Design Report For Permanent Road (R7) at KHPP, Ref 908-01-L-RPT-007 B
Design Report For Permanent Road (R7) at KHPP, Ref 908-01-L-RPT-007 B
CONSULTANT:
JUNE 2019
DRAFT DETAILED DESIGN REPORT
Reviewed/
Date
Authorized by
Arch. Dr. Ian SENKATUKA
0.1 INTRODUCTION
The EPC Contractor, Sino Hydro Corporation Limited appointed Creations Consult Africa
Limited in joint venture with MBW Consulting Limited, to undertake the Design of Permanent
Roads for the project. Among the scope of services include field surveys/investigations,
detailed design, tender documentation and tender action for the upgrading of the Road in
the Murchison Falls National Park (R7).
The problem areas identified were the public lorry parking area off R7 Road at the junction
with Kampala – Gulu Highway, the steep last section of R7 road liable to erosion and several
substandard vertical and horizontal curves.
The survey data was formatted in Excel csv format and AutoCAD civil 3D used to produce a
topographical base map and a Digital Terrain Model which was used to undertake the
design.
The Ministry of Works Road Design Manual, Volume 3 - Pavement Design (MoWT, 2010) was
adopted for pavement design.
The Asphalt Concrete wearing course was fixed through a contractual agreement, while the
lower pavement layers were designed to carry the expected traffic, which is expected to be
very low. Instead of the using earth on the shoulder as stated in the EPC contract, a uniform
pavement layer has been suggested for both travel lane and shoulder but with single surface
dressing for the shoulders. This is to enable faster construction of the road.
The design alignment closely follows the existing alignment horizontally with minor changes
to allow for the dewatering shaft. Improvement was made to the curve radii to meet
minimum standards.
Ancillary facilities such as ducts to accommodate services crossing the road and traffic
calming measures. Traffic calming facilities such as humps and road signs will guide users to
promote safety on the road. The side slopes of the road was modified and specially treated
at animal crossing locations which were identified with the help of UWA to enable wild
animals cross the road easily and safely.
0.7 HYDROLOGY AND DRAINAGE
Hydrological and hydraulic studies for all drainage catchments within the site was conducted
with careful analysis of available maps and field investigations. The catchment runoff and
channel discharge characteristics were based on rainfall intensity and duration for
appropriate return periods stated in the Road Design Manual, Volume 2 - Drainage Design
(M0WT, 2010).
The site lies in an area which is warm and has annual rainfall of over 1340mm. The choice of
appropriate drainage structures was determined by construction cost, ease of maintenance
and performance in similar conditions. Therefore, lined and unlined side drains were
designed to convey water along roads and culverts were provided across the roads along
their natural paths. No bridge structure was determined along any of the roads. Some
sections require multiple pipes, and it has been proposed to spread these pipes at the
location instead of bundling since the valleys are wide.
LIST OF TABLES
Table 1-2: Proposed Road to be designed....................................................................................10
Table 5-3: Laboratory Test Standards Used for Testing Subgrade Soils............................31
Table 6-3: Geometric Design Parameters for Class III Paved Road......................................43
1.2 DESCRIPTION
The road is listed in Table 1 -1 with its design length, excluding short minor access roads.
11
Figure 1- 1: Location of Project Roads
12
2 EXISTING ROAD CONDITION ASSESSMENT
This exercise was undertaken by the Consultant’s core design team to fully appreciate the
nature and local conditions of the proposed roads conditions. Furthermore, it was conducted
to establish the status of the roads to enable the consultant make informed decisions
regarding recommendations and engineering interventions required to improve the
geometry, structural capacity and surface condition of the roads in line with the Employers
requirements.
A team consisting of project and support technical staff was mobilised from 18 th to 19th
march, 2019. Other team members who did not form part for condition assessment visited
the site for reconnaissance from 18th to 23rd March 2019.
Typically the following information was captured during the road condition assessment:
Length of road link;
Average width of carriageway;
Road surface condition;
Location of culverts; type, size and general condition;
Location of existing road side drains; type, size and condition;
Existing condition, (settlement, outcrops, farms etc.) along the road; and
Existing traffic and traffic management facilities
Provided in Appendix 1 are selected photographs illustrating the existing conditions of the
project roads.
13
Table 2- 2: Average road width and surface type
Road Name Approx. Average Surface Terrain and Type of Cross
Length (km) Road Width Type Section
(m)
Road R7 Flat terrain. Generally low
(National 6.7 7.3 Gravel laying, with shallow side drains
Park) in some sections.
2.3 DRAINAGE
The main drainage structures recorded on the roads were cross culverts, lined and unlined
side drains and a few miter drains. Overall, there are few cross culverts along the road.
Summary of drainage structures is shown in Table 2 -3.
14
Table 2- 3: Drainage structures on the roads
Road Name Side Drain Culvert Size (mm) Culvert Condition
Material
Road R7 Shallow unlined side 6No existing culvert Concrete Generally silted or
(National drain locations were blocked
Park) identified. In Three of
the locations, culverts
were visible, 900mm
diameter. Three
others were blocked
and hardly visible
2.4 TERRAIN
The terrain on the Left Hand Side (LHS) of Kampala-Gulu highway, covering the R7 (National
Park) Road is generally flat.
2.5 ALIGNMENT
In relation to the alignment, Table 2 -4 shows the summary of the key observations made
during the condition assessment.
