Construction Report December 2012 · 2016-08-02 · Construction Report December 2012 December 2012...

TAN008

Design, Construction and Monitoring of Demonstration Sites for District Road

Improvement in Tanzania to the Prime Minister’s Office – Regional Administration and

Local Government (PMO-RALG) under the African Community Access Programme

(AFCAP)

Research Consultant to Support the Design,

Construction and Monitoring of Demonstration

Sites for District Road Improvements in Tanzania:

Lawate – Kibongoto (Siha District)

Construction Report December 2012

December 2012

interna tiona l

This project was funded by the Africa

Community Access Programme (AFCAP)

which promotes safe and sustainable access

to markets, healthcare, education,

employment and social and political

networks for rural communities in Africa.

Launched in June 2008 and managed by

Crown Agents, the five year-long, UK

government (DFID) funded project,

supports research and knowledge sharing

between participating countries to enhance

the uptake of low cost, proven solutions for

rural access that maximise the use of local

resources.

The programme is currently active in

Ethiopia, Kenya, Ghana, Malawi,

Mozambique, Tanzania, Zambia, South

Africa, Democratic Republic of Congo and

South Sudan and is developing

relationships with a number of other

countries and regional organisations across

Africa.

This material has been funded by UKaid

from the Department for International

Development, however the views expressed

do not necessarily reflect the department’s

or the managing agent’s official policies.

For further information visit

https://www.afcap.org

DESIGN, CONSTRUCTION AND MONITORING OF

DEMONSTRATION SITES FOR DISTRICT ROAD IMPROVEMENT IN

TANZANIA TO THE PRIME MINISTER’S OFFICE – REGIONAL

ADMINISTRATION AND LOCAL GOVERNMENT (PMO-RALG)

UNDER THE AFRICAN COMMUNITY ACCESS PROGRAMME

(AFCAP)

CONTRACT REFERENCE: TAN008

REPORT TITLE: SIHA CONSTRUCTION REPORT

DATE: 7TH

JUNE 2013

Notice

This report was produced by Roughton International Limited for AFCAP for the specific

purpose of providing a record of the monitoring reports

This report may not be used by any other person without express permission. In any

event Roughton International Limited accepts no liability for any costs, liabilities or

losses arising as a result of the use of or reliance up the contents of this report by any

person other than AFCAP

Document History

JOB NUMBER: DOCUMENT REF:

- For Information Victor Rogers Ramsey

Neseyif

Ramsey

Neseyif

Simon Gillett 13/06/07

Revision Purpose Description Originated Checked Reviewed Authorised Date

Construction Report

Research Consultant to Support the Design, i Construction and Monitoring of Demonstration Sites for District Improvements in Tanzania

Africa Community Access Programme (AFCAP8)

Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania

Contract Reference: AFCAP/TAN/008

Table of Contents Page

Executive Summary ...........................................................................................................................i

1.0 Introduction .............................................................................................................................1

1.1 The Africa Community Access Programme (AFCAP)...............................................1 1.2 The Road Network ........................................................................................................1

1.2.1 Road Maintenance Fund ...........................................................................................2 1.3 Background to AFCAP Tanzania.................................................................................2

2.0 The AFCAP Project Rationale................................................................................................4

2.1 Tanzanian Pavement and Materials Guideline Design..............................................4 2.2 EOD Design Philosophy...............................................................................................4

2.2.1 Environmentally Optimised Design Process..............................................................5 2.3 AFCAP Pavements........................................................................................................6

2.3.1 Pre-Construction Data ...............................................................................................7 2.3.2 Estimated Construction Costs (Engineer’s Estimate)................................................8

2.4 The Design of the Rural Access Road........................................................................8 2.4.1 Road Alignment .........................................................................................................8 2.4.2 Extent of Earthworks..................................................................................................8 2.4.3 Subgrade Design Bearing Capacity and Pavement Design......................................8

2.5 Surfacing Selection ....................................................................................................12 2.5.1 Specifications...........................................................................................................12

3.0 Constructed Demonstration Pavements ............................................................................14

3.1 Constructed Demonstration Sections ......................................................................14 3.1.1 Geocells ...................................................................................................................15 3.1.2 Construction Materials .............................................................................................15

3.2 Construction Costs.....................................................................................................18 3.2.1 Environmentally Optimised Design..........................................................................22

3.3 Quality Control ............................................................................................................24 3.4 Standard Gravel Pavement ........................................................................................25 3.5 Concrete Strips ...........................................................................................................25 3.6 Concrete Geocells ......................................................................................................25 3.7 Double Surface Dressing ...........................................................................................26 3.8 Penetration Macadam.................................................................................................26 3.9 Discussion and Conclusions.....................................................................................27

4.0 Maintenance Requirements, Capacity and Cost................................................................28

4.1.1 Execution of Maintenance .......................................................................................28 4.1.2 Community Participation..........................................................................................28 4.1.3 Whole Life Costs......................................................................................................28

5.0 Monitoring of the Demonstration Section and Interpretation of the Data.......................29

5.1 The Base-Line Data.....................................................................................................29 5.2 Monitoring Beacons ...................................................................................................29 5.3 AFCAP – Monitoring Programme..............................................................................29 5.4 Monitoring Methods....................................................................................................30

5.4.1 Visual Inspection......................................................................................................30 5.4.2 Photographic Logging..............................................................................................30 5.4.3 Surface Profile Measurement ..................................................................................30 5.4.4 Rut Measurement ....................................................................................................30 5.4.5 Surface Roughness Measurement ..........................................................................31

Construction Report

Research Consultant to Support the Design, ii Construction and Monitoring of Demonstration Sites for District Improvements in Tanzania

5.4.6 Surface Texture Measurement ................................................................................31 5.4.7 Classified Traffic Counts..........................................................................................32 5.4.8 Dynamic Cone Penetrometer Testing .....................................................................32

5.5 Data and Results.........................................................................................................32 5.6 Surface Performance..................................................................................................32 5.7 Future Monitoring Framework...................................................................................32

6.0 Information Dissemination...................................................................................................34

7.0 Conclusions and Recommendations..................................................................................35

7.1 General Comment .......................................................................................................35 7.2 Conclusions ................................................................................................................36 7.3 Recommendations......................................................................................................37 7.4 Future Work.................................................................................................................37

Appendices ......................................................................................................................................39

Acknowledgements

This report was prepared by Mr Robert Ayieko (Roughton International). This work would not be a

success without the commitment of the Prime Ministers Office-Regional and Local Government in

particular Ms. Elina Kayanda and Mr. Niels Kofoed.

The Siha District Engineer’s team, headed by Eng. Melek Silaa and his site representative Victor

Kimaru, and the support of Mr. Rob Geddes and Mr. Nkululeko Leta of Crown Agents has been

instrumental in the progress of the project. The assistance provided by Eng. John Malisa and

staff of the Central Materials Lab in Dar es Salaam during the design and construction phases is

also greatly appreciated.

A great many people and organisations have made significant contributions to the research of this

project. Their co-operation is much appreciated and gratefully acknowledged. The actual

comments and observations made by respondents have not been attributed to individuals within

the text to protect and observe confidentiality.

Construction Report

Research Consultant to Support the Design, i Construction and Monitoring of Demonstration Sites for District Improvements in Tanzania

Africa Community Access Programme (AFCAP8)

Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania

Contract Reference: AFCAP/TAN/008

EXECUTIVE SUMMARY

The United Republic of Tanzania located in Eastern Africa has a road network of over 55,000 km.

It is estimated that some 45% of the road network in Tanzania is in good or fair condition. These

roads largely consist of gravel or earth surfaces which deteriorate rapidly and cause access

problems during the wet season. Poor accessibility is highly problematic in rural areas where the

majority of the population rely on agriculture and transport services for a means on income.

AFCAP's goal is to promote low cost, sustainable solutions for rural access. Improving the

sustainability and affordability of rural access will lead to improved access to economic

opportunities, and health and education services; thereby creating opportunities for pro-poor

growth and poverty alleviation. AFCAP 8 aims at identifying low-cost, locally resource based

methods of improving problematic lengths of road to provide sustainable rural access.

An Environmentally Optimised Design ethos has been implemented to carry out research on a

rural access road in Siha District. The approach adopted is to utilise a number of different

demonstration sections at specific locations along access roads according to the requirements of

the surrounding road environment. The pavement types selected for demonstration cover 8

different forms of construction including concrete paving blocks, concrete geocells, concrete

strips, double surface dressing, penetration macadam, and natural gravel materials.

The Environmentally Optimised Design approach required experienced engineers to spend

significant time in the field in order to identify and understand the particular problems that will be

encountered, in order to explore that various possible solutions. This approach suggests the use

of more expensive and substantial pavement structures for problematic sections of road, and less

expensive options for flat, well draining sections that are unlikely to present access problems.

This will provide a sustainable solution for year round accessibility at minimum cost.

The construction of the demonstration sections is now complete and this report includes a

description of the pavement construction methods. In order to monitor the demonstration

sections, various base line data has to be collected. Monitoring will then take place to facilitate

comparison and conclusions to be drawn regarding pavement design for rural access roads.

Data records will be collected in a similar method to that of other AFCAP projects so that

comparisons with other demonstration sections in other countries can be made.

It is concluded that all weather access can be provided using techniques which are suitable for

local procurement and local supervision, but during the design phase it is important that detailed

investigations of all successful construction techniques within the project area be investigated.

These should then be applied or adapted as appropriate to prevent the use of pavement

construction methodologies which are not suited to local resources and skills.

The contract documents should encourage, or require, Contractors to use local labour. This has

economic benefits for the local community, provides some feeling of ownership and helps create

a pool of experienced labour in the area which will be of value in future construction and in

maintenance of the existing roads.

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Research Consultant to Support the Design, ii Construction and Monitoring of Demonstration Sites for District Improvements in Tanzania

Maintenance considerations should be taken into account when selecting pavement types, for

example, gravel surfaces and bituminous seals require significantly more routine and periodic

maintenance than concrete roads. Despite the higher initial cost of some surfacing options, lower

long term maintenance considerations may render these more economically and environmentally

sustainable over standard gravel wearing course. The designer must consider not only the

maintenance requirements of each surface type but also whether maintenance will actually be

carried out and the effects of non performance, if this seems likely. Within this project area it

must be recognised that maintenance is likely to depend largely on the willingness of the

communities to contribute labour.

Implementation of the construction phase has highlighted problems which occur when research

work is carried out under a more or less conventional construction contract. There is a lack of

flexibility which makes changes and adjustments either too expensive or impossible whilst the

nature of the contract makes it very difficult to force the contractor to rectify small areas of poor

work. These problems are likely to be magnified when, as in this case, the research element is

simply a part of a larger, conventional contract which must reflect the realities of the commercial

world and an over-riding desire to complete the Contract.

It is necessary that a long term monitoring regime follows through on the base line data capture

conducted during this work. This will involve monitoring the performance and deterioration of the

trial pavements and the gravel wearing course control sections, taking into consideration the

environments to which they are subjected, the standard of construction, the traffic and the

maintenance required and actually carried out.

This project has a number of different aims and they are as follows:

1. Improve sustainable access to economic and social opportunities for poor rural

communities;

2. Provide all weather access to district roads using Environmentally Optimised Design;

3. To demonstrate alternative pavement surfaces suitable for low volume roads in Tanzania

which will dramatically reduce the demand for gravel;

4. To identify cost effective community based construction methods;

5. To create a design philosophy/design concept for low volume rural roads;

6. Change current design ideology for low volume rural roads, which presently involves

extensive re-gravelling works;

7. To promote the use of locally sourced construction materials and investigate the use of

alternative ‘marginal’ materials – materials presently considered substandard, but which

can actually perform satisfactorily on low volume roads;

8. To promote the use of labour based construction methods to provide employment for

people in local communities and help maintain the rural road network after construction is

completed;

9. Aim towards incorporation of these design concepts as part of the Tanzanian Pavement

and Materials Design Manual in the future once the long term performance of these

pavements has been ascertained.

Construction Report

Research Consultant to Support the Design, 1 Construction and Monitoring of Demonstration Sites for District Improvements in Tanzania

1.0 INTRODUCTION

1.1 The Africa Community Access Programme (AFCAP)

The Africa Community Access Programme is designed to address the challenges of providing

reliable access for poor communities. Reliable access is essential for rural communities in Africa.

Access is required to reach basic services and all kinds of economic and social opportunities1.

AFCAP supports innovative field research and puts this knowledge into practical use. The

programme is based around a portfolio of research, demonstration, advisory and training projects.

These identify and support the uptake of low-cost, proven solution for rural access that maximise

the use of local resources. Project outputs then feed directly into the regional and national rural

transport policies ad strategies for poverty reduction1.

AFCAP will benefit rural communities in Africa. The programme will mean that they have

improved access to investments in other sectors; better access to health and education services,

improved road safety and greater gender equality in how the transport sector operates1.

1.2 The Road Network

In the United Republic of Tanzania there are over 33 million citizens spread over 945,000 square

kilometres of land area who depend on 114 Local Government Authorities (LGAs) to provide

them with road network services2. The Government of Tanzania is committed to providing high

quality and responsive services to all Tanzanians wherever they are in the country.

There are currently no paved district roads in Tanzania. The district road network consists of

earth and gravel roads. The road network in Tanzania for 2008/2009 is shown in Table 1. The

local government authorities (LGAs), with support from PMO-RALG, are responsible for

managing the classified, local road network, consisting of 56,625 km of district, feeder and urban

roads. The network of which is in good of fair condition is around 55%. The remaining roads,

mainly with earth surface, are in poor condition causing them to rapidly deteriorate during heavy

rains. These largely earth and gravel based rural networks are imposing huge maintenance

burdens on poorly resourced authorities and governments. The resultant maintenance demand is

high, threatening the future sustainability of the entire network. Despite the high maintenance

costs, these low volume rural roads are not sufficiently covered in the Tanzanian pavement

design manual.

