Catalogue

NATIONAL UNIVERSITY OF HIGHWAY AND TRANPORTATION
CIVIL ENGINEERING ENGINEERING DESIGN

DEPARTMENT OF BRIDGE AND ROAD PROJECT: ROAD PAVEMENT
CATALOGUE
CHAPTER I: ROAD DESIGN SOLUTIONS ................................................................3

I. REFERENCE DOCUMENTS .................................................................................3
II. INPUT DATA ........................................................................................................3
1. Geometric data ....................................................................................................3
2. geologic arguments. ............................................................................................3
4. Load arguments ...................................................................................................4
III. DESIGN STRUCTURE OF ROAD PAVEMENT ..............................................5
1. W.Fellenius method ............................................................................................6
2. Checking stability of talus according to Fellenius method .................................8
4. Treatment measures ..........................................................................................12
CHƯƠNG II: DESIGN SOLUTIONS OF ROAD PAVEMENT .................................13
I. DESIGN FUNDAMENTALS ...............................................................................13
1. Instruction, regulation applied to design...........................................................13
2. Design pavement structure plans ......................................................................13
The road surface is a part directly affected by the frequent destruction of traffic
means and elements of the natural environment, it directly affects the quality of
operation and exploitation of the road as well as construction cost. construction.
...............................................................................................................................13
3. Requirement about road pavement ...................................................................13
II. DESIGN ARGUMENT ........................................................................................14
1. Foundation argument ........................................................................................14
2. Traffic load argument .......................................................................................14
3. Đặc điểm vật liệu kết cấu áo đường ..................................................................18
II. SOLUTION FOR ROAD STRUCTURE DESIGN .............................................19
1. Determine the level of the road surface ............................................................19
2. Determine Eyc ....................................................................................................19
3. Concentrated investment plan (15 year) ...........................................................20
4. Investment plan for the period (2 periods)........................................................24
INSTRUCTOR: ASSOC. PhD. ĐINH VAN HIEP

STUDENT : PHAM NHAT THIEN – CODE: 4660 – CLASS: 60CDE Page 1
5. Check road structure in 3 limit states................................................................25

4.1. Hydrographic survey......................................................................................32
4.1.1. Determination of area of water capacitor area (or basin) F ........................32
4.1.2. Determine the average length and slope of the main stream ......................32
The average slope of the stream is: iLS= 9 ‰ .......................................................32
4.1.3. Morphological investigation and flood investigation .................................32
a. Select calculated cross section ..........................................................................32
b. Investigation of water level ...............................................................................32
4.2. Calculate water flow ......................................................................................32
4.2.1. Calculating argument ..................................................................................33
4.2.2. Capacity calculating ....................................................................................33
4.2.4. Determine the water level in front of the culvert, the demarcation slope, the
speed of water flowing in the culvert and downstream of the culvert. .................36

CHAPTER I: ROAD DESIGN SOLUTIONS
I. REFERENCE DOCUMENTS
- 22TCN 211-2006: Flexible pavement with requirements and design instructions

- 22TCN 262-2000: Design investigation of road embankment on the soft soil
- Road design Ep. II
- Road design Ep. III
II. INPUT DATA
1. Geometric data
Number: 15
Table 1-2. Geometric arguments
No Criteria Unit Design

1 Road grade III
2 Design velocity km/h 60
3 Number of lane làn 2
4 Width of pavement m 10
5 Width of a lane m 3.5
6 Width of roadbed m 7.0
7 Width of Hardeded verge m 1.0
8 Width of Land boundary m 0.5
9 Slope of roadbed % 2
10 Slope of Hardeded verge % 2
11 Slope of Land boundary % 6
Excavation Embankment
Height (Depth) (m) 3 11.5
Width of pavement (m) 9 12
Slope of back (%) 35 -
Traffic load (T) - 80
2. geologic arguments.
2.1. Excavation
No Layer 1 Layer 2
Thickness Initial Cohesion Angle Initial Cohesion Angle
(m) density of density of

internal internal
frition frition
T/m3 KG/cm2 Degree T/m3 KG/cm2 Degree
15 7.5 1.75 0.27 13 1.92 0.18 36
2.2. Embankment
No Embankment Natural soil

Initial Cohesion Angle of Initial Cohesion Angle of
density ɣ c internal density ɣ c internal
frition ϕ frition ϕ
T/m3 KG/cm2 Độ T/m3 KG/cm2 Độ
15 1.9 0.41 30 1.75 0.28 12
3. Capacities and traffic elements.
- Design capacity: N15 = 1275 xe/ng.đ
- Increase rule of traffic: Nt = N0.(1+q)t

- Annual traffic increase factor: q = 6 %
- Traffic flow components:
• Car : 25 %
• Light truck : 35 %
• Medium truck : 30 %
• Heavy truck : 10 %
4. Load arguments
- Traffic load: G = 30 T.
- Height of embankment: H = 11.5 m
Vehicle load is considered to be the maximum weight of heavy vehicles at the same time
can be parked all over the width of the road foundation distributed over 1m of road
length, this load is converted into an equivalent layer of embankment with height. is hx
determined by the formula:
𝑛. 𝐺
ℎ𝑥 =
𝛾. 𝐵. 𝑙
G – Weight of a heaviest truck (T)

n – Maximum number of vehicle could be arranged in
width of roadbed
γ – Density of embankment (T/m3)

l – Longtitude load distribution range (m)
With G = 13 T  l = 4.2 m; G = 30 T  l = 6.6 m; G = 80 T  l = 4.5 m
B – Distribute width of vehicle (m)
B = n.b + (n-1).d + e
In there: b = 1.8m with car; b = 2.7m with pedicap
d = 1.3m – Horizontal distance between vehicles
e = (0.5÷0.8) m – Width of double wheels or chain wheel
Table 1-1. Vehicle diagram to determine vehicle load on soft soil

We have vehicle load: G = 30 T suy ra l = 6.6 m
In the construction stage and exploitation, the heaviest vehicle belongs to construction
machine with chain wheel, so b = 1.8 m; choose maximum number of arranging vehicle
n = 2; minimum distance between vehicles d = 1.3m ; width of double wheels e = 0.5 m.
We have distribute width of vehicle:
B = 2x1.8 + (2-1)× 1.3 + 0.5 = 5.4 (B = 5.4 < 9.0 Satisfied)
Equivalent coversion load (with heigh of embankment):
n.G 2×30
hx = = = 0.886 m
γ.B.l 1.9×5.4×6.6
III. DESIGN STRUCTURE OF ROAD PAVEMENT
- Height of embankment H= 11.5 m using jerk method, jerk width B=2 m.
- Slope of talus of upper piece is1: 1.5 and lower piece is 1: 1.75.
- Pavement structure design is shown detailly in the figure below:

.5 1:1
1:1 .5
10% 10%
1:1
.75 .75
1:1
IV. METHOD OF TALUS STABILITY CALCULATION
1. W.Fellenius method
Use the classic fragmentation method (W.Fellenius) to find the stability factor Kmin,
based on Kmin to assess the stability of the roadbed. The classic fragmentation method
assumes that the soil mass on the slopes when instable will slip along the circular
cylinder sliding surface.
R=
32.
2m
.5
1:1
10% 10%
.75
1:1
Conditions:

- The soil mass on the slopes when unstable will slip along the circular cylindrical sliding
surface.
- When sliding, the sliding block will be at the same time so there is no horizontal force
on each other between the pieces (no pushing, hindering each other).
- The limit state only occurs on the sliding surface.
• Formula:
n n n
M igiu  ( Ni tgi  cili )  (Pcos tg  c l )

i i i i i
K= i 1
= 1
n
 1
n
.
n
Zi Z
M itruot  (T  Wi i ) 1 (Pi sin i  Wi Ri )
i 1 1
R
With:
- Pi : Weight of fragmentation i. Pi = Si.γi.1m; (calculate for 1m thickness).