Table 2- 4: Existing Alignment Characteristics
Road Name Horizontal Alignment Vertical alignment
Road R7 This road is generally straight up It’s generally flat, with some low
(National Park) to the last 500m. It is generally laying sections which require raising.
sufficient for 50km/h design speed The last 500m leading to the banks
except in the last 1km of the river is steep.
At the main junction, there were flagmen stationed to help control the traffic between the
entrance and the park and highway. The roads is well demarcated with several temporary
road signs posted along the road. These locations were recorded during the conditional
survey, but due to their temporary nature, are not reported in here.
15
3 TOPOGRAPHIC SURVEY
Table 3 -6 gives the traverse and levelling accuracy requirements for the project. The
specifications are taken from the UNRA general requirements specified in "Technical Note
Release 1 – Best Practice Concepts for Surveying".
Source: Technical Note Release 1 - Best Practice Concept for Surveying, Technical Services Unit - UNRA,
22 October 2009
UNRAs Technical Note Release 1 - Best Practice Concept for Surveying also include
specifications regarding GPS observations by survey type as shown in Table 3 -7.
16
Table 3- 7: GPS Specifications by Survey Type
3.2.2 References
Datum: Arc 1960 (NEW)
Spheroid: Clarke 1880 (modified)
Projection: Transverse Mercator
Grid: UTM, Zone 36 N
Units (Linear): Metric
Meridian Origin: 330 00 00 East
Latitude of Origin: Equator
Scale Factor: 0.9996
17
Table 3- 9: Datum Controls used.
No Easting Northing Elevation ID Remarks
1 249096.401
417449.113 9 1058.6051 A2 KHPP project Control
2 249112.631
417449.1212 7 1058.2238 A4 KHPP project Control
3.3 METHODOLOGY
The survey was split into two phases, namely;
Extension of control (horizontal and Vertical)
Detailed topographical survey.
18
3.3.1.3 Real Time Kinematics (RTK)
PRK07 was established in real time kinematic mode with the base receiver at PRK06, the
roving receiver used to occupy the point and cartesian coordinates determined in real time.
3.4 RESULTS
The topographic survey produced a Digital Terrain Model which was used to undertake the
design. The detailed documentation resulting from the survey activities are provided in
Appendix 2.
19
4 TRAFFIC STUDY
The traffic survey procedure, analysis and interpretation referenced the following technical
documents:
1. Guidelines for Detailed Design, Design Review and Technical Audit of Road
Upgrading Projects (UNRA, 2011)
2. Procedural Guide to Economic Road Feasibility Studies (MoWHC/RAFU, March 2010)
3. Roads Design Manuals (MoWT, 2010)
20
Karuma
Gulu HPP
R1
Count
R7 Station
Murchison
Falls NP
Kampala
The location was selected to ease simultaneous capturing of segregated traffic data on the
three roads selected for counts i.e. enabling segregation of vehicles moving from and to the
project roads from the through traffic along the Kampala-Gulu Highway.
The counts covered only motorized traffic, including motorcycles. The vehicles were
categorised into various categories in accordance with the Procedural Guide to Economic
Road Feasibility Studies (MoWHC/RAFU, 2010). A sample count form is attached in Appendix
3-1.
The 12hr counts data was expanded to 24hr using the night variation factors (nvf) i.e. ratio of
24hr to 12hr traffic derived from the night counts to derive the Average Daily Traffic (ADT).
As the traffic surveys were conducted in a short period during March 2019, the observed ADT
needed to be factored for the season to arrive at the Annual Average Daily Traffic (AADT).
However due to the absence of the necessary data, a monthly variation factors (mvf) of 1 was
assumed.
The traffic volumes were converted from vehicles per day (vpd) to Passenger Car Units (PCUs)
using conversion factors for level terrain from Table 5-4 Road Design Manual, Vol. I:
Geometric Design (MoWT, 2010) Pg. 62.
Using the assumed seasonal factor of 1 (one), the AADT was calculated using the equation
below.
AADT =ADT ×monthly variation factor
Where;
AADT – Average Annual Daily Traffic.
ADT – Average Daily Traffic.
21
The results of the traffic counts are summarised in Table 4 -10 below while the details are
attached in Appendix 3-2.
Figure 4 -3 shows the existing traffic volumes for each vehicle type for R7 road. It shows
that the proportion of light goods vehicles (vans, pickups and SUV’s) is high compared to the
other vehicle types for all three roads.
200
152
150
100
63
50
AADT (vpd)
33
12 8 8
3 4 2 2
0
1 2 3 4 5 6 7 8 9 10
Vehicle Type
R7 Road
Figure 4-3: AADT per Vehicle Type
22
which is to provide access and circulation to outfall. This facility is not envisaged to
change/grow with time hence it will keep attracting the same amount of traffic over time.
This is the traffic growth type that is envisaged for this project road. It will arise to meet the
requirements of the operation and maintenance activities after the facility is commissioned.
Being an access road, with defined destinations and no way through, R7 road is envisaged
not to attract any diverted traffic.
Generated traffic is the main traffic growth expected. It will arise to meet the requirements of
the operation and maintenance activities and is envisaged to remain relatively constant over
the design life.
The expected generated traffic volumes per vehicle type are as summarised in Table 4 -11
below. As this particular road is envisaged to attract very little traffic since there will be very
minimal activities at the tail race tunnel and outfall during operation, the same nominal
number of return trips was simply assumed for the various vehicle types. Details of how the
traffic was derived and the assumptions made are attached in Appendix 3-3.