Table 1: Tanzania Mainland Road Network Length3

Road Class Paved (km) Unpaved (km) Total (km)

Trunk 5,150 7,636 12,786

Regional 722 19,504 20,226

District 0 29,337 29,337

Feeder 0 22,703 22,703

Urban 790 5,207 5,997

Total 6662 84387 91049

1 Africa Community Access Programme, http://www.crownagents.com/afcap/about-afcap.

aspx, August 2011. 2 Introduction to LGA’s, Prime Minister’s Office Regional Administration and Local

Government, http://www.pmoralg.go.tz/lga/index_intro. php, 2004. 3 Annual Report 2008/2009, Roads Fund Board, The United Republic of Tanzania, June 2009.

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1.2.1 Road Maintenance Fund

Low volume rural roads should be maintained to a standard which allows year round access to

vital community facilities. Current design philosophies and ideologies promote rehabilitation of

continuous road sections – on rural roads; this generally involves re-gravelling the entire length.

This is inefficient, costly and environmentally un-sustainable in the long term.

The Roads Fund Board does not have enough funds to carry out all the maintenance required on

the road network in Tanzania. The problematic costs associated with gravel roads are

highlighted below in Table 2. The maintenance costs are increasing every year and the

maintenance budget is not adequate to fund this maintenance. In other words, the funding for

road maintenance is unsustainable. It is clear to see the benefits of a more sustainable road

network at district level.

Table 2: Coverage of Total Maintenance Needs3

Year 2004/05 2005/06 2006/07 2007/08 2008/09

Maintenance Needs

(Tsh Billions) 186.6 208.0 210.0 226.4 291.5

Maintenance Budget

(Tsh Billions) 65.4 71.5 76.2 195.0 195.0

Percentage Coverage (%) 35 34 36 86 67

1.3 Background to AFCAP Tanzania

The aim of the AFCAP project is to improve sustainable access to economic and social

opportunities for poor rural communities. A further aim of the project is to provide all weather

access on district roads using environmentally optimised design. Environmentally optimised

design involves applying robust pavements at specific problematic locations along the road and

applying less expensive and less wasteful designs in areas which are perfectly satisfactory all

year round. The problematic sections along the roads will provide the locations of different trial

sections using different sustainable solutions.

These pavements will dramatically reduce the demand for gravel, provide a smoother running

surface to reduce vehicle operating costs, reduce travel times and dust pollution. The project

focuses on demonstrating different low cost solutions that once demonstrated, can be repeated

across Africa.

The project is also focused on using locally available materials. Substantial effort was made to

use the local knowledge of the District Engineers and the stakeholders in order to locate suitable

gravel material. A number of borrow pits were located in the vicinity of the road.

At present, Tanzania has a modern and comprehensive pavement design manual which details

the design process for major arterial and trunk routes. However, there are a high percentage of

low volume rural roads which are not catered for in the current design manual. These small rural

roads link villages with local amenities such as shops, schools and community health facilities.

Being low volume rural roads, they are generally not given the same priority in maintenance and

rehabilitation schedules, with the costs involved in repairing and maintaining them to the

standards outlined in current design manuals rarely justifiable.

Thus, the purpose of this project is to formulate new design methods and strategies and

accommodate these in current design standards and practices in Tanzania.

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Two roads have been selected for these demonstrations in Tanzania. One road is located in the

coastal region in the Bagamoyo District, which shares the typical problems of the coastal regions

such as sandy subgrades and flat marshy areas containing black cotton soil.

The second road is located on the slopes of Kilimanjaro in Siha District. The road is steep and

winding in nature, passing through agricultural landscape. The road in Siha passes from Lawate

to Kibong’oto as shown in Figure 1

Figure 1 Location of the Siha District Road (Lawate to Kibong’oto)

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2.0 THE AFCAP PROJECT RATIONALE

2.1 Tanzanian Pavement and Materials Guideline Design

Current pavement design in Tanzania does not address the need for an improved design

methodology, or standard, for low volume rural roads. The Tanzanian Pavement Design Manual

(or TPMDM as it will be referred to from this point forward), details the design of major trunk and

arterial roads.

The TPMDM uses a combination of axle loading and subgrade strength to allocate pavement

designs to specific road sections. These pavement designs determine the entire pavement

structure, material type and specification for each layer.

However, arterial and trunk roads have a much higher traffic volume than is experienced on many

rural roads, thus material quality and specifications must be of a much higher standard. In the

case of low volume roads, these specifications for material can be relaxed to allow the use of

readily available, locally sourced materials. These materials may not meet the specification for

arterial or trunk roads, but, where lower traffic volumes are involved; stresses and deteriorating

factors are generally lower. This allows the consideration of materials such as natural gravels,

volcanic cinders, calcrete and coral rocks, which may be readily available, but due to

specifications in current design manuals and local engineering principles, are not given

consideration in pavement construction. Current design beliefs held by many engineers regard

these materials as being substandard. While this may be the case for high volume roads, many

of these materials are ideal for rehabilitating lower volume roads, but are not given consideration

as no information is available on their suitability.

Trials have been carried out in various countries investigating cost effective, efficient and

environmentally sustainable methods of rehabilitating and maintaining low volume rural roads in

order to provide year round access for local communities. These methods utilised locally sourced

materials and involved the improvement of only areas, which in their un-rehabilitated state,

prevented year round access. This challenges the current unsustainable method of gravelling

these roads from start to finish.

This process has become known as Environmentally Optimized Design (EOD) or Spot

Improvement Design (SID). It is an aim of this project to introduce such design ideas to

engineers in Tanzania.

2.2 EOD Design Philosophy

An inherent problem encountered with developing and maintaining low-volume rural roads is

determining whether full rehabilitation is required or whether remediating trouble spots is more

beneficial. In developing countries where the majority of people live in the countryside, vast

networks of low volume roads develop. In such cases it can be more beneficial to improve roads

on a ‘spot improvement’ basis rather than undertaking full remediation (unless areas requiring

spot improvement are >75% of total road). Fully rehabilitating a road involves high expense, may

only serve relatively few people and is not a priority on district roads. By utilising funding to

remediate sites over a number of routes, a cost effective method of benefiting numerous

communities is developed, allowing basic access to vital amenities such as health care, schools

and markets. Spot improvement differs to maintenance as it is done after basic access has been

lost.

Environmentally Optimized Design ensures that specifications and designs support the functions

of different road sections - assessing local environment and limited available resources. This

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requires analysing a broad spectrum of solutions to rectify different road sections depending on

their individual requirements, ranging from engineered natural surfaces to bituminous pavements.

A key cornerstone of this method is that the chosen solution must be achievable with materials,

plant and contractors available locally4.

2.2.1 Environmentally Optimised Design Process

Environmentally Optimised Design (EOD) has been defined as a system of road design that

considers the variation of different road environments along the length of the road such as steep

gradients, wet and marshy areas as well as passage over easy terrain5.

The Spot Improvement Design (SID) methodology is applied to the EOD and concentrates on

ensuring that each section of a road is provided with the most suitable pavement type for the

specific circumstances5 to provide basic access along the road.

A typical rural road situation is shown in Figure 2, where an earth track leads to an isolated

community some way from a main road. During the dry season the road is passable. During the

wet season much of the road may perform quite well but there will be some difficult problematic

sections which will render the road impassable. As an example, the track, shown in Figure 2, is

taken to be in the following condition:

1. Good Quality Lengths – Make up a large percentage of the road;

2. Standard Lengths – Make up a large percentage of the road;

3. Problematic Sections – Make up a small percentage of the road.

So the EOD philosophy challenges the standard rural access road design of applying a gravel

wearing course from start to finish. The EOD method asks if the standard design is sufficient for

problematic areas and is the standard design necessary for the good areas. The correct design

needs to be undertaken for the different sections of the road as they are assessed. An under-

design of poor sections can lead to premature failure of problematic areas and an over-design will

often be a waste of funds which would be better spent on the problematic sections.

The EOD design philosophy proposes using minimal resources on the good sections, some

resources on the standard sections and the majority of resources on the problematic sections.

For example, the EOD design philosophy may lead to the following design:

1. Good Quality Lengths – Engineered Natural Surface;

2. Standard Lengths – Standard Gravel Surface;

3. Problematic Sections – Suitable Economically Viable Robust Pavement Structure.

4 Key Management Issues for Low Volume Rural Roads in Developing Countries, R Petts,

Road Asset Management Seminar, Chandigarh, India, March 2008. 5 Local Resource Solutions to Problematic Rural Road Access in Lao PDR, SEACAP

Acess roads on Route 3, Roughton International Scientific Paper, April 2009.

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Figure 2 Environmentally Optimised Design Process

The EOD/SID philosophy aims to replace a standard gravel pavement design with more robust

pavements at specific problematic locations along rural access roads. The philosophy also aims

to reduce the use of expensive pavement options in areas where a less expensive pavement

option would perform adequately all year round, resulting in a more economical road design.

It is clear to see the potential savings and benefits from adopting this approach to rural road

design. Gravel roads are becoming uneconomical and practically unsustainable where gravel is

becoming increasingly scarce and only available at long haulage distances. This design

philosophy offers a more sustainable and economical solution to standard gravel road design.

This design philosophy has been applied for the design of these roads by spending significant

time in the field, understanding which sections perform well in the wet season and which sections

prohibit basic access. Once the problem sections were established, suitable solutions were

applied to these areas in order to provide basic access during the rain season. By demonstrating

this design philosophy, engineers in Tanzania will be able to follow the procedures taken in this

report to implement a suitable EOD/SID that suits their particular problems along district roads in

the future.

2.3 AFCAP Pavements

The AFCAP Tanzania project follows on from a previous project in Laos People’s Democratic

Republic (PDR) in South East Asia, entitled SEACAP 17 – Local Resource Solutions to

Problematic Rural Road Access in Laos PDR. The SEACAP project aimed to identify cost-

effective community orientated approaches for improving all year access to remote rural areas

through low-cost and local resource based improvement of roads in Laos PDR.

Alternative pavements and surfacing to the standard gravel pavement were tested by way of trials

on short problematic sections of selected roads. Several of these pavements were previously

trialled in Vietnam and Cambodia through DFID research. The pavements being demonstrated in

Siha have been shown to work well in other countries under similar projects in the past. The

lengths of the various demonstration sections vary from 180 – 1670 m.

The pavements types selected for the demonstrations in Siha were as follows:

Standard Marshy Good Good

Good

Standard

Problematic

Main Road

Steep

Village

Steep

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� Concrete Paving Blocks: Concrete paving blocks are precast in moulds and then

laid side by side on a prepared sub-base. Gaps between blocks are filled with fine

material to form a strong and semi impervious layer.

� Un-reinforced Concrete Slab: Un-reinforced concrete slabs provide a strong

durable road pavement, with the lack of reinforcement eliminating excessive costs relating

to steel. Concrete pavements are suited to small contractors as concrete can be

manufactured using small mixers and local materials for use on the projects. Elimination

of reinforcement means continuous pours are possible, with delays only incurred from the

provision of contraction joints, which are spaced at closer intervals than in a reinforced

slab. More suited to areas with good quality sub-grade, in areas of weakness

reinforcement may have to be considered.

� Lightly Reinforced Concrete Slab: Similar to above, slightly more expensive due to

the added reinforcement but this gives added strength and higher load bearing capacity.

Useful in areas of relatively weak sub-grade to improve pavement strength, preventing

excess stress and cracking.

� Concrete Geocells: Manufactured plastic formwork is used to construct in-situ

concrete paving. The plastic formwork is sacrificial and remains embedded in the

concrete creating a form of block paving.

� Concrete Strips (Unreinforced): This surface uses concrete under the wheel tracks

of a vehicle. The strips also contain transverse concrete strips between the wheel tracks

to help stop excessive erosion down the centre of the strips.

� Concrete Strips (Reinforced): This surface is similar to the latter but a layer of

4 mm steel reinforcement was used in the concrete where the pavement has an

expansive soil subgrade.

� Double Surface Dressing: This method involves 2 spray applications. A primary coat

is sprayed onto the road followed by a large single sized aggregate. Following this, the

secondary bituminous application and dressing with smaller sized aggregate. Typical

aggregate sizes are 19-10 mm for larger aggregate and 13-6 mm for smaller aggregate.

� Penetration Macadam: This surfacing is constructed by first applying a layer of

coarse aggregate followed by a layer of bitumen. The void space between the large

aggregate is then filled with a layer of finer aggregate followed by a second application of

bitumen. A third layer of fine aggregate is placed on top and then compacted to give the

final pavement layer.

� Gravel Wearing Course: This construction comprises 150 mm of gravel wearing

course with a bearing capacity of CBR≥25% constructed on an in-situ subgrade.

2.3.1 Pre-Construction Data

Before the selection of the different pavements the following data was gathered:

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� Horizontal gradient;

� Subgrade bearing capacity;

� Visual assessment;

� Cross drainage;

� Cost data;

� Distance from Siha;

� Proximity to construction materials;

� Availability of construction materials;

� Traffic;

For the design of the pavements DCP tests and trial pits were taken along the alignment of the

road to determine the subgrade bearing capacity. Test results of the gravel from local borrow pits

were also ascertained.

2.3.2 Estimated Construction Costs (Engineer’s Estimate)

Local construction costs were made available by PMO-RALG and used to prepare the engineers

estimate for the pavements. The rates received during tender were considerably more expensive

than estimated. It was concluded that these expensive rates were submitted by the contractors

because they were unfamiliar with the technologies involved in the project and tendered with high

rates to hedge against adverse risk involved in their construction. However, it is suggested that

once these technologies are used more commonly across Tanzania, and local contractors

become familiar with the methodology then the cost will consequently be reduced.

2.4 The Design of the Rural Access Road

2.4.1 Road Alignment

The road alignment followed the existing alignment of the access road before construction.

Extremely sharp bends in the road were smoothed out at two locations at around 1.420 km and

12.500 km during the clearing and grubbing phase of the project by the Contractor. No detailed

alignment design was carried out by the Consultant, the District Engineer’s Office, or the

Contractor. Data from a handheld GPS was taken before the Construction of the road. The

method of using a handheld GPS is very simple, inexpensive and available to District Engineers

in Tanzania. Photographs of the road alignment prior to construction are available in Appendix B.