- Si : Area of fragmentation i.
- αi : Angle of Pi with vertical.
- φi: The friction angle of the sliding surface soil passes through each fragment.
- ci: The cohesion force of the sliding surface soil passes through each fragment.
- li: The length of the soil on the sliding surface is in the piece range i.
- Wi: Earthquake force Wi = (0,1÷0,2).Pi
- Zi: The moment arm is compared to the O center of the earthquake force Wi.
- R: Radius of sliding center.
- Detail of calculated steps:
• Determine the path of the center of slip experience. On the path of the experience
slip center, we find the center of the sliding arc, on each sliding center there is a
radius that will give the stability coefficient K according to the formula above.
• Each sliding center will give K. The value of Kmin will be found with different
sliding centers.
• The value Kmin has found corresponds to the most dangerous sliding surface
position.

2. Checking stability of talus according to Fellenius method
a. Determine geometric locus of shear centre
(3)
I
(2)
(1)
E
.5
1:1
10% 10%
.7 5
1:1
D
B
(Cross – section in implemented position)
- At position A, the talus edge of the road is down to a section equal to H = 11.5 m.
- From point B, horizontal to the inside of the road base, a segment is equal to 4.5H =
51.75 m, we have point D in the area of mind center slip.
- At point E on the top of the slope, the straight line (2) matches the horizontal with an
angle = 35  and at point A the talus edge of the straight line (1) an angle = 26 , two
straight lines (1 ) and (2) intersect at I. We have a slip center line which is a straight line
DI - a straight line (3).
b. Determine slip circle
- Calculate for a case:
From A, draw a straight line of 5m as shown, connect that point to E then set the line
perpendicular to the straight line at the center of that line, its intersection and (3) will
be the center of the O calculation. .
c. Determine the stability coefficient K of the sliding surface

Using Fellenius classic fragmentation method to find stability coefficient K (because

of the effect of earthquake force), we have:
n n n
M igiu  ( N tg  c l )  (Pcos tg  c l )

i i i i i i i i i
K= i 1
n
= 1
n
 1
n
M
i 1
itruot T 1
i  (P sin  )
1
i i
When applying the stable method of classical fragmentation with the circular sliding
surface down to the soft ground and the calculated parameters determined according to
Section V.3 (22TCN262-2000), the minimum stability coefficient Kmin = 1.20 (in case
of using the results of rapid cutting test without draining in the laboratory to solution,
Kmin = 1.10.
Divide the circular cylindrical sliding block into pieces of equal thickness, equal to 1 ÷
2 m.
d. Calculated results
 Calculating with center O, radius R, arc sliding through the heart of the road and
cutting through the talus.
Center O1, Radius R1 = 32.2 m
Divide the soil mass into pieces with a thickness no greater than 2.0m (Di ≤ 2.0m).
The soil mass is divided into 24 pieces. R=
32.
2m
.5
1:1
10% 10%
.75
1:1

With 1st piece:
• Area: F1 = 5.0 m2 (measurement by AutoCAD)

• Weight of piece: P1 = F1.γ.1m =5.0×19×1= 95 KN
• The angle by the vertical to the direction of the normal force: α1 = 57o
(measurement by AutoCAD)
• Thickness D1 = 2.0 m.
• Length of piece circle: l1 = 3.725 m. (measurement by AutoCAD).
• Cohesive force ci = 41 KN/m2
• Angle of inertia friction φ = 30o
• Normal force: N1 = P1.cosα1 = 95×cos(57o)= 51.74 KN
• Tangent force: T1 = P1.sinα1 = 95×sin58o = 79.67 KN
• Lực giữ của mảnh: M1-giữ = P1×cosα1×tanφ + c×l1
Mgiữ = 96.9 × cos57o × tan30o + 41 × 3.725 = 182.638 KN.
• Lực gây trượt của mảnh: M1-trượt = P1.sinα1= 95 × sin57o = 79.781 KN
For the rest of the pieces, we calculate the same as piece 1
So:
• Total keeping force: M giu

= M1-giữ + M2-giữ + ... M42-giữ = 2907 KN
• Total sliding force:  M truot
= M1-trượt + M2-trượt + ... M42-trượt = 1594.4 KN
n
M
i 1
igiu
 Stable factor: K1 = n
= 1.823
M
i 1
itruot
Notice: K1 = 1.823 > [Kmin] = 1.20 So, this slip circle is stable
- The calculated figures are shown in the table below:

TRƯ NATIONAL UNIVERSITY OF CIVIL ENGINEERING HIGHWAY AND TRANPORTATION ENGINEERING
DEPARTMENT OF BRIDGE AND ROAD PROJECT: ROAD PAVEMENT DESIGN
Tâm trượt O; Bán kính: R = 32.9 m; Cung trượt đi qua tim đường
Diện tích (m2) gama i (kN/m2) ci (kN/m2) phi i (độ) anpha I
STT li (m) Pi (kN) M giữ M trượt k ôd
Đắp Nền Đắp Nền Đắp Nền Đắp Nền (độ)
1 5.007 0.000 19 17.5 41 28 30 12 57 3.725 95.1273 182.638 79.7805 2.28925
2 10.559 0.000 19 17.5 41 28 30 12 51 3.196 200.63 203.933 155.919 1.30794
3 15.096 0.000 19 17.5 41 28 30 12 46 2.878 286.831 233.035 206.329 1.12943
4 15.794 0.000 19 17.5 41 28 30 12 41 2.657 300.087 239.695 196.875 1.2175
5 16.356 0.000 19 17.5 41 28 30 12 37 2.494 310.767 245.546 187.024 1.31291
6 16.068 0.376 19 17.5 41 28 30 12 32 2.37 311.881 122.579 165.272 0.74168
7 13.667 2.460 19 17.5 41 28 30 12 28 2.274 302.735 120.488 142.125 0.84776
8 12.189 4.451 19 17.5 41 28 30 12 25 2.199 309.496 121.194 130.799 0.92657
9 10.800 6.119 19 17.5 41 28 30 12 21 2.139 312.283 121.861 111.912 1.0889
10 8.514 7.489 19 17.5 41 28 30 12 17 2.093 292.832 118.128 85.6158 1.37974
11 6.229 8.581 19 17.5 41 28 30 12 13 2.057 268.509 113.207 60.4014 1.87424
12 3.943 9.408 19 17.5 41 28 30 12 10 2.031 239.559 107.014 41.5991 2.57252
13 1.657 9.981 19 17.5 41 28 30 12 6 2.013 206.159 99.9444 21.5495 4.6379
14 0.058 2.299 19 17.5 41 28 30 12 4 0.451 41.3381 21.3933 2.8836 7.41895
15 0.000 10.346 19 17.5 41 28 30 12 2 2.002 181.058 94.5176 6.31884 14.9581
16 0.000 10.373 19 17.5 41 28 30 12 359 2.001 181.525 94.6064 -3.168 -29.863
17 0.000 10.156 19 17.5 41 28 30 12 355 2.007 177.734 93.8307 -15.491 -6.0573
18 0.000 9.694 19 17.5 41 28 30 12 352 2.022 169.643 92.3238 -23.61 -3.9104
19 0.000 8.981 19 17.5 41 28 30 12 348 2.044 157.16 89.9074 -32.675 -2.7515
20 0.000 8.008 19 17.5 41 28 30 12 345 2.075 140.136 86.872 -36.27 -2.3951
21 0.000 6.763 19 17.5 41 28 30 12 341 2.117 118.359 83.0634 -38.534 -2.1556
22 0.000 5.231 19 17.5 41 28 30 12 337 2.17 91.536 78.6699 -35.766 -2.1996
23 0.000 3.387 19 17.5 41 28 30 12 334 2.238 59.2719 73.9876 -25.983 -2.8475
24 0.000 1.202 19 17.5 41 28 30 12 329 2.312 21.036 68.5687 -10.834 -6.3288
Tổng 2907 1594.4 1.82325

