Strategic Technical Leadership Guide: Road and Bridge Construction Requirements in Libya with Focus on the Benghazi Regional Development Program
Strategic Technical Leadership Guide: Road and Bridge
Construction Requirements in Libya with Focus on the Benghazi Regional
Development Program
Executive Summary
The Libyan infrastructure sector is undergoing a massive transformation, characterized by a multi-billion-dollar capital program aimed at rehabilitating and expanding the national transportation network to serve as a global transit hub between Africa, Europe, and Asia.1
This leadership guide provides a comprehensive technical framework for the design and implementation of road and bridge projects, specifically addressing the unique environmental and geological constraints of the Benghazi region. Central to this framework is the Housing and Infrastructure Board (HIB), which manages a contracted portfolio exceeding $36 billion, with long-term projections reaching $100 billion.3
This guide details the
integration of international engineering standards, such as the AASHTO LRFD
Bridge Design Specifications and FIDIC contract systems, into the Libyan
regulatory landscape.4 It addresses the
critical geotechnical challenges of "Sabkha" soils—saline-rich,
highly compressible deposits common in the Benghazi plain—and provides
evidence-based chemical stabilization strategies using Cement Kiln Dust (CKD)
and lime.6 Furthermore, it establishes new hydrological design criteria
necessitated by the 2023 Derna flood event, advocating for 2D rain-on-grid
modeling and robust wadi management to mitigate flash flood risks.8 Finally, the guide outlines advanced construction
methodologies, including Accelerated Bridge Construction
(ABC) and precast segmental erection, as demonstrated in the 42-kilometer Tenth
Ring Road expansion project.10
Institutional Governance and Regulatory Frameworks for
Infrastructure
Section Summary
The execution of
large-scale infrastructure in Libya requires navigating a complex institutional
environment where central boards manage multi-year capital budgets. The shift
toward international standards like FIDIC necessitates a sophisticated understanding
of the friction between global best practices and local administrative contract
regulations.4
The Role of the Housing and Infrastructure Board (HIB) and
Transportation Projects Board (TPB)
The Housing and
Infrastructure Board (HIB) is the primary state entity responsible for the
national housing program and the underlying utility and transportation
networks. Its mandate includes the management of over 7,400 projects, ranging
from residential settlements to major highway interchanges.13 To manage this vast portfolio, the HIB utilizes international
program management organizations (PMOs) as lead advisors. For instance, AECOM
has served as a primary advisor, overseeing urban design, design reviews, and
construction inspections while facilitating knowledge transfer to over 100
Libyan executives and technical specialists.1
Parallel to the HIB, the Transportation Projects Board (TPB) under the Ministry of Transportation focuses on implementing development plans for roads, ports, and airports. The TPB’s vision is to leverage Libya’s geographic position to create a global transit point.2 This involves the development of internal transport networks that link Libya to neighboring countries, facilitating regional trade and maximizing the utility of Libyan ports.2
FIDIC Implementation and Administrative Contract Regulations
Libyan infrastructure
projects traditionally operated under national administrative contract
regulations, which often favor the state and place significant risk on the
contractor.12 The modern shift toward
the FIDIC (International Federation of Consulting Engineers) framework,
specifically the "Red Book" for building and engineering works, aims
to provide a more balanced allocation of risk.4 However, the implementation of FIDIC in Libya faces several
challenges:
1.
Legal Harmonization: Conflicts often arise
between FIDIC’s dispute resolution mechanisms (such as Dispute Adjudication
Boards) and national legislation, which may mandate the jurisdiction of local
administrative courts.4
2.
Risk Distribution: While FIDIC promotes
equitable risk sharing, local entities often maintain rigid approval processes
for variations and time extensions, which can lead to project stagnation.12
3.