23
Error: Reference source not found below shows the combined traffic projected per vehicle
type for R7 Road, segregated into the two directions, in both vehicles per day (vpd) and
Passenger Car Units (PCUs).
24
Table 4- 12: Combined Projected Traffic for R7 Road
Saloon Light Small Medium Large Light Medium Heavy Semi- TOTALS
Cars & Goods, Bus, Bus, Bus Single Single Trucks Trailer (Excl.
DESCRIPTION Taxis Vans, Minibuse Coaster unit unit &Trailer M-
Pickups & s& s Truck Trucks Trucks cycles)
4WD Matatus
AADT (Dir. A) (in vpd) 0 2 2 2 2 2 2 2 2 16
AADT (Dir. B) (in vpd) 0 2 2 2 2 2 2 2 2 16
AADT (Dir. A+B) (in vpd) 0 4 4 4 4 4 4 4 4 32
PCU factors* 1 1 1 2 2.5 2.5 2.5 3.5 3.5
AADT (Dir. A) (in PCUs) 0 2 2 4 5 5 5 7 7 37
AADT (Dir. B) (in PCUs) 0 2 2 4 5 5 5 7 7 37
AADT (Dir. A+B) (in
0 4 4 8 10 10 10 14 14 74
PCUs)
* Passenger Car Conversion factors for level terrain from Table 5-4, Road Design Manual, Vol. I: Geometric Design (MoWT, 2010, p. 62)
25
4.5 DESIGN TRAFFIC
4.5.1 Design Traffic Classes
One of the ways of doing this is using traffic count data and static vehicle axle load survey data as
detailed below:
Table 4 -13 shows the summary of the nominal equivalence factors for each vehicle type used to
calculate the Cumulative Equivalent Standard Axle Loads.
26
Table 4-13: Nominal Equivalence Factors per Vehicle Type
Vehicle Description Equivalence
Type Factor
1a Saloon Car & Taxi 0.002
1b Light Goods, Van & Pickup & 4WD 0.045
1c Small Bus (Matatu) 0.120
1d Medium Bus 0.200
2a Large Bus 0.600
2b Light Single Unit Truck 0.500
2c Medium Single Unit Truck 2.200
3 Heavy Single Unit Truck 2.900
6 Trailer Truck (6 axles) 12.000
Based on these growth factors and design life, the Cumulative Equivalent Axles were determined
using the formula below in accordance with Equation 1, Road Design Manual, Volume 3: Pavement
Design, Part I: Flexible Pavements (MOWT, 2010, p. 2-3).
The cumulative ESA’s thus derived together with the corresponding design traffic classes are
27
summarised in
3-4. below. For the design of the pavement structures, the traffic classes corresponding to the
design life of 20 years should be considered. The detailed calculations are attached in Appendix 3-
4.
R7 Road
15 0% 0.20 T1
20 0% 0.27 T1
35 0% 0.47 T2
1.600
1.400
1.200
Cumulative ESA's (millions)
1.000 0%
Linear
0.800 (0%)
<T1
0.600
<T2
0.400
<T3
0.200
0.000
0 10 20 30 40 50 60 70 80 90 100 110
Time(Years)
28
4.5.2 Road Capacity Check
In order to determine whether a two-lane road would have sufficient capacity for the forecast traffic
volumes, a check on the resulting Level of Service was undertaken as shown in Table 4 -17 below.
29
5 SOILS AND MATERIALS INVESTIGATION AND PAVEMENT DESIGN
30
5.1.1 Road Condition Assessment
Visual condition surveys were conducted along the road to identify the extent of pavement distress and
hence recommend the method of rehabilitation. The existing road is of a gravel surface and traverse
through a fairly flat area. Generally, the road has an average width of 7.3m. The existing condition is
summarized in Table 5 -19
In addition to visual condition surveys, tests pits were excavated along the alignments to expose the
pavement layers. It was observed that the majority of the roads consist of a layer of rockfill ranging
from 200mm to 400mm which is underlying a thin gravel layer of varying thickness (100 to 150mm) as
shown in Figure 5 -5.
31
5.1.2 Subgrade Soil Investigation
The subgrade soil investigation was undertaken by test pitting, Dynamic Cone Penetrometer (DCP)
testing and laboratory testing of the samples collected.
Summary of DCP test results is presented in the Soils & Materials Investigation Report in Appendix
4-1. The profiles were determined from the equation given below:
32
TP03 418180 247857
Evidently, from the above table, borrow sources have sufficient quantities for fill, sub grade and
subbase construction operations.
5.1.3.4 Water
According to the client, there is sufficient water at river Nile and it has been tested and found to be
suitable for concrete and road works.
The laboratory tests were performed in accordance with acceptable Ministry of Works and Transport
(MoWT) Standards and procedures.
Table 5- 21: Laboratory Test Standards Used for Testing Subgrade Soils
Test Description British Standards Test Designation
Particle Size Distribution - Wet sieving BS 1377: Part 2, Subcl. 9.2: 1990
33
5.2.2 Hard Stone Testing
The hardstone materials which will be required during construction include coarse aggregates and
stone base. Coarse aggregates will be required for surfacing, base, concrete works and construction of
drainage structures. Stone base could be required for the mechanical stabilization of borrow materials
which do not meet specifications and for construction of base course. Hardstone materials were tested
in accordance with BS and AASHTO standards as shown in Table 5 -22.