3. Checking stability according to Geo – slope
30
0.940
25
1:1.5
20
Elevation
1:1.75
15
10
0
0 5 10 15 20 25 30 35 40 45
Distance
Software results for value K = 0.94 < [Kmin] = 1,20  occurrence of slippage following
slippage and instability of the foundation.
4. Treatment measures
• Change slope slope

• Leveling
• Slope reinforcement
+ Dams to compact the slope and smooth the talus.
+ Planting grass and shrubs on the slope.
+ Reinforcement of topsoil layer with talc or inorganic bond.
+ Make a local protection layer or a household wall to prevent weathering effects.
• The most difficult case can adjust the design route.

CHAPTER II: DESIGN SOLUTIONS OF ROAD PAVEMENT
I. DESIGN FUNDAMENTALS
1. Instruction, regulation applied to design
+ Đường ô tô - yêu cầu thiết kế: TCVN 4054-2005 [1]

+ Thiết kế đường ô tô tập 2 [2]
+ Áo đường mềm - các yêu cầu và chỉ dẫn thiết kế: 22TCN 211-2006 [3]
+ Mặt đường bê tông nhựa nóng - yêu cầu thi công và nghiệm thu:
TCVN 8819:2011 [4]
+ Lớp kết cấu áo đường ô tô bằng cấp phối thiên nhiên – vật liệu, thi công và nghiệm
thu: TCVN 8857: 2011[5]
+ Lớp móng cấp phối đá dăm trong kết cấu áo đường ô tô – vật liệu thi công và nghiệm
thu: TCVN 8859: 2011 [6]
2. Design pavement structure plans
The road surface is a part directly affected by the frequent destruction of traffic means
and elements of the natural environment, it directly affects the quality of operation and
exploitation of the road as well as construction cost. construction.
3. Requirement about road pavement
- There is sufficient strength to resist shear, bending and stabilizing strength (calculated
according to the limit state of the working material in the elastic phase).
- The road surface must ensure roughness to enhance the coefficient between the wheel
and the road surface. The top layer must have a rough layer to ensure the average sand
depth Htb reaches the standard specified in Table 28 [1].
Table 2.1: Requirement about roughless of roadbed
Design velocity Vtk Avarage depth of Characteristic surface

(Km/h) sanding Htb (mm) roughness
60  V < 80 0,35  Htb < 0,45 Smooth
- Ensure the level of flatness: Make sure through IRI international roughness value (mm
/ Km) specified in Table 29 [1]

Table 2.2: Requirement about roughness of roadbed according to IRI
Design velocity Vtk (Km/h) Factor IRI (New road construction)
60  2,5
Flatness was also assessed by the length of 3.0 m according to TCVN 8864-2011. For
high-grade road A1 (asphalt concrete and cement concrete): 70% of openings must be
less than 3mm and 30% of remaining slits must be under 5mm.
- Good drainage:
+ Slope horizontal road surface: i= 2 %.
+ Horizontal slope of hardened verge: i= 2 %.
+ Horizontal slope of land boundary: i= 6 %
- For grade IV roads in lowland hills and hills, the design speed is guaranteed Vtk = 60
Km/h.
- Hygiene requirements: the less dust the better, not toxic...
- Ensuring economic conditions (using basic construction unit price in Nghe An

province in October 2017).
II. DESIGN ARGUMENT
1. Foundation argument
Assuming ground soil is mixed with gravel, there is a type of hydrothermal regime and
conditions of causing moisture type II (seasonal wetness, not ensuring surface water
drainage but deep underground water level). The mechanical properties and
hydrothermal mode of this soil after being compacted with the best moisture content and
achieving the required tightness for the roadbed. The elastic modulus of this soil type
depends on the change in relative humidity, the characteristics of the soil are as follows:
Table 2.3: Table of typical parameters of the ground
Relative
moisture Friction
Density E Cohesive c angle
Type W
index a= (MPa) (MPa)  (độ)
Wnh
Clay 0,98 0.65 40 0,028 12
2. Traffic load argument
a. Calculating load
Standard axle load 100KN

Pressure calculated on the road surface p= 0.6 MPa
Diameter of wheel tracks D = 33 cm
Calculated figures: 15-year vehicle traffic is 1275 xe/ng.đ
In there:
Car : 25 %
Lorry : 35 % (Front axle 18KN, behind axle 56KN, double wheels)
Medium : 30 % (Front axle 25,8KN, behind axle 69,6KN, double wheels)
truck
Heavy truck : 10 % (Front axle 48,2KN, behind axle 100KN, double wheels)
Annual growth rate of vehicle traffic: q = 6 %
Characteristics of the design vehicles only consider axles with axle weight of 25 KN or
more, so we only consider the types of trucks in the vehicle component.
Table 2.4: Load distribution on axles of truck types
Number of
Ptrục No. of Distance
Ptrục sau each gear
Type trước behind of rear
(KN) cluster on the
(KN) axle axles (m)
rear axle
Lorry (35 %) 18,0 56,0 1 Double wheels -
Medium truck (30
25,8 69,6 1 Double wheels -
%)
Heavy truck (10 %) 48,2 100,0 2 Double wheels -
b. Calculate vehicle traffic
Flow calculation formula over time: Nt = N0.(1+q)t (xe/ng.đ)
N0 First-year vehicle traffic

1275
N15 = N0.(1+q)15  N0 = = 532 xe/ngđ.
(1+0.06)15
Table 2.5: Vehicle traffic in the years
Year 0 5 10 15
Nt 532 712 953 1275
Motor car 133 178 238 318
Lorry 186 249 334 446
Medium truck 160 214 286 383
Heavy truck 53 71 95 128
c. Calculate the number of axles converted into standard axles
The conversion calculation is performed according to the expression 3.1[3]

4.4
k
P 
N   C1.C2 .n i . i  (standard axle/day)
i 1  Ptt 
In there:
ni: is the number of effect times of load axle i having load Pi need to convert to calculated
axle load Ptt (Ptt = 100 kN with D = 33 cm, p = 0.6 Mpa)
C1: Axis coefficient is determined by the following expression: C1= 1 + 1.2×(m – 1)
With m is the number of axes of the shaft assembly i (The shaft assembly may consist
of m axes of each axle with the same weight with single or double wheel assemblies
(m= 1, 2, 3)
Any car when the distance between axes ≥ 3,0m then the conversion is done separately
for each axis.
When the distance between the axes < 3,0m (between the axes of the shaft assembly),
convert the m-axis with equal weight as an axis with consideration of the C1 axis
coefficient as above formula.
C2: The coefficient considers the effect of the number of wheels in a wheel cluster, with
a single wheel, choose C2 = 6.4; with double gear assemblies (1 set of 2 wheels) so
choose C2 = 1.0; with 4-wheeled wheels C2 = 0.38.
Calculated vehicles with a front axle have 1 wheel, the rear axle has a double gear
cluster.
Table 2.6: Calculation of number of axles converted into standard 100KN axis in the
15th year
4.4
k
P 
Type Pi (kN) C1 C2 ni N   C1.C2 .n i . i 
i 1  Ptt 
Front 1.51
18 1 6.4 446
axle
Lorry
Behind 34.78
56 1 1 446
axle
Front 6.32
25.,8 1 6.4 383
axle
Medium
Behind 77.75
69.6 1 1 383
axle
Front 25.38
Heavy 45.4 1 6.4 128
axle