The Role of the "Engineer": In the FIDIC system,
the Engineer acts as an independent professional. In the Libyan context, this
role is often performed by a state-appointed committee or a PMO, which may have
differing levels of autonomy from the client.4
|
Feature |
Libyan Administrative
Regulations |
FIDIC Red Book
(Standard) |
|
Risk Allocation |
Predominantly on
Contractor |
Balanced between
Employer/Contractor |
|
Payment Certification |
State bureaucratic
approval |
Engineer-led
certification |
|
Dispute Resolution |
Administrative
courts/committees |
Multi-tiered (DAB,
Arbitration) |
|
Variation Management |
Requires high-level
state decree |
Detailed contractual
procedures |
|
Contractor Recourse |
Limited by sovereign
immunity |
Robust claim and
variation procedures |
4
Project Management Office (PMO) Objectives and Operational
Success
The success of a PMO in
the Libyan context, particularly in hubs like the Misrata Free Zone or
Benghazi, depends on overcoming obstacles such as frequent scope changes and
bureaucratic delivery delays.15 High technology
awareness within the PMO—defined as the integration of digital tools and
advanced project management software—is a critical predictor of infrastructure
performance.16 Effective PMOs in Libya
prioritize:
●
Detailed Technical Audits: Rigorous reviews of
material quality and design fidelity during the construction phase to prevent
rework, which can otherwise account for 10-15% of the total contract value.16
●
Schedule Integration: Coordinating
multi-layered partnerships and supply chains across borders to ensure that
critical-path materials, such as specialized bitumen or post-tensioning steel,
arrive on schedule.4
●
Knowledge Management: Systematic training of
local cadres to transition from simpler projects to complex large-scale highway
and bridge works.3
Geotechnical Engineering in the Benghazi Plain: The Sabkha
Challenge
Section Summary
The Benghazi region is
dominated by Sabkha deposits—problematic saline soils that present severe risks
of settlement and liquefaction. Mastering the chemical and mechanical
stabilization of these soils is the cornerstone of sustainable road and bridge
engineering in Cyrenaica.6
Characterization and Geotechnical Hazards of Sabkha Soils
Sabkha is an Arabic term for coastal and inland saline flats formed in arid climates where the upward capillary movement of groundwater followed by evaporation leaves behind a crust of salts, primarily sodium chloride and gypsum.6 Geotechnically, Libyan Sabkhas are categorized into two types: coastal (muddy) and inland (sandy).17 The coastal Sabkhas around Benghazi and Misrata are particularly hazardous due to their very low bearing capacity and high compressibility.17
When dry, Sabkha may
appear as a hard, deceptive crust. However, upon wetting by rain or groundwater
rise, the soluble salts dissolve, leading to the collapse of the soil matrix
and a total loss of shear strength.17 This leads to several
engineering failures:
●
Differential Settlement: Heterogeneous soil
profiles cause uneven support for road embankments and shallow foundations.17
●
Corrosive Action: The high concentration
of sulfates and chlorides aggressively attacks concrete and steel
reinforcement, necessitating specialized cement types and protective coatings.6
●
Heave: Salt crystallization and recrystallization
during thermal cycles can cause upward pressure, cracking pavements.17
|
Geotechnical Parameter |
Typical Value for
Benghazi Sabkha |
USCS/AASHTO
Classification |
|
Silt Content |
52% |
- |
|
Clay Content |
28% |
- |
|
Sand (Fine/Med) |
20% |
- |
|
Specific Gravity |
2.26 - 2.81 |
- |
|
Liquid Limit (LL) |
18% - 35% |
- |
|
Plasticity Index (PI) |
Non-plastic to 22% |
SP, SM, SP-SM / A-6 |
|
N-SPT Values |
0 - 25 blows |
- |
6
Liquefaction Potential and Seismic Microzonation
Benghazi is classified
as a region of low-to-moderate seismic hazard, with Peak Ground Acceleration
(PGA) values ranging from 0.08g to 0.18g.6 However, the presence
of loose, saturated Sabkha sands significantly amplifies the risk of
liquefaction during an earthquake.6
The Liquefaction
Potential Index (LPI) for the Benghazi Sabkha has been calculated for various
earthquake magnitudes. For a magnitude event, the LPI values indicate "Very
High" liquefaction severity, particularly in the top 2-10 meters of the
soil profile.6
Where is the factor of safety against liquefaction
