Final Document For Undergraduate Project

Neil Beeraspat USI # 1012008
A Re- Design of the East Bank Berbice Road (Islington to Glasgow)
The Final Report Submitted by: Neil Beeraspat
Department of Civil with Environmental Engineering
Supervisor: Mr. R. Roberts
7th July 2017
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Acknowledgement
Acknowledgments are given to the following persons for their valued input which resulted in the
successful completion of this final year project report:
 To God for bestowing upon me the knowledge, wisdom and understanding to

successfully complete this project.
 Mr. Ronald Roberts, Senior Engineer, Transport and Planning Unit, Ministry of Public
Infrastructure for his technical support and guidance throughout the completion of this
project.
 My parents and other family members for their support both financially and physically in
the completion of this project.
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Abstract
This project deals with the Re- Design of the East Bank Berbice Road (Islington to Glasgow).
Both a flexible and a rigid pavement are designed and recommendations are made to decide
which option is better for the area. Before the pavements are designed, the various field tests
(DCP, traffic counts etc.) are done to deduce all the necessary design input parameters that are
needed for both designs which are done according to the AASHTO Design of Pavement
Structures 1993. From the designs, information such as layer thicknesses are deduced after which
a cost analysis is done so as to provide the variations in costs for both options which will lead to
recommendations made as to the better choice for the Islington Glasgow section of the East Bank
of Berbice.
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Table of Contents
Acknowledgement.......................................................................................................................................2
Abstract.......................................................................................................................................................3
List of Abbreviations....................................................................................................................................6
List of Symbols.............................................................................................................................................7
List of Figures...............................................................................................................................................8
List of Tables................................................................................................................................................9
1.0 Introduction.........................................................................................................................................10
1.1 Background......................................................................................................................................10
1.2 Statement of Problem.....................................................................................................................12
1.3 Research Question...........................................................................................................................13
1.4 Aim..................................................................................................................................................13
1.5 Objective..........................................................................................................................................13
1.6 Scope...............................................................................................................................................14
2.0 Literature Review................................................................................................................................15
2.0.1 Paving of Roads............................................................................................................................15
2.0.2 Drainage methods used for Pavements........................................................................................16
2.0.3 DCP...............................................................................................................................................16
2.0.4 Pavement Design..........................................................................................................................17
2.0.5 Design Input..................................................................................................................................17
2.0.5.1 Flexible Pavement Design Input.............................................................................................17
2.0.5.2 Rigid Pavement Design Input.................................................................................................20
3.0 Methodology.......................................................................................................................................24
3.1 Theoretical Work.............................................................................................................................24
3.2 Practical Work..................................................................................................................................25
3.3 Gantt Chart......................................................................................................................................28
3.4 Critical Path Analysis........................................................................................................................29
4.0 Data Analysis.......................................................................................................................................33
4.1 Design Results..................................................................................................................................33
4.2 Cost Analysis....................................................................................................................................36
4.4 Actual Budget..................................................................................................................................50
5.0 Discussion............................................................................................................................................51
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6.0 Conclusion...........................................................................................................................................53
7.0 Reference............................................................................................................................................54
8.0 Appendix A......................................................................................................................................57
Appendix B: Traffic Count Data Sheets..................................................................................................61
ADT Calculations................................................................................................................................63
ESAL Spreadsheet..............................................................................................................................64
Appendix C: Condition Survey Data Sheets...........................................................................................65
Appendix D: Benkelman Beam Deflection Test Results.........................................................................77
Appendix E: Axle Load Survey Results...................................................................................................78
Appendix F: Design Charts and Cross Sections......................................................................................79
Appendix G: DCP Results.......................................................................................................................86
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List of Abbreviations
EBB- East Bank Berbice
HMA- Hot Mix Asphalt
WMA- Warm Mix Asphalt
DCP- Dynamic Cone Penetration test
AASHTO- American Association of State Highway and Transportation Official
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List of Symbols
Reliability -R
Overall Standard Deviation - So
Effective Roadbed Soil Resilient Modulus - MR
Initial Serviceability Index - Po
Terminal Serviceability - Pt
Change in Serviceability - PSI
Modulus of Subgrade Reaction -K
Concrete Elastic Modulus - Ec
Mean Concrete Modulus of Rupture - S’c
Load Transfer Coefficient -J
Drainage Coefficient - Cd
Compressive Strength of Concrete - f 'c
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List of Figures
Figure 1: Map showing boundaries of the study area……………………………………… (14)
Figure 2: Modulus of Subgrade Reaction………………………………………………….. (20)
Figure 3: Flow Chart showing the stages of the methodology……………………………… (27)
Figure 4: Shows duration of project as well as each task………………………………….. (28)
Figure 5: Critical Path Analysis…………………………………………………………… (31)
Figure 6: Chart for estimating structural layer coefficient of dense graded Asphalt Concrete (80)
Figure 7: Variations in a2 for cement treated bases…………………………………………. (81)
Figure 8: Variations in Granular layer coefficients…………………………………………. (82)
Figure 9: Design Charts for Flexible Pavements…………………………………………….. (83)
Figure 10: Design Charts for Rigid Pavements…………………………………………..…. (85)
Figure 11: Cross- sectional view of proposed layer design for flexible pavement.................. (86)
Figure 12: Cross- sectional view of proposed layer design for rigid pavement……………… (86)
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List of Tables
Table 1: Recommended levels of Reliability for Various Functional Classifications…….. (18)
Table 2: Recommended Load Transfer Coefficients for various pavement Types……….. (22)
Table 3: Recommended Values of Drainage Coefficients for rigid Pavements………….. (23)
Table 4: Table showing the Activity sheet………………………………………………… (30)
Table 5: Pavement Design Input Parameters……………………………………………… (33)
Table 6: Rigid Pavement Design Input Parameters………………………………………. (35)
Table 7: Table showing proposed budget…………………………………………………. (50)
Table 8: Benkelman Bean Deflection Test Results……………………………………….. (78)
Table 9: Axle Load Survey Results……………………………………………………….. (79)
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1.0 Introduction
1.1 Background
The Islington to Glasgow road is the access road to communities along the East Bank of Berbice.
It was first constructed in the early 1970’s by the Ministry of Works, Hydraulics and Supply
which serves as the only access to Mara. Rice cultivation was the main source of income in that
community. This route served as the only access which farmers used to transport their produce to
the town of New Amsterdam.
The average population of Mara at the time of construction was approximately 380 persons. This
access road was first constructed with the use of gravel; it was readily available and was more
economical to use at the time of construction. Overtime various industries started to expand their
operations on the East Bank of Berbice (i.e. Bermine in the Everton community and Guyana
Sugar Corporation (Guysuco) at Providence), which provided employment for persons. This
expansion resulted in the need for more housing in nearby areas hence more housing schemes
were established which led to deterioration of the road because of population increase. In the
early 80’s the road was redesigned and instead of using gravel, the Ministry of Public Works
used asphaltic concrete as the surface course.
It was first recapped in 1993, using Double Bituminous Surface Treatment (DBST) as the
surface course. At this time the area had become more populated and the average population of
the Islington Glasgow area was now in excess of 1250 persons approximately. (Obtained from
‘History of EBB road’, MPI 2016)
The 42 km right of way varies significantly in width between New Amsterdam and Mara, which
the road width decreases from approximately 11.40 m to 2.45 metres. There are no lane
markings, but road users treat the road as a two lane carriageway for the entire length of the road.
There is no speed limit signage along the entire road, however the actual speed limit of the road
is 50 kmph according to the traffic laws of New Amsterdam.
Presently, the area has developed rapidly; more schools, churches, housing schemes and other
industries namely: Sol Terminal Plant, Guysuco Wharf, BLT fertilizer bagging & blending
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facility etc. now established. This development resulted in a tremendous increase in populace as
well as vehicular population in the area which caused the road to deteriorate faster. This
happened because in the initial design and recapping, this major increase in population was not
designed for. The road shoulders at most parts have also deteriorated due to excess rainwater
being lodged at the corners of the road. On inspection it was noted that at the corners of the road
the vegetation currently there acts as a hindrance to the rainwater to run off into nearby drains.
According to residents in the area rehabilitation works have been done on the deteriorated road
over the years (i.e. filling of all potholes on the road and patching parts of it) but this doesn’t
serve as a permanent solution to the problem and will only solve it temporarily due to the work
not being done to standard.
This research sets out to establish a new design for this road which will cater for future
developments which include increase of population and also vehicular population with a lifespan
of 20 years. Both a flexible and rigid pavement will be designed for and recommendations will
be made as to which option is better for the area.
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1.2 Statement of Problem
With the increasing volume of vehicles traversing the EBB, the condition of the road from
Islington to Glasgow has worsened over the years. This coupled with the fact that the road has
served far beyond its expected lifespan has left it in a deteriorated state which results in
commuters having difficulties traversing from communities along the EBB to the town of New
Amsterdam. Sub-standard rehabilitation works have been done periodically (i.e. filling up of
potholes and patching parts of the road) but it hasn’t improved the condition of the present road.
There is also an issue of water being lodged at the shoulders of the road which creates distresses
at the edges of the road. A redesign of the road that caters for increase in man as well as
vehicular population will provide comfort to all users and also measures will be put in place to
solve the issue of water lodged at the shoulders of the road.
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1.3 Research Question
What is the best design for the Islington to Glasgow section of the East Bank of Berbice Road?
1.4 Aim
The aim of this research is to provide a better paved access road for commuters in the Islington
Glasgow area on the East Bank of Berbice.
1.5 Objective
The objectives of this research are as follows:
 To evaluate the present condition of the road by conducting a condition survey.

 To conduct Field tests (i.e. DCP, Benkelman Beam Deflection Test, Axle Load Survey, etc.).
 To redesign the road using standards from the 1993 AASHTO Pavement Design Guide.
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1.6 Scope
In order to provide a better paved access road for commuters in the Islington Glasgow area on
the EBB, this research will focus on redesigning the Islington to Glasgow road. Data collected
from the traffic counts will be used in the research. Information such as thickness of existing
asphaltic concrete, strength of sub base layer, deflection of the road and average loading will be
collected. The road is approximately 1140 metres long starting from the start Islington and
ending at the start of Glasgow.
Figure 1: Map showing boundaries of the study area
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2.0 Literature Review
2.0.1 Paving of Roads

A number of researchers have investigated the use of asphalt in road paving. According to
research done by (Nicholson, 1977), asphalt aggregates have a greater performance when
compared to gravel bases. Studies on asphaltic concrete conclude that it is more durable and cost
effective compared to the use of concrete pavements hence the widespread use of asphalt for
paving worldwide. It also has a very low maintenance cost as compared to concrete pavements.
If concrete is to be rehabilitated, the entire slab has to be removed and replaced which will end
up very costly. For asphalt concrete however the maintenance cost is low and it can be readily
rehabilitated using different methods.
Construction of asphalt roads are done in three steps; production of asphalt mixture, placing and
compaction. Studies done by (Vaitkus et al., 2009) show that Hot Mix Asphalt (HMA) which is
more commonly used is very hazardous to the environment; its emission of Carbon Dioxide and
other dangerous gases to the environment is very high. When placing and producing the HMA,
the fumes are very dangerous for road works and asphalt plant workers to inhale. The
introduction of the use of Warm Mix Asphalt (WMA) reduces the temperature at which it is laid
to be paved on the road and it also lowers the emission of CO 2 and other harmful gases to the
environment.
Roads are commonly paved the same way; an asphalt mixer lays the material on the road, the
road workers evenly distribute the mix across the span of road and the paver compact the mix
and does the final grade to the pavement. The paving methods generally remain the same
according to studies done but new technologies are being used to lessen the harm to the
environment while maintaining the quality of roads built, the use of WMA on roads is becoming
more frequent and has shown much improvement in terms of production cost and paving
temperature and also more eco- friendly.
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2.0.2 Drainage methods used for Pavements

Methods of draining of water off roadways have evolved tremendously over the years. Research
has been done on porous asphalt as a drainage method by (Isenring et al., 1990) in Switzerland.
Observations of long term porous asphalt under normal traffic conditions were done and results
from this research were very positive and states that porous asphalt has high skid resistance, is
very permeable and reduces traffic noise. Other studies done on porous asphalt by (Cahill et al.,
2004) conclude that successful porous asphalt overlays an open grade stone bed which gives
surface water a path to drain to after infiltration.
In Guyana, the method of draining existing rainwater off the roadways that has been adopted by
all pavement engineers is to make the slope of the embankment two times that of the road slope.
(Obtained from MPI 2016)
2.0.3 DCP
In the initial phase of any road construction, Dynamic Cone Penetration (DCP) tests are
conducted to evaluate the present state of the road. Studies on Coring in Guyana shows it is
conducted by a corer that drills down into the sub layer to determine the thickness of the existing
asphalt. However, this method is a more traditional method that is used around the world.
Ground Penetrating Radar (GPR) is the more commonly used method; this method is done by
emitting radar signals into the layer which is transmitted to a monitor that records all the data.
Studies done by (Saarenketo and Scullion, 2000) in USA show that the GPR provides the layer
thickness, detects subsurface defects and also evaluates base course quality
Dynamic Cone Penetration (DCP) tests are done to assess the strength of the sub base layer.
Studies on DCP Testing in Guyana shows that it is conducted after the coring and is done by
dropping a hammer-like weight onto a penetration cone which is placed in drilled hole and the
blows per penetration is measured. Research done by (Chen et al., 2001) concludes that DCP is
one of the lowest- cost alternatives for characterization of pavement qualities. It is also fairly
easy to collect and analyze the data for the sub base layer. By conducting the DCP in a drilled
hole (in Guyana drilled hole is the coring sample’s hole), the error of estimate is reduced by 20
percent.
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2.0.4 Pavement Design