Behind 161.03
90 2 1 128
axle
Results Ntk = 307 ( standard axle/day.two-way)
d. Standard axle number calculated on a lane
Determine according to the formula:
Ntt = Ntk.fL (trục/làn.ngày đêm)
In there:
- fL is the coefficient of distribution of axles calculated on each lane. With a level III
road on a two-lane vehicle, there is no median strip fL= 0.55
- Ntk is the total number of axles converted from different axles on the axle calculated
in a day and night on both directions at the end of the last year of the design term
 Ntk = N15 = 307 (standard axle/day)
So Ntt = 307×0.55 = 169 (axle/ lane.day)
Table 2.9: The number of standard axles passing through a day / night / lane of each
year
Year N Lorry Medium Heavy Ntk Ntt

0 532 15 35 77 127 70
5 712 21 47 103 171 94
10 953 27 63 139 229 126
15 1275 36 85 186 307 169
e. Calculate the number of standard axles accumulated during the calculation period of
15 years
The annual rate of truck increase is q = 0.06, we calculate Ne according to the expression
(A-3) [3]
(1  q)t 1
Ne  .365.N t
q.(1  q)t 1
(1+0.06)15 −1
 Ne = × 365 × 169 = 6.35 × 105 (standard axle/lane)
0.06 × (1+0.06)14

f. The minimum thickness of a high-level surface A1
Based on table 2-1 [3], we recommend selecting the A2 high-grade road. However,
considering the importance of the route and the design year is the 15th year, so choose
the high-level pavement structure A1.
It is expected that the high level A1 surface placed on the foundation layer is graded
macadam type I, the total thickness of the surface layer is taken from table 2-2 [3].
Due to the total number of standard axles accumulated in 15 years on 1 lane

Ne=0.635×106 0,5.106≤ Ne< 1.106 So the minimum thickness of 2 layers of asphalt
concrete is 8 cm.
3. Characteristic of materials’ pavement structure
- Condition of material source to be loaded:
+ In the construction area, there is an Asphalt concrete mixing plant, 30 km away

from the construction site.
+ There are quarries and mines.
 In order to match the selected road level and condition of local material sources
as well as the construction level of the contractor, some road construction
materials can be used with the following calculation characteristics:
Table 2.7: The characteristic of the pavement texture
E (MPa)
Name of Deflection Sliding Bending at Rku c 
No o
material t = 30 C properties low (MPa) (MPa) (degree)
o
= 60 C temperatures
Asphalt
1 concrete 420 300 1800 2.8
AC 9.5
Asphalt
2 concrete 350 250 1600 2.0
AC 12.5
Gravel of
cement
3 reinforced 600 600 600 0.8
macadam
(5%)
Gravel
4 aggregate 300 300 300
type I

Gravel
5 aggregate 250 250 250
type II
Natural
6 200 200 200 0.041 30
distribution
A clay
7 40 0.028 12
ground
II. SOLUTION FOR ROAD STRUCTURE DESIGN
1. Determine the level of the road surface
- The design level of the road is level IV mountainous, Vtk = 60Km/h
- The design period is 15 years
- The number of standard axles accumulated on a lane during the design period is
6.35×105 (standard axle/lane)
Based on table 2-1 [3] and the important meaning of the route, it is recommended to
select the grade A1 road surface.
- BTNC AC 9.5 make top layer
- BTNC AC 12.5 make the bottom layer
2. Determine Eyc
The value of the elastic modulus required is determined according to Table 3-4 and
Table 3-5 [3], depending on the Ntt and depending on the surface of the pavement
structure.
With calculated flow Ntt0 = 70, N5tt = 94, N10tt = 126, N15tt = 169 (axle/day/lane). Look
at Table 3-4 and Table 3-5 (22TCN 211-06). We have the required table top and elastic
modules selection table and are shown in the following table:
Table 2.8: Value of elastic modulus in stages
Number of E ttyc
Design Calculating Eyc Emin
Type axles =max{Eyc,Emin}
grade year MPa MPa
(xe/ngđ/làn) MPa
III 0 A2 70 136.6 100 136.6
III 5 A2 94 145.32 100 145.32
III 10 A1 126 150.38 130 150.38
III 15 A1 169 155.97 130 155.97

3. Concentrated investment plan (15 year)
a. Expected road shirt structure
The surface layer consists of two layers of asphalt concrete AC 9.5 and AC 12.5 which
are expensive classes, so when designing too thick, it is not economical. Therefore, we
fixed the thickness of the plastic concrete layers according to the minimum thickness to
ensure the structure, strength and construction and then change and calculate the
thickness of the lower layers. According to the total number of standard axles
accumulated in 15 years on 1 lane Ne= 0.635×106 he total minimum thickness of 2 layers
of asphalt concrete must be 8 cm. Proposal to choose a thickness of 10 cm. According
to Table 2-4 [3], we choose the thickness of the surface layer:
 Top layer: Asphalt concrete tightened type I AC 9.5, 4 cm thickness.

 Lower layer: Tight asphalt concrete type I AC 12.5, 6 cm thickness.
Option 1: Select the foundation on the basis of gravel type I macadam and foundation
under graded macadam grade II. The surface layer with 2 layers of compacted asphalt
concrete has a total thickness of 10 cm.
Option 2: Choose the foundation on the level of macadam reinforced cement (5%) and
the foundation under the grade of macadam gravel. The surface layer is made of 2 layers
of compacted asphalt concrete, with a thickness of 10 cm.
Develop solutions to design pavement structures and compare the general elastic
modulus of both pavement structures with the elastic modulus and compare the initial
construction cost between solutions. From there select the cheapest solution while
ensuring the requirements set out.
b. General module of pavement structure
Conditions of calculation:
According to the standard 22 TCN211 - 2006, the pavement structure is considered

sufficiently strong when the general elastic modulus value of both the road-bed Ech
bridge is greater than or equal to the number of elastic modulus required by Eyc
multiplied by a The deflection strength factor is determined according to the desired
reliability.
Ech  K dv
cd .Eyc
Determine the intensity factor and choose the desired reliability:
Based on Table 3-3 [3] with grade III mountain roads, Vtk = 60 Km/h We choose the
design reliability of 0.9
Lookup Table 3-2 [3] We have: K dv

cd = 1.10

 Ech  K dv
cd .Eyc = 1.10 × 155.97= 171.567 (MPa)
Choose Ech= K dv
cd .Eyc = 171.567 (MPa) and calculated according to the load transmission
problem to calculate the thickness of the foundation layers.
c. Surface formation
The foundation must meet the requirements of intensity, simple construction

technology, take advantage of on-site materials, reduce costs, be suitable for road and
surface level.
Calculation of thickness selection h3, h4 of 2 foundation layers when known Ech=

171.567 (MPa).
Name of material Ech (MPa) hi (cm)

Asphalt concrete AC 9.5 Ech1 3
Gravel aggregate type I Ech3 h3
Gravel aggregate type II h4
d. Foundation construction and choose foundation option
Two foundation options have been proposed:
Option I
Layer Type of material Ech =171.567 MPa hi (cm) Ei (MPa)

3 Gravel aggregate type I h3 300
4 Gravel aggregate type II h4 250
Clay E0 = 40 Mpa
For particulate materials that are not reinforced with the bonding material, the most
effective compaction thickness is no more than 18 cm in section 2.4.3 [3].