2.4.2 Extent of Earthworks

For this project one simple item was used for heavy grading and compaction of the road of the

roadbed. This item included all earthworks, formation of the roadbed and side drains. The use of

a simplified item allowed for easier pricing by the contractor and easier supervision and quantity

calculations for payment by the District Engineer.

2.4.3 Subgrade Design Bearing Capacity and Pavement Design

The design subgrade bearing capacity was investigated during the design phase of the project

and also during construction of the project. DCP tests and alignment trial pits of the various soils

were taken and a summary of the design subgrade bearing capacity.

Based on experience in other Southern African countries the use of a Dynamic Cone

Penetrometer (DCP) based design method was identified as appropriate. The DCP has been

developed to a stage where it can be used for the design of low volume roads. The testing

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approach allows for a quick, non-destructive method of estimating the in-situ strength of base,

sub-base, sub-grade and weakly cemented pavement layers.

The DCP design process consists of utilising the in-situ strength profile data collected from testing

on the alignment material and comparing this profile with minimum specified DCP design profiles.

These profiles have been adopted based on investigation and previous experience on LVRR

carried out in the region and calibrated by results undertaken in a number of countries, most

recently, Malawi. These design profiles, characterised by DN values calculated as number of

millimetres penetrated per blow, are presented in Table 3 for different LVRR categories. It is

important to note the pavement class applicable for the Lawate to Kibongoto road is that of

LV 0.03.

Table 3: Pavement design profile for different LVRR categories

Pavement

Class

E80 x 106

LV 0.01

0.003 –

0.010

LV 0.03

0.010 –

0.030

LV 0.1

0.030 –

0.100

LV 0.3

0.100 –

0.300

LV 1.0

0.300 –

1.000

150mm

Base

≥ 98%

BSH

DN ≤ 8

DN ≤ 5

DN ≤ 4

DN ≤ 3.2

DN ≤ 2.5

150mm

Subbase

≥ 95%

BSH

DN ≤ 19

DN ≤ 14

DN ≤ 9

DN ≤ 6

DN ≤ 3.5

150mm

subgrade

93% BSH

DN ≤ 33

DN ≤ 25

DN ≤ 19

DN ≤ 12

DN ≤ 6

DCP testing was carried out at 100 m intervals along the road to obtain a complete set of in-situ

strength profiles, and to assess the road condition. Following completion of the DCP survey, the

data was used in a cumulative sum (CuSum) analysis to identify uniform sections based on the

three uppermost 150 mm layers.

The CuSum analysis identified six uniform sections as illustrated in Figure 3. Three trial pits per

uniform section were excavated and soil samples taken of the in-situ material for laboratory

testing in order to support the DCP survey results.

Construction Report


Figure 3: DCP Cumulative Sum Analysis

-400.00

100.00

600.00

1100.00

1600.00

2100.00

2600.00

0.00 2.00 4.00 6.00 8.00 10.00 12.00 14.00

0-150mm

150-300mm

300-450mm

DSN800

1 2 3 4 5 6

Construction Report


Based on the in-situ moisture conditions at the time of the DCP survey and the annual rainfall

data in the Siha region, 80th percentile DN values were determined for each of the identified

sections as well as values for bearing capacity. The results of the DN values for each of the six

uniform sections are presented in Table 4.

Table 4: Existing Pavement DCP Characteristics

Inadequate strength at design moisture content

Adequate strength at design moisture content

The results from the DCP survey and subsequent analysis indicate that the existing uppermost

layer of the road does not meet the required DN value for any of the six sections, with section 5

identified as the weakest in which required DN values are not met to a depth of 450 mm.

In order to achieve a pavement structure that meets the required DN values for the design traffic

loading, it is necessary to import a 150 mm thick layer of material meeting the requirements of DN

≤ 5 for sections receiving a bituminous surfacing, equivalent to a G60 material. This approach

would then render the existing running surface as the new sub-base layer, the existing sub-base

layer and sub-grade and so on. The new pavement design structure is illustrated in Table 5.

Table 5: New Pavement DCP Characteristics

Adequate strength at design moisture content

The pavement design where concrete surfacing options are to be implemented will require a

100 mm layer of G30 material to be imported in order to achieve adequate CBR values in the

pavement structure, unless it is possible to achieve a CBR of 30% in the existing in-situ running

surface. Laboratory testing of material obtained from the trial pits excavated has identified that a

CBR value of 30% or greater can be achieved on the first 1.5 km of the road.

DN (mm/blow)

Section No. Pavement

Depth

(mm)

DN for

LV

0.01-

0.03

1 2 3 4 5 6

0-150mm ≤ 5 5.8 9.5 7.7 9.0 11.0 6.9

150-

300mm ≤ 14 8.1 11.9 4.4 9.7 18.3 7.8

300-

450mm ≤ 25 7.1 19.6 7.9 12.9 31.0 11.3

DN (mm/blow)

Section No.

Pavement

Depth

(mm)

DN for LV

0.01-0.03 1 2 3 4 5 6

0-150mm

≤ 5 ≤ 5 ≤ 5 ≤ 5 ≤ 5 ≤ 5 ≤ 5

150-300mm

≤ 14 5.8 9.5 7.7 9.0 11.0 6.9

300-450mm

≤ 25 8.1 11.9 4.4 9.7 18.3 7.8

450-600 7.1 19.6 7.9 12.9 31.0 11.3

Construction Report


This design approach has resulted in an efficient pavement structure which is much more suitable

for LVRR. In comparison to the previous pavement design, this approach has facilitated the

replacement of an expensive multi-layered pavement structure, consisting of sub-base layers of

G60, G45 and improved sub-grades of G15, G7 and G3 as required by the TPMDM, with a

suitable, cost effective single layer of G60 on bituminous surface sections or G30 on concrete

surface sections.

2.5 Surfacing Selection

In principle, the type of surfacing being trialled should be appropriate to the road environment, in

particular gradient and rainfall. Gradients along the road vary from flat to very steep (over 30%)

and annual rainfall is very high (over 2,000 mm). In such a situation, the key challenge is to

ensure that the surfacing being constructed can provide the necessary traction to vehicles so that

they can ascend the steep grades in the rainy season. Currently, due to the plastic nature of the

in situ soils, the road becomes very slippery during the rainy season when it becomes impassable

to even light vehicles or motor cyclists.

A gravel wearing course is to be implemented on flatter grades up to approximately 7%. The use

of gravel on slopes steeper than approximately 7% will result in excessive material erosion during

the rainy season. At intermediate grades, bituminous surfacing will be utilised whilst at the higher

grades unreinforced and lightly reinforced concrete slabs, concrete strips and concrete geocells

are to be constructed. Where flatter gradients and good in-situ material are both apparent the

existing running surface is to be scarified, shaped and compacted. These various pavement

options have been selectively applied along the road relative to the challenges presented by the

road environment with focus on gradient, tight bends and poor sub-grade material as supported

by the environmentally optimized design philosophy.

It is important to note that because of the relatively soft binders used in the construction of Otta

Seals it is impractical to construct such seals on sections with heavy turning traffic which will

result in the shearing of the surfacing. For this reason concrete paving blocks, which have been

identified as more appropriate in the presence of a high number of turning vehicles, were used

through the market place in Lawate. An Otta Seal surfacing option was been deemed

inappropriate for other sections of the road with gradients in excess of 10%, as the binder would

have simply flowed down the grade, resulting in it being omitted from the design entirely.

2.5.1 Specifications

Overview

The Specification for this project was formed predominantly using the Tanzanian Standard

Specification for Road Works6. Other sources used included SATCC Standard Specifications for

Road and Bridge Works and specifications from the SEACAP Project in South East Asia7.

Methodology

General Specifications are sourced from the Tanzanian Standard Specification for Road Works

2000 wherever possible. However, other sources which were reviewed and utilised include the

SEACAP Project, which supplied the information for concrete pavements and segmental block

6 Standard Specification for Road Works, Ministry of Works, The United Republic of

Tanzania, 2000. 7 Research Consultant to Support the Design, Construction and Monitoring of

Demonstration Sites for District Road Improvements in Tanzania: Design Report, Roughton International, November 2010.

Construction Report


paving, such as hand packed stone blocks and concrete paving bricks. These are contained in

the Special Specifications7.

These documents supplied a standard specification using the standard materials, construction

methods and method of measurement for each of the required processes. In reality, this project

is based on very low volume roads and the use of marginal materials is required and permitted.

Tanzanian Standard Specification for Road Works

The Tanzanian Standard Specification for Road Works was compiled in 2000 under the

Institutional Cooperation between the Ministry of Works for Tanzania, the Central Materials

Laboratory (CML) and the Norwegian Public Roads Administration (NPRA). Its aim is to establish

technical standards, guidelines and specifications for road and highway engineering.

Outlined below in are the main sections from the Specification, where series 8000 was introduced

by the Consultant to introduce alternative pavements not covered in the Tanzanian Standard

Specification7.

Table 6: Section Reference for Tanzanian Standard Specification for Road Works

Series Description

1000 General

2000 Drainage

3000 Earthworks and Pavement Layers of Gravel or Crushed Stone

4000 Bituminous Layers and Seals

5000 Ancillary Roadwork’s

8000 Concrete and Alternative Pavements

Pavement Materials

One of the project objectives is to promote the use of locally sourced alternative ‘marginal’

materials – materials presently considered substandard, but which can actually perform

satisfactorily on low volume roads. The specification for construction materials may not always

meet current accepted standards, but, on low volume rural roads, traffic levels and pavement

stresses are low, therefore material specifications can be relaxed. This is imperative to the

success of this methodology, as locally sourced materials invariably cannot always meet the high

standards required by current specifications.

However no thorough investigation was carried out to locate suitable locally sourced materials for

construction of the road pavements. These investigations should have included locating suitable

materials for construction of the selected subgrade, sub-base, base and surfacing layers.

Instead, the contractor operated a quarry approximately 30 km from the project and opted to

source material from his quarry, which was of a higher quality than required for the achieving the

goals and methodology of the project. Materials were tested to determine their suitability and the

pavement design was based on the suitable materials which have been located in the area.

Construction Report


3.0 CONSTRUCTED DEMONSTRATION PAVEMENTS

3.1 Constructed Demonstration Sections

In total, twenty nine demonstration sections were constructed in Siha. Of the constructed

demonstration sections, eleven are gravel wearing course sections. These control sections were

selected for varying topographic conditions. Due to problems encountered during the

construction of geocell sections in Bagamoyo, the original geocells sections in Siha were reduced

to one section for demonstration purposes. A full list of the demonstration sections constructed is

shown in Table 7. A strip map is given in Appendix A.

Table 7: Schedule of Demonstration Sections in Siha

Chainage (km) Section

Start End

Length

(km)

Road

Width (m) Surfacing Type

1 0.000 0.200 0.200 6 Concrete Paving Blocks

2 1.360 1.500 0.140 4 Unreinforced Concrete Slab

(100mm)

3 1.960 2.180 0.220 5 Flexible Geocells (75mm)


(75mm)

5 2.580 2.780 0.200 4 Gravel Wearing Course

6 2.780 3.640 0.860 4 Concrete Strips


8 4.340 4.540 0.200 5 Double Surface Dressing

9 4.540 4.780 0.240 4 Concrete Strips


(100mm)

11 5.000 6.100 1.100 4 Concrete Strips


13 6.340 6.620 0.280 4 Unreinforced Concrete

(100mm)


15 7.720 8.260 0.540 4 Concrete Strips


17 9.670 9.900 0.230 4 Unreinforced Concrete

(75mm)


19 10.100 10.300 0.200 4 Concrete Strips


21 10.680 11.200 0.520 4 Concrete Strips


23 11.620 11.820 0.200 5 Bituminous Penetration

Macadam

24 11.820 12.120 0.300 4 Lightly Reinforced Concrete

Slab (100mm)

Construction Report


Chainage (km) Section

Start End

Length

(km)

Road

Width (m) Surfacing Type



Slab (75mm)



Slab (100mm)


Total Length 11.860

3.1.1 Geocells

The construction of this pavement was slowed because of delayed procurement of geocells. The

delay in procurement was as a result of a situation similar to Bagamoyo, where the Contractor

had bid low for the construction of geocells. The Contractor claimed unfamiliarity with the

relatively new geocells technology in the Tanzanian construction industry and had not understood

that concrete was required to cover the geocell mat and was thus not taken into account during

tender.

To resolve the impasse on procurement and construction of geocells, and also for the benefit of

cost reduction due to the reduced project budget, a revised length of geocell pavement was

agreed upon. This lead to a reduction in the length of geocell pavement from approximately

2940 m to 220 m. Geocells for Siha District were procured from Bagamoyo District Council.

They consisted of a batch which was left over after a reduction in the constructed length of

geocells on that project also.

3.1.2 Construction Materials

Construction material for the Siha project was obtained from the Contractors borrow site close to

the Contractor’s commercial quarry plant approximately 30 km from the project, with the

exception of gravel wearing course material that was obtained from a gravel pit approximately

11.5 km from the project. There were no other borrow pits located along the project road as the

adjacent agricultural land-use in the project area would have made it difficult to acquire land for

them.

Table 8 indicates which borrow pit each pavement layer came from during construction. This is

important to note because some of the pavement layers have higher specifications than required

and some have lower specifications than indicated in the design.