Before any road is constructed a pavement design must be established. The 1993 AASHTO
Pavement Design Guide is used in designing both rigid and flexible pavements for all seasonal
conditions around the world. Traditionally it has been done with the use of charts but recently,
engineers have created various software to handle the designs and provide a more accurate
design. This method is commonly used in road designs in Guyana and will be used in this
research design. Research done by (Li et al., 2009) on the Mechanistic Empirical Pavement
Design Guide which is an updated version to the 1993 AASHTO Guide, shows that it provides a
more accurate and modern design because it integrates up-to-date practices in its software. Since
its release in 2004, the Washington State Department of Transportation (WSDOT) has been
working on calibrating and evaluating the program to work more efficiently. It is currently used
by many states in America.
2.0.5 Design Input

2.0.5.1 Flexible Pavement Design Input
Before pavement engineers begin to design pavements, the different variables need to be
determined before the engineers proceed with the design. Many of the variables are determined
from various field tests that are conducted by the engineers and the results are recorded and
analyzed to determine the needed variables. The different design inputs for flexible pavements
are discussed below.
2.0.5.1.1 Reliability
Reliability is defined as the probability that serviceability will be maintained at an adequate level
from the user’s point of view throughout the design life of the pavement. (Yoder and Witczak,
1975).
The reliability factor accounts for any change in traffic and performance predictions and
provides a level of assurance (R) that the pavement will survive the period in which it was
designed for. The reliability factor is dependent on the volume of traffic, difficulty of diverting
traffic and the risk of not performing to expectation all needs to be taken into account before
choosing a suitable reliability factor. (Highway and Officials, 1993)
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Table 1: Recommended levels of Reliability for Various Functional Classifications (Sourced

from Part II Chapter 2 of the AASHTO design of pavement structures, 1993)
2.0.5.1.2 Serviceability
The term “present serviceability” is used to represent the momentary ability of pavement to serve
traffic, and the performance of the pavement was represented by its serviceability history in
conjunction with its load application history. (Terzi, 2007)
The serviceability is measured in Present Serviceability Index (PSI) and ranges from 0
(impossible road) to 5 (perfect road). Selection of the lowest allowable PSI (terminal
serviceability, Pt) is based on the lowest index that will be tolerated before rehabilitation and
ranges from 2.0 – 2.5. The original serviceability, P 0 also needs to be considered and it ranges
from 4.2 – 4.5. (Highway and Officials, 1993)
2.0.5.1.3 Standard Deviation
The overall standard deviation is a factor that is used to compensate for any deviation on a
construction site or any variance in traffic projections that are considered over the course of the
pavement’s useful life. This factor usually ranges from 0.30-0.40 for rigid pavements and from
0.40-0.50 for flexible pavements. (Timm et al., 2000)
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2.0.5.1.4 Equivalent Single Axle Load (ESAL)
Equivalent Single Axle Load (ESAL) is a concept developed from data collected at the American
Association of State Highway Officials (AASHO) Road Test to establish a damage relationship
for comparing the effects of axles carrying different loads. The reference axle load is an 18,000-
lb or 18 kips. (Huang, 1993)
The estimated total 18 kip ESAL is determined by the following equation:
ESAL = ADT*T*Tf *G*D*L*365*Y where;
ADT Average Daily Traffic

T Percentage Trucks
Tf Truck Factor
Y Years
r Growth Factor
G G= (1+r)^0.58Y
D Directional Distribution
L Lane Distribution
2.0.5.1.5 Effective Roadbed Soil Resilient Modulus

The Effective Roadbed Soil Resilient Modulus (M R) is a measure of the relative damage a
pavement is subjected to each season of the year. The design MR accounts for the seasonal
variation in subgrade moisture content. It is determined by first determining the California
Bearing Ratio (CBR) of the subgrade layer. The California Bearing Ratio (CBR) test is a simple
strength test that compares the bearing capacity of a material with that of a well-graded crushed
stone (thus, a high quality crushed stone material should have a CBR @ 100%). It is primarily
intended for, but not limited to, evaluating the strength of cohesive materials having maximum
particle sizes less than 19 mm. (AASHTO, 2000)
The CBR can be determined from conducting a Dynamic Cone Penetration Test (DCP) to the
depth of the subgrade. The MR value can then be correlated with the CBR value obtained by the
following equation:
MR = 1500 * CBR (Part 1 Chapter 1.5 AASHTO, 1993)
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2.0.5.2 Rigid Pavement Design Input
Before designing a rigid pavement, there are some variables that have to be determined via
different field tests which are conducted by the engineers. Before the design starts however, the
design engineer must decide which type of rigid pavement he will design. There are two types of
rigid pavement namely:
 Jointed Pavements- There are two twos of jointed pavements; Plain Jointed Pavement
(JCP) and jointed reinforcement concrete pavement (JRCP). The JCP pavements are rigid
pavements that are designed without steel reinforcements. These pavements use dowel
bars to join together two separate concrete slabs. The maximum slab lengths for JCP are
6m. Jointed reinforcement concrete pavements, (JRCP) are pavements that are designed
with steel reinforcements. The reinforcements are used if there is a high probability of
transverse cracking occurring during the pavement life due to different conditions.
 Continuously Reinforced Concrete Pavement (CRCP) - The main reinforcements in

CRCP is the longitudinal steel which is essential continuous throughout the length of the
pavement. The longitudinal reinforcements are used to control cracks which form in the
pavement due to change in volume of concrete. The reinforcements used are typically
reinforcing bars or deformed wire fabrics. (Highway and Officials, 1993)
2.0.5.2.1 Modulus of Subgrade Reaction
The modulus of subgrade reaction (k) is developed for rigid pavement designs just as the
effective roadbed soil resilient modulus is developed for flexible pavements. It estimates the
support of the layers below a rigid pavement surface course (the PCC slab). The modulus of
subgrade reaction came about because work done by Westergaard during the 1920s developed
the k-value as a spring constant to model the support beneath the slab.
Figure 2: Modulus of Subgrade

Reaction
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The modulus of subgrade reaction is determined using the following equation:
(Yoder and Witczak, 1975)
2.0.5.2.2 Mean Concrete Modulus of Rupture
The modulus of rupture (flexural strength) is only necessary for rigid pavement designs. The
modulus of rupture required by the design procedure is the mean value determined after 28 days
using the three point loading (ASTM C78).
The modulus of rupture can also be correlated to the compressive strength of the concrete used.
Work done by Kirtikumar K. Shah, 1969 shows that the modulus of rupture can be determined
by correlating it to the compressive strength of the concrete at 28 days. His research concluded
the following equation used to determine the flexural strength of concrete:
f r=16.8∗√ f 'c −430
f r=modulus of rupture
f 'c =compressive strength of concrete
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2.0.5.2.3 Concrete Elastic Modulus
Elastic Modulus is a fundamental engineering property of any paved or roadbed material. It is

a measure of stiffness of an elastic material. It is used to describe the elastic properties of objects
like wires, rods or columns when they are stretched or compressed. The elastic modulus of any
material can be estimated using correlations developed by the US department of transportation. It
can be derived from the following equation:
0.5
Ec =57000∗(f ¿ ¿ c ' ) ¿
Ec =elastic modulus∈ psi
f 'c =compressive strength∈psi
(Highway and Officials, 1993)
2.0.5.2.4 Load Transfer Coefficient
The load transfer coefficient, J is a factor used in rigid pavement design to account for the ability
of the concrete pavement to transfer load across discontinuities such as cracks and joints. The J
value generally increases as traffic loads increase since aggregate load transfer decreases with
load repetitions. The table below displays recommended load transfer coefficients for various
pavement types and design conditions. (Highway and Officials, 1993)
Table 2: Recommended Load Transfer Coefficients for various pavement Types (Sourced from
Part II Chapter 2 of the AASHTO design of pavement structures, 1993)
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2.0.5.2.5 Drainage Coefficient
For rigid pavements, the level of expected drainage is obtained through the use of a drainage
coefficient, Cd. As a basis for comparison, the value of C d for conditions of the AASHO test is
1.0. It is determined by identifying how long the water takes to be removed from the pavement
and the percentage of time the pavement is exposed to moisture level above saturation. (Yoder
and Witczak, 1975)
The table below shows the recommended values for the drainage coefficient for rigid pavements:
Table 3: Recommended Values of Drainage Coefficients for rigid Pavements (Sourced from Part
II Chapter 2 of the AASHTO design of pavement structures, 1993)
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3.0 Methodology
The researcher’s methodology was done in two phases; the Theoretical Work and the Practical
Work. Data collected from the practical work were used in the Data Analysis. Data was collected
via the different tests proposed by the researcher. All tests were completed within the given
timeline. A quantitative study was executed, this was done to facilitate all readers to have a clear
understanding of the data collected and are represented on various charts and graphs.
3.1 Theoretical Work
The theoretical work of this research was obtained from various sources; articles from accredited
scholars that have been published on designs of roads and from various textbooks that are related
to the use of asphalt and concrete on roads as surface courses. Information was also gathered
from MPI which included all historical data and previous works done on the East Bank Berbice
Road.
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3.2 Practical Work
The practical work for this project encompasses a Condition Survey, Traffic Counts and the
various field tests proposed.
Condition Survey- A condition Survey is comprised of the following parts; Pavement distresses,
Pavement Width, Drainage and Shoulder Width. This survey will be done by the researcher and
the data collected will be used in the analysis.
Successful redesigning of the road can only be achieved when knowledge of the various types of
distresses occurring in the pavement is known. The pavement distresses will be assessed on the
basis of the following:
 Alligator Cracks- These are a series of interconnected cracks caused by fatigue failure in
the pavement under repeated traffic loading.
 Longitudinal Cracks- These are cracks that run longitudinal to the center line.
 Depressions- This refers to areas of the pavement that has a lower elevation than the
surrounding pavement.
 Raveling- Refers to the progressive disintegration of HMA layer from the surface
downward which is caused by dislodgement of aggregate particles.
 Pot holes- These are bowl shaped depressions that penetrate through the existing asphalt
all the way to the base course. (AASHTO Design of Pavement Structures 1993)
Traffic Counts- Vehicular counts were done for two days from 6am-6pm daily and was used in
the Data Analysis. This count was conducted after the condition survey has been completed.
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Fields Tests
Benkelman Beam Deflection Test- This test is done in the initial stage of all road construction.
It is a test that measures the deflection of the existing pavement. It is done by having a single
axle truck with dual tires inflated to 70 to 80 psi and the truck itself weighing typically 80 KN.
The deflection is recorded as the truck moves along the road. The researcher will use the
deflection data collected from this test in the analysis.
Dynamic Cone Penetration Test (DCP) - DCP is done to determine the resistance to
penetration of the existing sub base layer. It is usually done after coring, the coring sample is
removed and the DCP instrument is placed in the surface of the sub base. The penetrating cone is
placed in the ground and a hammer is dropped from a height and penetration per blow is
recorded. The researcher will record the data collected after completing this test.
Axle Load Survey- This is a survey done to provide the average pavement loading. It is
conducted by the manual capture of vehicle weights using a portable weigh scale under low
speed conditions.
Environmental Impact Assessment (EIA) - Environmental Impact Assessment (EIA) is the

process by which the anticipated effects on the environment of a proposed development or
project are measured. If the likely effects are unacceptable, design measures or other relevant
mitigation measures can be taken to reduce or avoid those effects. The Impact Assessment will
be carried out after the design phase of the research is completed.
Establish Pavement Design- After all the data is collected, a suitable design was produced for
the road. The road was designed using the AASHTO Design of Pavement Structures 1993, both
a rigid and flexible pavement were designed for and recommendations were made as to the better
option.
26
Cost Analysis- After completing both designs, a bill of quantities was produced for both options
to help support recommendations that are made as to the better option for the area. The rates
were produced with the help of local contractors in Berbice.
Figure 3: Flow Chart showing the stages of the methodology
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3.3 Gantt Chart
Figure 4: Shows duration of project as well as each task
28
3.4 Critical Path Analysis
ES- Early Start
LF- Late Finish
DU- Duration
Early Start (ES) = Early Start (ES) + Duration (DU) …. (1)
Late Finish (LF) = Late Finish (LF) – Duration (DU) …. (2)
Float = Late Finish (LF) – Duration (DU) – Early Start (ES) …. (3)
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Table 4: Table showing the Activity Sheet
Activity Activity Reference Depends on Duration

Letter (Days)
Proposal Research A - 46
B A 1
Submittion of Proposal
C B 1
Oral Presentation
D C 2
Traffic Counts
Condition Survey E D 7
DCP F E 7
Axle Load Survey G F 2
Benkelman Beam Test H G 2
Data Analysis I H 6
Progress Report No. 1 J I 1

Establish Pavement Design using K J 20
1993 AASHTO
EIA L K 18
Conclusion and Recommendations M L 2
Submittion of final Paper N M 1
30
31
Float and the Critical Path
Activity A: 46 – 46 - 0 = 0
Activity B: 47 - 1 - 46 = 0
Activity C: 48 – 1 - 47 = 0
Activity D: 50 – 2 - 48 = 0
Activity E: 57 - 7 - 50 = 0
Activity F: 64 – 7 - 57 = 0
Activity G: 66 – 2 - 64 = 0
Activity H: 68 – 2 - 66 = 0
Activity I: 74 – 6 - 68 = 0
Activity J: 75 - 1 - 74 = 0
Activity K: 95 - 20 - 75 = 0
Activity L: 113 – 18 – 95 = 0
Activity M: 115 – 2 – 113 = 0
Activity N: 116 – 1 – 115 = 0
Since all activities have a Float of 0, therefore all the activities are critical. The activities with
two red crossed through the arrows indicated that the task is critical.
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4.0 Data Analysis
A formative analysis was done for this project. As the project progressed, more information on
the AASHTO Design of pavement structures 1993 was obtained, the designs were completed
according to specifications from the guide. All data that were collected are displayed on various
charts and graphs to allow understanding of work to all readers.
4.1 Design Results

