSED SURVEYED DIFF
X-FALL
LEVEL
SHOULDER
X-FALL
4.300
FINAL
LEVEL
4.300
-13.441%
-12.000%
957.233
0.049
957.282
-14.111%
-12.000%
957.106
0.068
957.174
-11.824%
-12.000%
957.681
0.026
957.707
-12.444%
-12.000%
957.569
0.030
957.599
22040
-12.059%
-11.000%
958.038
0.036
958.074
-12.444%
-11.000%
957.926
0.049
957.975
22060
-10.882%
-10.000%
958.474
0.030
958.504
-11.000%
-10.000%
958.375
0.039
958.414
22080
-8.529%
-8.000%
959.049
0.018
959.067
-8.333%
-8.000%
958.974
0.021
958.995
22100
-7.676%
-6.000%
959.660
0.057
959.717
-8.333%
-6.000%
959.585
0.078
959.663
22120
-5.941%
-4.000%
960.324
0.066
960.390
-6.889%
-4.000%
960.262
0.092
960.354
22140
-3.794%
-3.000%
961.080
0.027
961.107
-4.778%
-3.000%
961.037
0.043
961.080
22160
-2.206%
-2.000%
961.891
0.007
961.898
-3.000%
-2.000%
961.864
0.016
961.880
22180
-0.412%
-0.412%
962.792
0.000
962.792
-2.667%
-0.412%
962.768
0.020
962.788
22200
0.412%
0.412%
963.715
0.000
963.715
-1.111%
0.412%
963.705
0.014
963.719
22020
0.032
22220
0.006
0.676%
1.500%
964.649
0.034
964.683
0.222%
1.500%
964.651
0.046
964.697
22240
0.020
1.647%
2.000%
965.613
0.032
965.645
0.444%
2.000%
965.617
0.046
965.663
22260
1.529%
2.200%
966.588
0.023
966.611
0.889%
2.200%
966.596
0.035
966.631
22280
2.235%
2.500%
967.588
0.009
967.597
1.111%
2.500%
967.598
0.022
967.620
22300
2.618%
2.700%
968.596
0.003
968.599
1.667%
2.700%
968.611
0.012
968.623
2.529%
2.971%
969.599
0.015
969.614
1.667%
2.971%
969.614
0.027
969.641
2.706%
3.265%
970.591
0.029
970.620
0.556%
3.265%
970.596
0.053
970.649
22360
4.059%
5.000%
971.704
0.032
971.736
2.667%
5.000%
971.728
0.053
971.781
22380
6.853%
6.618%
972.851
-0.008
972.843
5.444%
6.618%
972.900
0.003
972.903
22400
7.735%
8.235%
973.920
0.017
973.937
5.778%
8.235%
973.972
0.039
974.011
22420
8.471%
9.500%
974.995
0.035
975.030
8.333%
9.500%
975.070
0.045
975.116
22440
10.294%
9.500%
976.125
-0.027
976.098
8.778%
9.500%
976.204 -0.020
976.184
22460
11.971%
9.500%
977.293
-0.084
977.209
9.889%
9.500%
977.382 -0.087
977.295
22480
12.235%
9.500%
978.379
-0.093
978.286
9.500%
0.000
978.372
22500
11.853%
9.500%
979.398
-0.080
979.318
9.500%
0.000
979.404
22520
11.029%
9.500%
980.347
-0.052
980.295
9.500%
0.000
980.381
22320
22340
0.010
CHART PLOTTING
FINAL LEVELS
-6.800
-3.400
ADJUSTED
DATUM
0.000
3.400
ADJ PER
CHAIN
ADJUSTED PROFILE FOR PLOTTING
-6.800
4.300
-3.400
0.000
3.400
4.300
958.506
958.098
957.690
957.282
957.174
0
0.9
958.506
958.098
957.690
957.282
957.174
958.931
958.523
958.115
957.707
957.599
-0.9
0.9
958.031
957.623
957.215
956.807
956.699
959.196
958.822
958.448
958.074
957.975
-1.8