Construction Report


Table 8: Schedule of Pavement Layers

Chainage (km) Pavement Layers (mm) Section

Start End

Length

(km) Surfacing Type

G30 G60 GWC

1 0.020 0.200 0.18 Concrete Paving Blocks 100 CQ - - - -

2 0.200 1.360 1.16 Scarification of Existing Gravel - - - - - -

3 1.360 1.500 0.14 Unreinforced Concrete Slab (100mm) 100 CQ - - - -

4 1.500 1.960 0.46 Scarification of Existing Gravel - - - - - -

5 1.960 2.180 0.22 Flexible Geocells (75mm) 100 CQ - - - -


7 2.580 2.780 0.20 Gravel Wearing Course - - - - 150 GP

8 2.780 3.640 0.86 Concrete Strips 100 CQ - - - -


10 4.340 4.540 0.20 Double Surface Dressing - - 150 CQ - -









19 9.670 9.900 0.23 Unreinforced Concrete (75mm) 100 CQ - - - -

20 9.900 10.10

0 0.20 Gravel Wearing Course - - - - 150 GP

21 10.10

0

10.30

0 0.20 Concrete Strips 100 CQ - - - -


Construction Report


Chainage (km) Pavement Layers (mm) Section

Start End

Length

(km) Surfacing Type

G30 G60 GWC

0 0

23 10.68

0

11.20

0 0.52 Concrete Strips 100 CQ - - - -

24 11.20

0

11.62


25 11.62

0

11.82

0 0.20 Bituminous Penetration Macadam - - 150 CQ - -

26 11.82

0

12.12

0 0.30

Lightly Reinforced Concrete Slab

(100mm) 100 CQ - - - -

27 12.12

0

12.28


28 12.28

0

12.56

0 0.28


(75mm) 100 CQ - - - -

29 12.56

0

12.64


30 12.64

0

13.07

0 0.43


(100mm) 100 CQ - - - -

31 13.07

0

13.48


Total Length

(km)

Note: CQ = Contractor’s Quarry

GP = Gravel Pit

Construction Report


3.2 Construction Costs

The construction costs for both one kilometre of each pavement, and a square metre cost for

each pavement, using the contractor that constructed the pavements is shown in Table 11.

In each case, the cost per square metre is the cost of the designated pavement construction

above the prepared subgrade. Cost information from all contractor bidders for the project was not

available at the time of preparation of this report to be presented for comparison purposes.

Table 9 below summarises the evaluated contract price, the negotiated price and the re-scoped

price following the reduction of the project budget after award of the contract.

Table 9: Bill of Quantities Summary

Evaluated Negotiated Re-scoped

Series Item Description Total

(Tsh)

Total

(Tsh)

Total

(Tsh)

1000 General 39,060,000 39,060,000 39,060,000

2000 Drainage 489,275,000 342,492,500 288,222,500

3000

Earthworks and

Pavement Layers of

Gravel or Crushed

Stone

467,000,000 371,000,000 212,800,000

4000 Bituminous Layers and

Seals 126,350,000 126,350,000 56,000,000

5000 Ancillary Roadworks 57,000,000 57,000,000 1,400,000

6000 Structures 25,200,000 25,200,000 0

8000 Concrete and

Alternative Pavements 376,856,000 263,799,200 627,346,000

Sub-Total 1,580,741,000 1,224,901,700 1,224,828,500

*

Adjustment (%

Addition or Reduction

of Sub Total) 5%

79,037,050 61,245,085 61,241,425

Adjusted Sub-Total of

Bills 1,501,703,950 1,163,656,615 1,163,587,075

Add 10 percent of

Adjusted Sub-total for

Contingencies

150,170,395 116,365,662 116,358,708

Grand Total 1,651,874,345 1,280,022,277 1,279,945,783

Note

*

If required the Bidder

may adjust the bid by

adding or reducing the

sub-total by a

percentage amount and

inserting here

201,052,500

Construction Report


Table 10: Sealed Surface Sections Cost per Metre Summary

Sealed Surface Sections Metres Total Surface Cost

(TSH)

Cost/m

(TSH)

Double Surface Dressing 200 15,000,000 75,000

Bituminous Penetration Macadam 200 35,400,000 177,000

Concrete Geocells 220 5,280,000 24,000

Concrete Strips 3,460 247,500,000 71,532

Concrete Paving Blocks 200 28,690,000 143,450

Unreinforced Concrete Slab

(100 mm) 640 71,941,606 112,409

Unreinforced Concrete Slab

(75 mm) 630 54,276,923 86,154


(100 mm) 730 136,699,978 187,260


(75 mm) 280 45,081,493 161,005

Total 6,560 639,870,000

Note: Cost/m estimated from Bill of Quantities rates

Construction Report


Table 11: Construction Costs

Chainage (km) Costs (Tshs) Costs (USD)

Section Start End

Length

(km) Surfacing Type

Total

Cost/km

(Tshs)

Cost/m²

(Tshs)

Total

Cost/km

(USD)

Cost/m²

(USD)

1 0.020 0.200 0.180 Concrete Paving Blocks 143,450 35,863 95.63 23.91

2 1.360 1.500 0.140 Unreinforced Concrete Slab

(100mm) 112,409 28,102 74.94 18.73

3 1.960 2.180 0.220 Flexible Geocells (75mm) 24,000 6,000 16.00 4.00


(75mm) 86,154 21,538 57.44 14.36

5 2.780 3.640 0.860 Concrete Strips 71,532 17,883 47.69 11.92

6 4.340 4.540 0.200 Double Surface Dressing 75,000 15,000 50.00 10.00

7 4.540 4.780 0.240 Concrete Strips 71,532 17,883 47.69 11.92


(100mm) 112,409 28,102 74.94 18.73

9 5.000 6.100 1.100 Concrete Strips 71,532 17,883 47.69 11.92


(100mm) 112,409 28,102 74.94 18.73

11 7.720 8.260 0.540 Concrete Strips 71,532 17,883 47.69 11.92


(75mm) 86,154 21,538 57.44 14.36

13 10.100 10.300 0.200 Concrete Strips 71,532 17,883 47.69 11.92

14 10.680 11.200 0.520 Concrete Strips 71,532 17,883 47.69 11.92

15 11.620 11.820 0.200 Bituminous Penetration Macadam 177,000 35,400 118.00 23.60

16 11.820 12.120 0.300 Lightly Reinforced Concrete Slab

(100mm) 187,260 46,815 124.84 31.21

Construction Report



(75mm) 161,005 40,251 107.34 26.83


(100mm) 187,260 46,815 124.84 31.21

19 Total Length ��

*For comparison purposes, costs in this table, originally tendered in Tshs, are shown in US dollars at the June 2010 exchange rate of USD 1 = Tshs 1500

Construction Report


3.2.1 Environmentally Optimised Design

The EOD approach states that a small amount of resources are spent on the good lengths of the

road, spend some resources on the standard sections of the road and most resources on the

problematic sections. As a result, you will make a cost saving compared to gravelling the entire

road from start to finish. An analysis of this philosophy was investigated for this project and

Table 12 gives a summary of what was done on each section of the road length, varying from

scarification and compaction of the existing surface, gravel wearing course and the different

surfaces.

Table 12: Summary of all Road Sections

Chainage (km) Pavement Layers (mm)

Start End

Length

(km) Surfacing Type

G30 G60 GWC

0.020 0.200 0.180 Concrete Paving Blocks 100 - -

0.200 1.360 1.160 Scarification of Existing

Gravel - - -

1.360 1.500 0.140 Unreinforced Concrete

Slab (100mm) 100 - -

1.500 1.960 0.460 Scarification of Existing

Gravel - - -

1.960 2.180 0.220 Flexible Geocells

(75mm) 100 - -


Slab (75mm) 100 - -

2.580 2.780 0.200 Gravel Wearing Course - - 150

2.780 3.640 0.860 Concrete Strips 100 - -


4.340 4.540 0.200 Double Surface Dressing - 150 -

4.540 4.780 0.240 Concrete Strips 100 - -


Slab (100mm) 100 - -

5.000 6.100 1.100 Concrete Strips 100 - -



Slab (100mm) 100 - -


7.720 8.260 0.540 Concrete Strips 100 - -



(75mm) 100 - -


10.100 10.300 0.200 Concrete Strips 100 - -


10.680 11.200 0.520 Concrete Strips 100 - -


Construction Report


Chainage (km) Pavement Layers (mm)

Start End

Length

(km) Surfacing Type

G30 G60 GWC

11.620 11.820 0.200 Bituminous Penetration

Macadam - 150 -

11.820 12.120 0.300 Lightly Reinforced

Concrete Slab (100mm) 100 - -








Total Length 13.460

Table 13: Summary of EOD

Surface Length

(%)

Length

(km)

Costs per

km (USD)

Cost

(USD)

Scarification of Existing Surface 12.04 1.62 1,466.67 2376.0054

Gravel Wearing Course 39.38 5.30 12,000.00 63,600.00

Concrete Strips (Unreinforced) 25.71 3.46 47,687.86 165,000.0

0

Geocells 1.63 0.22 16,000.00 3,520.00

Surfacing* 27.34 3.68 31,843.93 117,185.6

6

Cost of EOD 100 13.46 63,687.86 857,238.6

0

Cost of Lightly Reinforced Concrete

Slab (100mm) 100 13.46 124,840.16

1,680,348.

55

Cost of Standard Gravel Solution 100 13.46 1,466.67 19,741.38

*Surfacing cost is the average of the two cheapest solutions;

**For comparison purposes, costs in this table, originally tendered in Tsh, are shown in US dollars

at the June 2010 exchange rate of USD 1 = Tsh 1500

Table 13 above shows a summary of the costs associated with environmentally optimised design

for this project. The costs include all earthworks, clearing, grubbing, and removal of topsoil and

trees, drainage and passing bays. This is included in the analysis because it is assumed that

under normal circumstances, if a district road was to be upgraded to bitumen standard then the

double surface dressing would be most common choice. It is considerably more expensive to

use a double surface dressing for the entire length of the road than either the environmentally

optimised design approach or the standard gravel solution.

A number of other aspects should be taken into account for this project. Firstly, as this is a

demonstration project to showcase the different surfaces available, we suspect that high rates

were received because so many different pavements were being used and in many cases only for

Construction Report


short lengths of the road. In reality, if the EOD approach was adopted you would probably only

use one or two of the cheapest pavements, economies of scale would dictate that if you were to

use just one or two pavements and increase the quantity of these pavements it would bring the

costs down. One can assume that this would be the case.

Secondly, a number of the pavements were constructed through several residential areas along

the road. It was not essential that these paved roads were constructed in order to provide year

round access along the road, but were introduced to demonstrate how a pavement surface can

be used to provide an acceptable surfacing, and reduce dust, in populated areas.

This analysis also does not to take into account maintenance and the whole life cost of the

pavements. The whole life cost analysis will be provided when the benchmark data is fully

compiled and monitoring activities commence during January 2013.

It is important to note that the contractor has not performed as well as expected and this has

resulted in substantial delays due to their lack of familiarity of project requirements and

commitment to complete within project programme. This has resulted in a relative increase in

project costs discussed later in this report.

The construction of this road was completed during November 2012. There remains minimal

corrective works which, are programmed to be complete during December 2012. The road is

located in an area with substantial change in elevation and has resulted in difficulties to access

and re-reconstruct at specific problematic locations particularly in areas of steep gradients.

Subsequent to the completion of the new construction the road is performing well having

sustained a recent rain season provides all weather access.

Conclusions

For this project, the cost of the standard gravel solution was less expensive than the EOD

approach. However, there are a number of viable reasons for this and it is recommended that

another project should be carried out where the primary objective is to just apply the EOD

approach and only one pavement should be used for each of the problematic sections, gravelling

should only be carried out on necessary sections, the remainder of the road should be

engineered natural earth and a detailed analysis should follow.

3.3 Quality Control

Engineering measurements and testing was performed throughout the course of the construction

to control the quality of the work. Numerous samples of construction materials including

concrete, bituminous and granular materials were predominately tested at the TANROADS

Central Materials Lab in Dar es Salaam. The Engineer also made use of the material testing

facilities provided by the Technical College, Arusha. The contractor regularly took concrete

cubes for testing the strength of the concrete. The results were of an acceptable standard. The

field team spot checked the invert levels of the pipe culverts. All spot checks met required levels

and slope.

The field team tested the field density of the roadbed using the sand replacement test method.

After testing the field density of the compacted base course layers, the contractor was instructed

to replace materials and re-compact sections revealed not to meet specification. In general

tested sections met the required specifications.

The layer thickness was spot checked and verified by a combination of core drilling and dumpy

level by the field engineer and District Engineer’s office.

Construction Report


The bitumen distributor was calibrated for each of the different spray rates and bitumen types

before the bitumen work began. There were several occasions when the distributer was required

to be returned to clear nozzle blockages and for re-calibration of the spray bar.

3.4 Standard Gravel Pavement

Two sections were constructed as control sections using a 150 mm gravel wearing course layer.

The purpose of these sections is to compare the performance and cost of the demonstration

pavements that are new to Tanzania to the current solution rural low volume rural roads - a gravel

wearing course. For this project the gravel wearing course was constructed using volcanic tuff

gravel with a CBR≥25% and also meeting the shrinkage product and grading coefficient

requirements set out in the TPMDM.

Advantages

This pavement is advantageous over other pavements because it is relatively cheap and utilises

local materials.

Disadvantages

A gravel pavement does not guarantee that a road will remain passable throughout the year.

This method is not sustainable in the long term and has high maintenance requirements, utilising

gravel which is a finite resource. Also, this pavement increases vehicle operating costs and the

surface texture does not compare to the smooth running surface of a paved road.

3.5 Concrete Strips

The construction method is similar to any other concrete work. The concrete was cast in-situ

using formwork and concrete mixers on a prepared natural gravel subbase of 150 mm thickness.

No dowels were used in between the concrete. Once the concrete was constructed, gravel was

spread down the centre of the strips and as a shoulder for the strips. The additional gravel was

compacted using a pedestrian roller. An intermittent concrete chevron was installed at 5 m

intervals down the centre of the strips to prevent water from flowing down the centre of the strips

during the rain season. The thickness of the concrete used was 100 mm and the compressive

strength was 20 MPa. See Table 7 for the lengths of the concrete strip sections.

Advantages

The cost of this pavement is relatively cheap compared with some of the other pavements,

making more efficient use of concrete than other concrete pavements. The pavement is not

complicated and easily constructed. The pavement is suitable for labour based construction

utilising local labour, small concrete mixers and a pedestrian roller.

Disadvantages

Difficulties occur when vehicles meet each other along the strips. This problem should be

overcome by constructing passing bays at regular intervals; passing bays have not been

constructed to date. It is accepted that not all vehicles will use these passing bays and there will

be edge breaks on the strips, this will increase maintenance costs. Though the pavement is very

simple to construct and the steps involved are not complicated, the construction of this pavement

does take a very long time compared to the other pavements.