Design Calculations
Flexible Pavement Design
Table 5: Flexible Pavement Design Input Parameters
Design Parameters Value

Design Life 20 years
Estimated traffic growth 7%
D.D 50%
L.D 100%
Initial Serviceability Index; P0 4.5
Terminal Serviceability; Pt 2.5
Change in Serviceability; PSI P0 – Pt = 2.0
Standard Deviation; So 0.45
Subgrade Resilient Modulus; MR 5.7 ksi (CBR= 3.8%)
Pavement Layer Coefficient
New Asphalt 0.44
Cement Stabilized white sand/sand clay 0.26
White Sand 0.07
(All Design Parameters stated above are sourced from Part I Chapter 4 and Part II Chapter 2 of
the AASHTO Design for Pavement Structures 1993)
SN=a 1 D 1 +a2 D 2 m2 +a 3 D 3 m 3
33
SN obtained ¿ graph=4
3.9= ( 0.44∗4 )+ ( 0.26∗5 ) + ( 0.07∗12 ) →(OK )
Where;
 a1, a2, a3 are layer coefficients representative of surface, base and subbase courses
respectively.
 D1, D2, D3 are actual layer thicknesses for the surface, base and subbase course
respectively.
 m2, m3 are drainage coefficients for the base and subbase course respectively.
Layer
Layer Drainage Structural
Layer Material Thickness
Coefficient Coefficient Number (SN)
(inches)
Asphaltic Concrete 0.44 1 4 (100mm)
Cement Stabilized white 4
0.26 1 5 (125mm)
sand/ sand clay
White Sand 0.07 1 12 (600mm)
Refer to Appendix F for design charts.
Rigid Pavement Design
34
Table 6: Rigid Pavement Design Inputs Parameters
Design Parameters Value
Modulus of Subgrade Reaction; k 110 pci Westergaard Modulus
Concrete Elastic Modulus; Ec 3.8E +06 Part II Chapter 2.3.3 of the

AASHTO Pavement Design
Guide
Mean Concrete Modulus of 678 psi (Kirtikumar K. Shah, 1969)
Rupture; S’c
Load Transfer Coefficient; J 3.2 Part II Table 2.6 of the
Guide
Drainage Coefficient; Cd 1.0 Part II Table 2.5 of the
Guide
Design Slab Thickness: 7 inches (175 mm)
Dowel Diameter: 7/8 inches (22 mm) @ 12 inch spacing and 18 inch lengths (Part II Chapter
2.4.2 AASHTO Design of Pavement Structures, 1993)
The mix design ratio that will be used is a 1:2:3 @ 0.45 water cement ratio.
Refer to Appendix F for design charts.
4.2 Cost Analysis
35
Flexible Pavement BOQ
Bill of Quantities Grand Summary
General Summary Amount

Bill 1:General Items $1,640,000
Bill 2: Site and Earthworks $30,700,550
Bill 3: Base and Sub bases $63,650,000
Bill 4: Pavement $217,320,000
Bill 5: Incidental Road Works $12,150,000
Bill 6: Traffic Signs and Road Markings $16,160,000
Subtotal of Bills $341,620,550
Contingency Allowance @ 10% $34,162,055
Bill 1: General Items
Item Description Quantity Unit Rate Amount

Section 01010: General Requirements
1.1 Performance Bond 1 Sum $300,000 $300,000
1.2 Advance Payment Guarantee 1 Sum $100,000 $100,000
1.3 Insurance of the works and equipment 1 Sum $500,000 $500,000
36
1.3 Third Party Insurance 1 Sum $250,000 $250,000

1.5 Mobilization and Demobilization 1 Sum $400,000 $400,000
prov.
1.6 Permanent Relocation of Electrical Utilities NA NA NA
Sum
prov.
1.7 Permanent Relocation of Water Utilities NA NA NA
Sum
Permanent Relocation of Telephone prov.
1.8 NA NA NA
Utilities Sum
1.9 Contractor’s Programme 1 Sum $40,000 $40,000
1.1 Safety and Traffic Control 1 Sum $50,000 $50,000
Total for Bill $1,640,000
Bill 2: Site and Earthworks

Section 02010: Site Clearance
2.1 Clearing of Debris 2500 m $1,000 $2,500,000
2.2 Clearing of Grubbing and Vegetation 2500 m $2,500 $6,250,000
2.3 Topsoil Stripping 4000 m3 $500 $2,000,000
37
Demolition and/or Partial Demolition of prov

2.4 NA $4,000,000
Driveways sum
2.5 Removal of Traffic Signs, Traffic Signals, Street 1 SUM $550 $550
lights etc.
Section 02030: Earthworks
2.6 Roadway Excavation 15,000 m3 $350 $5,250,000
Excavation and the placement in embankments of
all materials necessary for the construction of the
earthworks
m3
2.7 Ditch Excavation 5,000 $100 $500,000
m3
2.8 Clay Backfill 10,000 $600 $6,000,000
Placing and compacting of selected clay for road

shoulders and backfill to structure
2.9 Cleaning and Shaping of existing drains 2000 m $1,000 $2,000,000
Includes the requirements and procedures for
cleaning and shaping existing open drains,
ditches, side drains and irrigation canals in
excess of the general maintenance
requirements of the Contract
Section 02040: Roadside Improvement Material
2.1 Roadside Improvement Material (Grass Seeding) 4000 m $550 $2,200,000
Total for Bill #2 $30,700,550
Bill 3: Bases and Subbases
Section 03010: White Sand Sub- Base

$35,250,00
3.1 Sub-Base and Base 7050 m3 $5,000
0
38
White sand sub base shall be brought up in

even courses not exceeding 300mm thick.
Layers shall be compacted to a density of at
least 95% of the maximum density as
determined by ASTM D- 1557 method
$28,400,00
3.1 3550 m3 $8,000
Cement Stabilized White Sand/ Sand Clay Base 0
Include the cost of all materials, multiple
handling, stockpiling, blending, placing,
dewatering, pumping, compaction and
trimming at optimum moisture content, all

clearing and grubbing of materials pits, all
stripping of overburden from the pits, if
required, and all incidentals necessary to
complete the work.
$63,650,00
Total for Bill #3 0
Bill 4: Pavement
Section 04010: Prime Coat
39
4.1 Prime Coat 1200 m3 $400 $480,000
Application of bituminous Prime Coat to previously

prepared non- asphaltic layers.
Section 04011: Tack Coat
4.2 Tack Coat 2400 m3 $350 $840,000
Application of bituminous Tack Coat to
previously prepared asphaltic, impervious bases
and existing pavement surfaces.
Section 04030: Asphaltic Concrete
The asphalt cement shall conform to the
requirements of AASHTO M 226, Table 2 for Grade

AC-20 and a maximum penetration of 60 at 25°C
(77°F) shall be required
Asphaltic Concrete (50 mm thk Levelling
4.3 1200 m3 $90,000 $108,000,000
Course)
4.4 Asphaltic Concrete (50 mm thk Wearing Course) 1200 m3 $90,000 $108,000,000
Bill 5: Incidental Road Works

Section 05020: Reinstatement of

Accessways
40
Allow for the repairs, demolition and

reconstruction of accessways to residents
and commercial entrances as required.
5.1 Commercial accesses prov sum $4,000,000

5.2 Residential Accesses prov sum $8,000,000
5.3 End Terminal Sections with flare 30 NO. $5,000 $150,000
Consist of the supply and installation of

protective guard railing to mitigate risks to

occupiers of vehicles from potential dangers
adjacent to the carriageway
Bill 6: Signs, Markings, Street Lighting

Section 06010: Traffic Signs
6.1 Stop R1-1 15 NO. $450 $6,750
41
6.2 5 NO. 450 $2,250

Speed Limit R2-1 (50 km/h)
Section 06020: Road Markings
Centre line (yellow) solid single 100 mm line – ‘urban’
6.3 1140 m $3,500 $3,990,000
areas only
Lane Edge (white) Solid Single, 100 mm line– for general
6.4 2280 m $3,000 $6,840,000
application
6.5 Broken (1m dash - 1m gap - 1m dash) single 100 mm line 300 m $3,500 $1,050,000
6.6 Stop Line 15 NO. $3,000 $45,000
6.7 Pedestrian Cross Walk 5 NO. $3,000 $15,000
Section 06030: Street Lighting (Wallaba Posts)
Supply and installation of Wallaba timber poles
114 $2,280,000
6.8 13.5m long embedded to 2.3m depth NO. $20,000
Supply and installation of Distribution Triplex wire
2500 $1,250,000
6.9 (90A) service m $500
Supply and installation LED lamps 215W, 110-250V
114 $285,000
6.1 60Hz with photocell NO. $2,500
6.11 Supply and installation of Galvanized bracket 114 NO. $2,000 $228,000
Supply and installation 12 AWG Standard Copper
560 $168,000
6.12 ground wire(2.5mm sq) m $300
Rigid Pavement BOQ

Bill of Quantities Grand Summary
General Summary Amount

Bill 1:General Items $5,640,000
Bill 2: Site and Earthworks $30,700,550
42
Bill 3: Base and Sub bases $63,650,000

Bill 4: Pavement $252,600,000
Bill 5: Incidental Road Works $12,150,000
Bill 6: Traffic Signs and Road Markings $16,160,000
Subtotal of Bills $380,900,550
Contingency Allowance @ 10% $38,090,055
Bill 1: General Items

Section 01010: General Requirements
1.1 Performance Bond 1 Sum $300,000 $300,000
1.2 Advance Payment Guarantee 1 Sum $100,000 $100,000
1.3 Insurance of the works and equipment 1 Sum $500,000 $500,000
1.3 Third Party Insurance 1 Sum $250,000 $250,000
1.5 Mobilization and Demobilization 1 Sum $400,000 $400,000
43
prov.
1.6 Permanent Relocation of Electrical Utilities NA NA NA
Sum
prov.
1.7 Permanent Relocation of Water Utilities NA NA NA
Sum
Permanent Relocation of Telephone prov.
1.8 Na NA NA
Utilities Sum
1.9 Contractor’s Programme 1 Sum $40,000 $40,000
1.1 Safety and Traffic Control 1 Sum $50,000 $50,000
1.2 Miscellaneous Cost 1 Sum $5,000,000 $5,000,000
Total for Bill $6,640,000
Bill 2: Site and Earthworks
2.2 Clearing of Grubbing and Vegetation 2500 m $2,500 $6,250,000

2.3 Topsoil Stripping 4000 m3 $500 $2,000,000
Demolition and/or Partial Demolition of prov
2.4 NA $4,000,000
Driveways sum
2.5 Removal of Traffic Signs, Traffic Signals, Street 1 SUM $550 $550
lights etc.
Section 02030: Earthworks
44
2.6 Roadway Excavation 15,000 m3 $350 $5,250,000

Excavation and the placement in embankments of
all materials necessary for the construction of the
earthworks
2.7 Ditch Excavation 5,000 m3 $100 $500,000
2.8 Clay Backfill 10,000 m3 $600 $6,000,000
Placing and compacting of selected clay for road

shoulders and backfill to structure
2.9 Cleaning and Shaping of existing drains 2000 m $1,000 $2,000,000
Includes the requirements and procedures
for cleaning and shaping existing open drains,
ditches, side drains and irrigation canals in
excess of the general maintenance
requirements of the Contract
Section 02040: Roadside Improvement Material
2.1 Roadside Improvement Material (Grass Seeding) 4000 m $550 $2,200,000
Bill 3: Bases and Subbases
Section 03010: White Sand Sub- Base

$35,250,00
3.1 Sub-Base and Base 7050 m3 $5,000
0
White sand sub base shall be brought up in
even courses not exceeding 300mm thick.
Layers shall be compacted to a density of at
least 95% of the maximum density as
determined by ASTM D- 1557 method

45
Bill 4: Pavement
Section 04010: Dowel Bars
4.1 Dowel Bars 7400 m $2,000 $14,800,000
Installation of dowel bars for JCP pavement at 12"

spacing and 18" lengths.
Section 04011: Aggregate Stones
4.2 Aggregate Stones 8650 tonne $8,000 $69,200,000
46
3/4" aggregate stones needed for concrete mix

design recommended in the document.
Section 04030: White Sand 7200 tonne $3,000 $21,600,000
White sand that is necessary for the concrete

mix design recommended in the document.
Section 04030: Cement 2100 sling $70,000 $147,000,000

Portland Cement that is required for the
concrete mix design that is recommended in the
document.
Bill 5: Incidental Road Works

Section 05020: Reinstatement of

Accessways
Allow for the repairs, demolition and

reconstruction of accessways to residents
and commercial entrances as required.
5.1 Commerical accesses prov sum $4,000,000

5.2 Residential Accesses prov sum $8,000,000
5.3 End Terminal Sections with flare 30 NO. $5,000 $150,000
47
Consist of the supply and installation of

protective guard railing to mitigate risks to

occupiers of vehicles from potential dangers
adjacent to the carriageway
Bill 6: Signs, Markings, Street Lighting
Section 06020: Road Markings