0.9
957.396
957.022
956.648
956.274
956.175
959.524
959.184
958.844
958.504
958.414
-2.7
0.9
956.824
956.484
956.144
955.804
955.714
959.883
959.611
959.339
959.067
958.995
-3.6
0.9
956.283
956.011
955.739
955.467
955.395
960.329
960.125
959.921
959.717
959.663
-4.5
0.9
955.829
955.625
955.421
955.217
955.163
960.798
960.662
960.526
960.390
960.354
-5.4
0.9
955.398
955.262
955.126
954.990
954.954
961.413
961.311
961.209
961.107
961.080
-6.3
0.9
955.113
955.011
954.909
954.807
954.780
962.102
962.034
961.966
961.898
961.880
-7.2
0.9
954.902
954.834
954.766
954.698
954.680
962.806
962.806
962.806
962.792
962.788
-8.1
0.9
954.706
954.706
954.706
954.692
954.688
963.633
963.667
963.701
963.715
963.719
-9
0.9
954.633
954.667
954.701
954.715
954.719
964.530
964.581
964.632
964.683
964.697
-9.9
0.9
954.630
954.681
954.732
954.783
954.797
965.441
965.509
965.577
965.645
965.663
-10.8
0.9
954.641
954.709
954.777
954.845
954.863
966.386
966.461
966.536
966.611
966.631
-11.7
0.9
954.686
954.761
954.836
954.911
954.931
967.342
967.427
967.512
967.597
967.620
-12.6
0.9
954.742
954.827
954.912
954.997
955.020
968.323
968.415
968.507
968.599
968.623
-13.5
0.9
954.823
954.915
955.007
955.099
955.123
969.311
969.412
969.513
969.614
969.641
-14.4
0.9
954.911
955.012
955.113
955.214
955.241
970.287
970.398
970.509
970.620
970.649
-15.3
0.9
954.987
955.098
955.209
955.320
955.349
971.226
971.396
971.566
971.736
971.781
-16.2
0.9
955.026
955.196
955.366
955.536
955.581
972.168
972.393
972.618
972.843
972.903
-17.1
0.9
955.068
955.293
955.518
955.743
955.803
973.097
973.377
973.657
973.937
974.011
-18
0.9
955.097
955.377
955.657
955.937
956.011
974.035
974.371
974.707
975.030
975.116
-18.9
0.9
955.135
955.471
955.807
956.130
956.216
975.027
975.401
975.775
976.098
976.184
-19.8
0.9
955.227
955.601
955.975
956.298
956.384
976.070
976.478
976.886
977.209
977.295
-20.7
0.9
955.370
955.778
956.186
956.509
956.595
977.147
977.555
977.963
978.286
978.372
-21.6
0.9
955.547
955.955
956.363
956.686
956.772
978.179
978.587
978.995
979.318
979.404
-22.5
0.9
955.679
956.087
956.495
956.818
956.904
979.190
979.581
979.972
980.295
980.381
-23.4
0.9
955.790
956.181
956.572
956.895
956.981
SMOOTHING LEVELS N3/3 SBC
828.500
828.000
827.500
827.000
3,4m LEFT
826.500
CENTRE
3,4m RIGHT
4,3m RIGHT
826.000
825.500
825.000
DISTANCE
22420
22400
22380
22360
22340
22320
22300
22280
22260
22240
22220
22200
22180
22160
22140
22120
22100
22080
22060
22040
824.500
22020
LEVEL
6,8m LEFT
WIDENING OF THE CARRIAGEWAYS
•
EXTENT SUBJECT TO GEOTECHNICAL AND BUDGET
CONSTRAINTS
•
NORTHBOUND CARRIAGEWAY