Table 2.9: Table of choice of thickness of foundation material layers I

h3 (cm) 15 16 17 18
h4 (cm) 33 32 31 30
β 1.192
Etb (MPa) 282.66 283.316 284.198 285.082
β. Etb (MPa) 336.66 337.922 338.76 339.82
Ech (MPa) 172.086 172.373 172.671 172.994
Based on the basic construction unit price of Nghe An province in 2017, we calculate
the construction cost of each nail solution as follows:
Construction price of Nam Dinh province in November 2017
List of unit
Unit Material Labor Machine Price
prices
Gravel
aggregate type 100 m3 24,282,000 986,000 2,128,567 27,396,567
I
Gravel
aggregate type 100 m3 21,726,000 858,000 2,120,711 24,047,711
II
Gravel of
cement
100 m3 34,939,975 6,386,600 7,323,627 48,650,202
reinforced
macadam (5%)
Table 2.10: Price list of solutions for foundation plan I
Gravel aggregate type I Gravel aggregate type II Total cost

Solution
h3 (cm) Cost h4 (cm) Cost (vnđ)
1 15 4,109,485 33 7,935,745 12,045,230
2 16 4,383,451 32 7,695,268 12,078,718
3 17 4,657,416 31 7,454,790 12,112,207
4 18 4,931,382 30 7,214,313 12,145,695
It is recommended to choose the solution with the price above 100 m2 which is the
cheapest and most convenient for construction: solution 1 has h3= 15 cm; h4= 33 cm,
costing 12,045,230 vnd/100 m2 is the cheapest. This option is also a convenient option
for construction, because according to 2.4.3 [3], the compacting thickness is the most
effective for materials that do not reinforce the bonding material is no more than 18 cm.
So the lower layer can be divided into 2 classes, layer 1 is 16 cm thick, layer 2 is 17 cm
thick, with this thickness, the construction machine can completely compact and achieve
good results.
Choose a nail solution h3= 15 cm, h4= 33 cm.

Option II:
Similarly, option I has a worksheet of h4 results as follows:
Name of material Ech (MPa) hi (cm)

Gravel of cement reinforced
Ech3 h3
macadam (5%)
Gravel aggregate type II h4
Table 2.11: Table of thickness options for foundation material layers II
h3 (cm) 15 16 17 18
h4 (cm) 21 20 19 18
Etb (MPa) 372.73 379.98 387.335 394.78
β 1.159
β. Etb (MPa) 432.10 440.51 449.04 457.67
Ech (MPa) 171.686 173.840 176.022 178.092
Table 2.12: Price list of solutions for foundation solutions II
Gravel of cement reinforced

Gravel aggregate type II
Solution macadam (5%) Total cost
h3 (cm) Cost h4 (cm) Cost
1 15 7,297,530 21 5,050,019 12,347,550
2 16 7,784,032 20 4,809,542 12,593,575
3 17 8,270,534 19 4,569,065 12,839,599
4 18 8,757,036 18 4,328,588 13,085,624
It is recommended to choose a solution with a cost per 100m2 which is cheap and
ensures compaction conditions: solution 1 has h3= 15 cm; h4= 21 cm; cost is 10,653,114
vnd/100m2. With this option, the lower foundation layer should be divided into 1
construction layer of 15 cm to ensure effective compaction requirements. According to
2.4.3 [3], for materials with bonding reinforcement, the maximum compacting thickness
is not more than 15 cm, thus this option ensures compacting requirements.
Conclusion: Compare prices of foundation plans
 Option I: the upper layer is the grading of type I macadam of thickness h3 = 15

cm; lower foundation layer is graded gravel type II with h4 = 33 cm thickness;
price is 12,045,230 VND / 100m2.
 Option II: upper layer is macadam reinforced with 5% cement with h3 = 15 cm
thickness; the lower layer is graded gravel type 2 with h4 = 21 cm thickness; price
is 12,347,550 VND / 100m2.

Proposing to choose Option I: the upper layer is the grading of grade I macadam with
thickness h3 = 15 cm; lower foundation layer is graded gravel type II with h4 = 33
cm thickness; price is 12,045,230 VND / 100m2.
Structural road shirt focused investment plans
The structure of road coat with concentrated investment plan is presented below:
Eyc= 155.97 MPa
Ech = 172.086 MPa
Top layer H1 = 3 cm; BTN AC 9.5, E1 = 420 (MPa)
Lower layer H2 = 5 cm; BTN AC 12.5, E2 = 350 (MPa)
Top foundation H3 = 15 cm; Cấp phối đá dăm loại I,E3 = 300 (MPa)
Lower foundation H4 = 33 cm; Cấp phối đá dăm loại II, E4 = 250 (MPa)
Platform Clay ; E0 = 40 (MPa)
4. Investment plan for the period (2 periods)
Divergent investment plans are part of the overall plan, which must always be
considered because the investment plan diverges in accordance with the growth rules of
vehicle traffic as well as in accordance with the time of capital investment.
On the basis of the structure of the centralized investment plan, one has to study the
divergence of investment in two phases. In the early years of the traffic of small vehicles
temporarily constructed two foundation layers, but the top layer was not constructed,
the upper foundation layer was graded 18 cm thick macadam gravel and the lower
foundation layer was graded grade II of 25 cm thick macadam.
Based on the first year vehicle traffic, coefficient q, component of the vehicle line, we
can set up a minimum modulus of elastic modulus of grade A2 road coat in the following
years:
Table 2.13: The value of elastic modulus required over the basic years
E ttyc
Design Year of Pavement Axle Eyc Emin
level calculation type (xe/ngđ/làn) MPa MPa =max{Eyc,Emin}
MPa
III 0 A2 70 136.6 100 136.6
III 5 A2 94 145.32 100 145.32
III 10 A1 126 150.38 130 150.38
III 15 A1 169 155.97 130 155.97
Through the calculation flow table, the elastic module requires some basic years, Ech.m
base of the foundation layer when the investment is concentrated, the maintenance time
of the pavement structure is to divide the investment phase accordingly. If you avoid

immediately after renovating and upgrading to Phase II, you must maintain and
maintain, and because the plastic layer has a shelf life of 3 to 5 years. So we choose the
ending year of phase I of the divergence investment plan as the first 5 years.
Phase II is the next 10 years.
So we choose the divergent investment plan as follows:
Phrase I: In the first 5 years, because the traffic volume in the first year is not high, we
choose the type of road surface A2, including the foundation layer selected in the
concentrated investment plan and the 3 cm-thick asphalt layer as follows:
Surfacing H= 3cm; Láng nhựa 2 lớp