Centre line (yellow) solid single 100 mm line – ‘urban’
6.3 1140 m $3,500 $3,990,000
areas only
Lane Edge (white) Solid Single, 100 mm line– for general
6.4 2280 m $3,000 $6,840,000
application
6.5 Broken (1m dash - 1m gap - 1m dash) single 100 mm line 300 m $3,500 $1,050,000
6.6 Stop Line 15 NO. $3,000 $45,000
6.7 Pedestrian Cross Walk 5 NO. $3,000 $15,000
Section 06030: Street Lighting (Wallaba Posts)
Supply and installation of Wallaba timber poles
114 $2,280,000
6.8 13.5m long embedded to 2.3m depth NO. $20,000
48
Supply and installation of Distribution Triplex wire

2500 $1,250,000
6.9 (90A) service m $500
Supply and installation LED lamps 215W, 110-250V
114 $285,000
6.1 60Hz with photocell NO. $2,500
6.11 Supply and installation of Galvanized bracket 114 NO. $2,000 $228,000
Supply and installation 12 AWG Standard Copper
560 $168,000
6.12 ground wire(2.5mm sq) m $300
4.4 Actual Budget
Table 7: Table showing the Actual Budget for the project.
This research is a self-funded project.
Item No. Item Amount (GYD)
1 Labour $10000
2 Rental of all equipment -
3 Stationary $10000
49
4 Transportation $10000
5 Miscellaneous $10000
Total $40000
5.0 Discussion
For this project ‘A Re- Design of the East Bank Berbice Road (Islington to Glasgow)’, two
designs were done; a flexible pavement and a rigid pavement. All necessary field tests were done
so as to obtain the necessary variables for each respective design.
Traffic counts were done to estimate the Average Daily Traffic (ADT) which was later used to
determine the Equivalent Single Axle Load (ESAL) for both designs. The Dynamic Cone
Penetration Test (DCP) was also done to estimate the California Bearing Ratio (CBR) value for
the subgrade. All variables for the rigid pavement design were obtained for the design process as
highlighted earlier in the document. Both designs were done according to the AASHTO Design
of Pavement Structures 1993.
50
The results for both design options were highlighted earlier in the document. A Bill of Quantities
(BOQ) was produced for both options giving estimated costs for both designs.
Advantages of constructing the flexible pavement over the rigid pavement for the Islington
Glasgow area are as follows:
 It is the more cost effective options as shown in the BOQs. It will need more maintenance
works during its design life but this option has the smaller initial cost.
 Most local contractors have more knowledge about flexible pavements in terms of
construction methods compared to rigid pavements. In Guyana, most of the roads (both
main and miscellaneous) are flexible pavements and most construction companies have
greater knowledge and experience in constructing flexible pavements compared to rigid
pavements.
 For the flexible pavements, traffic can be allowed to traverse after the base course is laid
and compacted, so there won’t be much traffic congestion during the construction
process. The construction can be done per lane so as to facilitate traffic to still traverse
along the East Bank Berbice road. For the rigid pavement however, the Jointed Concrete
Pavement (JCP) slab needs to be casted and cured before traffic is allowed to traverse the
area. The average curing time for concrete to reach its maximum compressive strength is
28 days. In addition, each slab can be constructed to a maximum length of six meters
(6m), so to avoid traffic congestion a detour path would have to be constructed to help
facilitate traffic flow during the construction process. The Eastern side of the road has the
Berbice River nearby so the Western side of the road would be used for the detour, the
lands behind the housing area would be used so as to not disrupt the residential area. The
cost for the detour would be a lump sum in the BOQs because the exact cost would be
known until construction which will result in the rigid pavement costing a lot more than
the flexible pavement.
For both pavements the major environmental impacts that are foreseen if either options are
constructed are as follows:
 Dust- Dust will affect nearby residents for both pavement options. For both options the
subbase layer is white sand and if not properly soaked after placing and compacting can
51
lead to dust being prevalent in the area. To combat this impact, the sand would be soaked
after placing.
 Noise- Noise from the construction equipment will cause disturbance to residents during
their day to day activities. To combat this, all machinery that would be used would be
serviced and properly maintained so as to limit the amount of noise the machineries
make. Also sound barriers in the form of fences can be used to fence off the construction
area to limit the amount of noise reaching the residents.
So in my view the better option for the area is the flexible pavement due to the reasons stated
previously. The actual thicknesses for each layer are provided in the results section of the
document and a cross section of the proposed layer design is provided in the appendix.
6.0 Conclusion
It can be concluded that after all the data required was collected for both designs and both the
rigid and flexible pavements were designed it is recommended that the flexible pavement be
constructed for the Islington Glasgow area for the East Bank Berbice road.
52
7.0 Reference
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Cahill, T. H., et al. (2004). "Asphalt-The Right Choice for Porous Pavements." Better Roads
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subgrade layers." Transportation Research Record: Journal of the Transportation Research Board
(1764): 1-10.
De Beer, M., et al. (1997). Determination of pneumatic tyre/pavement interface contact stresses
under moving loads and some effects on pavements with thin asphalt surfacing layers. Proc., 8th
International Conference on Asphalt Pavements.
Fauchard, C., et al. (2003). "GPR performances for thickness calibration on road test sites." Ndt
& E International 36(2): 67-75.
Grant, M. and R. Walker (1972). The development of overlay design procedures based on the
application of elastic theory. Presented at the Third International Conference on the Structural
Design of Asphalt Pavements, Grosvenor House, Park Lane, London, England, Sept. 11-15,
1972.
Hafez, I. H. F. (1997). Development of a simplified asphalt mix stability procedure for use in
Superpave volumetric mix design.
Hall, K. T., et al. (2001). Rehabilitation strategies for highway pavements, Transportation
Research Board.
Isenring, T., et al. (1990). "Experiences with porous asphalt in Switzerland." Transportation
Research Record(1265).
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54
McPherson, E. G. and J. Muchnick (2005). "Effect of street tree shade on asphalt concrete
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Mehrkar-Asl, S. (1996). Concrete Stress Relief Coring: Theory and Practice. Proceedings of the
FIP First Symposium on Post Tensioned Concrete Structures, London.
Mohammad, L., et al. (2006). "Permanent deformation analysis of hot-mix asphalt mixtures with
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Nicholson, J. P. (1977). Mixture for pavement bases and the like, Google Patents.
Noyce, D. A., et al. (2005). "Incorporating road safety into pavement management: maximizing
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State Surveys, Midwest Regional University Transportation Center (UMTRI), Madison,
Wisconsin.
Perry, J., et al. (2001). "Infrastructure embankments." C550, CIRIA: London.
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Journal of the Association of Asphalt Paving Technologists 66.
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Saarenketo, T. and T. Scullion (2000). "Road evaluation with ground penetrating radar." Journal
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bases and subbases." Journal of Materials in Civil Engineering 14(3): 239-245.
55
Vaitkus, A., et al. (2009). "Analysis and evaluation of possibilities for the use of warm mix
asphalt in Lithuania." The Baltic Journal of Road and Bridge Engineering 4(2): 80-86.
Wiley, T. W. (2002). Method of and apparatus for heating a road surface for repaving, Google
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Shah, K. K. (1969). The Relationship of the Modulus of Rupture and the Compressive Strength
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Witzcak, M. W. (2002). Simple performance test for superpave mix design, Transportation
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Structures, 1993, AASHTO.
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56
YODER, E. J. & WITCZAK, M. W. 1975. Principles of pavement design, John Wiley & Sons.
8.0 Appendix A
57
Picture showing patching done on the road (taken by N. Beeraspat on 28/1/2017)
Picture showing filling up of potholes on the road (taken by N. Beeraspat 28/1/2017)
58
Picture showing the deterioration of the road (taken by N. Beeraspat 28/1/2017)
Picture showing the DCP test being done (taken by N. Beeraspat 03/06/2017)
59
Picture showing traffic counts being done (taken by N. Beeraspat 21/03/2017)
60
Picture showing Condition Survey being done (taken by N. Beeraspat 04/03/2017)
Appendix B: Traffic Count Data Sheets
Appendix B: Traffic Counts Data Sheets

Date: 20/03/2017
Cars Motorcycle Bus Truck Bicycle Canter Pickup SUVs
Hour Time In Out In Out In Out In Out In Out In Out In Out In Out
1 6-7am 71 89 2 3 1 2 4 2 7 7 1 0 2 1 1 1
2 7-8am 80 100 4 3 4 2 5 4 7 6 3 1 5 2 3 4
3 8-9am 90 106 3 9 0 5 4 7 5 8 4 2 3 2 2 2
4 9-10am 60 100 5 7 0 1 3 5 10 13 9 6 3 0 0 3
5 10-11am 78 75 5 9 3 3 5 5 9 20 7 3 2 4 3 0
6 11-12am 70 82 8 10 4 6 6 10 6 15 2 8 2 2 2 2
7 12-1pm 86 80 6 5 3 5 5 8 7 10 4 6 3 5 3 1
8 1-2pm 76 80 3 2 7 2 6 3 6 7 6 1 3 0 0 4
9 2-3pm 78 88 5 5 4 0 5 3 2 5 3 4 3 3 3 3
10 3-4pm 84 78 3 4 3 1 6 2 8 11 3 5 2 1 4 5
11 4-5pm 98 83 5 3 2 1 5 5 10 9 2 7 3 2 4 4
12 5-6pm 100 98 6 8 3 0 6 6 9 8 1 5 2 1 3 3
13 6-7pm 87 95 8 7 0 0 2 1 5 4 1 0 2 0 3 4
14 7-8pm 85 68 6 7 0 1 2 2 5 4 0 0 2 3 2 1
15 8-9pm 80 78 4 5 0 0 0 0 4 3 0 0 1 1 611 1
16 9-10pm 90 67 5 6 0 0 0 0 5 5 0 0 2 3 3 2
Total traffic on either side 1313 1367 78 93 34 29 64 63 105 135 46 48 40 30 37 40
Total traffic bothways 2680 171 63 127 240 94 70 77
Appendix B: Traffic Counts Data Sheets

Date: Tuesday 21/03/2017
Cars Motorcycle Bus Truck Bicycle Canter Pickup SUVs
Hour Time In Out In Out In Out In Out In Out In Out In Out In Out
1 6-7am 77 88 4 5 1 2 2 2 4 5 2 1 2 2 2 2
2 7-8am 80 110 4 7 2 4 5 6 8 8 3 2 4 3 3 3
3 8-9am 94 103 5 6 3 3 4 3 7 10 4 2 3 5 5 2
4 9-10am 74 80 7 4 4 4 4 5 3 5 2 2 4 0 0 0
5 10-11am 69 75 3 5 2 1 6 3 1 17 4 2 3 1 2 1
6 11-12am 70 80 8 8 2 4 7 2 4 5 6 4 2 3 4 5
7 12-1pm 84 77 5 8 1 2 4 5 3 7 4 6 3 4 5 2
8 1-2pm 60 70 4 6 2 1 9 15 3 7 4 6 5 4 2 3
9 2-3pm 87 78 5 5 2 1 17 9 6 5 2 1 4 3 3 6
10 3-4pm 67 74 6 5 3 2 15 5 8 9 3 3 3 5 3 2
11 4-5pm 98 91 7 5 4 1 13 4 11 12 3 4 3 3 2 4
12 5-6pm 103 76 4 5 3 2 9 13 9 11 2 3 4 4 4 4
13 6-7pm 85 77 6 7 3 2 5 2 7 7 2 1 3 5 2 3
14 7-8pm 80 90 5 8 0 0 4 0 6 6 2 0 4 3 5 5
15 8-9pm 78 89 5 5 0 0 0 0 4 3 0 0 4 3 625 6
16 9-10pm 87 70 5 4 0 0 0 0 4 5 0 0 3 5 2 3
Total Traffic on either side 1293 1328 83 93 32 29 104 74 88 122 43 37 54 53 49 51
Total Traffic on both sides 2621 176 61 178 210 80 107 100
ADT Calculations
16 hrs 16 hrs
3522 3533
2 day 16hr traffic flow - 7055 vehicles
Total - 7055 vehicles
Using a 95% confidence limit for 24 hour traffic with 5% tolerance = 7055/0.95
= 7427 vehicles
ADT = 7427/2
63
ADT =3714 vehicles
ESAL Spreadsheet
ADT Average Daily Traffic 3714 both directions
T Percentage Trucks 7.3 %
Tf
Truck Factor 1.2
Y Years 20
r Growth Factor 6 %
G G= (1+r)^0.58Y 1.97
D Directional Distribution 50 %
L Lane Distribution 100 %
64
ESAL = ADT*T*Tf *G*D*L*365*Y
Calculated ESAL= 2.3E+06
Appendix C: Condition Survey Data Sheets
(Condition Survey Data Sheets obtained from ASTM D 6433 and also deduct values were
estimated from graphs in the ASTM D 6433)
Sketch:
Asphalt Surfaced Road Condition Survey Sheet
Branch Islington____ Section0+000______ Sample Unit ___1______