34
S3 5–7
S4 8 – 14
S5 15 – 29
S6 30+
Source: Uganda Pavement Design Manual (MoWT, 2010) & TRL ORN 31
The CBR values determined in the field by the DCP test ranged from 7% to 50%. Laboratory
determined values ranged from 7% to 14% at a compactive effort of 93% AASHTO T 180. Figure 5-3
shows uniform sections along the road developed using the cumulative sum of difference method for
the laboratory CBR values. As it can be observed from the figure, two uniform sections each having
a10th percentile CBR value of 9% was obtained. Therefore, the subgrade strength class for the road is S4
according to the Uganda Pavement Design Manual (MoWT, 2010).
0.00 86.7 76.0 58.5 22.6 34.0 18.1 16.0 8.1 1.829 15.4 9 12 16
0.50 99.3 92.3 73.0 17.3 39.5 19.7 19.8 10.7 1.773 17.5 11 13 20
1.00 84.8 75.5 58.2 13.1 33.5 17.6 15.9 7.9 1.840 15.5 13 14 18
1.50 97.1 90.3 64.0 12.0 31.6 14.5 17.1 9.3 1.826 16.4 10 14 16
2.00 97.0 90.0 63.0 14.0 31.5 14.0 17.0 9.3 1.826 17.6 10 13 17
2.50 97.3 90.7 59.2 14.7 32.6 15.5 17.1 9.3 1.734 19.4 12 16 18
3.00 94.4 91.8 79.1 23.3 42.3 23.5 18.8 9.3 1.661 21.3 7 11 18
3.50 98.5 89.2 64.6 16.6 34.6 17.3 17.3 8.6 1.830 16.4 10 13 17
4.00 58.8 52.6 35.0 9.0 31.0 14.6 16.4 8.6 2.026 10.7 14 18 24
4.50 99.4 84.4 49.1 13.2 35.7 15.5 20.2 9.3 1.834 16.2 11 12 14
5.00 91.7 84.2 60.5 13.4 30.5 14.7 15.8 7.9 1.850 15.7 9 13 17
5.50 90.0 82.9 55.3 18.0 30.1 15.4 14.7 7.1 1.796 17.3 11 14 19
6.00 91.5 81.9 52.4 12.9 27.6 15.6 12.0 10.0 1.917 13.7 10 13 17
6.50 99.5 91.4 57.8 12.2 29.4 15.3 14.0 7.1 1.901 13.6 11 15 18
7.00 99.2 95.5 63.9 12.6 31.1 14.5 16.6 9.3 1.883 15.4 13 16 19
7.50 98.2 95.5 67.1 14.1 35.7 15.5 20.2 10.0 1.811 15.3 9 14 19
35
Figure 5- 6: Uniform Sections along R7
Construction materials which were investigated included natural gravels, aggregates, and sand.
36
For the upper selected subgrade, the minimum CBR is 15% and maximum PI is 25%. All the
gravel sources tested fulfil this requirement and hence no problem of fill and selected
subgrade materials along the road.
Legend: GM – Grading Modulus, LL – Liquid Limit, PI – Plasticity Index, LS is Linear Shrinkage and MDD –
Maximum
Dry Density
Subbase Layer
The general requirements for subbase materials in Table 3702/5 of the MOWT Standard
Specifications are:
The completed sub-base will contain no material having a maximum dimension
exceeding two-thirds of the compacted layer thickness.
The minimum Grading Modulus not less than 1.2,
PI maximum 16%, LL max 45% and LS max 8%
The minimum soaked Californian Bearing Ratio (CBR) will be 30%
Only Borrow area BP02 satisfies all the above specification requirements. Only BP02 satisfies
the LS specification requirement for subbase. Two of the borrow areas (i.e. BP02 & BP04)
satisfy the requirement for PI. All sources satisfy LL, GM & CBR specification requirements for
the subbase and all the sources satisfy the GM & CBR specification requirements for the
subbase.
Base Layer
37
The general requirements for base course materials in Table 3702/2 of the MOWT
Standard
Specifications are:
The largest particles dmax shall be maximum 1/2 of compacted layer
thickness but not >50mm.
The minimum Grading Modulus not less than 2.0,
PI maximum 8%, LL max 30% and LS max 4%
The minimum soaked Californian Bearing Ratio (CBR) will be 80% and
maximum swell 0.5%.
None of the gravel sources satisfy specification requirements for the base course. Additional
laboratory tests involving mechanical modification of the natural gravel have been
conducted.
Mechanical Stabilization
Mechanical stabilization of the borrow areas was conducted using 20%, 40%, 60%&
80%
crushed stone aggregates (CRR) and test results are presented in Table 5-10.
