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Road Construction: Site Investigation Site Investigation Site Investigation
Road Construction: Site Investigation Site Investigation Site Investigation
Y ENGINEERING Lecturer: Mr. Basil David Daniel BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel
SITE INVESTIGATION
Site investigation is carried in most cases as a preliminary to new works. Investigation to the safety of existing works
ROAD CONSTRUCTION
• Investigation of defects of existing roads
• Investigation to the safety of existing works. Existing works may be affected by the following:
• Investigation relating to the suitability and availability of materials for constructional purposes.
• excavations may reduced ground support
• tunneling or mining which may cause subsidence
Investigation of defects of existing roads • vibrations ( eg. from piling operation) which may cause fractures
• extra load created by new works may overload stratum supporting
This type of investigation is necessary to establish the cause of existing works
the failure and to provide information indicative of remedy. • soil movement due to heat induced by proximity to plant
installations.
Measurements and observations of the structure are taken to • ground water lowering
indicate whether or not the ground conditions are involved. • disturbed drainage path may cause flooding and instability of
slopes.
This investigation will reveal the level of ground water and the
true state of sub-strata.
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BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel
(1) Disposal
- e.g. in the case of spoil from cuts
(2) Acquisition
- e.g for large fill projects such as reclaimation
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BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel
SUBGRADE COMPACTION AND LEVELLING SUB-BASE CONST RUCT ION BASE CONSTRUCTION
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BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel
EARTHWORKS
APPLYING OF PRIME COAT APPLYING OF TACK COAT This process consists of clearing, grubbing and stripping in road construction
area. It also includes the demolition and disposal of soils to a formation lev el
LAYING OF BINDER COURSE LAYING OF WEARING COURSE (top of the sub grade).
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BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel
Excavation
Earthmoving Equipment Earthmoving Equipment
Shovel
Excavation increases the volume of material.
Bulldozer - This is used primarily for pushing soil. Vehicles Shovels - These again are normally wheeled vehicles and
are generally tracked and require large amounts of are used to fill up the dump trucks. Typically they take 2-3
It is therefore necessary to use a bulking factor to determine the volume of material that will be traction. Many bulldozers incorporate hydraulic loads to fill an average dump truck. Excavator
created by excavation. attachments at the rear for breaking up soil and rock. The
Bulldozer
best known of the vehicles. Hydraulic Excavators - These can be either wheeled or
Bulking factor is defined as: tracked and are used again to excavate below truck level.
Drag Line - This vehicle allows excavation below it's own They have a very small capacity and are extremely
level. It is essentially a bucket on the end of a jib and is flexible.
Bulking Factor = Volume after Excavation / Volume before Excavation
used solely for bulk excavation as it is relatively
uncontrolled. Grader - Used to level out deposited fill, ready for
Drag Line
compaction. Grader
Similarly a shrinkage factor is defined for the compaction of a soil at it's final destination: Dump Truck - These are wheeled vehicles and as such are
able to move much faster. This is offset by a lack of Rollers - There are many different types of roller and they
Shrinkage Factor = Volume after Compaction / Volume before Excavation traction and dump trucks are always the first to get stuck. are used for compaction. Different types include vibratory,
They are used for transferring material from one part of sheepsfoot and grid. Vibratory are the most common as
the site to another.
they have effectively double the effect.
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Dump Truck
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BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel
In order to minimize material waste or borrow, it is necessary to produce what is called a Mass Calculation of Cross Sectional Area
Haul diagram. A rising curve indicates an increasing
volume (cut). The first stage in the production of the Mass Haul Diagram is the calculation of the cross
This is essentially a plot of cumulative volume of soil against distance along the road, often sectional areas of cut or fill at different points along the road.
called the chainage. A maximum point on the curve represents
the end of a cut. For a cut or fill on horizontal ground
Cut volumes are taken to be positive and fill volumes to be negative. Assuming a cut such as the one above, the cross sectional area is given by:
A falling curve represents a decreasing
volume (fill). 1
Area = hb 2 h( nh)
2
A minimum point represents the end of a
fill.
= hb + nh2
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BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel
MASS HAUL DIAGRAM MASS HAUL DIAGRAM (a) Construct a Mass Haul diagram for the project given the following:
Bulking Factor = 0.8
Example Calculation
Shrinkage Factor = 1.0
For a cut or fill on sloping ground The table below shows ground levels and formation levels for a proposed road construction.
Embankments are to be built with side slopes of 1:2.5 and cuttings with slopes of 1:3.0. The
Assuming a cut such as the one above, the cross sectional area is found firstly by embankment crest width and cutting base width is 13m. It may be assumed that the ground
calculating WL and WG: is horizontal across the section.