Surveyed by _N.Beeraspat____ Date _11/03/2017_____ Sample Area 600m^2_______
1. Alligator Cracking 6. Depression 11. Patching 16. Shoving
2. Bleeding 7. Edge Cracking 12. Polished Aggregate 17. Slippage Cracking
3. Block Cracking 8. Jt. Reflection Cracking 13. Potholes 18. Swell
4. Bumps and Sags 9.Lane/ Shoulder Dropoff 14. Railroad Crossing 19. Weathering/Ravelling
5. Corrugation 10. Long&Trans Cracking 15. Rutting
Distress Density Deduct
Quantity Total
Severity % Value
7M 0.5*0.7 1*0.7 2.05 0.34 5.5
7H 1.4*1 1.4 0.23 8.2
13L 0.07 0.07 0.01 0.25
11L 2.7*0.7 1.3*1 3.19 0.53 0
13 H 0.28 0.78 0.38 0.07 1.51 0.25 22
19 H 1.6*2.2 1*1.05 4.57 0.76 32
10 L 2.4*0.1 0.8*1.2 2*0.7 4.86 0.81 5
6L 1*3 1.2*1 4.2 0.70 65 10
1M 1.3*0.5 1.2*1.5 3.6 0.60 15
q
# Deduct Value Total CDV
1 32 22 15 10 8.2 5.5 5 0.06 97.76 7 48
2 32 22 15 10 8.2 5.5 2 0.06 94.76 6 47
3 32 22 15 10 8.2 2 2 0.06 91.26 5 52
4 32 22 15 10 2 2 2 0.06 85.06 4 54
5 32 22 15 2 2 2 2 0.06 77.06 3 48
6 32 22 2 2 2 2 2 0.06 64.06 2 32
7 32 2 2 2 2 2 2 0.06 44.06 1 46
8 32 2 2 2 2 2 2 0.06 44.06
9
PCI Index= 100- Max CDV
PCI Index = 100 – 54 = 46
Rating- Poor
Sketch:

Quantity Total
Severity % Value
13 H 0.24 0.5 0.64 1.04 2.42 0.39 28
13 M 0.08 0.38 0.5 0.96 0.15 18
19 H 1*0.5 1.6*1.4 2.74 0.44 10
6L 0.7*0.7 0.8*1 1.29 0.21 5
10 L 2*0.7 1.4 0.23 0.1
7M 3*1.10 3.3 0.53 5.5
11 M 2.2*1.4 1.1*1.35 2.4*1.1 7.2 1.16 12
6M 1.4* 0.65 0.91 0.15 9.5
66
q
1 28 18 12 10 9.5 5.5 5 0.061 88.061 7 41
2 28 18 12 10 9.5 5.5 2 0.061 85.061 6 43
3 28 18 12 10 9.5 2 2 0.061 81.561 5 47
4 28 18 12 10 2 2 2 0.061 74.061 4 48
5 28 18 12 2 2 2 2 0.061 66.061 3 42
6 28 18 2 2 2 2 2 0.061 56.061 2 42
7 28 2 2 2 2 2 2 0.061 40.061 1 41
8
PCI Index = 100 – 48 = 52
Rating- Poor
Sketch:

Surveyed by _N.Beeraspat____ Date _11/03/2017_____ Sample Area 530m^2______
Quantity Total
Severity % Value
13 L 0.07 0.5 0.07 0.64 0.12 4
13 M 0.13 0.44 0.33 0.9 0.17 7.5
1L 0.6*3.6 1.4*1 0.3*0.3 0.1*0.9 2*0.1 3.94 0.74 6
13 H 0.64 0.38 0.66 1.68 0.32 27
19 H 1.4*0.65 0.92 0.17 7
6H 1.8*1.3 1.2*0.8 1.5*1.1 4.95 0.93 16
q
67
1 27 16 7.5 7 6 2.8 66.3 6 32

2 27 16 7.5 7 6 2 65.5 5 36
3 27 16 7.5 7 2 2 61.5 4 40
4 27 16 7.5 2 2 2 56.5 3 34
5 27 16 2 2 2 2 51 2 38
6 27 2 2 2 2 2 37 1 52
PCI Index = 100 – 52 = 48
Rating- Poor
Sketch:

Quantity Total
Severity % Value
13 H 0.57 0.38 0.5 1.13 2.58 0.40 28
11 M 2*1.35 2.7 0.42 6
11 H 2.8*0.8 2.24 0.34 0.1
1M 1.3*1.3 1.3*0.5 1.2*0.9 3.42 0.53 14
19 H 1.7*1.1 2.1*1 0.9*5 8.47 1.30 21
q
68
1 28 21 14 6 0.061 69.061 4 38
2 28 21 14 2 0.061 65.061 3 42
3 28 21 2 2 0.061 53.061 2 45
4 28 2 2 2 0.061 34.061 1 38
5 28 2 2 2 0.061 34.061
PCI Index = 100 – 44 = 55
Rating- Poor
Sketch:

Quantity Total
Severity % Value
6H 1.8*1.3 0.7*0.8 2.9 0.43 13
11 M 1.1* 0.8 1*1.4 2*1.2 4.68 0.70 5.5
19 H 1.7*1.1 2.1*1 1.2*1.5 5.77 0.86 12.5
1M 1.3*0.64 1.25*1 1.2*1.5 3.88 0.58 14
13 H 0.07 0.5 0.57 0.09 20
7M 3*1.15 3.45 0.51 5
69
q
1 20 14 13 12.5 5.5 1.7 66.7 5 36
2 20 14 13 12.5 2 1.7 63.2 4 45
3 20 14 13 2 2 1.7 52.7 3 34
4 20 14 2 2 2 1.7 41.7 2 40
5 20 2 2 2 2 1.7 29.7 1 30
6
PCI Index = 100 – 42 = 55
Rating- Poor
Sketch:

Quantity Total
Severity % Value
13 H 0.2 0.22 0.01 1.04 1.47 0.23 21.5
13 M 0.07 0.38 0.46 0.91 0.14 7.5
11 M 1*1 1*1.1 2*3 8.1 1.27 11
19 H 0.9*0.9 0.7*0.9 0.8*0.8 4*1.5 8.08 1.26 20
6H 2*4 1*1 8 1.25 19.9
70
q
1 21.5 20 19.9 11 2.1 74.5 5 42
2 21.5 20 19.9 11 2 74.4 4 44
3 21.5 20 19.9 2 2 65.4 3 42
4 21.5 20 2 2 2 47.5 2 40
5 21.5 2 2 2 2 29.5 1 30
PCI Index = 100 – 44 = 56
Rating- Fair
Sketch:

Quantity Total
Severity % Value
13 H 1.51 0.97 0.78 0.35 0.65 0.22 0.45 4.93 0.71 38
19 M 4.84*0.3 2.1*0.78 1.44*0.56 1.5*0.35 4.42 0.64 8
6M 0.53*0.53 1.57*1.04 1*0.5 0.83*0.64 2.95 0.43 71 9.5
19 H 2.73*0.83 5.45*1 7.72 1.12 19.9
11 L 0.84*0.6 0.85*1 1.35 0.20 0.5
q
1 38 19.9 9.5 8 0.35 75.75 4 44
2 38 19.9 9.5 2 0.35 69.75 3 48
3 38 19.9 2 2 0.35 62.25 2 46
4 38 2 2 2 0.35 44.35 1 46
5
PCI Index = 100 – 48 = 52
Rating- Poor
Sketch:

Quantity Total
Severity % Value
13 H 0.28 0.5 0.33 0.03 0.64 0.95 0.78 0.38 0.2 4.09 0.64 37
13 M 0.07 0.38 0.5 0.95 0.15 7.5
19 H 5*1.5 1.2*54 72.3 11.30 48
6H 1*0.4 0.3*0.6 1*0.6 1*0.4 1.58 0.25 12
10 L 2*0.7 1*0.8 2.2 0.34 0.5
7M 3*1.10 3*1.5 7.8 1.22 8
11 M 2*7 0.5*1 0.9*0.9 15.31 2.39 72 11.5
6M 1.4* 0.65 1.5*1 2.41 0.38 9
q
1 48 37 12 11.5 9 8 7.5 0.39 133.39 7 66
2 48 37 12 11.5 9 8 2 0.39 127.89 6 66
3 48 37 12 11.5 9 2 2 0.39 121.89 5 70
4 48 37 12 11.5 2 2 2 0.39 114.89 4 72
5 48 37 12 2 2 2 2 0.39 105.39 3 66
6 48 37 2 2 2 2 2 0.39 95.39 2 68
7 48 2 2 2 2 2 2 0.39 60.39 1 60
8
PCI Index = 100 – 72 = 28
Rating- Very Poor
Sketch:

Surveyed by _N.Beeraspat____ Date _12/03/2017_____ Sample Area 700m^2_____
Quantity Total
Severity % Value
13 H 0..71 0.28 7.07 0.78 0.28 0.5 0.77 1.77 3.14 14.59 2.08 66
6H 1*1 0.7*0.9 1.2*1 0.85*0.6 3*2 9.34 1.33 20
11 M 0.5*1 2*7 0.5*1 0.9*0.9 0.6*0.8 16.29 2.33 14
7H 1*9 0.8*1.5 10.2 1.46
73 10
1M 0.6*0.9 1*1.5 2.04 0.29 9.9
7M 2.5*1.10 1.1*2.5 5.5 0.79 5
10 L 0.5*1 0.65*0.65 0.92 0.13 0.5
q
1 66 20 14 10 9.9 5 0.06 124.96 6 62
2 66 20 14 10 9.9 2 0.06 121.96 5 70
3 66 20 14 10 2 2 0.06 114.06 4 72
4 66 20 14 2 2 2 0.06 106.06 3 66
5 66 20 2 2 2 2 0.06 94.06 2 66
6 66 2 2 2 2 2 0.06 76.06 1 74
7
PCI Index = 100 – 74 = 26
Rating- Very Poor
Sketch:

Quantity Total
Severity % Value
13 H 0.2 1.13 1.78 0.28 0.24 1.54 0.16 0.21 0.13 5.67 0.86 42
6H 0.85*0.6 0.4*0.2 0.3*0.6 0.77 0.12 12
19 H 7*1.5 1.5*70 1*12 127.5 19.32 51.5
19 M 5.45*0.61 4.84*0.61 1.01*0.91 7.19 1.09 9.5
1M 4.84*0.61 0.3*0.6 0.6*0.9 3.67 0.56 14
74
10 L 2.02*0.38 0.76 0.12 0.5
11 M 3.94*1.36 2.27*1.36 1.21*1.21 9.91 1.50 11
q
1 51.5 42 14 12 11 9.5 0.225 140.225 6 73
2 51.5 42 14 12 11 2 0.225 132.725 5 74
3 51.5 42 14 12 2 2 0.225 123.725 4 70
4 51.5 42 14 2 2 2 0.225 113.725 3 68
5 51.5 42 2 2 2 2 0.225 101.725 2 72
6 51.5 2 2 2 2 2 0.225 61.725 1 62
7
PCI Index = 100 – 74 = 26
Rating- Very Poor
Sketch:
Branch Islington____ Section 1+000______ Sample Unit ___1______

Quantity Total
Severity % Value
13 H 0.38 0.44 0.5 1.13 0.38 0.13 0.5 0.45 3.91 0.60 36
13 M 0.45*1 0.63*0.76 0.93 0.14 8
6H 1.92*1.36 2.25*0.73 1.77*0.91 5.86 0.9075 17
19 M 1.52*0.91 0.65*0.61 1.78 0.27 5
11 M 0.91*5.45 2.42*5.45 2.42*6 1.81*2.73 37.6 5.78 18
q
1 36 18 17 8 4.4 83.4 5 48
2 36 18 17 8 2 81 4 46
3 36 18 17 2 2 75 3 49
4 36 18 2 2 2 60 2 44
5 36 2 2 2 2 44 1 44
PCI Index = 100 – 49 = 51
Rating- Poor
Sketch:
Branch Islington____ Section 1+100______ Sample Unit ___1______

Quantity Total
Severity % Value
13 H 0.44 0.5 1.25 1.13 0.07 0.65 0.5 0.45 4.99 0.78 41.5
11 M 1.21*0.71 1.51*1.24 1.34*1.09 2.05*2.12 8.54 1.33 11
1M 1.16*0.91 1*0.5 1.12*0.65 1.4*1 3.68 0.58 14
10 M 1.5*1.2 0.65*0.65 2.22 0.35 5
6H 1.8*1.3 1.2*0.8 0.7*0.65 1.5*1.1 5.41 0.85 76 15
q
1 41.5 15 14 11 1.85 83.35 4 52
2 41.5 15 14 2 1.85 74.35 3 49
3 41.5 15 2 2 1.85 62.35 2 46
4 41.5 2 2 2 1.85 49.35 1 51
5
PCI Index = 100 – 52 = 48
Rating- Poor
Appendix D: Benkelman Beam Deflection Test Results
(Results for this field test as well as Axle Load Survey were obtained from MPI on 13/03/2017)
Table 8: Benkelman Beam Deflection Test Results
Inner WheelPath Outer WheelPath
Rut Depth
Normalized Rut Normalized d0
d0 (mm) Depth (mm)
Station
0+000 2 0.322 1 0.383
0+050 2 0.374 0 0.33
0+100 7 0.991 1 0.722
0+150 1 0.678 11 1.243
0+200 13 1.913 3 2.348
0+250 3 1.748 8 2.174
0+300 9 1.93 13 2.243
77
0+350 3 1.157 8 1.791