and is the weighting function based on depth.6 Post-liquefaction settlement predictions for these layers range
from 50 mm to 250 mm, which can be catastrophic for bridge piers and high-rise
structures founded on shallow foundations.6 Consequently, deep
foundations (piles) that bypass the Sabkha to reach the underlying medium-dense
to very dense sand or caprock are mandatory for critical infrastructure.6
Chemical Stabilization Strategies using Cement Kiln Dust (CKD)
To improve the
trafficability and bearing capacity of Sabkha for road subgrades, chemical
stabilization is often more cost-effective than complete excavation and
replacement. Cement Kiln Dust (CKD), an industrial by-product, has emerged as a
high-performance additive.7
When CKD is mixed with
Sabkha soil, the lime (CaO) content in the dust reacts with the soil's moisture
and fine-grained silica/alumina to form cementitious products such as
Calcium-Silicate-Hydrate (C-S-H). The high pH of the CKD (around 12)
facilitates these pozzolanic reactions.7
●
Strength Improvement: Studies show that
adding 8% to 16% CKD can increase the California Bearing Ratio (CBR) of Sabkha
significantly, with the soaked CBR values rising from 25% to over 50%.7
●
Plasticity Reduction: The Plasticity Index
(PI) decreases as the CKD percentage increases, transforming a problematic
plastic soil into a stable, non-plastic working platform.7
●
Swell Mitigation: Free swelling, which
can reach 80% in untreated expansive clayey silts, can be reduced to 0.0%
through an optimal blend of 14% CKD and 3% hydrated lime.22
|
Stabilization Additive |
Optimal Dosage |
Primary Benefit |
|
Portland Cement |
4% - 10% |
Rapid rigidity, high
UCS |
|
Hydrated Lime |
3% - 5% |
Flocculation, PI
reduction |
|
Cement Kiln Dust (CKD) |
12% - 16% |
Economic, PI
reduction, CBR boost |
|
SFM (Schiff's Base) |
4% - 6% |
Dramatic UCS increase
(51 to 402 kPa) |
7
Specialized Material Specifications for Arid and Saline
Conditions
Section Summary
Libya's climate,
characterized by extreme thermal fluctuations and coastal humidity, dictates
the use of high-performance bitumen grades and specialized concrete mixes.
Material selection must account for both mechanical loading and chemical
resilience.24
Bitumen Penetration and Performance Grades
Road pavements in Libya
must endure surface temperatures exceeding 
in summer, sand abrasion, and occasional but
intense rain events. The standard grade for general road construction and
highways is Bitumen 60/70, which offers a balanced compromise between
stiffness at high temperatures and flexibility during cooler desert nights.24
For high-load corridors,
industrial routes, and ports, Bitumen 40/50 is specified. This harder
grade provides superior resistance to rutting and permanent deformation under
heavy axle loads.25 Conversely, for
residential roads in Benghazi or Derna where traffic is lighter, Bitumen
80/100 may be utilized to provide greater flexibility and resistance to
thermal cracking.25
The industry is also
shifting toward Performance Grade (PG) bitumen, which is classified based on
its ability to handle specific temperature ranges:
●
PG 76-10: Ideal for expressways and desert highways
exposed to extreme heat and heavy use.25
●
PG 70-10: Suitable for coastal and inland regions
with consistent heat.25
●
PG 64-22: Used for secondary roads in more temperate
zones or areas with moderate traffic.25
|
Bitumen Grade |
Softening Point (∘C) |
Penetration (0.1 mm) |
Application |
|
Bitumen 40/50 |
50 – 58 |
40 – 50 |
Heavy-duty, desert
highways |
|
Bitumen 60/70 |
48 – 56 |
60 – 70 |
Primary roads,
highways |
|
Bitumen 80/100 |
45 – 52 |
80 – 100 |
Urban roads,
waterproofing |
|
Oxidized 115/15 |
High Resistance |
- |
Insulation, industrial
roofing |
24
Concrete Durability and Corrosion Protection
For bridge structures in
the Benghazi plain, the proximity to the sea and the presence of Sabkha require
"Type V" sulfate-resistant cement or blended cements incorporating
silica fume to reduce permeability.17
1.
Chloride Attack: In coastal areas,
chloride-induced corrosion of steel reinforcement is the primary cause of
structural degradation. Design specifications must mandate minimum concrete
cover of 75mm for substructures and the use of corrosion-inhibiting admixtures.17
2.
Thermal Stress: Mass concrete pours
for bridge piers must be managed to control the heat of hydration. In Libya’s
arid climate, thermal cracking can be mitigated through the use of ice in
mixing water and post-cooling systems.25
3.