CBR at MDD
% passing Plasticity (%) MDD OM percent Swe
Borrow % of (kg/m C ll
GM
Area CRR 3 93 (%)
2.0 0.425 0.075 LL PL PI LS ) (%) 95% 98%
%
20% 30.2 19.3 12.1 2.4 29.8 16.0 13.8 7.7 2.091 8.6 45.9 50.3 55.3 0.21
40% 29.5 18.5 10.3 2.4 24.3 14.1 10.2 5.3 2.219 7.4 50.1 53.7 61.1 0.18
BP01
60% 27.0 16.9 9.7 2.5 22.9 13.3 9.6 4.8 2.337 6.94 62.5 65.9 73.2 0.14
80% 25.7 15.3 8.3 2.5 20.1 0.0 0.0 4.3 2.375 5.4 73.8 77.5 85.1 0.07
20% 28.5 21.3 11.3 2.4 31.4 17.5 13.8 6.8 2.042 10.2 54.1 57.1 64.0 0.13
40% 33.4 22.9 11.0 2.3 26.8 17.0 9.8 6.4 2.155 8.46 63.8 69.6 74.8 0.10
BP02 60% 35.6 23.5 10.3 2.3 24.4 16.3 8.1 3.8 2.278 7.42 71.6 76.1 81.9 0.02
80% 38.4 24.3 9.8 2.3 22.9 0.0 0.0 2.4 2.311 7.35 74.5 80.2 86.3 0.02
20% 29.5 20.2 14.8 2.4 31.7 19.0 12.7 7.6 2.066 10.64 56.9 61.1 66.2 0.10
40% 34.0 22.0 12.2 2.3 26.8 18.0 8.8 7.0 2.190 9.245 64.9 69.1 76.9 0.05
BP03 60% 36.2 23.1 11.7 2.3 25.3 16.8 8.5 6.2 2.209 8.01 74.3 79.1 85.5 0.03
80% 38.2 23.7 11.3 2.3 22.6 0.0 0.0 5.1 2.297 7.52 78.0 82.7 88.4 0.02
20% 46.7 35.1 23.4 1.9 30.8 21.2 9.6 8.3 2.023 11.06 29.3 34.4 40.1 0.52
38
CBR at MDD
% passing Plasticity (%) MDD OM percent Swe
Borrow % of (kg/m C ll
GM
Area CRR 3 93
2.0 0.425 0.075 LL PL PI LS ) (%) 95% 98% (%)
%
40% 45.4 32.3 20.5 2.0 28.9 19.7 9.2 7.8 2.179 9.6 43.1 48.0 54.5 0.42
BP04 60% 43.7 29.6 17.1 2.1 28.7 19.6 9.1 6.8 2.235 9.01 48.4 53.0 59.1 0.41
80% 42.0 27.1 14.3 2.2 24.1 18.4 5.7 6.5 2.301 7.45 52.1 55.6 63.4 0.32
From the test results, the mechanically stabilized gravel materials (20% - 40% stone) meet
the specification requirements for subbase. However, the stabilized material does not satisfy
the specification requirements for the base. An alternative material such as CRR or CRS is
proposed
for construction of the base course. Since there is enough rock at site, CRR is recommended.
BS 812: BS 812: BS BS BS
BS EN BS 812-
Test Method BS 1377: Part 02: 1990 Part Part 812:Par 812:Par 812:Par 12697 121:199
112: 110: t 111: t 111: t 111: - 5
1990 1990 1990 1990 1990 11:2005
General
Specifications Max. Min. 75
100 100 100 87- 62- 44- 27- 22- 13- 5- - Min. Min. 95 Max. 12
Series 3000 (TABLE 97 77 62 45 38 27 12 30% 150 %
3902/2) for Crushed
Size 14-40 mm 100.0 95.5 70.6 29.7 0.3 0.2 0.1 0.1 0.1 0.1
Size 5-14 mm 100.0 100.0 100. 100.0 38.1 2.9 0.2 0.2 0.2 0.1
14.3 18.1 247.5 207.1 83.7 96.4 2.6
0
Size 0-5 mm 100.0 100.0 100. 100.0 100.0 99.7 78.3 73.5 42.3 24.
0 5
Proportioned 100.0 99.9 99.4 96.1 65.2 48.5 41.4 34.1 25.5 11.
Aggregates 8
The specification requirements for Bituminous Base Course and Asphalt Concrete
Surfacing under Series 4000; Section 4200 of MoWT Uganda requires that
39
aggregates used for all the asphaltic pavement layers when tested shall conform
to the following requirements unless otherwise stated in the individual clauses:
The Sand Equivalent of the fine aggregate shall be minimum 45,
The flakiness index shall be less than 25%,
The TFV shall not be less than 110 kN and the wet/dry strength ratio
shall not be less than 75%,
The water absorption of the coarse aggregate shall not exceed 2% by mass,
The sodium soundness shall be less than 12%,
The coating of the aggregates (or bitumen affinity) shall be greater than 95%.
The aggregate samples which were tested satisfy all of the above specification
requirements. Therefore, there will be no problem of finding quality aggregates
for concrete and CRR.
Silt
Fine Sand Organi and Sulphat Chlorid
ss Equiv c Clay e e
Test Parameter Mod alent Conte Conten Conten Conten
10 5 2.36 1.18 0.60 0.30 0.15 0.08 (%) nt (%) t t (%) t (%)
Specifications (BS
882: 89- 60- 30- 15- 5- 0- Max. Max.
100 0-5 - - Max. 5% -
1992) 100 100 100 100 70 15 5% 0.03
95.
Do Tochi River Sand 100.0 99.6 95.9 96.0 76.6 13.5 11.6 5.3 2.07 2.15 3.53 0.132 0.010
3
In general, there is no scarcity of quality sand for concrete within economically feasible
hauling
distance. The sand properties from Do Tochi Rive are within permissible limits for
concrete
works in accordance with Table 6, Section 5:1, BS 882: 1992.