0+400 3 3.13 4 2.643
0+450 2 0.661 7 1.478
0+500 4 2.122 5 0.678
0+550 24 2.113 18 1.461
0+600 2 1.217 7 1.417
0+650 5 0.852 11 1.461
0+700 11 0.643 17 0.783
0+750 19 0.609 4 0.522
0+800 14 1 6 1.252
0+850 7 1.304 16 1.791
0+900 24 2.261 35 2.348
0+950 10 0.713 5 0.487
1+000 6 0.565 11 0.609
1+050 10 0.417 4 0.365
78
Appendix E: Axle Load Survey Results AXLE LOAD (KG) Equivalent Load Factor Breakdown
Survey Vehicle Axle Description of E‐ Empty P‐
Time Reg No Origin Destination Wheel Axle Axle Axle Axle Type Wtg ESAL Axle Type Wtg ESAL Axle Type Wtg ESAL
No. Category Configuration Load/Cargo PartFull F‐ Full Total
1 2 3 1 2 3
New Congo
8:16:00 AM BSS 9400 Big Bus 1:02 Nil E L 940 1,060 S 1,800 0.118 S 2,060 0.118 ‐ 0 0.236
1 Amsterdam Creek
R 860 1,000
East Bank
8:22:00 AM GMM 7229 Tanker 1:02:02 Fuel P Corentyne L 1,810 2,460 2,610 S 3,760 0.118 S 4,970 0.399 S 4,700 0.399 0.916
2 Berbice
R 1,950 2,510 2,090
New East Bank
8:35:00 AM _ Pick up 1:02 Passenger P L 560 400 S 1,080 0.118 S 750 0.0003 ‐ 0 0.1183
3 Amsterdam Berbice
R 520 350
8:38:00 AM GRR 2231 Truck 1:01 Goods P Corentyne De Kinderen L 1,450 1,610 S 2,780 0.118 S 3,130 0.118 ‐ 0 0.236
4
R 1,330 1,520
New East Bank
8:41:00 AM GGG 1067 Truck 1:02 Passenger P L 1,680 2,680 S 3,190 0.118 S 4,890 0.399 ‐ 0 0.517
5 Amsterdam Berbice
R 1,510 2,210
Tractor &
8:56:00 AM 24560 1:01:01 Nil E Vryheid Rotter Dam L 260 770 720 S 540 0.0003 S 1,560 0.118 S 1,460 0.118 0.2363
6 trailer
R 280 790 740
8:58:00 AM GJJ 7143 Canter 1:02 Nil E Plegt Anker Glasgow L 600 410 S 1,310 0.118 S 1,010 0.118 ‐ 0 0.236
7
R 710 600
West Coast
9:00:00 AM GJJ 9437 Canter 1:02 Goods P Sisters L 1,170 1,920 S 2,180 0.118 S 3,570 0.118 ‐ 0 0.236
8 Berbice
R 1,010 1,650
New East Bank
9:02:00 AM 24524 Tractor 1:01:02 Earth F L 1,410 2,350 2,120 S 2,910 0.118 S 4,950 0.399 S 4,420 0.118 0.635
9 Amsterdam Berbice
R 1,500 2,600 2,300
New
9:05:00 AM GRR 7387 Truck 1:02 Passenger P Everton L 1,700 1,560 S 3,430 0.118 S 3,360 0.118 ‐ 0 0.236
10 Amsterdam
R 1,730 1,800
New East Bank
9:24:00 AM GHH 1062 Canter 1:02 Passenger P L 660 420 S 1,400 0.118 S 1,030 0.118 ‐ 0 0.236
11 Amsterdam Berbice
R 740 610
New
9:30:00 AM GSS 3583 Canter 1:02 Passenger P Brothers L 640 500 S 1,290 0.118 S 950 0.118 ‐ 0 0.236
12 Amsterdam
R 650 450
New
9:40:00 AM GNN 6513 Tanker 1:02 Passenger P Belle Vue L 2,020 1,950 S 4,160 0.118 S 3,750 0.118 ‐ 0 0.236
13 Amsterdam
R 2,140 1,800
New East Bank
9:50:00 AM GNN 321 Canter 1:02 Equipment F L 620 1,510 S 1,210 0.118 S 3,140 0.118 ‐ 0 0.236
R 590 1,630
East Bank
10:15:00 AM GRR 7929 Canter 1:02 Passenger P Corentyne L 850 550 S 1,670 0.118 S 1,130 0.118 ‐ 0 0.236
15 Berbice
R 820 580
New
10:17:00 AM GPP 235 Canter 1:02 Goods P Lons Dale L 870 480 S 1,670 0.118 S 890 0.0003 ‐ 0 0.1183
16 Amsterdam
R 800 410
New East Bank
10:25:00 AM GSS 3277 Truck 1:02 Nil E L 1,390 880 S 2,870 0.118 S 1,660 0.118 ‐ 0 0.236
R 1,480 780
New
10:27:00 AM GMM 4383 Tanker 1:02:02 Nil E Sisters L 2,440 1,900 1,850 S 4,970 0.399 S 3,250 0.118 S 3,140 0.118 0.635
18 Amsterdam
R 2,530 1,350 1,290
10:40:00 AM GRR 9117 Canter 1:02 Goods P Corentyne

East Bank
L 1,550 2,240 S 3,050 0.118 S 4,460 0.118 ‐ 079 0.236
19 Berbice
R 1,500 2,220
New
10:42:00 AM GGG 2047 Canter 1:02 Passenger P Friends L 550 620 S 1,170 0.118 S 1,140 0.118 ‐ 0 0.236
20 Amsterdam
R 620 520
Appendix F: Design Charts and Cross Sections
Figure 6: Chart for estimating structural layer coefficient of dense graded Asphalt concrete
(Sourced from Part II Chapter 2 of the AASHTO design of Pavement structures, 1993)
80
Figure 7: Variation in a2 for cement- treated bases (Sourced from Part II Chapter 2 of the
AASHTO design of pavement structures, 1993)
81
Figure 8: Variations in Granular Subbase layer coefficient (Sourced from Part II Chapter 2 of the
AASHTO design of pavement structures, 1993)
82
Figure 9: Design Chart for Flexible Pavement (Sourced from Part II Chapter 3 of the AASHTO
design of pavement structures, 1993)
83
84
Figure 10: Design Chart for Rigid Pavements (Sourced from Part II Chapter 3 of the AASHTO
design of pavement structures, 1993)
85
Figure 11: Cross- sectional view of proposed layer design for flexible pavement option.
Figure 12: Cross- sectional view of proposed layer design for rigid pavement option.
86
Appendix G: DCP Results

Station 1 @ 0+000: Eastbound Side
Accumulative DCP Index
No. of Blows Hammer factor CBR (%)
Penetration (mm) (mm/blow)
0 0
5 25 5 1 48.1
5 52 10.4 1 21.2
5 60 12 1 18.1
5 74 14.8 1 14.3
5 81 16.2 1 12.9
5 84 16.8 1 12.4
5 90 18 1 11.5
5 105 21 1 9.6
5 111 22.2 1 9.1
5 119 23.8 1 8.4
5 125 25 1 7.9
5 132 26.4 1 7.5
5 137 27.4 1 7.2
5 141 28.2 1 6.9
5 144 28.8 1 6.8
5 150 30 1 6.5
5 155 31 1 6.2
5 162 32.4 1 5.9
5 166 33.2 1 5.8
5 168 33.6 1 5.7
5 174 34.8 1 5.5
5 180 36 1 5.3
5 183 36.6 1 5.2
5 188 37.6 1 5.0
5 196 39.2 1 4.8
5 202 40.4 1 4.6
5 204 40.8 1 4.6
5 211 42.2 1 4.4
5 217 43.4 1 4.3
5 220 44 1 4.2
5 225 45 1 4.1
5 229 45.8 1 4.0
5 236 47.2 1 3.9
5 241 48.2 1 3.8
5 247 49.4 1 3.7
5 253 50.6 1 3.6
5 258 51.6 1 3.5
5 264 52.8 1 3.4
5 270 54 1 3.4
5 274 54.8 1 3.3
5 281 56.2 1 3.2
5 286 57.2 1 3.1
5 290 58 1 3.1
5 297 59.4 1 3.0
5 300 60 1 3.0
5 305 61 1 2.9
5 311 62.2 1 2.9
5 316 63.2 1 2.8
5 321 64.2 1 2.8
5 327 65.4 1 2.7
5 333 66.6 1 2.6
5 338 67.6 1 2.6
5 342 68.4 1 2.6
5 347 69.4 1 2.5
5 351 70.2 1 2.5
5 357 71.4 1 2.5
5 362 72.4 1 2.4
10 365 36.5 1 5.2
10 371 37.1 1 5.1
10 375 37.5 1 5.0
10 379 37.9 1 5.0
10 383 38.3 1 4.9
5 388 77.6 1 2.2
5 394 78.8 1 2.2
5 400 80 1 2.2
5 405 81 1 2.1
5 410 82 1 2.1
5 416 83.2 1 2.1
5 422 84.4 1 2.0
5 429 85.8 1 2.0
10 435 43.5 1 4.3
10 441 44.1 1 4.2
10 448 44.8 1 4.1
10 454 45.4 1 4.1
10 462 46.2 1 4.0
10 471 47.1 1 3.9
5 480 96 1 1.8 87
5 489 97.8 1 1.7
5 500 100 1 1.7
Station 2 @ 0+100: Westbound Side
0 0
5 27 5.4 1 44.2
5 57 11.4 1 19.1
5 70 14 1 15.2
5 85 17 1 12.2
5 99 19.8 1 10.3
5 106 21.2 1 9.5
5 118 23.6 1 8.5
5 128 25.6 1 7.7
5 137 27.4 1 7.2
5 150 30 1 6.5
5 161 32.2 1 6.0
5 173 34.6 1 5.5
5 180 36 1 5.3
5 185 37 1 5.1
5 193 38.6 1 4.9
5 200 40 1 4.7
5 212 42.4 1 4.4
5 220 44 1 4.2
5 225 45 1 4.1
5 230 46 1 4.0
5 240 48 1 3.8
5 248 49.6 1 3.7
5 252 50.4 1 3.6
5 256 51.2 1 3.6
5 260 52 1 3.5
5 270 54 1 3.4
5 274 54.8 1 3.3
5 278 55.6 1 3.2
5 280 56 1 3.2
5 285 57 1 3.2
5 290 58 1 3.1
5 295 59 1 3.0
5 299 59.8 1 3.0
5 303 60.6 1 2.9
5 310 62 1 2.9
5 315 63 1 2.8
5 321 64.2 1 2.8
5 324 64.8 1 2.7
5 329 65.8 1 2.7
5 333 66.6 1 2.6
5 338 67.6 1 2.6
5 342 68.4 1 2.6
5 347 69.4 1 2.5
5 351 70.2 1 2.5
5 357 71.4 1 2.5
5 361 72.2 1 2.4
5 366 73.2 1 2.4
5 370 74 1 2.4
5 374 74.8 1 2.3
5 377 75.4 1 2.3
5 381 76.2 1 2.3
5 385 77 1 2.3
5 390 78 1 2.2
5 396 79.2 1 2.2
5 400 80 1 2.2
5 407 81.4 1 2.1
5 411 82.2 1 2.1
5 415 83 1 2.1
5 420 84 1 2.0
5 424 84.8 1 2.0
5 429 85.8 1 2.0
5 435 87 1 2.0
5 444 88.8 1 1.9
5 450 90 1 1.9
10 453 45.3 1 4.1
10 458 45.8 1 4.0
10 462 46.2 1 4.0
10 464 46.4 1 4.0
10 468 46.8 1 3.9
10 472 47.2 1 3.9
10 477 47.7 1 3.8
10 482 48.2 1 3.8
10 490 49 1 3.7
10 500 50 1 3.7
5 508 101.6 1 1.7
5 515 103 1 1.6
5 520 104 1 1.6 88
5 525 105 1 1.6
5 530 106 1 1.6
0 0
5 20 4 1 61.8
5 44 8.8 1 25.6
5 60 12 1 18.1
5 72 14.4 1 14.7
5 81 16.2 1 12.9
5 91 18.2 1 11.3
5 97 19.4 1 10.5
5 106 21.2 1 9.5
5 109 21.8 1 9.3
5 119 23.8 1 8.4
5 125 25 1 7.9
5 132 26.4 1 7.5
5 139 27.8 1 7.0
5 144 28.8 1 6.8
5 150 30 1 6.5
5 156 31.2 1 6.2
5 162 32.4 1 5.9
5 166 33.2 1 5.8
5 172 34.4 1 5.6
5 180 36 1 5.3
5 184 36.8 1 5.1
5 190 38 1 5.0
5 200 40 1 4.7
5 206 41.2 1 4.5
5 211 42.2 1 4.4
5 217 43.4 1 4.3
5 222 44.4 1 4.2
5 228 45.6 1 4.0
5 237 47.4 1 3.9
5 240 48 1 3.8
5 245 49 1 3.7
5 252 50.4 1 3.6
5 259 51.8 1 3.5
5 265 53 1 3.4
5 270 54 1 3.4
5 274 54.8 1 3.3
5 277 55.4 1 3.3
5 282 56.4 1 3.2
5 289 57.8 1 3.1
5 294 58.8 1 3.0
5 300 60 1 3.0
5 306 61.2 1 2.9
5 310 62 1 2.9
5 317 63.4 1 2.8
5 321 64.2 1 2.8
5 329 65.8 1 2.7
5 336 67.2 1 2.6
5 340 68 1 2.6
5 346 69.2 1 2.5
5 351 70.2 1 2.5
5 357 71.4 1 2.5
5 361 72.2 1 2.4
5 369 73.8 1 2.4
5 373 74.6 1 2.3
5 379 75.8 1 2.3
5 384 76.8 1 2.3
5 389 77.8 1 2.2
10 400 40 1 4.7
10 421 42.1 1 4.4
10 435 43.5 1 4.3
10 446 44.6 1 4.2
10 458 45.8 1 4.0
5 462 92.4 1 1.8
5 470 94 1 1.8
5 477 95.4 1 1.8
5 483 96.6 1 1.7
5 490 98 1 1.7
5 499 99.8 1 1.7
5 505 101 1 1.7
5 512 102.4 1 1.6
10 515 51.5 1 3.5
10 527 52.7 1 3.4
10 540 54 1 3.4
10 552 55.2 1 3.3
5 560 112 1 1.5
5 566 113.2 1 1.5
5 570 114 1 1.5 89
5 579 115.8 1 1.4
5 583 116.6 1 1.4