Aggregates: Locally sourced aggregates must be strictly
tested for alkali-silica reactivity (ASR) and the presence of soluble salts,
which can compromise the long-term integrity of the concrete matrix.28
Hydrological Modeling and Flash Flood Mitigation
Section Summary
The 2023 Derna disaster
underscored the critical need for a paradigm shift in Libyan hydrological
design. Modern modeling must move beyond historical records to account for the
extreme variability of wadi systems in the era of climate change.8
Lessons from the 2023 Derna Flood
Storm Daniel delivered
rainfall quantities that far exceeded the design capacity of the Bu Mansour and
Elbilad dams. Precipitation recorded near the Derna basin reached 414 mm within
24 hours, compared to an average annual rainfall of around 300 mm.9 The failure of these embankment dams was caused by overtopping,
which triggered two massive waves of destruction through the city’s urban core.8
A critical finding was
that the dams, despite their storage capacity, actually amplified the
destruction. Without the dams, the natural flood would have had lower maximum
depths and velocities.9 This has led to a
reassessment of infrastructure that creates a false sense of security in
coastal urban areas. Future design must incorporate "fail-safe"
mechanisms, such as oversized spillways and auxiliary floodways.9
2D Rain-on-Grid and Hydro-DEM Modeling
To protect road and
bridge infrastructure, modern 2D hydraulic modeling is now a requirement for
major projects. This involves:
●
Hydro-DEM Generation: Processing
high-resolution Digital Elevation Models (DEM) to remove depressions and
perform "stream burning" to capture accurate river flow paths.8
●
Rain-on-Grid Simulation: Applying rainfall
directly to the computational mesh, allowing for the simulation of sheet flow
and urban drainage accumulation, rather than just channelized river flooding.8
●
Manning’s Roughness: Using spatially varied
roughness coefficients (n) to account for different land uses, from steep,
rocky wadi tributaries to urban paved surfaces.8
|
Return Period (RP) |
Predicted Flood Depth
(Main Derna River) |
Infrastructure Impact |
|
5-Year |
~2.0 meters |
Minor road overtopping |
|
100-Year |
~3.0 meters |
Bridge submersion (up
to 3.5m) |
|
500-Year |
~4.0 meters |
Severe structural risk
to bridges |
8
Wadi Management and Drainage Structures
Roads crossing wadis
must be designed with robust drainage systems. For the Libyan Alternative
Freeway and the Tenth Ring Road, the following specifications apply:
1.
Oversized Culverts: Box culverts are
preferred over pipes for their superior hydraulic efficiency and ability to
handle sediment loads.8
2.
Scour Protection: Abutments and piers
located in wadi beds must have deep foundations and significant rip-rap or
gabion protection to resist high-velocity currents.8
3.
Retention and Check Dams: The use of upstream
check dams is recommended to reduce flow velocity and promote groundwater
recharge, thereby decreasing the peak discharge reaching downstream
infrastructure.8
Structural Design Aspects for Bridges: AASHTO LRFD and Seismic
Criteria
Section Summary
Bridge design in Libya
is increasingly aligned with the AASHTO LRFD specifications, emphasizing safety
through a probabilistic approach to loads and structural resistance. In the
Cyrenaica region, seismic resilience is a paramount design consideration.5
AASHTO LRFD Bridge Design Specifications
The transition to Load
and Resistance Factor Design (LRFD) represents the current state of the
practice. This methodology uses statistically derived factors to account for
the uncertainty in both loads (e.g., traffic, wind, seismic) and material
strength (e.g., concrete, steel).5
The LRFD framework
defines several limit states that a bridge must satisfy:
●
Strength Limit State: Ensures the bridge can
safely carry the maximum expected vehicle loads without collapse.5
●
Service Limit State: Controls cracking,
deflections, and settlement to ensure long-term durability and user comfort.5
●
Extreme Event Limit State: Evaluates the
structure’s performance during rare events such as earthquakes, vessel
collisions, or major floods.5
A major update in the
recent AASHTO LRFD 10th edition is the inclusion of risk-targeted design
response spectra, which provide more accurate seismic design parameters for
various geographic locations.30
Seismic Hazard Assessment for the Benghazi Region
The Cyrenaica region of
Libya is characterized by several tectonic features, including the Hellenic Arc
subduction zone.33 PSHA results for
Benghazi indicate that while seismic activity is low-to-moderate, significant
ground shaking can occur. Engineers must use the Maximum Considered Earthquake
(MCE) parameters—spectral acceleration at 0.2 seconds () and 1.0 second ()—to construct design response
spectrum curves.19
For Benghazi, typical seismic hazard parameters are:
●
Peak Ground Acceleration (PGA): 0.08g to 0.18g.6
●
Spectral Acceleration (
): ~0.45 to 0.60.19
●
Spectral Acceleration (
): ~0.10 to 0.13.19
Bridges in Benghazi are
often designed using Displacement-Based Design rather than the
traditional force-based method. This ensures that the structure has sufficient
ductility to undergo significant deformations without collapsing during a
seismic event.32
Generalized Bridge Templates and Standard Drawings
To streamline
implementation, the HIB and TPB utilize standard design templates for common
bridge types:
1.
