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