0 0
5 25 5 1 48.1
5 52 10.4 1 21.2
5 59 11.8 1 18.4
5 67 13.4 1 16.0
5 77 15.4 1 13.7
5 84 16.8 1 12.4
5 90 18 1 11.5
5 99 19.8 1 10.3
5 108 21.6 1 9.3
5 117 23.4 1 8.5
5 125 25 1 7.9
5 134 26.8 1 7.3
5 142 28.4 1 6.9
5 147 29.4 1 6.6
5 152 30.4 1 6.4
5 157 31.4 1 6.1
5 164 32.8 1 5.9
5 170 34 1 5.6
5 174 34.8 1 5.5
5 179 35.8 1 5.3
5 184 36.8 1 5.1
5 188 37.6 1 5.0
5 193 38.6 1 4.9
5 199 39.8 1 4.7
5 206 41.2 1 4.5
5 210 42 1 4.4
5 216 43.2 1 4.3
5 223 44.6 1 4.2
5 229 45.8 1 4.0
5 235 47 1 3.9
5 240 48 1 3.8
5 248 49.6 1 3.7
5 256 51.2 1 3.6
5 264 52.8 1 3.4
5 270 54 1 3.4
5 276 55.2 1 3.3
5 283 56.6 1 3.2
5 288 57.6 1 3.1
5 294 58.8 1 3.0
5 300 60 1 3.0
5 308 61.6 1 2.9
5 315 63 1 2.8
5 321 64.2 1 2.8
5 328 65.6 1 2.7
5 335 67 1 2.6
5 344 68.8 1 2.6
5 350 70 1 2.5
5 355 71 1 2.5
5 361 72.2 1 2.4
5 368 73.6 1 2.4
5 372 74.4 1 2.3
5 375 75 1 2.3
5 382 76.4 1 2.3
5 389 77.8 1 2.2
5 395 79 1 2.2
5 400 80 1 2.2
5 406 81.2 1 2.1
10 420 42 1 4.4
10 434 43.4 1 4.3
10 445 44.5 1 4.2
10 454 45.4 1 4.1
10 467 46.7 1 3.9
5 472 94.4 1 1.8
5 479 95.8 1 1.8
5 485 97 1 1.7
5 490 98 1 1.7
5 498 99.6 1 1.7
5 505 101 1 1.7
5 510 102 1 1.6
5 514 102.8 1 1.6
10 524 52.4 1 3.5
10 538 53.8 1 3.4
10 549 54.9 1 3.3
10 562 56.2 1 3.2
5 567 113.4 1 1.5
5 572 114.4 1 1.4
5 581 116.2 1 1.4
10 599 59.9 1 3.0 90
10 615 61.5 1 2.9

0 0
5 25 5 1 48.1
5 52 10.4 1 21.2
5 60 12 1 18.1
5 74 14.8 1 14.3
5 83 16.6 1 12.6
5 89 17.8 1 11.6
5 95 19 1 10.8
5 104 20.8 1 9.8
5 112 22.4 1 9.0
5 119 23.8 1 8.4
5 125 25 1 7.9
5 132 26.4 1 7.5
5 137 27.4 1 7.2
5 142 28.4 1 6.9
5 148 29.6 1 6.6
5 156 31.2 1 6.2
5 162 32.4 1 5.9
5 169 33.8 1 5.7
5 175 35 1 5.4
5 183 36.6 1 5.2
5 189 37.8 1 5.0
5 194 38.8 1 4.9
5 199 39.8 1 4.7
5 202 40.4 1 4.6
5 210 42 1 4.4
5 216 43.2 1 4.3
5 222 44.4 1 4.2
5 227 45.4 1 4.1
5 235 47 1 3.9
5 242 48.4 1 3.8
5 247 49.4 1 3.7
5 251 50.2 1 3.6
5 259 51.8 1 3.5
5 265 53 1 3.4
5 272 54.4 1 3.3
5 279 55.8 1 3.2
5 283 56.6 1 3.2
5 288 57.6 1 3.1
5 292 58.4 1 3.1
5 300 60 1 3.0
5 306 61.2 1 2.9
5 311 62.2 1 2.9
5 317 63.4 1 2.8
5 324 64.8 1 2.7
5 330 66 1 2.7
5 335 67 1 2.6
5 342 68.4 1 2.6
5 349 69.8 1 2.5
5 352 70.4 1 2.5
5 359 71.8 1 2.4
5 363 72.6 1 2.4
5 370 74 1 2.4
5 375 75 1 2.3
5 380 76 1 2.3
5 389 77.8 1 2.2
5 394 78.8 1 2.2
5 400 80 1 2.2
10 415 41.5 1 4.5
10 429 42.9 1 4.3
10 440 44 1 4.2
10 453 45.3 1 4.1
10 469 46.9 1 3.9
5 474 94.8 1 1.8
5 480 96 1 1.8
5 486 97.2 1 1.7
5 491 98.2 1 1.7
5 499 99.8 1 1.7
5 506 101.2 1 1.7
5 511 102.2 1 1.6
5 519 103.8 1 1.6
10 530 53 1 3.4
10 542 54.2 1 3.3
10 557 55.7 1 3.2
10 560 56 1 3.2
5 566 113.2 1 1.5
5 570 114 1 1.5
5 576 115.2 1 1.4 91
5 580 116 1 1.4
5 590 118 1 1.4

0 0
5 24 4.8 1 50.4
5 52 10.4 1 21.2
5 59 11.8 1 18.4
5 75 15 1 14.1
5 81 16.2 1 12.9
5 88 17.6 1 11.8
5 96 19.2 1 10.7
5 105 21 1 9.6
5 111 22.2 1 9.1
5 119 23.8 1 8.4
5 125 25 1 7.9
5 132 26.4 1 7.5
5 140 28 1 7.0
5 147 29.4 1 6.6
5 155 31 1 6.2
5 161 32.2 1 6.0
5 166 33.2 1 5.8
5 172 34.4 1 5.6
5 177 35.4 1 5.4
5 183 36.6 1 5.2
5 188 37.6 1 5.0
5 193 38.6 1 4.9
5 200 40 1 4.7
5 207 41.4 1 4.5
5 215 43 1 4.3
5 220 44 1 4.2
5 227 45.4 1 4.1
5 235 47 1 3.9
5 240 48 1 3.8
5 244 48.8 1 3.8
5 249 49.8 1 3.7
5 255 51 1 3.6
5 262 52.4 1 3.5
5 269 53.8 1 3.4
5 274 54.8 1 3.3
5 280 56 1 3.2
5 287 57.4 1 3.1
5 292 58.4 1 3.1
5 297 59.4 1 3.0
5 302 60.4 1 3.0
5 308 61.6 1 2.9
5 314 62.8 1 2.8
5 322 64.4 1 2.8
5 329 65.8 1 2.7
5 335 67 1 2.6
5 342 68.4 1 2.6
5 349 69.8 1 2.5
5 353 70.6 1 2.5
5 358 71.6 1 2.4
5 362 72.4 1 2.4
5 369 73.8 1 2.4
5 374 74.8 1 2.3
5 380 76 1 2.3
5 387 77.4 1 2.2
5 392 78.4 1 2.2
5 399 79.8 1 2.2
5 404 80.8 1 2.1
10 415 41.5 1 4.5
10 426 42.6 1 4.4
10 440 44 1 4.2
10 451 45.1 1 4.1
10 462 46.2 1 4.0
5 466 93.2 1 1.8
5 472 94.4 1 1.8
5 477 95.4 1 1.8
5 482 96.4 1 1.8
5 486 97.2 1 1.7
5 491 98.2 1 1.7
5 497 99.4 1 1.7
5 502 100.4 1 1.7
10 514 51.4 1 3.5
10 525 52.5 1 3.5
10 534 53.4 1 3.4
10 545 54.5 1 3.3
5 560 112 1 1.5
5 567 113.4 1 1.5
10 580 58 1 3.1 92
10 591 59.1 1 3.0
10 610 61 1 2.9

0 0
5 25 5 1 48.1
5 50 10 1 22.2
5 60 12 1 18.1
5 74 14.8 1 14.3
5 80 16 1 13.1
5 87 17.4 1 11.9
5 94 18.8 1 10.9
5 105 21 1 9.6
5 110 22 1 9.2
5 118 23.6 1 8.5
5 126 25.2 1 7.9
5 134 26.8 1 7.3
5 140 28 1 7.0
5 145 29 1 6.7
5 149 29.8 1 6.5
5 154 30.8 1 6.3
5 160 32 1 6.0
5 165 33 1 5.8
5 171 34.2 1 5.6
5 176 35.2 1 5.4
5 183 36.6 1 5.2
5 189 37.8 1 5.0
5 194 38.8 1 4.9
5 200 40 1 4.7
5 210 42 1 4.4
5 217 43.4 1 4.3
5 224 44.8 1 4.1
5 230 46 1 4.0
5 238 47.6 1 3.9
5 243 48.6 1 3.8
5 249 49.8 1 3.7
5 254 50.8 1 3.6
5 261 52.2 1 3.5
5 268 53.6 1 3.4
5 273 54.6 1 3.3
5 279 55.8 1 3.2
5 285 57 1 3.2
5 292 58.4 1 3.1
5 298 59.6 1 3.0
5 305 61 1 2.9
5 315 63 1 2.8
5 321 64.2 1 2.8
5 329 65.8 1 2.7
5 336 67.2 1 2.6
5 343 68.6 1 2.6
5 350 70 1 2.5
5 356 71.2 1 2.5
5 362 72.4 1 2.4
5 369 73.8 1 2.4
5 375 75 1 2.3
5 383 76.6 1 2.3
5 388 77.6 1 2.2
5 393 78.6 1 2.2
5 400 80 1 2.2
5 407 81.4 1 2.1
5 415 83 1 2.1
5 421 84.2 1 2.0
10 432 43.2 1 4.3
10 444 44.4 1 4.2
10 455 45.5 1 4.1
10 467 46.7 1 3.9
10 477 47.7 1 3.8
5 481 96.2 1 1.8
5 486 97.2 1 1.7
5 491 98.2 1 1.7
5 499 99.8 1 1.7
5 505 101 1 1.7
5 512 102.4 1 1.6
5 518 103.6 1 1.6
5 523 104.6 1 1.6
10 534 53.4 1 3.4
10 545 54.5 1 3.3
10 557 55.7 1 3.2
10 566 56.6 1 3.2
5 570 114 1 1.5
5 575 115 1 1.4
5 583 116.6 1 1.4
10 599 59.9 1 3.0
93
10 616 61.6 1 2.9
Station8 @ 0+700: Westbound Side

0 0
5 25 5 1 48.1
5 52 10.4 1 21.2
5 61 12.2 1 17.7
5 74 14.8 1 14.3
5 81 16.2 1 12.9
5 87 17.4 1 11.9
5 94 18.8 1 10.9
5 105 21 1 9.6
5 111 22.2 1 9.1
5 119 23.8 1 8.4
5 126 25.2 1 7.9
5 133 26.6 1 7.4
5 140 28 1 7.0
5 146 29.2 1 6.7
5 153 30.6 1 6.3
5 160 32 1 6.0
5 167 33.4 1 5.7
5 174 34.8 1 5.5
5 180 36 1 5.3
5 188 37.6 1 5.0
5 194 38.8 1 4.9
5 201 40.2 1 4.7
5 206 41.2 1 4.5
5 213 42.6 1 4.4
5 223 44.6 1 4.2
5 230 46 1 4.0
5 237 47.4 1 3.9
5 242 48.4 1 3.8
5 249 49.8 1 3.7
5 254 50.8 1 3.6
5 261 52.2 1 3.5
5 267 53.4 1 3.4
5 274 54.8 1 3.3
5 280 56 1 3.2
5 287 57.4 1 3.1
5 294 58.8 1 3.0
5 301 60.2 1 3.0
5 309 61.8 1 2.9
5 315 63 1 2.8
5 323 64.6 1 2.7
5 330 66 1 2.7
5 336 67.2 1 2.6
5 342 68.4 1 2.6
5 349 69.8 1 2.5
5 353 70.6 1 2.5
5 358 71.6 1 2.4
5 363 72.6 1 2.4
5 370 74 1 2.4
5 376 75.2 1 2.3
5 383 76.6 1 2.3
5 389 77.8 1 2.2
5 394 78.8 1 2.2
5 400 80 1 2.2
5 405 81 1 2.1
5 411 82.2 1 2.1
5 416 83.2 1 2.1
5 422 84.4 1 2.0
10 432 43.2 1 4.3
10 445 44.5 1 4.2
10 464 46.4 1 4.0
10 473 47.3 1 3.9
10 384 38.4 1 4.9
5 490 98 1 1.7
5 494 98.8 1 1.7
5 499 99.8 1 1.7
5 505 101 1 1.7
5 510 102 1 1.6
5 516 103.2 1 1.6
5 522 104.4 1 1.6
5 529 105.8 1 1.6
10 540 54 1 3.4
10 551 55.1 1 3.3
10 562 56.2 1 3.2
10 573 57.3 1 3.1
5 580 116 1 1.4
10 600 60 1 3.0
10 620 62 1 2.9
10 635 63.5 1 2.8
94
10 641 64.1 1 2.8