Precast I-Girders and NU Girders: These are the most
common for standard highway spans. Drawings include detailed layouts for
interior and exterior girders, with spans ranging from 6m to over 14m.35
2.
Box Girders: Typically used for wider bridges or spans
requiring higher torsional rigidity. These can be cast-in-place or precast
segmental.35
3.
Substructure Templates: Standardized designs
for hammerhead piers, wall piers, and stub abutments are used to reduce
engineering lead times.35
Advanced Construction Methodologies: ABC and Precast Segmental
Systems
Section Summary
To meet the urgent
demand for infrastructure, Libya is adopting Accelerated Bridge Construction
(ABC) and high-speed precast segmental erection. these methods reduce on-site
labor and minimize the duration of road closures.10
Accelerated Bridge Construction (ABC) Philosophy
ABC represents a
paradigm shift from sequential on-site construction to a parallel process where
structural components are prefabricated while site preparation and foundation
work proceed.27
●
Time Savings: Traditional methods
(cast-in-place decks) typically require 9-10 weeks per span. ABC techniques can
reduce this to 5-6 weeks, significantly cutting the overall project duration.37
●
Quality Control: Prefabricating
segments in a controlled casting yard environment improves concrete quality and
worker safety, as production is shielded from the extreme Libyan weather.36
●
PBES (Prefabricated Bridge Elements and
Systems):
This is the core of ABC. It involves the use of precast piers, abutments, and
deck segments that are rapidly assembled on-site.37
Precast Segmental Deck
Erection Techniques
For multi-span viaducts
and long-span bridges common in major ring roads, segmental construction is the
preferred methodology.10
1.
Span-by-Span Erection with Launching Gantry: This is the fastest
method for multi-span viaducts. A complete span is assembled on a launching
gantry and then placed on the piers. Erection rates can reach 2 to 4 spans per
shift.10
2.
Balanced Cantilever Erection: Segments are installed
symmetrically on either side of a pier using lifting frames or gantry cranes.
This method is ideal for crossing existing roads or deep wadis where falsework
is impractical.10
3.
Incremental Launching Method (ILM): The entire bridge deck
is built in sections at one end and "pushed" over the supports. ILM
is highly efficient for long, straight, or slightly curved viaducts and
minimizes disruption to the underlying environment.27
|
Methodology |
Application |
Erection Rate |
|
Launching Gantry |
Multi-span viaducts |
1-2 pairs
segments/shift |
|
Balanced Cantilever |
Long spans, wadi
crossings |
1-3 pairs segments/day |
|
Span-by-Span |
Elevated highways |
2-4 spans per shift |
|
Precast Girder |
Standard highway
bridges |
1 span per shift |
10
Match-Casting and Geometry Control
A critical technical
requirement for segmental construction is Match-Casting. Each segment is
cast against its neighbor in the casting yard, ensuring a perfect fit and
continuous geometry when assembled on-site.36 This requires
sophisticated geometry control systems and the use of epoxy resins in the
joints between segments to provide a watertight and structurally continuous
deck.36
Infrastructure Implementation: The Tenth Ring Road in Benghazi
Section Summary
The Tenth Ring Road
project is a flagship initiative of the Libya Development and Reconstruction
Fund (LDRF). It serves as a prime example of integrated urban planning and
modern engineering standards in a post-conflict environment.11
Project Scope and Strategic Importance
The Tenth Ring Road
expansion covers 42 kilometers, extending from the Qawarsha Gate through the
Sidi Faraj area to the Sidi Khalifa Bridge.11 This project is not
merely a service facility but a real economic engine designed to reduce
geographical disparities and stimulate domestic tourism and trade.40
The expansion aims to:
●
Increase Capacity: Raising the road
efficiency to comply with international codes and standards.11
●
Enhance Safety: Improving traffic flow
through modern interchanges and the distribution of 10 service points along the
route.11
●
Integrate Systems: Incorporating surface
drainage, electrical grids, sewage systems, and communications/security
networks as interconnected systems rather than isolated projects.11
Technical Design Templates
for Benghazi’s Arterials
The design of the Tenth
Ring Road follows several key templates:
1.