The pavement design was based on the design guide and methods of the Ministry of
Works and Transport Road Design Manual, Vol. 3: Pavement Design (MoWT, 2010). For
pavement design, two parameters are required i.e. traffic volume using the road over the
40
design period and subgrade strength expressed in terms of CBR. The choice of
pavement type is governed by many factors among which the major ones are traffic,
availability of construction materials, prevailing construction and maintenance practice and
construction costs. Hence, the following important factors are considered during
pavement options selection,
Traffic (Baseline flow, forecast and CESA)
Construction M a t e r i a l s and g e o t e c h n i c a l information (field survey and
material properties)
Subgrade (type, Classification, and material strength)
The Road Design Manual Vol. 3: Pavement Design Part 1: Flexible Pavements (MoWT, 2010)
presents pavement structures classified in various traffic categories by cumulative
Equivalent Standard Axles (ESAs) expected over the design life of the road versus the
design subgrade class.
The cumulative ESA’s derived together with the corresponding design traffic classes for
the selected design life of 20 years are presented in detail in the Traffic Study in Chapter 4
of this report as Class T1 for road R7.
The MOWT Design Manuals classify the subgrade based on CBR values. These
th
subgrade categories based on the 10 percentile CBR are summarized in Table 5-8
above. The design
subgrade class which was considered is S4.
From the sources of gravels investigated, it should be noted that no gravel source was
ascertained that could provide G80 materials. Accordingly, where G80 is
recommended in the design catalogues, it shall be replaced with crushed stone (CRR).
Other than the technical advantages of strength got from crushed stone, this material
also has far better drainage capabilities as it easily releases water due to its none or
very low plasticity properties.
Despite finding gravel sources with CBR of 30% and above, the plasticity index (PI) was
on the margin of G30 quality materials or above and could not satisfy G45 quality.
Consequently, modification or lime stabilisation is needed but due to the technical and
economical disadvantages of stabilisation, mechanical modification is preferred.
An asphalt wearing course is to be provided for the following reasons:
41
- Asphalt concrete performs better than surface dressing under turning movement
of especially heavy trucks. Thus, it is the recommended surfacing type for the
various junctions and roundabout.
- Asphalt concrete offers more strength than surface dressing thus lasts longer
hence requiring maintenance less often.
- Uniformity with the roads in the previously designed Employer’s Permanent
Camp, where asphalt concrete surface was provided.
- Predetermined based on contractual interpretation between the EPC contractor
and the Owner’s Engineer.
Chart W1 of the Road Design Manual (MoWT, 2010) recommends a Surface Dressing (SD)
wearing course for a subgrade class of S4 and a traffic class of T1. However, since it was
predetermined that AC would be employed for the previously stated reasons, an AC
wearing course of 50mm was selected to replace the SD and the underlying layers
maintained. Thus, the road pavement will comprise of 50mm asphalt concrete, a 150mm
layer of crushed stone base (CBR>80%) and a mechanically stabilized gravel subbase with
CBR>30% of 150mm. This corresponds to the pavement recommended by the Road Design
Manual (MoWT, 2010) for traffic class T3 given S4 subgrade class.
5.4.5 Shoulders
Shoulders are essential elements of pavement structural design. The flexible pavement
design manual (MoWT, 2010) recommends that the shoulder material should be strong
enough to support occasional traffic. It should also help in removing surface water from
the road surface and facilitate internal drainage of the pavement.
The EPC contract stipulated earthen shoulders but because of time constraint on the
42
project, the shoulder pavement layer had to be revised to a superior material but one
which can be constructed faster. Therefore, the shoulder has been designed with the same
pavement layers as the carriageway with 40mm asphalt concrete as required by the client
and the Owners Engineer. This will ensure that the shoulder and carriageway are
constructed at the same time, thereby saving time while providing a more durable
shoulder.
The main objective of the design process was to obtain an optimal geometry which will
among other things:
Enable the road facility to perform its desired function.
Minimise construction operations and maintenance costs.
Minimise environmental and social impact to users and the community at large.
This section of the report catalogues the design principles employed and gives a summary of
the design output.
R7 road serve the purpose of linking a facility within the complex and may serve tourist
traffic in the Game Reserve. Based on the division of roads in the design manual as shown in
Error: Reference source not found, the road can be classified as Class E; Minor road.
According to the manual, Road Class E have short trip length and their primary function is to
provide access. Design speeds and level of service for these roads may be low.
43
6.2.2 Road Design Classification
As specified in the Road Design Manual (MoWT, 2010) the National Road Network of
Uganda is divided into seven classes – four classes for paved roads and three for gravel
roads. Table 4.2 from the design manual is in part reproduced in the Table 6 -27 below:
R7 inside the National Park has been designed as Class III Paved road.
44
Table 6- 28: Design Speeds for Class III Paved Road
For R7 road which is located within a Game Reserve in Karuma Town Council and provides
access to the Tail Race Tunnel outfall, 50Km/h was adopted, though it is known that Uganda
Wildlife Authority prefers lower speed. Traffic control measures such as humps and speed
limit signs have been provided in the design to limit the operation speed to 30km/m.
Secondly, higher design speed but low driving speed limit could mean better visibility
because of the application of large radii horizontal and vertical curves, which may enable
animals on the road to be visible from a far distance.