0 0
5 24 4.8 1 50.4
5 52 10.4 1 21.2
5 60 12 1 18.1
5 74 14.8 1 14.3
5 82 16.4 1 12.7
5 91 18.2 1 11.3
5 96 19.2 1 10.7
5 105 21 1 9.6
5 111 22.2 1 9.1
5 120 24 1 8.3
5 125 25 1 7.9
5 133 26.6 1 7.4
5 137 27.4 1 7.2
5 144 28.8 1 6.8
5 150 30 1 6.5
5 156 31.2 1 6.2
5 163 32.6 1 5.9
5 169 33.8 1 5.7
5 175 35 1 5.4
5 182 36.4 1 5.2
5 189 37.8 1 5.0
5 195 39 1 4.8
5 202 40.4 1 4.6
5 209 41.8 1 4.5
5 215 43 1 4.3
5 223 44.6 1 4.2
5 229 45.8 1 4.0
5 234 46.8 1 3.9
5 240 48 1 3.8
5 246 49.2 1 3.7
5 251 50.2 1 3.6
5 258 51.6 1 3.5
5 264 52.8 1 3.4
5 271 54.2 1 3.3
5 276 55.2 1 3.3
5 284 56.8 1 3.2
5 290 58 1 3.1
5 297 59.4 1 3.0
5 302 60.4 1 3.0
5 309 61.8 1 2.9
5 316 63.2 1 2.8
5 323 64.6 1 2.7
5 330 66 1 2.7
5 337 67.4 1 2.6
5 342 68.4 1 2.6
5 348 69.6 1 2.5
5 352 70.4 1 2.5
5 359 71.8 1 2.4
5 365 73 1 2.4
5 372 74.4 1 2.3
5 380 76 1 2.3
5 387 77.4 1 2.2
5 394 78.8 1 2.2
5 400 80 1 2.2
5 405 81 1 2.1
5 411 82.2 1 2.1
5 417 83.4 1 2.1
10 428 42.8 1 4.3
10 440 44 1 4.2
10 453 45.3 1 4.1
10 464 46.4 1 4.0
10 476 47.6 1 3.9
5 482 96.4 1 1.8
5 489 97.8 1 1.7
5 494 98.8 1 1.7
5 500 100 1 1.7
5 505 101 1 1.7
5 512 102.4 1 1.6
5 518 103.6 1 1.6
5 524 104.8 1 1.6
10 534 53.4 1 3.4
10 542 54.2 1 3.3
10 555 55.5 1 3.2
10 568 56.8 1 3.2
5 573 114.6 1 1.4
5 580 116 1 1.4
5 587 117.4 1 1.4
10 600 60 1 3.0
95
10 620 62 1 2.9

Accumulative
DCP Index
No. of Blows Penetration Hammer factor CBR (%)
(mm/blow)
(mm)
0 0
5 25 5 1 48.1
5 52 10.4 1 21.2
5 62 12.4 1 17.4
5 74 14.8 1 14.3
5 82 16.4 1 12.7
5 90 18 1 11.5
5 96 19.2 1 10.7
5 105 21 1 9.6
5 112 22.4 1 9.0
5 120 24 1 8.3
5 125 25 1 7.9
5 131 26.2 1 7.5
5 137 27.4 1 7.2
5 143 28.6 1 6.8
5 149 29.8 1 6.5
5 156 31.2 1 6.2
5 164 32.8 1 5.9
5 170 34 1 5.6
5 177 35.4 1 5.4
5 184 36.8 1 5.1
5 190 38 1 5.0
5 195 39 1 4.8
5 201 40.2 1 4.7
5 207 41.4 1 4.5
5 213 42.6 1 4.4
5 220 44 1 4.2
5 227 45.4 1 4.1
5 234 46.8 1 3.9
5 240 48 1 3.8
5 245 49 1 3.7
5 252 50.4 1 3.6
5 259 51.8 1 3.5
5 265 53 1 3.4
5 271 54.2 1 3.3
5 279 55.8 1 3.2
5 285 57 1 3.2
5 290 58 1 3.1
5 295 59 1 3.0
5 302 60.4 1 3.0
5 308 61.6 1 2.9
5 315 63 1 2.8
5 321 64.2 1 2.8
5 326 65.2 1 2.7
5 333 66.6 1 2.6
5 340 68 1 2.6
5 345 69 1 2.5
5 352 70.4 1 2.5
5 360 72 1 2.4
5 365 73 1 2.4
5 371 74.2 1 2.3
5 377 75.4 1 2.3
5 383 76.6 1 2.3
5 389 77.8 1 2.2
5 394 78.8 1 2.2
5 400 80 1 2.2
5 405 81 1 2.1
5 411 82.2 1 2.1
10 421 42.1 1 4.4
10 433 43.3 1 4.3
10 444 44.4 1 4.2
10 456 45.6 1 4.0
10 469 46.9 1 3.9
5 474 94.8 1 1.8
5 480 96 1 1.8
5 486 97.2 1 1.7
5 493 98.6 1 1.7
5 500 100 1 1.7
5 505 101 1 1.7
5 510 102 1 1.6
5 514 102.8 1 1.6
10 524 52.4 1 3.5
10 533 53.3 1 3.4
10 545 54.5 1 3.3
10 558 55.8 1 3.2
5 563 112.6 1 1.5
5 570 114 1 1.5
10 584 58.4 1 3.1
10 605 60.5 1 2.9 96
5 615 123 1 1.3

0 0
5 25 5 1 48.1
5 50 10 1 22.2
5 60 12 1 18.1
5 73 14.6 1 14.5
5 81 16.2 1 12.9
5 88 17.6 1 11.8
5 95 19 1 10.8
5 105 21 1 9.6
5 111 22.2 1 9.1
5 120 24 1 8.3
5 125 25 1 7.9
5 132 26.4 1 7.5
5 137 27.4 1 7.2
5 143 28.6 1 6.8
5 150 30 1 6.5
5 155 31 1 6.2
5 162 32.4 1 5.9
5 168 33.6 1 5.7
5 173 34.6 1 5.5
5 179 35.8 1 5.3
5 184 36.8 1 5.1
5 190 38 1 5.0
5 197 39.4 1 4.8
5 204 40.8 1 4.6
5 210 42 1 4.4
5 215 43 1 4.3
5 221 44.2 1 4.2
5 227 45.4 1 4.1
5 235 47 1 3.9
5 240 48 1 3.8
5 246 49.2 1 3.7
5 252 50.4 1 3.6
5 259 51.8 1 3.5
5 266 53.2 1 3.4
5 272 54.4 1 3.3
5 277 55.4 1 3.3
5 283 56.6 1 3.2
5 288 57.6 1 3.1
5 294 58.8 1 3.0
5 300 60 1 3.0
5 305 61 1 2.9
5 312 62.4 1 2.8
5 318 63.6 1 2.8
5 323 64.6 1 2.7
5 330 66 1 2.7
5 335 67 1 2.6
5 340 68 1 2.6
5 347 69.4 1 2.5
5 353 70.6 1 2.5
5 360 72 1 2.4
5 366 73.2 1 2.4
5 372 74.4 1 2.3
5 379 75.8 1 2.3
5 384 76.8 1 2.3
5 390 78 1 2.2
5 395 79 1 2.2
5 400 80 1 2.2
10 412 41.2 1 4.5
10 423 42.3 1 4.4
10 435 43.5 1 4.3
10 446 44.6 1 4.2
10 460 46 1 4.0
5 465 93 1 1.8
5 470 94 1 1.8
5 476 95.2 1 1.8
5 382 76.4 1 2.3
5 486 97.2 1 1.7
5 491 98.2 1 1.7
5 499 99.8 1 1.7
5 504 100.8 1 1.7
10 514 51.4 1 3.5
10 526 52.6 1 3.5
10 538 53.8 1 3.4
10 550 55 1 3.3
5 555 111 1 1.5
5 563 112.6 1 1.5
5 569 113.8 1 1.5
5 573 114.6 1 1.4 97
10 600 60 1 3.0

0 0
5 25 5 1 48.1
5 47 9.4 1 23.7
5 59 11.8 1 18.4
5 72 14.4 1 14.7
5 81 16.2 1 12.9
5 90 18 1 11.5
5 97 19.4 1 10.5
5 105 21 1 9.6
5 112 22.4 1 9.0
5 119 23.8 1 8.4
5 125 25 1 7.9
5 132 26.4 1 7.5
5 137 27.4 1 7.2
5 143 28.6 1 6.8
5 149 29.8 1 6.5
5 154 30.8 1 6.3
5 160 32 1 6.0
5 165 33 1 5.8
5 170 34 1 5.6
5 176 35.2 1 5.4
5 181 36.2 1 5.2
5 188 37.6 1 5.0
5 193 38.6 1 4.9
5 197 39.4 1 4.8
5 204 40.8 1 4.6
5 210 42 1 4.4
5 215 43 1 4.3
5 222 44.4 1 4.2
5 228 45.6 1 4.0
5 235 47 1 3.9
5 240 48 1 3.8
5 248 49.6 1 3.7
5 254 50.8 1 3.6
5 260 52 1 3.5
5 266 53.2 1 3.4
5 273 54.6 1 3.3
5 280 56 1 3.2
5 285 57 1 3.2
5 293 58.6 1 3.1
5 300 60 1 3.0
5 304 60.8 1 2.9
5 310 62 1 2.9
5 316 63.2 1 2.8
5 321 64.2 1 2.8
5 327 65.4 1 2.7
5 334 66.8 1 2.6
5 340 68 1 2.6
5 345 69 1 2.5
5 351 70.2 1 2.5
5 357 71.4 1 2.5
5 362 72.4 1 2.4
5 368 73.6 1 2.4
5 374 74.8 1 2.3
5 380 76 1 2.3
5 384 76.8 1 2.3
5 389 77.8 1 2.2
5 395 79 1 2.2
10 406 40.6 1 4.6
10 420 42 1 4.4
10 432 43.2 1 4.3
10 444 44.4 1 4.2
10 456 45.6 1 4.0
5 460 92 1 1.8
5 466 93.2 1 1.8
5 470 94 1 1.8
5 475 95 1 1.8
5 480 96 1 1.8
5 485 97 1 1.7
5 491 98.2 1 1.7
5 498 99.6 1 1.7
10 514 51.4 1 3.5
10 526 52.6 1 3.5
10 538 53.8 1 3.4
10 550 55 1 3.3
5 557 111.4 1 1.5
5 564 112.8 1 1.5
5 570 114 1 1.5
10 595 59.5 1 3.0 98
10 616 61.6 1 2.9

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Neil Beeraspat USI # 1012008

A Re- Design of the East Bank Berbice Road (Islington to Glasgow)

The Final Report Submitted by: Neil Beeraspat

Department of Civil with Environmental Engineering

Supervisor: Mr. R. Roberts

7th July 2017

 To God for bestowing upon me the knowledge, wisdom and understanding to

EBB- East Bank Berbice

HMA- Hot Mix Asphalt

WMA- Warm Mix Asphalt

DCP- Dynamic Cone Penetration test

AASHTO- American Association of State Highway and Transportation Official

Overall Standard Deviation - So

Effective Roadbed Soil Resilient Modulus - MR

Initial Serviceability Index - Po

Change in Serviceability - PSI

Modulus of Subgrade Reaction -K

Concrete Elastic Modulus - Ec

Mean Concrete Modulus of Rupture - S’c

Load Transfer Coefficient -J

Compressive Strength of Concrete - f 'c

Figure 1: Map showing boundaries of the study area……………………………………… (14)

Figure 2: Modulus of Subgrade Reaction………………………………………………….. (20)

Figure 3: Flow Chart showing the stages of the methodology……………………………… (27)

Figure 4: Shows duration of project as well as each task………………………………….. (28)

Figure 5: Critical Path Analysis…………………………………………………………… (31)

Figure 7: Variations in a2 for cement treated bases…………………………………………. (81)

Figure 8: Variations in Granular layer coefficients…………………………………………. (82)

Figure 9: Design Charts for Flexible Pavements…………………………………………….. (83)

Figure 10: Design Charts for Rigid Pavements…………………………………………..…. (85)

Table 1: Recommended levels of Reliability for Various Functional Classifications…….. (18)

Table 3: Recommended Values of Drainage Coefficients for rigid Pavements………….. (23)

Table 4: Table showing the Activity sheet………………………………………………… (30)

Table 5: Pavement Design Input Parameters……………………………………………… (33)

Table 6: Rigid Pavement Design Input Parameters………………………………………. (35)

Table 7: Table showing proposed budget…………………………………………………. (50)

Table 8: Benkelman Bean Deflection Test Results……………………………………….. (78)

Table 9: Axle Load Survey Results……………………………………………………….. (79)

1.2 Statement of Problem

1.3 Research Question

The objectives of this research are as follows:

 To evaluate the present condition of the road by conducting a condition survey.

Figure 1: Map showing boundaries of the study area

2.0 Literature Review

2.0.1 Paving of Roads

2.0.2 Drainage methods used for Pavements

2.0.4 Pavement Design

2.0.5 Design Input

Table 1: Recommended levels of Reliability for Various Functional Classifications (Sourced

2.0.5.1.3 Standard Deviation

2.0.5.1.4 Equivalent Single Axle Load (ESAL)

The estimated total 18 kip ESAL is determined by the following equation:

ESAL = ADT*T*Tf *G*D*L*365*Y where;

ADT Average Daily Traffic

2.0.5.1.5 Effective Roadbed Soil Resilient Modulus

MR = 1500 * CBR (Part 1 Chapter 1.5 AASHTO, 1993)

2.0.5.2 Rigid Pavement Design Input

 Continuously Reinforced Concrete Pavement (CRCP) - The main reinforcements in

2.0.5.2.1 Modulus of Subgrade Reaction

Figure 2: Modulus of Subgrade

The modulus of subgrade reaction is determined using the following equation:

(Yoder and Witczak, 1975)

2.0.5.2.2 Mean Concrete Modulus of Rupture

ESAL = ADTTTf GD*L365Y where;