b
WL =
S nh
2
S n
b
S nh
WG = 2
S n
1 b b2
Thus Area = h (WL WG )
2 2n 4n
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BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel
(b) A river breaks up the project at chainage 1160m. Calculate the volumes of
waste material and borrow for this scenarios: River
(i) Material cannot be moved across the river
MASS HAUL DIAGRAM
MASS HAUL DIAGRAM
50000 Distance (m) 150 130 220 240 420 120 220
40000
50000
150 280 500 740 1160 1280
Cut (m3 ) 15,000 36,000 49,000
Cumulative volume (cubic meter)
100
200
300
400
500
600
700
800
900
1000
1100
1200
1300
1400
1500
-10000 38,000
0 Waste (m3 )
-20000
100
200
300
400
500
600
700
800
900
1000
1100
1200
1300
1400
1500
-10000
-30000
-20000
-40000
-30000 Borrow = 68,000 m 3
-50000
-40000
-60000
-50000
Waste = 38,000 m 3
-70000
-60000
-80000
-70000
-90000
-80000
Chainange (m) Fill Cut Cut Fill Fill Fill Cut
-90000
22 Chainange (m) 23 24
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BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel
(b) A river breaks up the project at chainage 1160m. Calculate the volumes of
waste material and borrow for this scenarios:
(ii) A Bailey bridge is constructed allowing material to be transported across the river
50000
150 280 500 740 1280
Cut (m3 ) 15,000 36,000 49,000
40000 Fill (m3 ) 15,000 36,000 79,000
Cumulative volume (cubic meter)
100
200
300
400
500
600
700
800
900
1000
1100
1200
1300
1400
1500
-10000
-20000
-30000 Borrow = 30,000 m 3
-40000
-50000
Waste = 0 m 3
-60000
-70000
-80000
Fill Cut Cut Fill Fill Fill Cut
-90000
Chainange (m) 25 26 27
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BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel
The subgrade is the in-situ material upon which the pavement structure is placed. Subgrade Performance Improving Subgrade Performance
The subgrade can often be the overriding factor in pavement performance. A subgrade’s performance generally depends on two interrelated characteristics: Poor subgrade should be avoided if possible, but when it is necessary to build over weak soils
there are several methods used to improved subgrade performance:
Increasing the load-bearing capacity of the subgrade soil will most likely improve pavement (1) Load bearing capacity
load-bearing capacity and thus, pavement strength and performance. - The subgrade must be able to support loads transmitted from the pavement structure. (1) Removal and replacement (over-excavation)
- This load bearing capacity is often affected by degree of compaction, moisture Poor subgrade soil can simply be removed and replaced with higher quality fill
Additionally, greater subgrade structural capacity can result in thinner (but not excessively thin) content, and soil type.
and more economical pavement structures. - A subgrade that can support a high amount of loading without excessive deformation (2) Stabilization with a cementitious or asphaltic binder
is considered good. The addition of an appropriate binder (such as lime, portland cement or emulsified
The finished subgrade should meet elevations, grades and slopes specified in the contract asphalt) can increase subgrade stiffness and/or reduce swelling tendencies.
plans. (2) Volume changes
- Most soils undergo some amount of volume change when exposed to excessive (3) Additional base layers
moisture. - These layers spread pavement loads over a larger subgrade area
- When designing pavements for poor subgrades the temptation may be to just design a
thicker section with more base material because the thicker section will satisfy most
design equations.
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BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel
Good Practices in Subgrade Preparation Before a pavement is placed the surface to be paved must be prepared. Prime Coats
The granular base layer can be prepared with a prime coat if necessary. A prime coat
Pavements constructed without adequate surface preparation may not meet
(1) Ensure the compacted subgrade is able to support construction traffic smoothness specifications, may not bond to the existing pavement (in the case of is a sprayed application of a cutback or emulsion asphalt applied to the surface of
overlays) or may fail because of inadequate subgrade support. untreated subgrade or base layers in order to (Asphalt Institute, 2001):
If the subgrade ruts excessively under construction traffic it may cause premature 1. Fill the surface voids and protect the subbase from weather.
pavement rutting and will result in variable paving thicknesses. Surface preparation generally takes one of two forms: 2. Stabilize the fines and preserve the subbase material.
3. Promote bonding to the subsequent pavement layers.
(2) Remove all debris, large rocks, vegetation and topsoil from the area to be paved Preparing the subgrade and granular base course for new pavement
Involves activities such as subgrade stabilization, over-excavation of poor
subgrade, applying a prime coat or compacting the subgrade. Tack Coats
These items either do not compact well or cause non-uniform compaction and mat A tack coat is a thin bituminous liquid asphalt, emulsion or cutback layer applied
thickness. Preparing an existing pavement surface for overlay between HMA pavement lifts to promote bonding. Adequate bonding between
Involves activities such replacing localized areas of extreme damage, applying a leveling
construction lifts and especially between the existing road surface and an overlay is
(3) Treat the subgrade under the area to be paved with an approved herbicide course, milling, applying tack coat, rubblizing and setting.
critical in order for the completed pavement structure to behave as a single unit and
provide adequate strength. If adjacent layers do not bond to one another they
This will prevent or at least retard future vegetation growth, which could affect subgrade essentially behave as multiple independent thin layers.
support or lead directly to pavement failure.
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BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel
This concept of quality control typically includes sampling and testing by the contractor to
monitor the process but usually does not include acceptance sampling and testing by the
Paver Screed Steel Wheel Roller Pneumatic Tire Roller
agency/owner.
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BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel BFC 3042 HIGHWAY ENGINEERING Lecturer: Mr. Basil David Daniel
Acceptance
Sampling, testing, and the assessment of test results to determine whether or not the quality
of produced material or construction is acceptable in terms of the specifications.
Independent assurance
A management tool that requires a third party, not directly responsible for process control or
acceptance, to provide an independent assessment of the product and/or the reliability of
test results obtained from process control and acceptance testing.
The results of independent assurance tests should not be used as a basis of product
acceptance.
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