Table 6- 29: Geometric Design Parameters for Class III Paved Road
45
Crest Vertical Curve stopping Kmin 9
Crest Vertical Curve passing Kmin 126
Sag Vertical Curve stopping Kmin 11
Normal Cross fall % 2.5
Shoulder Cross fall % 2.5
The horizontal alignment of the road was designed to closely follow the existing gravel road
with limited improvement so as not to encroach further on the game reserve. Generally, the
alignment of the existing gravel road met requirements of a Class III paved road, hence the
limited need for improvement. Horizontal curves smaller than the minimum requirement
were encountered at the end of the road after Km 6+000 as the road connected to the
outfall structure. Similarly, the gradient of the road is mild along most sections of the road
except the end section after km 6+000.
Earthworks was kept to a minimum so as not create a footprint overly wider than the existing
gravel road widen the game reserve.
Circular Curve
The minimum radius of circular curves was adopted based on the limiting values of Cross fall
of the road or the maximum super-elevation (e) and Coefficient of side friction force
developed between the vehicle’s tires and Road pavement (f). Horizontal curvature standards
in relation to design speed, terrain, and environment according to RDM 2010. Sections where
the minimum curve radius could not be achieved, lane widening was applied. Widening was
applied on the inside of the curve and reduced gradually over the length of the transition
curve or tangent. Furthermore, the design manual recommends that for curves with radii
less than 250m, widening should be provided to enable larger vehicles to remain within
their lane while turning. Table 6 -30 gives the widening widths based on curve radii.
>250 0.0
Source: Table 6-10, Section 6, Road Design Manual (MOWT, 2010)
The achieved radii on R7 road which required widening are presented in Table 6 -31 with
the applied widening. The same widening of 1.5m was applied over the two compound
curves at chainage 6+662 and 6+709.
46
Table 6- 31: Recommended and Attained Minimum Radii
Location Attained Radius (m) Widening Applied
(m)
0+034 – 0+098 60 0.9
0+170 – 0+281 150 0.6
The widening at chainage 6+626 to 6+725 was not reduced after reduction of the lane to
2.8m because of the narrow turn and steep gradient which make turning difficult.
Though the purpose of the road is to provide access to the Tail race tunnel outfall, the safety
of animals along the road is paramount. Therefore, deep cut and high fill were minimised to
enable easy access across the road for the animals. Special animal crossing features were
provided at identified crossing points. This features included side slope of 1:6 while on other
sections of the road, a slope of 1:1.5 was adopted. The Design Manual presents different
slopes for different soil type as shown in Table 6 -32.
47
Cut (V:H)
Slope Side Slope Fill
Material 0.0 – 2.0 1: 1.25 3: 1 1: 1.25
Weathered Rock Height (m) (V:H)
over 2.0 2:1 3:1 2:1
The cross-sectional elements recommended for Class III Paved roads and those adopted by
the Consultant are shown in Table 6-7 adopted for R7 road.
48
Figure 6- 1 Typical Cross section of road R7
Details of these signs and speed control measures are included in strip maps, schedules and
other drawings.
Traffic signs have been provided in accordance with the MoWT Traffic Sign Manual, Volume
1. Accordingly, the size of the various sign board types for medium speed group (50-80
km/h) / high speed (> 80 km/h) respectively:
Side length of triangular signs: 900/1100 mm
Diameter of circular signs: 750/900 mm
Capital letter height of informative signs: 210/280 mm.
49
6.7.3 Guardrails
Guardrails with reflectors will be proposed at the following locations:
Very steep locations with height greater than 3.0m;
Along the banks of River Nile; and
Sharp bends.
An additional 1.35m wide was provided at the end of the shoulders to accommodate the
guard rails in fill sections.
Provide roads signs indicating the required speed limit at regular interval.
Provision of speed humps
Posting road signs warming of presence of animals on the road
50
7 HYDROLOGY AND DRAINAGE
This section presents the proposed drainage system, based on the site topography and
natural drainage network, proposed developments in the different parts of the site and the
locations, plans and profiles of the proposed road network.
51
Figure 7- 7: Drainage map
52
Figure 7- 9: Drainage map
53
7.2.3 Peak flow estimation
The peak flow estimates for culvert crossings are shown in Table 7 -33.
Table 7- 33: Peak flow estimates for culvert crossings
TRRL East African Rational method (Q only
Model computed for Area <=80ha)
Desig
Retur Is
Propose Area Catch T-yr- Rainfa Ratio n
n Run- TRRL rational
Road d draine -ment stor ll nal Peak
period off peak method
Name Chainag d slope m Coef Intens Peak Flow,
(T) - coef flow applica
e (m) (km2) (%) dept f, C ity Flow QT
years f (m3/s ble?
h (mm/ (m3/s (m3/s)
(Ca) ) (yes/No
(mm) hr) )
)
R7 0+057 0.080 5.9% 25 90.8 9% 0.31 Yes 0.34 81.9 0.63 0.63
110.
R7 0+710 0.643 6.3% 50 9% 1.83 Yes 0.28 84.9 4.25 4.25
8
R7 1+390 0.210 7.3% 25 94.2 9% 0.68 Yes 0.28 79.1 1.29 1.29
R7 2+125 0.100 8.8% 25 91.5 9% 0.37 Yes 0.28 81.4 0.64 0.64
120. 12.2
R7 2+514 5.800 6.5% 50 14% No - - - 12.25
9 5
119.
R7 2+690 4.200 6.2% 50 14% 9.99 No - - - 9.99
5
116.