Base H3 = 13 cm; Cấp phối đá dăm loại I, E3 = 300 (MPa)
Sub – base H4 = 18 cm; Cấp phối đá dăm loại II, E4 = 250 (MPa)
Platform Clay; E0 = 40 (MPa)
Phrase II: For the next 10 years, 2 layers of asphalt concrete will be applied to the old
structure to complete the structure of the pavement A1.
Request: Choose a one-time investment plan (15 years) as an investment plan.
5. Check road structure in 3 limit states
a. Check for limited deflection standard
To check the stability of the pavement structure according to the standard elastic limit
deflection, the test condition is:
Ech  K dv
cd .Eyc
Convert multiple layers into 2-layer systems by changing the multi-layer pavement
structures one by one from the bottom up in accordance with the formula:
1  k.t1/3 
3
h1 E
E tb  E1   trong đó: k = ; t = 1 ; Htb = h1 + h2
 1 k  h2 E2
Calculation results are shown in the following table:
Material layers Ei (MPa) hi(cm) t k Htb (cm) Etb (MPa)

Asphalt concrete AC
420 4 1.53 0.074 58 282.44
9.5
Asphalt concrete AC
350 6 1.32 0.125 54 273.65
12.5
Gravel aggregate type
300 15 1.2 0.454 48 264.98
I
250 33 33 250
II
With H/D = 58/33 = 1.758 ≤ 2
- Lookup table (3-6) [3] having β= 1.192
So the multi-layer structure is brought to a two-layer structure with a 48 cm thick layer

with medium elastic modulus: Edc tb = β. E tb = 1.192 × 282.437= 336.66 (MPa)
Calculate Ech of all structure : using Kogan abacus 3.1 [3]
tb = 0.5115 => E ch = E tb × 0.5115= 172.0855 (MPa)

Lookup Ech / Edc dc
Having K dv
cd .Eyc = 1.1×155.97 =171.567 (MPa).
Conditions: Ech  K dv
cd .Eyc is satisfied
Ech  K cd .E yc 172.086−171.567
= = 0.3 % < 5 % (OK).
Ech 172.567
Conclusion: Road pavement structure satisfies the condition of elastic deflection.
b. Test according to shear standard in the ground
In order to check the stability of the pavement structure according to the slip limit
condition in the ground, the condition is:
Ctt
Tax  Tav 
K cdtr
In there:
- Tax: The maximum operating shear stress is due to the calculated wheel load
caused in the ground or in the less sticky material layer (MPa).
- Tav: Shear stress operates due to the load itself of the above layers of material at
the point of consideration (MPa).
- K cdtr : is the intensity factor on the shear bearing chosen depending on the design
reliability
tr
With a level III road, two lanes choose the reliability 0,9; having K cd = 0,94
- ctt: Calculated adhesive force of roadbed or poor adhesive material (MPa) in

calculated tightness moisture state.
Change the pavement layers to 1 layer with the following table:
Material layers Ei (MPa) hi(cm) t k Htb (cm) Etb (MPa)

Asphalt concrete AC
300 4 0.139 0.074 58 265.7127
9.5

Asphalt concrete AC
250 6 0.943 0,125 54 263.28
12.5
300 15 1.2 0.454 48 264.98
I
250 33 33 250
II
With H/D = 58/33 =1.757 so, Etbtt of the structure is multiplied by the adjustment factor
H
 = f  . Lookup table 3.6[3] we have = 1.192
D
So Etbdc = 265.7127 × 1.192 = 316.73 MPa
Determine the shear stress operated by the standard wheel load calculated in the ground
Tax
tb /E0= 7.918 và  = 12 .
0
H/D = 58/33 = 1.757; Edc
 Lookup math abacus Figure 3-3[3] (Stress finding algorithm actively cuts Tax in the
lower layer of the two-layer system when classes work together) has:
 Tax/p = 0,0210
 Tax= 0.0210×0.6 = 0,0126 (MPa)
Determine the operating shear stress Tav due to the weight of the road itself
H = 58 cm,  = 300
 Lookup math abacus Figure 3-4[3] (active shear search algorithm due to the weight
of the road pavement): Tav = – 0.0019 (MPa)
Cutting stress operates in soil:
Tax + Tav = 0.0126 – 0.0019 = 0,0107 (MPa)
Determine factor Ctt due to formula 3-8[3] having:
Ctt = C.k1.k2.k3
- k1: The coefficient considers the reduction of shear resistance under the effect of
dynamic and oscillating loads. With the pavement texture the car part runs k1= 0.6.
- k2: Safety factor takes into account the heterogeneous work of the structure. K2 is
determined depending on the number of axles converted according to Table 3-8 [3].
 k2= 0.8 (Ntt = 169 trục < 1000 trục/ngđ/làn).

- k3: is a factor taking into account the increase in shear strength of soil or inferior
material under the condition that they work differently from the sample, the value k3
depends on the type of soil in the area of effect of the road bed, taking k3 = 1.5 because
the ground is lightning.
- c : cohesive of ground, c = 0.028 MPa (clay)
ctt = 0,028.0,6.0,8.1,5 = 0,02016 (MPa)
Re-auditing conditions to calculate shear strength according to ground standards:

Ctt
Tax  Tav 
K cdtr
For Class III, the reliability required in Table 3-3 [3] is 0.9, therefore Kcdtr = 0,94.
Ctt
= 0,02016/0,94 = 0,0215
K tr
Ctt
Conditions: Tax + Tav = 0,0107  0,0246 = (Satisfied)
K tr
Conclusion: Soil foundation ensures anti-slip conditions.
c. Test the standard strength to pull the plastic concrete layers
R ku
Condition: ku  tt
K cdku
In there
ku
K cd : The tensile strength coefficient is chosen depending on the design reliability as
tr
with the value K cd ;
R ku
tt : calculated tensile strength of seamless materials;
ku: The maximum flexural tensile stress arises at the bottom of the seamless material
layer under the effect of wheel load.
Calculate the maximum bending tensile stress at the bottom of the asphalt layer
according to the expression (3-10) [3]
Material layers Ei (MPa) hi (cm)

Asphalt concrete AC 9.5 1600 6
Asphalt concrete AC 12.5 1800 4
 Tính toán ứng suất kéo uốn ở đáy lớp mặt dưới

1600.6+1800.4
h = 10 cm; E1 = =1680 MPa.
10
Material layers Ei(MPa) t hi (cm) k Htb(cm) Etb (MPa)

Gravel aggregate
250 15 33 250,000
type I
Gravel aggregate
300 1.2 2 0.454 48 264.98
type II
Value Etb’ of 2 layers of foundation Gravel aggregate type I and II is
Etb’= 264.98 MPa with the thickness of these two layers is H’= 48 cm.
This value must also consider the correction factor 
With H’/D= 48/33= 1.454
Adjustment coefficient: β = 1.165
So, we have E dctb = 1.165 × 264.98 = 308.757 MPa.
With E0/ E dctb = 40/308.757 = 0.129. Look up Kogan math abacus Ech.m/ E dctb = 0.473.
 Ech.m = 308.757 ×0.421 = 146.042 (MPa).
Find σ ku in the bottom of asphalt concrete 2 layers by lookup math abacus 3-5[3]:
H1/D = 10/33 = 0,303
E1/Ech.m = 1680/146.042= 11.50
The results of the investigation of our map are σ ku = 2.0 and with p= 0.6 MPa following
3.10[3]:
σku = σku .p.k b = 2.0×0.6×0.85 = 1.02 (MPa)

The audit of crimping standards at the bottom of the asphalt layer follows the expression
3.9 [3]
Determination of bending tensile strength calculated by asphalt layers according to 3-

12 [3]
11,11
k1 = 0,22
= = 0.588 (với Ne = 6,35.105)
Ne
According to 3.6.3[3] Tightened asphalt concrete K2 = 1,0;
So the tensile strength calculated by 2-layer asphalt concrete layer is:

R kutt  k1.k 2 .R ku = 0,588.1,0.2,0 = 1,175 MPa
Checking conditions according to expressions (3.9)[3]

ku
Factor K dc = 0,94 lấy theo bảng 3-7[3] cho trường hợp đường cấp III ứng với độ tin cậy
0,9.
With asphalt concrete 2 layers:
ku = 1,02 MPa <1.175/0.94 = 1.25 (MPa) → Đạt
 Calculate the tensile stress at the bottom of the top layer
Layer 1 has h1 =4cm, E1 =1800 MPa due to tensile – bending stress.
Calculating table Etb of 3 layers
Material layers Ei(MPa) t hi (cm) k Htb(cm) Etb (MPa)

Gravel aggregate
250 33 33 250,000
type II
Gravel aggregate
300 1.2 15 0.454 48 264.98
type I
AC 12.5 1600 6.04 6 0.125 54 344.30
Factor Etb’ of 3 bottom layers:
Etb’= 344.30 MPa with thickness of 3 layers is H’= 54 cm.
This value must also consider the correction factor 
With H’/D= 54/33= 1.63
Correction factor: β =1.182 lookup table 3-6 [3]
So, we have E dctb = 1.182×344.3 = 406.9 MPa.
With E0/ E dctb = 40/406.9 = 0.0983
2
Lookup Kogan mathematics abacus E ch.m / E dctb = 0.4549
2
E ch.m = 0.4549×406.9 = 185.1 (MPa).
Find σku in the bottom of AC 2 by lookup mathematics abacus 3-5[3]

H1/D = 4/33 = 0,1212
2
E1/ E ch.m = 1800/185.1 = 9.724

The results of the investigation of our map are σku = 2,10 và với p= 0,6 MPa due to
3.10[3] having:
ku  ku .p.k b = 2.10×0.6×0.85 = 1.071 (MPa)
Checking of crimping standards at the bottom of the asphalt layer follows the expression
3.9 [3]
Determine calculated tensile – bending strength of AC according to 3-12 [3]
11,11
k1 = = 0,587 (với Ne = 6.35×105)
N 0,22
e
Due to 3.6.3[3] lấy K2 = 1,0;
So, tensile – bending strength of AC 2 layers is
R kutt  k1.k 2 .R ku = 0.587×1.0×2.8 = 1,6436MPa
Checking due to formula (3.9) [3] :
Factor K dcku = 0,94 choose in table 3-7 [3] for option road level III with reliability 0,9.
With AC 2 layers:
ku = 1,071 MPa <1,6436/0.94 = 1,748(MPa) → Đạt
R ku
So the structure is qualified ku  tt
With both layers of asphalt concrete.
K cdku
Conclusion: Road shirt structure satisfies bending conditions.
Conclusion: The selected pavement structure satisfies the conditions of limited elastic
deflection, the condition of the limit of slip balance in the ground and the condition of
bending resistance.

CHAPTER 4: DETAILED CULVERT DESIGN

4.1. Hydrographic survey
4.1.1. Determination of area of water capacitor area (or basin) F
Determine by delineating the basin on the corrected terrain map after comparing with
the field:
The catchment area determined is: F= 0.0046 Km2
4.1.2. Determine the average length and slope of the main stream
The main stream length is calculated from the beginning of a clear flow.
Stream length is: L= 556 m
The average slope of the stream is: iLS= 9 ‰
4.1.3. Morphological investigation and flood investigation
a. Select calculated cross section
The cross-section of the stream should be chosen on the straight stream section, the
stream is stable, the slope of the stream has not changed abruptly, the streambed has
not expanded or shrunk too much and not stagnated with garbage.
Based on the plan of the section, the section along the stream, the cross-sectional view
at the culvert location is the most ideal for survey and calculation.
Cross section is calculated at the culvert location
Average slope of the left bank: 65.9 %
Average slope of right bank: 52 %
b. Investigation of water level
Through reference to the elderly and observing at the construction site, the flood water
level in the stream is not too large and does not affect the surrounding area.
Frequency of flood calculation according to the process is p= 4%
4.2. Calculate water flow

4.2.1. Calculating argument
Station: Km 1
Drainage is round reinforced concrete culvert
Area of the basin poured into the building: F = 0.0046 Km2
Main stream length: Ls = 0.556 Km
Total length of branch stream: 0
Average slope of the main stream: 8.99 ‰
Roughness coefficient of stream: ms = 7
Slope roughness coefficient: msd= 0.15
The cross section of the stream is triangular, with the average slope of two
banks:
Left 1:m1= 1:1.5
Right 1:m2= 1:1.9
The daily rainfall corresponding to the frequency is 4% : H4% = 187 mm
Pond reduction ratio when directly measuring pond area: = 1.0;
The slope is: 56.81 ‰
4.2.2. Capacity calculating
Maximum flow of water to the construction determined by the formula:
Qmax= Ap Hp F  (m3/s)
In there:
Hp - is the maximum day rainfall corresponding to the design frequency p%
F - is the basin area Km2
 - is the coefficient of flood flow depending on soil type, basin structure,

rainfall on design date and catchment area: with surface soil type is sandy
(type III),  determined according to table 9-6 [4]. Look up the table =
0.96

 - is the coefficient of flow reduction due to swamp ponds, see table 9-5
[4], the area has no ponds or lakes  = 1
Ap - is the peak flow module corresponding to the design frequency in

condition  = 1 (it’s up to LS và sd)
Typical values of geomorphology LS calculated according to the formula:
(1000.bsd )0,6
ϕls =  26.96
0,3
msd .Isd .(.Hp )0,4
L – Length of main stream, Km
ILS - is the main stream slope, expressed in parts per thousand
mLS - is the roughness coefficient of stream mLS, following table 9-3

[4], choose m= 7
Time to gather water in the area sd (depending on the rain area and
hydrogeological characteristics of the basin slope sd), sd Look in Appendix
14, page 255 [4].
sd Calculated by the following formula:
(1000.bsd )0,6
ϕsd =  0.620
0,3
msd .Isd .(.Hp )0,4
bsd - is the average length of the basin slope, ( m)
F
bsd =  0.128 (Km)
1.8  ( l  L)
l - is the total length of branch streams (Km), considering only branch

springs of a length li> 0.75B, l= 0 Km
B - is the average width of the slope
F
B= With basin 2 sloping roof;
2L
F
B= With a sloping basin and then we have:
L
F
bsd = (m)
0.9  ( l  L)

L - is the main stream length (Km)
msd - is the roughness coefficient of the slope , choose msd = 0.15
Isd - is the slope of the basin slope, thousand parts, determined as follows:
select on the map 5-6 the steepest direction and take the average slope of
those slopes, Isd= 56.81 ‰
The results of hydrological calculation are as follows:
Look up the appendix table 14[4] có sd= 5.21 mins
With LS= 3.805 và sd= 20.116 mins, Lookup App. 13[4] so: Ap= 0.1444
So: Qmax= Ap ×  ×Hp ×F × = 0.14440.961870.004581= 0.1187