BETWEEN RICKIVY VIADUCT AND km 21,2
WIDENING WOULD ENTAIL EXTENSIVE
EARTHWORKS AND RETAINING WALLS

NORTH OF km 21,2 TO HILTON INTERCHANGE:



TO EASE TRAFFIC CONGESTION, A 3m WIDE
SLOW SHOULDER WAS MORE ESSENTIAL ON
THE LONG SUSTAINED 6% GRADE WHERE HEAVY
VEHICLES TEND TO TRAVEL TWO ABREAST UP
TO HILTON
HEAVY VEHICLES BREAK DOWN MORE OFTEN IN
THIS AREA THAN FURTHER SOUTH
THICK MIST MORE PREVALENT
WIDENING OF THE CARRIAGEWAYS
• EXISTING 15,1m WIDTH AVAILABLE FROM km 21,7
TO km 23,4


A RELATIVELY FLAT AREA AVAILABLE ON THE
RIGHT HAND SIDE OF THE NBC TO ALLOW
WIDENING IN THE MEDIAN AVOIDING
WIDENING OF CUTTINGS AND CONSTRUCTION
OF RETAINING WALLS ON THE LEFT HAND SIDE
EXTENSION OF THE EXISTING 15,1m WIDE
SECTION BACK TO km 21,2 AND FROM km 23,2
OVER THE RIDGE TO THE DOWNGRADE
APPROACHING CEDARA COST EFFECTIVE DUE TO
RELATIVELY MINOR EARTHWORKS INVOLVED
WIDENING OF THE CARRIAGEWAYS
•
SOUTHBOUND CARRIAGEWAY
LIMITED TO EXTENDING EXISTING 15,1m WIDTH
FROM km 24,7 TO km 25,5 AT HILTON





HEAVY VEHICLES GENERALLY CONFINED TO
CRAWLER LANE BETWEEN RICKIVY VIADUCT AND
HILTON
HEAVY VEHICLES SELDOM BREAK DOWN
WIDENING THE 12,0m WIDE CARRIAGEWAY
BETWEEN km 21,2 AND km 22,9 CONSTRAINED BY
VERY HIGH FILLS ON RHS AND THE NEED TO
AVOID CUTTING INTO THE HILLSIDE ON LHS
WIDENING OF THE 11,0m WIDE CARRIAGEWAY
BETWEEN THE ARRESTOR BED AND km 21,2
CONSTRAINED BY DEEP SEATED FILL INSTABILITY
Pavement Design and Details
Herman Wolff
PRESENTATION OVERVIEW







Pavement design principles
Design traffic
Pavement models
Flexible pavement design method
Rigid pavement design method
Resulting pavement structures
Design details
PAVEMENT DESIGN PRINCIPLES




CRC partial inlays used in slow lanes
– Slow moving heavy traffic on steep incline
– High ambient temperatures
– CRC to allow for future overlays
CRC partial inlay in NBC centre lane
– Heavies overtaking on uphill sections
– Joint between slow and centre lanes concrete to
concrete
Asphalt base and surfacing used in SBC centre lane
– Lower traffic because of dedicated crawler lane
– Easier traffic accommodation.
Asphalt surfacing used in fast lanes
– Low traffic loading
DESIGN TRAFFIC

Cumulative E80’s over 15 years
– Slow lanes:
40 million
– NBC centre lane:
20 million
– SBC centre lane:
10 million
– Fast lanes:
1 million
PAVEMENT MODELS

Derivation of pavement models for mechanistic
analysis
– As-built information
– Backcalculated elastic layer moduli from FWD
testing
– Asphalt cores
FLEXIBLE PAVEMENT DESIGN
–
–
–
Asphalt and cemented layers
• SAMDM stochastic transfer functions based on
linear elastic material behaviour and failure in
fatigue
Granular layers
• Stochastic transfer functions based on nonlinear elasto-plastic material behaviour and
failure in permanent deformation
Subgrade layers
• Transfer function based on linear elastic
material behaviour and failure in permanent
deformation
ASPHALT
TRH4 Revision (1995): Phase 1: Updating Transfer Functions for SAMDM.
450
400
DEFLECTION (micron)
0 mm
Linear elastic behaviour
350
160 mm
310 mm
300
460 mm
250
610 mm
200
Depth of
150
measurement
100
50
15
20
25
30
35
WHEEL LOAD (kN)
40
FIGURE 1: NON-LINEAR ELASTIC BEHAVIOUR OF G1 BASE.
45
14
12
Thousands
PERMANENT STRAIN (microstrain)
G1 MATERIAL
16
10
SUM OF PRINCIPAL STRESSES INDUCED BY WHEEL LOAD = 430,5 kPa
8
6
4
2
0
0
1
2
WHEEL LOAD REPETITIONS
3
4
Millions
(a)
50
Thousands
PERMANENT STRAIN (microstrain)
G6 MATERIAL
60
40
30
SUM OF PRINCIPAL STRESSES INDUCED BY WHEEL LOAD = 405,4 kPa
20
10
0
0
10
20
30
WHEEL LOAD REPETITIONS
Thousands
40
50
(b)
G6 MATERIAL
50
Thousands
PERMANENT STRAIN (microstrain)
G1 & G6 MATERIALS COMBINED
60
40
30
20
G1 MATERIAL
10
0
0
100
200
300
400
WHEEL LOAD REPETITIONS
Thousands
(c)
SUM OF PRINCIPAL STRESSES CALCULATED IN CENTRE OF GRANULAR LAYER
FIGURE 2: PERMANENT STRAIN BEHAVIOUR OF GRANULAR MATERIALS.
500
STRESS
Hysteresis Loop
plastic strain
STRAIN
FIGURE 3: ELASTO-PLASTIC MATERIAL BEHAVIOUR.
23
SUM OF PRINCIPAL STRESSES (kPa)
300
200
20
10
00
00
00
00
µs
µs
tra
in
tra
in
50
4 0 00 0 µ
0
30 00 µ strai
00 0
n
s
µ s train
20 0
00 µ train
stra
10 0
in
00 µ
stra
in
100
0
1
2
4
6
8
10
20
30
40 50
STRESS REPETITIONS (N)
Millions
FIGURE 10:
S-N CURVES FOR G6 MATERIAL AT A 90 % LOWER CONFIDENCE LIMIT
AND FOR PERMANENT STRAINS OF 10 000 TO 200 000 µ strain.
RIGID PAVEMENT DESIGN