R7 4+313 2.161 6.5% 50 14% 6.46 No - - - 6.46
5
R7 5+395 0.295 6.7% 25 95.5 9% 0.90 Yes 0.28 80.6 1.85 1.85
R7 6+045 0.152 6.6% 25 93.0 9% 0.53 Yes 0.28 82.6 0.98 0.98
R7 6+455 0.150 5.5% 25 92.9 9% 0.52 Yes 0.28 84.3 0.98 0.98
54
maximum upstream water levels are always below the road sub-grade level.
c) The minimum cover over the culvert was set to 600 mm to ensure that the whole
culvert is below the road layers. However, a recommendation for encasing the culvert
was made for all culverts.
d) Culvert entrances and exits were provided with vertical headwalls and wingwalls. For
pipe culverts, the wingwall flare angle is 30 o while for box culverts, the angle is 45 o. In
areas with cuts upstream of the culvert inlets, drop inlet structures were proposed
and the wing walls shall not be included.
e) Downstream channels shall be included for cases where culvert outlet invert is less
than the ground level.
When designing drainage systems, an assessment of the following were carried out;
a) potential flooding caused by changes in water surface profiles
b) disturbance of the stream/river system upstream or downstream of the highway
right-of-way
c) changes in lateral flow distributions
d) changes in velocity or direction of flow
e) need for conveyance and disposal of excess runoff
f) need for channel linings to prevent erosion
55
7.3.1.1 Key hydraulic design criteria
The selection of the side drain lining depends on channel material, the permissible velocities
and the maximum allowable shear stresses. Generally, the following criteria were used in
specifying and sizing of side drains.
a) The materials considered for channel lining included grass, stone pitching and
concrete depending on the erosive power of the storm-water as defined by its flow
velocity and shear stress
b) For channel slopes that result in flow velocity and shear stress less than 1.2 m/s and
120 N/m2, respectively grassing was recommended.
c) For flow velocities and shear stresses up to 3.8 m/s and 250 N/m2, respectively stone
pitching was recommended.
d) For higher velocities, concrete channel lining was recommended. In cases were flow
velocities are higher than 10 m/s, sills shall be provided at regular intervals to create
hydraulic jumps in the concrete drains. The sills shall have a height of at least 200 mm
and shall be placed at intervals of 6 m along the steep section of the drain. In
addition, the trapezoidal concrete sections shall be widened to double their size to
further reduce velocities and shear forces.
e) Whenever possible, the channel slope was set to the ground slope or the road slope
for cut sections. However, minimum channel slope was set to 0.5% to allow for self-
cleaning.
f) Whenever required, road side drains shall terminate in a mitre/off-shoot drain to
divert water away from the road. The size of the mitre drain was set to match, as a
minimum, the size of the respective side drain at the start and widening to reduce
velocity at the confluence with the receiving system. Mitre drain will be 10 m long.
The preferred lining of the mitre drain shall be earth; though other lining types may
be considered where necessary.
g) A free board of 150 mm was allowed for. In any case the maximum water level in the
drain was never allowed to be above the top of the sub-grade.
The channel sizes and other parameters that were considered are shown in Table 7 -35.
56
7.3.1.2 Drain sizing method
Manning's equation was utilized for sizing of the side drains, i.e.
1
v = R2/3 S1/2
o
n (9)
where, v=flow velocity (m/s) = Q/A
n = Manning's roughness coefficient (Table 7 -35)
R = Hydraulic radius = A/P (m)
So = Drain slope (m/m)
Q = the T year peak flow
A = flow area (m2)
P = wetted perimeter (m)
Direct computation of flow variables (depth and velocity) requires an iterative process. In
order to simplify the calculations, a four stage approach was used;
A trial channel type was selected from the standard sizes in Table 7 -35 above.
For each the trial channel (size and lining type) and slopes, computations of discharge
(Q), were carried out for different flow depths (d).
A line of best fit was determined as a power model (y=ax^b) and constants a and b
determined
Using the constants, the flow depth could then be directly determined.
Flow velocity and shear stress were computed and compared with maximum values
for the selected lining.
If the computed values were higher than the maximum value, another channel type
was selected and the process repeated.
57
Drain Side Channel Channel
Start End Channel Free-
Road Start End Sectional on Lining Side base
level Level Depth boar
Name Ch. Ch. Length Roa Material slope width
(m) (m) (m) d (m)
(m) d (1:n) (m)
Stone -
R7 3+980 4+220 240 Left 1002.8 994.1 1.00 0.5 0.75 0.15
Trapezoidal
Stone -
R7 5+020 5+395 375 Left 1003.1 998.5 1.00 0.5 0.75 0.15
Trapezoidal
R7 5+420 5+600 180 Left 998.8 1000.0 Grass 1.50 0.5 0.50 0.15
Stone -
R7 5+720 6+232 512 Left 998.8 985.9 1.00 0.5 0.75 0.15
Trapezoidal
Stone -
R7 5+760 6+455 695 Right 997.5 980.5 1.00 0.5 0.75 0.15
Trapezoidal
The design calculations were prepared using Excel Sheets produced by “The Concrete
Centre” as well as some customized ones. A summary of the pipe culvert structural designs is
presented in
below. The detailed design calculations for the different culvert types are provided in
Appendix 5.
58
(mm) thickness t t cover
(mm) (mm)
900mm 80 200 H8@125 c/c H6@125c/c C30 40
1200mm 100 150 H10@125c/c H6@125c/c C30 40
59
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