3.6 Concrete Geocells

The concrete geocell pavement requires two trenches to be excavated along either side of the

road 200 mm wide by 150 mm deep to “tuck in” the geocells. A thin layer of sand is spread to

Construction Report


level the base. Reinforcement bars are cut to short lengths and used to peg the geocell formwork

into place which is then tightened using rigging strings. The concrete used for the geocells

should be mixed to a “pumpable” consistency using 6-13 mm coarse aggregate and locally

sourced alluvial sand. The concrete mixture is spread and levelled flush to the top of the

geocells. It is important that the concrete does not form a slab over the top of the geocell

formwork. The concrete is finished and cured as with other concrete work.

Advantages

This pavement has all of the advantages of the concrete slabs such as the use of locally sourced

materials and the fact that little sophisticated equipment is required. Construction is well suited to

labour based work. The resulting pavement is of a high strength and therefore offers long

serviceability with little maintenance. The flexibility of the geocell mat allows a small amount of

movement in the pavement and should therefore not crack in the presence of subsurface

deficiencies but will deform slightly. It is hoped that pavement thickness can be reduced in future

whilst maintaining performance and therefore reduce costs.

Disadvantages

Many contractors and labourers may be unfamiliar with the geocell pavement and a geocell

expert was mandatory on site as a requirement of the manufacturer. Geocells are an imported

material with training from the supplier required. Lack of familiarity with the geocell material

caused slow production. Though the pavement is very simple to construct and the steps involved

are not complicated, the construction of this pavement is time consuming compared to the other

pavements. It is hoped that as contractors gain familiarity with geocell construction then these

problems will be easily avoided.

3.7 Double Surface Dressing

This pavement comprised a volcanic tuff gravel base of 150 mm primed with MC-30 bitumen at a

rate of 1.0 l/m². The bitumen used for this surfacing was 80/100 penetration grade bitumen. The

first layer of bitumen was sprayed at a rate of 1.4 l/m² and 14 mm aggregate was spread at a rate

of 0.011 m³/m². The second layer of bitumen was sprayed at a rate of 1.0 l/m² and the aggregate

was spread at a rate of 0.007 m³/m². The aggregate was rolled with a 12 tonne pneumatic tyre

roller.

Advantages

Most contractors are familiar with this surfacing type in Tanzania. Suitable chippings and bitumen

are readily available in Tanzania. This surfacing is durable, suitable for steep gradients and high

traffic volumes.

Disadvantages

The rate of 4,100 Tsh per litre of bitumen and the extra cost associated with crushed aggregate

made this pavement very expensive when compared to the other pavements.

3.8 Penetration Macadam

A penetration macadam surface course is constructed beginning with a layer of rolled course

aggregate followed by a pressure application of asphalt cement. Next, the surface voids in the

coarse aggregate layer are filled with fine aggregate to lock in the coarse aggregate followed by

additional application of asphalt binder, which is then covered with fine aggregate and rolled.

Construction Report


Advantages

It is a higher quality surfacing if constructed correctly and durable, suitable for steep gradients

and high traffic volumes.

Disadvantages

Specialised knowledge required to correctly execute the multi-layer construction. The higher rate

application of bitumen and the extra cost associated with crushed aggregate makes this type of

pavement more expensive when compared to the other pavements.

3.9 Discussion and Conclusions

The contractor’s workmanship for the concrete pavements was of an acceptable standard. The

contractor did not attempt to use excess water in the mix, always compacted the concrete and

cured the concrete using wet sand and hessian sacks. As a result, there was no bleeding or

cracking in the concrete. The contractor regularly took concrete cubes for quality control, yielding

adequate results. There was a period during the construction phase where lower results were

recorded but adequately controlled within specified tolerances. The variability has been attributed

to the variable quality of cement verified by testing.

For this project the bitumen pavements have performed satisfactory to date. The bitumen

penetration macadam surface was unfortunately contaminated by the contractor on completion by

mixing concrete mortar for side drains on the surfacing of the road after it was completed. The

cleaning and reparation of this surface is part of the remedial works scheduled to be complete

during December 2012. The bitumen distributor frequently required maintenance and repair off

site due to its older mechanical condition. The spray capacity and accuracy was always verified

by calibrating before being authorised for permanent works activities. Reliability of equipment

was always a factor in the speed of construction; equipment was often broken down requiring

manual alternative production processes to be adopted.

Furthermore, successful construction requires skilled technicians with experience in the

construction disciplines. It was apparent that the contractor did not have the required level of

both supervision and skilled workers available that were familiar with basic pavement construction

activities. The contractor benefited significantly from the experience of the consultants staff and

representation provided by the Siha Local Authority. Based on this, it is considered that these

may be the reasons why the contractor bid at extremely high rates for this project.

During construction, a minimum level of quality control in compliance with specified requirements

must be achieved. The contractor was often found not to be performing works to the required

standard, and needed constant supervision and reminding of contractual responsibilities. This

was generally evident across the full spectrum of their construction activities resulting in

substantial areas of rejected and repeated works. The field density results generally yielded high

results, as did the concrete cube results. However, it is advised that rigorous quality control is

always implemented during construction of such roads in future.

Construction Report


4.0 MAINTENANCE REQUIREMENTS, CAPACITY AND COST

4.1.1 Execution of Maintenance

Realistic predictions of future maintenance during the life of the rural road are important. All

pavements will require maintenance to preserve them. Failure to maintain will lead to

accelerating deterioration as ruts become gullies and surfacing faults turn into ever larger

potholes.

The maintenance requirements for the road pavement will vary considerably depending on the

pavement design, quality of construction and the traffic to which it is subjected. There is, in

general, a trade-off between pavement first cost and subsequent maintenance costs. This trade-

off, however, is not constant but will vary with conditions of use. A gravel pavement used on a

stretch of straight and level embankment will require substantially less maintenance than the

same pavement employed on a steep gradient with severe curves.

The most cost effective choice of pavement can be assessed on the basis of the estimated whole

life cost of the pavement, that is the initial construction cost plus the amortised costs of future

pavement maintenance. Whilst such analysis assumes maintenance will be carried out, it should

also consider the case where little or no maintenance is provided due to lack of funds.

In the case of roads carrying substantial traffic this estimation is complicated by the need to

consider the cost implications for that traffic, i.e. Vehicle Operating Costs (VOC), of varying road

conditions resulting from alternative maintenance scenarios together with variations in the

maintenance requirements generated by different traffic levels. In the case of rural roads with

extremely light traffic maintenance requirements will be the result more of environmental effects

(primarily, if not wholly, rainfall) than of repetitive traffic loading, particularly in the cases of natural

and gravel surfaces where wheel loading is also significant.

4.1.2 Community Participation

Providing year round access need not involve maintaining entire road lengths. The proposed

methodology involves selecting areas which in their poor condition prevent year round access,

then rehabilitate only these. In addition, these works should incorporate locally sourced

materials, locally sourced labour and labour based construction methods wherever possible. This

allows the roads to be easily maintained by the local residents during its lifetime. This is

imperative to the success of this methodology8.

4.1.3 Whole Life Costs

As the whole life costs are largely affected by road roughness (IRI), they cannot be provided until

the baseline survey has been completed in January 2013. Once finished, an economic analysis

will be completed for the road, similar to that performed in Bagomoyo.

8 Research Consultant to Support the Design, Construction and Monitoring of

Demonstration Sites for District Road Improvements in Tanzania: Design Report, Roughton International, November 2010.

Construction Report


5.0 MONITORING OF THE DEMONSTRATION SECTION AND INTERPRETATION OF THE DATA

5.1 The Base-Line Data

It is crucial that the long term performance of these pavements is monitored and assessed. In

January 2013, the baseline survey will be gathered. Monitoring will continue at six month

intervals, for a two year period by the Consultant and a further eight years by the District

Engineer’s office. The pavement conditions will be assessed by comparing the monitoring results

with the base line data.

5.2 Monitoring Beacons

During the construction process, the contractor should have installed monitoring beacons at

regular intervals along either side the demonstration sections. The spacing of these beacons is

dependent on the length of the demonstration sections to facilitate datum reference. The

monitoring beacons serve two purposes:

1. To divide up the demonstration section into segments to allow easy identification of the

various areas, and;

2. To provide a consistent and easy identification of monitoring locations for cross section,

photographic logging etc. for the long term monitoring framework.

The beacons have not been constructed.

5.3 AFCAP – Monitoring Programme

Once the various demonstration sections were constructed, monitoring beacons should have

been installed on both sides of the road, parallel to the carriageway. For the demonstration

sections of 200 m lengths or less, base line data will be gathered at 10 m intervals. For sections

greater than 200 m in length, base line data will be gathered at 20 m intervals. The base line

measurements will be carried out using the following:

1. Visual inspection;

2. Photographic logging;

3. Surface profile measurement between beacons;

4. Rut measurement using a standard straight edge;

5. Surface roughness using a MERLIN apparatus;

6. Surface texture by sand patch testing;

7. Classified traffic counts;

8. GPS Monitoring;

9. Dynamic Cone Penetrometer.

Additionally, if one or more of the pavements fail during the monitoring period we will take DCP

tests to assess the mode of failure.

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5.4 Monitoring Methods

5.4.1 Visual Inspection

A visual inspection foot survey will be carried out along the four sealed pavement surfaces of the

road. It is not necessary to carry out the survey along the unsealed sections of the trial as the

deterioration of these sections is highly proportional to rainfall and weather conditions as apposed

to stress from vehicle loading. The inspection allows for location of various modes of surface

distress and deformation to be recorded to enable a survey-by-survey historical reference of the

deterioration of the demonstration section surfaces.

Markings to indicate various modes of surface distress such as potholes, linear cracking,

crocodile cracks and others are recorded on pre-set out data sheets. The data sheets split the

road section into 10 or 20 meter segments in relation to the roadside monitoring beacons for that

section. This method allows areas of considerable surface distress to be easily identified and the

rate of deterioration monitored between surveys.

A short description of each demonstration section is also recorded. This detailed the condition of

the road surface with regards to distress and erosion of the surface and shoulders, drainage

condition and any potential future areas of concern.

5.4.2 Photographic Logging

Photographic logging of the demonstration sections will be carried out to provide a visual

indication of the condition of the road, facilitating comparisons during the long term monitoring

programme. Each trial section is photographed from the centreline of the road at each of the

roadside monitoring beacons ensuring the photograph is taken at head height with the road

surface in the centre of the photograph. Carrying out the logging in such a manner ensures that

each segment is photographed from approximately the same position throughout all future

monitoring periods.

5.4.3 Surface Profile Measurement

Surface profile measurements are taken at every beacon location to monitor gravel loss across

the carriageway and shoulders.

The procedure involves the use of a dumpy level and levelling staff. A measuring tape is laid

across the road and used to locate the levelling staff at 50 cm intervals across the road’s cross

section for measurements to be taken. Collecting this data enables the production, logging and

comparison of surface profiles at regular intervals along the road throughout future monitoring

surveys.

Dumpy levels and levelling staffs are common equipment and simple to use. These are obtained

from the contractor and the Tanzanian roads authority Central Materials Lab in Dar es Salaam.

5.4.4 Rut Measurement

Rut measurements are taken using a 2 m standard straight edge and a marked wedge. With a

comprehensive range of rut depth measurements on the bituminous sections, realistic models of

deterioration against traffic loading can be produced.

Surface rut measurements are taken between each set of monitoring beacons to ensure

consistency in all future monitoring surveys. Rut depth is recorded across each wheel path of a

road, the as the demonstration sections have been constructed as part of a single lane road. The

Construction Report


road is mainly utilised by motorcycles travelling in both directions with occasional one way traffic

of cars of four wheel drive, this has creating two visible wheel paths across which measurements

are taken.

Rutting is caused by the deformation of the surface and sub base material due to vehicular

loading. The rigid concrete strip surfacing will not exhibit uniform rutting, as any compaction of

the sub grade material will more than likely lead to cracking in the strips. Rutting of the gravel

wearing course will be dramatically effected by rainfall and water run off and therefore it is not

possible to form a relationship between rutting and vehicle loading. Following this, it is not

considered necessary to perform the survey on all sections of the road and measurements will

only be carried out on the flexible sealed surfaces.

The surface rut measurement test is simple and straightforward and makes use of readily

available equipment that was made by local workers in the nearby villages. This equipment

remains with the District Engineer for use in future monitoring stages.

5.4.5 Surface Roughness Measurement

Testing will be carried out using a MERLIN machine, acquired from the Tanzanian roads authority

Central Materials lab in Dar es Salaam, to measure the surface roughness of each demonstration

section. The MERLIN records longitudinal unevenness of a road surface by taking numerous

readings along each wheel path of a section of road. A probe attached to a pivot arm with a

pointer moves over a chart when unevenness in the road causes the probe to be displaced.

Taking approximately two hundred readings along each wheel path of a road section will produce

a sufficient histogram from which a value of the International Roughness Index (IRI) can be

obtained. Carrying out this test over both wheel paths of a demonstration section will produce an

IRI value for that section. The MERLIN is wheeled along each wheel path of the monitored

section stopping at appropriate intervals depending on the length of the section in order to

achieve two hundred readings per wheel path. On a 200 m section the MERLIN is stopped and a

reading marked on the field sheet after each rotation of the wheel requiring two passes of each

wheel track to be completed.

Road surface roughness is an important measure of road condition and has been used in

determining vehicle operating costs for the demonstration sections.

5.4.6 Surface Texture Measurement

Sand patch tests will be used to monitor the surface texture of all concrete and bituminous

surface options. The sand patch method is a simple test which involves the use of a measuring

cylinder of volume 50 ml filled with sand meeting the grading illustrated in Table 14. This is

poured onto the dry clean surface of the road and spread in a circular motion using a wooden

paddle 65 mm in diameter with a hard rubber disc secured to the face. The sand is spread to the

largest diameter which results in the surface depressions being filled with sand to a level of the

peaks and troughs. The diameter of the resulting circle is then measured a 45 degree intervals.

From these measurements an average can be obtained and texture depth calculated.