Geometric Design: The road utilizes a
multi-lane dual carriageway configuration with design speeds up to 130 km/h for
high-traffic segments.11
2.
Interchange Architecture: Interchanges are
designed as grade-separated structures to ensure continuous traffic flow. These
often utilize precast concrete segments or steel-composite girders to speed up
construction.10
3.
Pavement Structure: Given the hot climate
and heavy traffic, the pavement design specifies high-viscosity Bitumen 60/70
and a multi-layered structure with a stabilized sub-base.17
4.
Surface Drainage: The design
incorporates a sophisticated drainage network to handle intense rainfall
events, with catch basins and conduits integrated into the road cross-section.11
|
Project Activity |
Components |
Scope |
|
Engineering |
Civil, Structural,
Infrastructure |
Conceptual, Schematic,
Detailed Design |
|
Systems |
Electrical,
Communications, Security |
Comprehensive network
integration |
|
Road Features |
Interchanges, 10
Service Points |
42 km total expansion |
|
Public Welfare |
Tourism, Economic
Support |
Community-centric
urban planning |
11
Sustainability and Future Expansion
Early indicators of
sustainability in the Benghazi projects include attention to energy efficiency
in lighting and resource management.40 The Tenth Ring Road is
designed to accommodate future population growth and city expansion, ensuring
that the infrastructure remains viable for decades.40 Furthermore, the project serves as a gateway for foreign
investment, positioning Benghazi as an accessible and modern logistics hub in
the Mediterranean.40
Leadership Guidelines for Project Success in Libya
Section Summary
Technical excellence in
Libyan infrastructure must be paired with strategic project management. Leaders
must focus on risk mitigation, technological integration, and the development
of local capacity.16
Managing Unpredictability and Risk
In the Libyan context,
project delays are frequently driven by sluggish decision-making and poor
initial planning.16 Strategic leadership
requires:
●
Robust Pre-Construction Surveys: Detailed geotechnical
investigations to identify Sabkha zones and archaeological sites before
construction begins.28
●
Integrated Supply Chain Management: Ensuring that
specialized materials, such as CKD for stabilization or post-tensioning
tendons, are sourced and delivered via seaports like Benghazi or Tripoli with
minimal delay.26
●
Variation Control: Establishing clear
protocols for managing scope changes to prevent budget overruns, which are
common in large-scale urban development projects.15
Technological Integration and
Asset Management
Organizations that
prioritize technology awareness—incorporating GIS for route planning, BIM for
bridge design, and IoT sensors for structural health monitoring—gain a
significant competitive edge.16
●
Pavement Management Systems (PMS): Utilizing machine
learning to predict pavement deterioration and plan maintenance effectively,
ensuring that assets like the Tenth Ring Road maintain a high Pavement
Condition Index (PCI) throughout their lifecycle.41
●
Digital Twinning: Creating digital
replicas of critical bridges to monitor stress, load data, and corrosive
impacts in real-time, allowing for predictive rather than reactive maintenance.27
Conclusion: A Roadmap for
Resilient Infrastructure
The future of road and
bridge construction in Libya, particularly in the Benghazi region, depends on
the synthesis of technical rigor and strategic vision. By adopting
international design standards (AASHTO), resilient hydrological modeling, and
advanced construction methodologies (ABC/Segmental), Libyan engineers and
project managers can build a network that is not only durable but also a driver
of national stability and economic growth.29 The successful delivery
of the HIB and TPB programs will transform the country into a vital link in
global commerce, fulfilling the promise of Libya as a modern, connected nation.2
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