Manual M10
– Deterministic
– Nomograms
– Underlying pavement modelled by a single
semi-infinite layer with an “equivalent
support stiffness”
CNCRISK computer program
– Developed by C and CI
– Stochastic (Monte Carlo Simulation)
– Computerised
– Underlying pavement modelled by
multiple layers characterised by
thickness and stiffness (MPa)
PAVEMENT STRUCTURES - FLEXIBLE



Fast lanes
– 30 SMA, 20 – 40 asphalt levelling layer
– 30 SMA, 60 asphalt base, asphalt levelling
layer
Fast lane widenings
– 30 SMA, 60 asphalt base, 150 C3 subbase,
300 G7 and G9 selected layers, subgrade
(improved)
SBC middle lane
– 30 SMA, 150 asphalt base
– 30 SMA, 100 asphalt base, 250 C3 subbase
(reworked)
PAVEMENT STRUCTURES - RIGID



Thickness varies between 180 and
220 mm depending on loading and support
30 mm asphalt bedding layer where no existing
asphalt
Existing structure
INFLUENCE OF SUPPORTING LAYERS
Number
1
2
3
Carriageway
NBC
NBC
SBC
Lane
Slow
Centre
Slow
Chainage (km)
21.700 –
21.900
21.100 –
21.300
20.160 –
21.280
Pavement structure
200 CRC
30 AS
200 G2
150 G3 / G5
150 G7
150 G9
180 CRC
30 AS
200 C4
150 G3 / G5
150 G7
150 G9
190 CRC
100 AC
130 G2
150 G3 / G5
150 G7
150 G9
Design Traffic
(Million E80’s)
40
20
40
THANK YOU
CONSTRUCTION
Philip Wyatt
ROAD WIDENING:
NBC Fast lane and shoulder - 4,0km
NBC Slow shoulder - 0,5km
SBC Fast shoulder - 0,8km
CONCRETE PAVEMENT:
NBC Slow shoulder, slow lane and middle lane – 4,5km
SBC Slow shoulder and slow lane - 4,6km
Thickness 190 to 220mm
Area 75 000m²
Volume 16 000m³
Reinforcement 720tonnes
MILLING:
12 000m³
ASPHALT:
NBC Fast lane and fast shoulder - 7,0km
SBC Middle lane, fast lane and fast shoulder - 6,3km
Bedding (below concrete) 6 200tonnes
Base and Levelling 17 500tonnes
SMA Surfacing 108 000m²
DRAINS:
Concrete for Side Drains 3 560m³
Mass concrete (Make up) 600m³
CONCRETE BARRIERS:
6,8km
GENERAL VIEWS
ACCOMMODATION OF TRAFFIC
CONCRETE PAVEMENT
EVAPORATION RATE DIAGRAM
CONCRETE RESULTS FORM
PROFILOGRAPH
PROFILOGRAPH EQUATION
PROFILOGRAPH RESULTS
IN SITU MILLING