Testing will be carried out on all bituminous surface options at 10 m intervals. This test method

uses very basic equipment that can be made in nearby villages.

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Table 14: Sand Patch Test Particle Grading

Sieve Size (mm) % passing

0.600 100

0.300 90-100

0.150 0-15

5.4.7 Classified Traffic Counts

Traffic counts have been carried out before the road was constructed. Future counts will take

place during the monitoring period with the results compared to the original counts. Count

locations will be the same as those for previous counts.

5.4.8 Dynamic Cone Penetrometer Testing

Standard Dynamic Cone Penetrometer (DCP) testing will be carried out at 100 m intervals on all

gravel and bituminous surfaces of the road following completion of construction. The DCP

equipment involves an 8 kg weight which is raised and dropped over a distance of 575 mm and a

60° cone to penetrate the surface. The weight is lifted and dropped 5 times and the depth of

penetration is recorded on a field sheet. Measurements are recorded at 5 blow intervals until the

depth of penetration reaches 800 mm. A penetration rate can then be calculated from the

recorded measurements and can be used to calculate the CBR value of the various pavement

layers identified.

This testing is carried out to monitor the performance of the pavement layer materials following

construction with the road in use. DCP testing is an affordable and simple method to measure

pavement strength. Equipment was obtained from a South African supplier and will remain with

the District Engineer to be used in future monitoring procedures.

5.5 Data and Results

The consultant has written a database which contains information pertaining to each of

demonstration sections.

The analysis of results can only be conducted when a time series of data is available and will

form a part of the future monitoring reports.

5.6 Surface Performance

The long term performance of these pavements will be assessed after the monitoring period.

Maintenance will be an important factor in the long term performance of these surfaces. The

bitumen pavements will require reseals at regular intervals and the concrete pavements will

require pothole maintenance.

5.7 Future Monitoring Framework

After collection of all required base line data the consultant will implement the future monitoring

framework which determines the monitoring work to be carried out for the next 10 years.

The consultant will monitor the road for two years following collection of the base lined data. This

will be at 6 month intervals. The above mentioned methods of monitoring will be carried out on

these occasions. Following this the district engineers with continue to monitor the road for eight

years collecting data on a yearly basis. It is important that the Bagamoyo District Engineer and

his staff are suitably trained over the 2 year monitoring phase in order for the work to be

Construction Report


successfully handed over and continued after this period. A training methodology for each

monitoring method will be compiled and the training and involvement of personnel will be

documented in the report following each stage of monitoring.

Consistency in the methods of data collection is imperative to the credibility of the results and

conclusions that can be drawn from long term monitoring. Therefore it is important that methods

used in collection of the base line data are closely adhered to. Maintenance of the monitoring

beacons is also crucial to the accuracy and time frame in which the monitoring can be carried out.

Sufficient maintenance of monitoring beacons should be carried out in the routine maintenance

by the district engineer’s team.

It is also important that the timing of the monitoring surveys is consistent. As this part of

Tanzania is subject to two rainy seasons, the long rains during March to May, and the short rains

from October to December, sufficient scheduling of the future monitoring programme is important

to ensure consistency in monitoring conditions. A draft schedule for each monitoring stage has

been set out below in Table 15.

Table 15: Future Monitoring Schedule

Base Line 6 Months 12 Months 18 Months 24 Months

Date January

2013

June/July

2013

December

2013

June/July

2014

December

2014

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6.0 INFORMATION DISSEMINATION

An important aim of this project is knowledge transfer and it is imperative that the lessons learned

from this project are properly communicated to the local government authorities in Tanzania,

government authorities in other Sub-Saharan African countries facing similar problems to those

faced in Tanzania and the international community.

Capacity building is also critical and it was the responsibility of the consultant to assist the local

government authorities and the contractor with any technical aspects involved in the construction

of the different pavements. During the construction period before the bitumen work began, the

consultant held a one day bitumen workshop to explain to explain the construction method of the

different pavements to the local district council and the contractor. The workshop helped to

prepare the contractor for the bitumen and to let them know what was required of them once they

began. The workshop was presented by the technical advisor to the project.

Two research students are also undertaking part-time MSc research programmes at the

University of Dar es Salaam, based on the AFCAP project in Bagamoyo. The two research

students have been involved since the tender stage of the project. The two students both work

full time for TANROADS and their research programmes are part funded by TANROADS and

AFCAP.

During the construction phase of the project a journalist training programme was held for young

Tanzanian journalists from Dar es Salaam. The training programme was conducted by Transport

Research Laboratory (TRL) and the project road in Bagamoyo was used as an example for the

journalists to write a story on the work under AFCAP. The aim of the training programme was to

build a closer relationship with the journalists from newspapers in Dar es Salaam and the

Tanzanian Road Fund, highlighting the work that they are doing throughout Tanzania.

Once long term monitoring of the pavements is complete, the consultant will prepare guidelines

for selecting viable surface options for rural roads design guides for the various solutions and

standard specifications. They will also propose any amendments to the Tanzanian Manuals for

Pavement and Materials Design and Field Testing9.

The consultant will also be taking part in site visits to the demonstration sites and regional

workshops in order to disseminate the findings and outputs of the research programme. Also,

since this assignment is a component of a set of inter-related projects across Africa under the

AFCAP programme, we will be sharing and exchanging knowledge and experiences between

other projects within the AFACP programme. Furthermore, we will participate in a group study

visit to Mozambique where a similar project is being implemented with AFCAP9.

All reports and findings from this project will be made available to the public online from the DFID

website.

The consultant would further like to recommend that the project findings are submitted to

international conferences as possible research papers and present the conclusions and

recommendations in order to try and make the international community aware of the research that

is being carried out in Sub-Saharan Africa under the AFCAP programme.

9 Terms of Reference, Department for International Development, Africa Community Access

Programme, 2009

Construction Report


7.0 CONCLUSIONS AND RECOMMENDATIONS

7.1 General Comment

Owing to the long term nature of this project there are only limited conclusions to be drawn at this

intermediate stage.

The design process has shown the requirement for experienced engineers to spend time in the

field understanding the particular problems of the route(s) and exploring the possible solutions.

Solutions adopted should take account of both local materials and available local skills.

The construction process has provided data regarding the cost of constructing various types of

alternative pavement and the problems which may be found in their construction. It has also

highlighted the problems which can be encountered when trying to implement a research

operation on the back of a regular commercial construction contract.

At this stage, the advantages and disadvantages for each pavement structure, other than the

construction costs, cannot be clearly defined and it would be difficult to compile a design

methodology that made a definitive recommendation for a specific pavement structure in

particular circumstances. This emphasises that in order to draw conclusions in respect of specific

pavement types, the medium and long term monitoring of the trial sections is of critical

importance. However, general comments and thoughts from the current short term performance

of the various pavements types in the short time since they were constructed are summarised in

Table 16 below.

Table 16 Advantages and Disadvantages of Implemented Pavement Types

Pavement Type

Lo

cal M

ate

rials

Fla

t te

rrain

Ste

ep

Te

rrain

Po

pu

late

d A

rea

s

Mars

hy A

rea

s

Lo

w S

tren

gth

Su

bg

rad

es

Sm

all

Co

ntr

acto

r

Su

itab

ilit

y

Lik

ely

Co

st

Ad

van

tag

e

Main

ten

an

ce

Red

ucti

on

Gravel Pavement . . - - - - . . -

Un-reinforced Concrete Slab - . . . . . . - .

Concrete Strips - . . - . . . . .

Concrete Geocells - . . . . . . . .

Bitumen Penetration Macadam - . . . . . . . .

Concrete Paving Blocks - . - . - - . - .

Lightly Reinforced Concrete Slab - . . . . . . - .

Double Surface Dressing - . . . . . . . .

Flexible Geocells - . . . . . . - .

Engineered Natural Surface . . - - - - . . -

Note: . indicates positive advantage; - indicates a probable disadvantage

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7.2 Conclusions

Only limited conclusions can be made at this early stage of the project. The roads will be

monitored for two years following construction after which more substantial conclusions can be

drawn.

The following are the preliminary conclusions for the project so far:

� It can already be seen that the demonstration sections provide all weather access along

the entire length of the road. Necessary maintenance will be a key factor in assuring that

the road remains passable all year round.

� Incorporation of local materials and use of local labour is important in the design and

selection of the different pavement structures and should be included wherever possible.

This is critical for cost-effective and sustainable solutions for low volume rural roads and

an important requirement for the EOD philosophy.

� Concrete block paving, concrete pavements and bituminous bound pavements can be

undertaken successfully by small scale contractors using imported and local materials.

These initially expensive pavements result in sustainable pavements with reduced

maintenance needs.

� Concrete strips appear likely to offer the best value for money of all surfacing options

demonstrated. However, thought needs to be given to the locations and design of

passing bays to ensure their proper use.

� All of the pavements, but in particular the Engineered Natural Surface will perform much

better during the wet season if the drainage is functional. A detailed drainage

investigation should be conducted at the design stage resulting in drainage designed to

function ‘with nature’ ensuring that water is not routed incorrectly. Routine drainage

maintenance before the wet season will be of great help in ensuring that the road remains

open throughout the wet season.

� Geocell pavements are suited to small contractors as suitable concrete can be mixed in

small mixers using local materials. However, it is essential that sufficient knowledge and

training is given to contractors for the use of new materials and techniques.

Modifications were made to the Tanzanian standard designs and these are deemed appropriate

and suited to the locations. However, final recommendations on specifications and design

guidelines will be made after the monitoring period.

The material investigations in the two regions for this project cannot simply be applied to other

regions in Tanzania and a detailed materials investigation should be carried out before any

similar project.

The construction cost of the all-weather surface types exceeds the construction cost of the

standard gravel road significantly. However, there are potential long term savings and benefits

from adopting the Environmentally Optimised Design approach to rural road design. It is

concluded that these all-weather surface types should be applied at the problematic spots on a

rural access road where they are needed to maintain all weather access or, possibly, for social

reasons rather than along the entire length. This design philosophy offers a more sustainable

and economical solution to standard gravel road design.

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Maintenance considerations and costs should be taken into account when selecting pavement

types, for example gravel surfaces and bituminous seals require significantly more routine and

periodic maintenance than concrete roads.

7.3 Recommendations

As this is a research and demonstration project, it is not expected that future roads implementing

the EOD philosophy will make use of such a wide range of pavement types at short section

lengths. Costs for this project are expected to be higher than those of future projects for these

reasons. Conclusions from the future monitoring of this project will allow recommendations to be

made on the most suitable pavement types for particular conditions. It is assumed that as

contractors become more familiar with these new materials and methods, as well as the use of

fewer pavements types over longer section lengths, will result in a noticeably lower cost per km

and m2 for each pavement type.

Suitable equipment, knowledge and skill are crucial for the completion of the work to an

acceptable standard. The contractor’s unfamiliarity with bitumen resulted in high bid rates and a

lower quality of work on these sections. Thus, the costs of the bitumen pavements are expected

to reduce once local contractors become more familiar with the materials and methods involved in

this surfacing.

When using contractors to undertake small scale but accurate work in which they have little or no

expertise, it is vital that considerable training is provided in order that the non-standard or

unfamiliar construction techniques are conducted properly. It is recommended that small scale

local contractors are trained and given a tender advantage over large international contractors.

This will empower local communities, provide a sense of ownership within communities and

ensure that expertise and economic benefit remains in communities. It is important that suitable

supervision and quality control is provided on site to ensure the work of inexperienced contractors

meet the specifications.

There should be further study carried out on the use of volcanic tuff in road construction. The use

of concrete strips and concrete geocells should be investigated for further use on expansive clays

on low volume rural roads.

Some materials used did not meet specification according to the Tanzanian pavement design

manual, however these were deemed acceptable for use on low volume rural roads. Findings

from the future monitoring of this project will enable recommendations and modifications to be

made to the Tanzanian pavement design manual as to the future use of such materials in low

volume roads.

7.4 Future Work

Long Term Monitoring

It has been agreed that in order for this work to be of value beyond that discussed in this report, it

is necessary for a long term monitoring regime to follow through on the base line data capture.

The consultant will monitor the demonstration sections for two years following the collection of the

base line data. The consultant will carry out all monitoring methods as previously detailed at 6

month intervals. The consultant will analyse the collected data and use the results to draw

guidelines and specifications and make recommendations with regard to the various surfaces.

Following this, the district engineers will continue to monitor the demonstration site for a further

eight years on a yearly basis.

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As with any data collection, consistency in monitoring methods and conditions is fundamental to

the accuracy of the results. It is important that previous monitoring methods are replicated and

the future monitoring schedule is appropriately planned with regards to seasonal weather

conditions.

Maintenance Considerations

After the collection of the base line data the condition of the demonstration sections will be

monitored at 6 month intervals. During these monitoring exercises, the deterioration and defects

on the gravel sections will be highlighted as a comparison with the demonstration sections. The

consultant must also monitor and comment on the implementation and effectiveness of

maintenance on the project roads.

It is important that the road is maintained to an accessible standard. However, it is equally

important that the true deterioration of the road surface is monitored over a sufficient time period

in order to obtain realistic and reliable data reflecting any pavement deterioration. It is also

crucial that all monitoring beacons are sufficiently maintained and easily located to improve the

accuracy and time taken at each monitoring phase. Therefore it is important that an acceptable

maintenance programme is agreed with the district engineer to facilitate the most reliable and

accurate monitoring data whilst ensuring that year round access is maintained and the road does

not reach a state in which costly major maintenance is required.

The maintenance programme should include the following activities:

1. Construction and maintenance of the monitoring beacons. The beacons have not been

constructed as of January 2013, meaning that the beacon locations had to be marked

with paint in order to collect the baseline monitoring data.

2. Cleaning and mechanical brooming of the road surfaces prior to collection of monitoring

data.

3. The holes that are left in the bituminous sections by the DCP testing must be filled, either

with a cement and water mix or with sand and bitumen.

4. Suitable repair of cracks that have appeared in the concrete sections, mainly in the

unreinforced concrete slabs.

5. Ensuring that the drains do not become blocked.

6. ensuring that bush does not encroach onto the road surfaces.