(m3/s)
From Q = 0.1187 m3/s We choose a diameter drain 0.75 m. The drain works
in non-pressure mode.
4.2.3. Calculate the depth of natural flowing water
It is assumed that the depth of the water flow from 0.1 - 0.5 m in turn
computes the flow Q corresponding to the depth of runoff according to the Serbian
formula.
Q = ω  C  R.i (m3 /s) (CT 3.5)
In there:
 - flow section
m1  m 2
 = h 2   1.7h 2 (m2)
2
i - slope of stream, i= 8.99 %
1
C - Serie Maninh coefficient: C=  R1/6
n
In there: n = Roughness factor, n = 0.07
ω
R = Hydraulic radius: R = (m)
χ
 = Lacey’s wetted perimeter : = m’h (m)

m’ = 1  m12  1  m22 = 3.95  = 3.95h
Table 4.1: Relationship table of Q = f(h)
h (m) 0.1 0.15 0.2 0.25 0.3 0.35 0.4 0.45 0.5
 0.017 0.03825 0.068 0.10625 0.153 0.20825 0.272 0.34425 0.425
 0.395 0.5925 0.79 0.9875 1.185 1.3825 1.58 1.7775 1.975
R 0.043 0.065 0.086 0.108 0.129 0.151 0.172 0.194 0.215
C 8.457 9.048 9.493 9.852 10.156 10.421 10.655 10.866 11.059
i 8.99 8.99 8.99 8.99 8.99 8.99 8.99 8.99 8.99
Q 0.00894 0.02637 0.05678 0.10295 0.16741 0.25253 0.36054 0.49359 0.65371
Create relationship graphs Q = f(h)
Interpolate Q= 0.1187 m3/s so h= 0.262 m.
4.2.4. Determine the water level in front of the culvert, the demarcation slope,
the speed of water flowing in the culvert and downstream of the culvert.
a. Determine the water level in front of the culvert H
With traffic Q = 0.1187 (m3/s) Choose non-pressure drain
Lookup App. 16 [4] having H = 0.61 m
Checking: H = 0.61 m  1.2hcv =1.20.75 = 0.9 m
So the working condition does not apply to the culvert satisfactorily.
b. Calculate the entrance velocity

Q
Formula: Vcv =
ωr
Considering the narrowing factor at the entrance we have:
4Q 4  0.1187
Vcv    0.42(m/s)
ε.π.d 2
0.65  3.14  0.752
Having Vcv= 0.42 (m/s)
c. Determination of demarcated water level hk
hk Q c2 0.1187 2
Ratio depends on ratio =  0.0061
d g.d 5 9.81 0.755
Lookup table 10-3 document [8] we have:
Qc2 h
5
 0.0061  k  0.264  hk = 0.2640.75= 0.1978 m
g.d d
Having h δ = 0.262 m > 1.3 h k = 1.30.1978= 0.2572 m. So water flows in drains

according to flooding regime.
d. Determine the demarcation slope ik
For circular slope slopes ik can be determined by the formula:
Q c2
iK 
K 2k
In there:
Kk= k.Ck. R k : flow characteristics, determined according to table 10.3 [4] when
Q c2
we knew ; with d is diameter.
g.d 5
Qc2 K
Có : 5
 0.006 . Tra bảng ta được k  0.144 có Kd= 24.d8/3= 240.758/3=11.14
g.d Kd
Qc2 0.11872
 Kk= 11.140.144 = 1.6  i k  2   0.55 %
Kk 1.62
So the demarcation slope: ik = 0.55 %
e. Determine the water level at the end of the culvert h0

Set the drain with slope i = 0.55 %
h0 K
Ratio depends on 0
d d
In there: K0, Kd : is the characteristic of capacity
Qc 0.1187
K0 =   1.6
ic 0.0055
Kd= 24d8/3= 240.758/3= 11.14
Lookup table 10-3 [4] having:
K0 1.6 h
  0.144  0  0.263  h0= 0.2630.75= 0.197 m
K d 11.14 d
f. Determine the velocity of water flowing in the sewer V0
Formula: V0 = w0 i c
With: w0 characteristic of velocity
Lookup table 10-3 [4] having:
K0 W
 0.144  0 = 0.683
Kd Wd
With Wd= 30.5d2/3 = 30.50.752/3= 25.18 so W0= 17.2
So V0 = 17.2 0.0055 = 1.276 (m/s)



Catalogue

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Catalogue

Uploaded by

Copyright:

Available Formats

NATIONAL UNIVERSITY OF HIGHWAY AND TRANPORTATION

CIVIL ENGINEERING ENGINEERING DESIGN

CHAPTER I: ROAD DESIGN SOLUTIONS ................................................................3

INSTRUCTOR: ASSOC. PhD. ĐINH VAN HIEP

5. Check road structure in 3 limit states................................................................25

INSTRUCTOR: ASSOC. PhD. ĐINH VAN HIEP

CHAPTER I: ROAD DESIGN SOLUTIONS

- 22TCN 211-2006: Flexible pavement with requirements and design instructions

II. INPUT DATA

Table 1-2. Geometric arguments

No Criteria Unit Design

INSTRUCTOR: ASSOC. PhD. ĐINH VAN HIEP

No Embankment Natural soil

3. Capacities and traffic elements.

- Design capacity: N15 = 1275 xe/ng.đ

- Increase rule of traffic: Nt = N0.(1+q)t

- Height of embankment: H = 11.5 m

G – Weight of a heaviest truck (T)

γ – Density of embankment (T/m3)

Table 1-1. Vehicle diagram to determine vehicle load on soft soil

III. DESIGN STRUCTURE OF ROAD PAVEMENT

- Height of embankment H= 11.5 m using jerk method, jerk width B=2 m.

- Pavement structure design is shown detailly in the figure below:

INSTRUCTOR: ASSOC. PhD. ĐINH VAN HIEP

IV. METHOD OF TALUS STABILITY CALCULATION

INSTRUCTOR: ASSOC. PhD. ĐINH VAN HIEP

- The limit state only occurs on the sliding surface.

M igiu  ( Ni tgi  cili )  (Pcos tg  c l )

- Pi : Weight of fragmentation i. Pi = Si.γi.1m; (calculate for 1m thickness).

- Detail of calculated steps:

INSTRUCTOR: ASSOC. PhD. ĐINH VAN HIEP

2. Checking stability of talus according to Fellenius method

a. Determine geometric locus of shear centre

(Cross – section in implemented position)

b. Determine slip circle

- Calculate for a case:

c. Determine the stability coefficient K of the sliding surface

INSTRUCTOR: ASSOC. PhD. ĐINH VAN HIEP

Using Fellenius classic fragmentation method to find stability coefficient K (because

M igiu  ( N tg  c l )  (Pcos tg  c l )

Center O1, Radius R1 = 32.2 m

INSTRUCTOR: ASSOC. PhD. ĐINH VAN HIEP

With 1st piece:

• Area: F1 = 5.0 m2 (measurement by AutoCAD)

For the rest of the pieces, we calculate the same as piece 1

• Total keeping force: M giu

INSTRUCTOR: ASSOC. PhD. ĐINH VAN HIEP

INSTRUCTOR: ASSOC. PhD. ĐINH VAN HIEP

3. Checking stability according to Geo – slope

• Change slope slope

INSTRUCTOR: ASSOC. PhD. ĐINH VAN HIEP

CHAPTER II: DESIGN SOLUTIONS OF ROAD PAVEMENT

1. Instruction, regulation applied to design

+ Đường ô tô - yêu cầu thiết kế: TCVN 4054-2005 [1]

2. Design pavement structure plans

3. Requirement about road pavement

Table 2.1: Requirement about roughless of roadbed

Design velocity Vtk Avarage depth of Characteristic surface

INSTRUCTOR: ASSOC. PhD. ĐINH VAN HIEP

+ Slope horizontal road surface: i= 2 %.

+ Horizontal slope of hardened verge: i= 2 %.

+ Horizontal slope of land boundary: i= 6 %