7. Major rehabilitation or regravelling on the gravel sections should not be carried out during

the monitoring period, so that their deterioration can be realistically observed.

Construction Report


APPENDICES

The following pages contain the Appendices to this report. These consist of:

� Appendix A: Strip Map

� Appendix B: Photographs before and After Construction;

� Appendix C: Sample of photographs during Construction.

� Appendix D: Laboratory Test Results for Construction Materials

A more extensive photographic data base will be provided in the Monitoring Reports. The

monitoring process involves photographic logging of the roads and the reports will include “before

and after” photographs for each trial section, highlighting any deterioration which may occur over

time.

Construction Report


Appendix A: Strip Map

'Kilim

an

jaro

Re

gio

n - S

iha

Dis

trict, L

aw

ate

to K

ibo

ng

oto

Ro

ad

Cha

ina

ge

(km

)

0.000

0.010

0.020

0.030

0.040

0.050

0.060

0.070

0.080

0.090

0.100

0.110

0.120

0.130

0.140

0.150

0.160

0.170

0.180

0.190

0.200

0.210

0.220

0.230

0.240

0.250

0.260

0.270

0.280

0.290

0.300

0.310

0.320

0.330

0.340

0.350

0.360

0.370

0.380

0.390

0.400

0.410

0.420

0.430

0.440

0.450

0.460

0.470

0.480

0.490

0.500

0.510

0.520

0.530

0.540

0.550

0.560

0.570

0.580

0.590

0.600

0.610

0.620

0.630

0.640

0.650

0.660

0.670

0.680

0.690

0.700

0.710

0.720

0.730

0.740

0.750

0.760

0.770

0.780

0.790

0.800

0.810

0.820

0.830

0.840

0.850

0.860

0.870

0.880

0.890

0.900

0.910

0.920

0.930

0.940

0.950

0.960

0.970

0.980

0.990

Market

Market

Market

Market

Market

Market

Market

Market

Market

Market

Market

Market

Market

Market

Market

Market

Market

Market

Market

Market

Market

Market

Market

Ø60 cm Culvert

Co

ncre

te D

ished

Dra

in

Sto

ne M

asonary D

rain

Old triple culvert 3 X Ø60 cm

Junction

Ø60 cm Culvert

High point

Constructed drift 6x5 m

High point

Gra

phs

Cha

ina

ge

(km

)

0.000

0.010

0.020

0.030

0.040

0.050

0.060

0.070

0.080

0.090

0.100

0.110

0.120

0.130

0.140

0.150

0.160

0.170

0.180

0.190

0.200

0.210

0.220

0.230

0.240

0.250

0.260

0.270

0.280

0.290

0.300

0.310

0.320

0.330

0.340

0.350

0.360

0.370

0.380

0.390

0.400

0.410

0.420

0.430

0.440

0.450

0.460

0.470

0.480

0.490

0.500

0.510

0.520

0.530

0.540

0.550

0.560

0.570

0.580

0.590

0.600

0.610

0.620

0.630

0.640

0.650

0.660

0.670

0.680

0.690

0.700

0.710

0.720

0.730

0.740

0.750

0.760

0.770

0.780

0.790

0.800

0.810

0.820

0.830

0.840

0.850

0.860

0.870

0.880

0.890

0.900

0.910

0.920

0.930

0.940

0.950

0.960

0.970

0.980

0.990

Gra

die

nt (%

)

0.0%

0.0%

0.0%

0.1%

0.1%

1.9%

1.9%

1.9%

1.9%

1.4%

1.4%

1.4%

1.4%

1.4%

1.4%

1.6%

1.6%

1.6%

1.6%

1.6%

1.6%

1.6%

1.6%

1.1%

1.1%

1.1%

1.1%

1.1%

1.1%

2.5%

2.5%

14.7%

14.7%

14.7%

5.4%

5.4%

5.4%

5.4%

5.4%

1.1%

1.1%

1.1%

1.1%

1.1%

1.1%

1.8%

1.8%

1.8%

1.8%

1.8%

1.8%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.7%

0.7%

0.7%

0.7%

0.7%

0.7%

0.7%

0.9%

0.9%

0.9%

0.9%

0.9%

0.9%

0.9%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

1.0%

1.0%

1.0%

1.0%

1.0%

1.0%

1.0%

1.0%

1.0%

1.6%

1.6%

1.6%

1.6%

1.6%

1.6%

1.6%

1.6%

1.1%

1.1%

1.1%

Fla

t to M

od

era

te

Ste

ep to

V.S

tee

p

0%

3%

3%

5%

5%

10

%

10

%1

5%

15

%5

0%

0.000

0.010

0.020

0.030

0.040

0.050

0.060

0.070

0.080

0.090

0.100

0.110

0.120

0.130

0.140

0.150

0.160

0.170

0.180

0.190

0.200

0.210

0.220

0.230

0.240

0.250

0.260

0.270

0.280

0.290

0.300

0.310

0.320

0.330

0.340

0.350

0.360

0.370

0.380

0.390

0.400

0.410

0.420

0.430

0.440

0.450

0.460

0.470

0.480

0.490

0.500

0.510

0.520

0.530

0.540

0.550

0.560

0.570

0.580

0.590

0.600

0.610

0.620

0.630

0.640

0.650

0.660

0.670

0.680

0.690

0.700

0.710

0.720

0.730

0.740

0.750

0.760

0.770

0.780

0.790

0.800

0.810

0.820

0.830

0.840

0.850

0.860

0.870

0.880

0.890

0.900

0.910

0.920

0.930

0.940

0.950

0.960

0.970

0.980

0.990

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

Cha

ina

ge

(km

)

0.000

0.010

0.020

0.030

0.040

0.050

0.060

0.070

0.080

0.090

0.100

0.110

0.120

0.130

0.140

0.150

0.160

0.170

0.180

0.190

0.200

0.210

0.220

0.230

0.240

0.250

0.260

0.270

0.280

0.290

0.300

0.310

0.320

0.330

0.340

0.350

0.360

0.370

0.380

0.390

0.400

0.410

0.420

0.430

0.440

0.450

0.460

0.470

0.480

0.490

0.500

0.510

0.520

0.530

0.540

0.550

0.560

0.570

0.580

0.590

0.600

0.610

0.620

0.630

0.640

0.650

0.660

0.670

0.680

0.690

0.700

0.710

0.720

0.730

0.740

0.750

0.760

0.770

0.780

0.790

0.800

0.810

0.820

0.830

0.840

0.850

0.860

0.870

0.880

0.890

0.900

0.910

0.920

0.930

0.940

0.950

0.960

0.970

0.980

0.990

Mate

rial T

ype

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

123

0.000

0.010

0.020

0.030

0.040

0.050

0.060

0.070

0.080

0.090

0.100

0.110

0.120

0.130

0.140

0.150

0.160

0.170

0.180

0.190

0.200

0.210

0.220

0.230

0.240

0.250

0.260

0.270

0.280

0.290

0.300

0.310

0.320

0.330

0.340

0.350

0.360

0.370

0.380

0.390

0.400

0.410

0.420

0.430

0.440

0.450

0.460

0.470

0.480

0.490

0.500

0.510

0.520

0.530

0.540

0.550

0.560

0.570

0.580

0.590

0.600

0.610

0.620

0.630

0.640

0.650

0.660

0.670

0.680

0.690

0.700

0.710

0.720

0.730

0.740

0.750

0.760

0.770

0.780

0.790

0.800

0.810

0.820

0.830

0.840

0.850

0.860

0.870

0.880

0.890

0.900

0.910

0.920

0.930

0.940

0.950

0.960

0.970

0.980

0.990

V.P

oor S

ectio

ns

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

1

Exc

ava

te T

rial P

its1

12

1ll S

am

ple

2 S

am

ple

3e

Sa

mple

De

sig

n C

lass

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

1P

oor

3S

3

7S

7

15

S1

5

Surfa

cin

g

Se

alin

g O

ptio

n

Cha

ina

ge

(km

)

0.000

0.010

0.020

0.030

0.040

0.050

0.060

0.070

0.080

0.090

0.100

0.110

0.120

0.130

0.140

0.150

0.160

0.170

0.180

0.190

0.200

0.210

0.220

0.230

0.240

0.250

0.260

0.270

0.280

0.290

0.300

0.310

0.320

0.330

0.340

0.350

0.360

0.370

0.380

0.390

0.400

0.410

0.420

0.430

0.440

0.450

0.460

0.470

0.480

0.490

0.500

0.510

0.520

0.530

0.540

0.550

0.560

0.570

0.580

0.590

0.600

0.610

0.620

0.630

0.640

0.650

0.660

0.670

0.680

0.690

0.700

0.710

0.720

0.730

0.740

0.750

0.760

0.770

0.780

0.790

0.800

0.810

0.820

0.830

0.840

0.850

0.860

0.870

0.880

0.890

0.900

0.910

0.920

0.930

0.940

0.950

0.960

0.970

0.980

0.990

Gra

nula

r Pa

vem

ent L

aye

rs

La

ye

rs

Be

dd

ing

Sa

nd

G8

0

G6

0

G4

5

G3

0

SC

AR

IFIC

AT

ION

OF

EX

IST

ING

GR

AV

EL

& E

ST

AB

LIS

H D

RA

INA

GE

Surfa

ce

Ba

se

Sub

ba

se

La

yer T

hic

kn

ess (m

m)

65

20

CO

NC

RE

TE

PA

VIN

G B

LO

CK

S

Pho

tog

raphs

Fe

atu

res a

nd

Ob

serva

tions

Ro

ad

Co

nd

ition (S

iha_

Sp

ee

d)

Ve

rtical G

rad

ients

Lin

ed

Dra

ins

Lin

ed

Dra

ins

Sih

a_

Sub

gra

de

Typ

e

Vis

ually A

sse

sse

d S

iha

_P

oo

r Se

ctio

ns

Sub

gra

de B

earin

g C

ap

acity

Bro

wn C

laye

y SIL

T

Re

d C

lay

Lig

ht B

row

n C

lay

0000

10

00

10

50

11

00

11

50

12

00

12

50

13

00

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

Fin

al R

escope S

iha S

tripm

ap.xls

- 0-1

p.1

'Kilim

an

jaro

Reg

ion

- Sih

a D

istric

t, Law

ate

to K

ibo

ng

oto

Ro

ad

Chain

age (k

m)

1.000

1.010

1.020

1.030

1.040

1.050

1.060

1.070

1.080

1.090

1.100

1.110

1.120

1.130

1.140

1.150

1.160

1.170

1.180

1.190

1.200

1.210

1.220

1.230

1.240

1.250

1.260

1.270

1.280

1.290

1.300

1.310

1.320

1.330

1.340

1.350

1.360

1.370

1.380

1.390

1.400

1.410

1.420

1.430

1.440

1.450

1.460

1.470

1.480

1.490

1.500

1.510

1.520

1.530

1.540

1.550

1.560

1.570

1.580

1.590

1.600

1.610

1.620

1.630

1.640

1.650

1.660

1.670

1.680

1.690

1.700

1.710

1.720

1.730

1.740

1.750

1.760

1.770

1.780

1.790

1.800

1.810

1.820

1.830

1.840

1.850

1.860

1.870

1.880

1.890

1.900

1.910

1.920

1.930

1.940

1.950

1.960

1.970

1.980

1.990

Rock Outcrop

Rock Outcrop

Rock Outcrop

Rock Outcrop

Rock Outcrop

Rock Outcrop

Rock Outcrop

Rock Outcrop

Rock Outcrop

Rock Outcrop

Rock Outcrop

Rock Outcrop

Rock Outcrop

Rock Outcrop

Small rock outcrop

High point

Ø60 cm Culvert

Bridge

High point

High point

Gra

phs

Chain

age (k

m)

1.000

1.010

1.020

1.030

1.040

1.050

1.060

1.070

1.080

1.090

1.100

1.110

1.120

1.130

1.140

1.150

1.160

1.170

1.180

1.190

1.200

1.210

1.220

1.230

1.240

1.250

1.260

1.270

1.280

1.290

1.300

1.310

1.320

1.330

1.340

1.350

1.360

1.370

1.380

1.390

1.400

1.410

1.420

1.430

1.440

1.450

1.460

1.470

1.480

1.490

1.500

1.510

1.520

1.530

1.540

1.550

1.560

1.570

1.580

1.590

1.600

1.610

1.620

1.630

1.640

1.650

1.660

1.670

1.680

1.690

1.700

1.710

1.720

1.730

1.740

1.750

1.760

1.770

1.780

1.790

1.800

1.810

1.820

1.830

1.840

1.850

1.860

1.870

1.880

1.890

1.900

1.910

1.920

1.930

1.940

1.950

1.960

1.970

1.980

1.990

Gra

die

nt (%

)

1.1%

1.1%

1.1%

1.1%

1.1%

1.1%

1.1%

1.1%

1.1%

1.1%

1.1%

1.1%

1.1%

2.4%

2.4%

2.4%

2.4%

2.4%

2.4%

2.4%

2.4%

1.9%

1.9%

1.9%

1.9%

1.9%

1.9%

0.7%

0.7%

0.7%

0.7%

0.7%

0.7%

0.8%

0.8%

0.8%

0.8%

2.7%

3.7%

10.1%

4.1%

4.1%

2.7%

2.7%

0.1%

0.1%

0.1%

0.1%

4.8%

4.8%

4.8%

4.3%

4.3%

4.3%

4.3%

4.3%

4.3%

1.8%

1.8%

1.8%

1.8%

1.8%

1.8%

1.4%

1.4%

1.4%

1.4%

1.4%

1.4%

3.1%

3.1%

3.1%

3.1%

3.1%

3.1%

3.1%

3.1%

3.1%

3.1%

3.1%

3.1%

3.1%

1.4%

1.4%

1.4%

1.4%

1.4%

2.1%

2.1%

2.1%

1.6%

1.6%

1.6%

1.6%

1.6%

1.6%

1.3%

1.3%

1.3%

1.3%

Fla

t to M

odera

te

Ste

ep to

V.S

teep

0%

3%

3%

5%

5%

10%

10%

15%

15%

50%

Chain

age (k

m)

1.000

1.010

1.020

1.030

1.040

1.050

1.060

1.070

1.080

1.090

1.100

1.110

1.120

1.130

1.140

1.150

1.160

1.170

1.180

1.190

1.200

1.210

1.220

1.230

1.240

1.250

1.260

1.270

1.280

1.290

1.300

1.310

1.320

1.330

1.340

1.350

1.360

1.370

1.380

1.390

1.400

1.410

1.420

1.430

1.440

1.450

1.460

1.470

1.480

1.490

1.500

1.510

1.520

1.530

1.540

1.550

1.560

1.570

1.580

1.590

1.600

1.610

1.620

1.630

1.640

1.650

1.660

1.670

1.680

1.690

1.700

1.710

1.720

1.730

1.740

1.750

1.760

1.770

1.780

1.790

1.800

1.810

1.820

1.830

1.840

1.850

1.860

1.870

1.880

1.890

1.900

1.910

1.920

1.930

1.940

1.950

1.960

1.970

1.980

1.990

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

12

22

22

22

22

23

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

44

Chain

age (k

m)

1.000

1.010

1.020

1.030

1.040

1.050

1.060

1.070

1.080

1.090

1.100

1.110

1.120

1.130

1.140

1.150

1.160

1.170

1.180

1.190

1.200

1.210

1.220

1.230

1.240

1.250

1.260

1.270

1.280

1.290

1.300

1.310

1.320

1.330

1.340

1.350

1.360

1.370

1.380

1.390

1.400

1.410

1.420

1.430

1.440

1.450

1.460

1.470

1.480

1.490

1.500

1.510

1.520

1.530

1.540

1.550

1.560

1.570

1.580

1.590

1.600

1.610

1.620

1.630

1.640

1.650

1.660

1.670

1.680

1.690

1.700

1.710

1.720

1.730

1.740

1.750

1.760

1.770

1.780

1.790

1.800

1.810

1.820

1.830

1.840

1.850

1.860

1.870

1.880

1.890

1.900

1.910

1.920

1.930

1.940

1.950

1.960

1.970

1.980

1.990

Mate

rial T

ype

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

123

1.000

1.010

1.020

1.030

1.040

1.050

1.060

1.070

1.080

1.090

1.100

1.110

1.120

1.130

1.140

1.150

1.160

1.170

1.180

1.190

1.200

1.210

1.220

1.230

1.240

1.250

1.260

1.270

1.280

1.290

1.300

1.310

1.320

1.330

1.340

1.350

1.360

1.370

1.380

1.390

1.400

1.410

1.420

1.430

1.440

1.450

1.460

1.470

1.480

1.490

1.500

1.510

1.520

1.530

1.540

1.550

1.560

1.570

1.580

1.590

1.600

1.610

1.620

1.630

1.640

1.650

1.660

1.670

1.680

1.690

1.700

1.710

1.720

1.730

1.740

1.750

1.760

1.770

1.780

1.790

1.800

1.810

1.820

1.830

1.840

1.850

1.860

1.870

1.880

1.890

1.900

1.910

1.920

1.930

1.940

1.950

1.960

1.970

1.980

1.990

V.P

oor S

ectio

ns

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

01

11

1

Tria

l Pits

Exc

avate

11

1ll S

am

ple

2m

Sam

ple

3e S

am

ple

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

77

77

1P

oor

3S

3

7S

7

15

S15

Surfa

cin

g

Sealin

g O

ptio

n

Chain

age (k

m)

1.000

1.010

1.020

1.030

1.040

1.050

1.060

1.070

1.080

1.090

1.100

1.110

1.120

1.130

1.140

1.150

1.160

1.170

1.180

1.190

1.200

1.210

1.220

1.230

1.240

1.250

1.260

1.270

1.280

1.290

1.300

1.310

1.320

1.330

1.340

1.350

1.360

1.370

1.380

1.390

1.400

1.410

1.420

1.430

1.440

1.450

1.460

1.470

1.480

1.490

1.500

1.510

1.520

1.530

1.540

1.550

1.560

1.570

1.580

1.590

1.600

1.610

1.620

1.630

1.640

1.650

1.660

1.670

1.680

1.690

1.700

1.710

1.720

1.730

1.740

1.750

1.760

1.770

1.780

1.790

1.800

1.810

1.820

1.830

1.840

1.850

1.860

1.870

1.880

1.890

1.900

1.910

1.920

1.930

1.940

1.950

1.960

1.970

1.980

1.990

Gra

nula

r Pavem

ent L

ayers

Lay

ers

Beddin

g S

and

G80

G60

G30

G25

00

Lin

ed D

rain

s

Lin

ed D

rain

s

00

Descrip

tion

Lig

ht B

row

n C

lay

Subgra

de B

earin

g C

apacity

Sih

a_S

ubgra

de T

ype

Vis

ually

Assessed S

iha_P

oor S

ectio

ns

Desig

n C

lass

Bro

wn C

layey S

ILT

Red C

lay

Photo

gra

phs

Featu

res a

nd O

bserv

atio

ns

Road C

onditio

n (S

iha_S

peed)

Vertic

al G

radie

nts

Surfa

ce

Base

Subbase

00

100

0

SC

AR

IFIC

AT

ION

OF

EX

IST

ING

GR

AV

EL

& E

ST

AB

LIS

H D

RA

INA

GE

GE

OC

EL

LS

750

Lay

er T

hic

kn

ess (m

m)

SC

AR

IFIC

AT

ION

OF

EX

IST

ING

GR

AV

EL

& E

ST

AB

LIS

H D

RA

INA

GE

UN

-RE

INF

OR

CE

D C

ON

CR

ET

E S

LA

B

100

0

1150

1155

1160

1165

1170

1175

1180

1185

1190

1195

1200

1.0

1.1

1.2

1.3

1.4

1.5

1.6

1.7

1.8

1.9

2.0

Fin

al R

escop

e S

iha S

tripm

ap

.xls - 1

-2p.2

'Kilim

an

jaro

Reg

ion

- Sih

a D

istric

t, Law

ate

to K

ibo

ng

oto

Ro

ad

Chain

age (k

m)

2.000

2.010

2.020

2.030

2.040

2.050

2.060

2.070

2.080

2.090

2.100

2.110

2.120

2.130

2.140

2.150

2.160

2.170

2.180

2.190

2.200

2.210

2.220

2.230

2.240

2.250

2.260

2.270

2.280

2.290

2.300

2.310

2.320

2.330

2.340

2.350

2.360

2.370

2.380

2.390

2.400

2.410

2.420

2.430

2.440

2.450

2.460

2.470

2.480

2.490

2.500

2.510

2.520

2.530

2.540

2.550

2.560

2.570

2.580

2.590

2.600

2.610

2.620

2.630

2.640

2.650

2.660

2.670

2.680

2.690

2.700

2.710

2.720

2.730

2.740

2.750

2.760

2.770

2.780

2.790

2.800

2.810

2.820

2.830

2.840

2.850

2.860

2.870

2.880

2.890

2.900

2.910

2.920

2.930

2.940

2.950

2.960

2.970

2.980

2.990

High point

Existing 60cm culvert

Gra

phs

Chain

age (k

m)

2.000

2.010

2.020

2.030

2.040

2.050

2.060

2.070

2.080

2.090

2.100

2.110

2.120

2.130

2.140

2.150

2.160

2.170

2.180

2.190

2.200

2.210

2.220

2.230

2.240

2.250

2.260

2.270

2.280

2.290

2.300

2.310

2.320

2.330

2.340

2.350

2.360

2.370

2.380

2.390

2.400

2.410

2.420

2.430

2.440

2.450

2.460

2.470

2.480

2.490

2.500

2.510

2.520

2.530

2.540

2.550

2.560

2.570

2.580

2.590

2.600

2.610

2.620

2.630

2.640

2.650

2.660

2.670

2.680

2.690

2.700

2.710

2.720

2.730

2.740

2.750

2.760

2.770

2.780

2.790

2.800

2.810

2.820

2.830

2.840

2.850

2.860

2.870

2.880

2.890

2.900

2.910

2.920

2.930

2.940

2.950

2.960

2.970

2.980

2.990

Gra

die

nt (%

)

4.0%

4.0%

4.0%

11.9%

11.9%

11.6%

23.0%

13.7%

13.7%

13.7%

13.7%

4.8%

4.8%

14.2%

11.9%

11.9%

11.9%

5.6%

5.6%

5.6%

5.6%

5.2%

5.2%

5.2%

5.2%

6.8%

6.8%

9.9%

9.9%

6.2%

6.2%

16.1%

12.4%

12.4%

19.9%

19.9%

9.2%

9.2%

9.2%

4.5%

4.5%

4.5%

13.5%

13.5%

13.5%

14.2%

14.2%

14.2%

13.1%

13.1%

15.3%

12.4%

12.4%

12.4%

12.4%

4.3%

4.3%

4.3%

4.3%

4.3%

4.3%

5.0%

5.0%

5.0%

5.0%

5.0%

5.0%

4.4%

4.4%

4.4%

4.4%

4.4%

4.4%

5.7%

5.7%

5.7%

10.1%

10.1%

10.1%

11.6%

11.6%

11.6%

14.2%

14.2%

14.2%

6.4%

6.4%

6.4%

6.4%

6.2%

6.2%

6.2%

11.9%

11.9%

18.5%

18.5%

8.3%

8.3%

7.1%

7.1%

Fla

t to M

odera

te

Ste

ep to

V.S

teep

0%

3%

3%

5%

5%

10%

10%

15%

15%

50%

Chain

age (k

m)

2.000

2.010

2.020

2.030

2.040

2.050

2.060

2.070

2.080

2.090

2.100

2.110

2.120

2.130

2.140

2.150

2.160

2.170

2.180

2.190

2.200

2.210

2.220

2.230

2.240

2.250

2.260

2.270

2.280

2.290

2.300

2.310

2.320

2.330

2.340

2.350

2.360

2.370

2.380

2.390

2.400

2.410

2.420

2.430

2.440

2.450

2.460

2.470

2.480

2.490

2.500

2.510

2.520

2.530

2.540

2.550

2.560

2.570

2.580

2.590

2.600

2.610

2.620

2.630

2.640

2.650

2.660

2.670

2.680

2.690

2.700

2.710

2.720

2.730

2.740

2.750

2.760

2.770

2.780

2.790

2.800

2.810

2.820

2.830

2.840

2.850

2.860

2.870

2.880

2.890

2.900

2.910

2.920

2.930

2.940

2.950

2.960

2.970

2.980

2.990

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

Chain

age (k

m)

2.000

2.010

2.020

2.030

2.040

2.050

2.060

2.070

2.080

2.090

2.100

2.110

2.120

2.130

2.140

2.150

2.160

2.170

2.180

2.190

2.200

2.210

2.220

2.230

2.240

2.250

2.260

2.270

2.280

2.290

2.300

2.310

2.320

2.330

2.340

2.350

2.360

2.370

2.380

2.390

2.400

2.410

2.420

2.430

2.440

2.450

2.460

2.470

2.480

2.490

2.500

2.510

2.520

2.530

2.540

2.550

2.560

2.570

2.580

2.590

2.600

2.610

2.620

2.630

2.640

2.650

2.660

2.670

2.680

2.690

2.700

2.710

2.720

2.730

2.740

2.750

2.760

2.770

2.780

2.790

2.800

2.810

2.820

2.830

2.840

2.850

2.860

2.870

2.880

2.890

2.900

2.910

2.920

2.930

2.940

2.950

2.960

2.970

2.980

2.990

Mate

rial T

ype

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

123

2.000

2.010

2.020

2.030

2.040

2.050

2.060

2.070

2.080

2.090

2.100

2.110

2.120

2.130

2.140

2.150

2.160

2.170

2.180

2.190

2.200

2.210

2.220

2.230

2.240

2.250

2.260

2.270

2.280

2.290

2.300

2.310

2.320

2.330

2.340

2.350

2.360

2.370

2.380

2.390

2.400

2.410

2.420

2.430

2.440

2.450

2.460

2.470

2.480

2.490

2.500

2.510

2.520

2.530

2.540

2.550

2.560

2.570

2.580

2.590

2.600

2.610

2.620

2.630

2.640

2.650

2.660

2.670

2.680

2.690

2.700

2.710

2.720

2.730

2.740

2.750

2.760

2.770

2.780

2.790

2.800

2.810

2.820

2.830

2.840

2.850

2.860

2.870

2.880

2.890

2.900

2.910

2.920

2.930

2.940

2.950

2.960

2.970

2.980

2.990

V.P

oor S

ectio

ns

11

11

11

11

11

11

11

11

10

00

00

00

00

00

01

11

11

11

11

11

11

11

11

11

11

11

11

10

00

00

00

00

00

00

00

00

00

00

00

01

11

11

11

11

11

11

11

11

11

11

1

Tria

l Pits

Exc

avate

21

1ll S

am

ple

2m

Sam

ple

3e S

am

ple

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

73

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

1P

oor

3S

3

7S

7

15

S15

Surfa

cin

g

Sealin

g O

ptio

n

Chain

age (k

m)

2.000

2.010

2.020

2.030

2.040

2.050

2.060

2.070

2.080

2.090

2.100

2.110

2.120

2.130

2.140

2.150

2.160

2.170

2.180

2.190

2.200

2.210

2.220

2.230

2.240

2.250

2.260

2.270

2.280

2.290

2.300

2.310

2.320

2.330

2.340

2.350

2.360

2.370

2.380

2.390

2.400

2.410

2.420

2.430

2.440

2.450

2.460

2.470

2.480

2.490

2.500

2.510

2.520

2.530

2.540

2.550

2.560

2.570

2.580

2.590

2.600

2.610

2.620

2.630

2.640

2.650

2.660

2.670

2.680

2.690

2.700

2.710

2.720

2.730

2.740

2.750

2.760

2.770

2.780

2.790

2.800

2.810

2.820

2.830

2.840

2.850

2.860

2.870

2.880

2.890

2.900

2.910

2.920

2.930

2.940

2.950

2.960

2.970

2.980

2.990

Gra

nula

r Pavem

ent L

ayers

Lay

ers

Beddin

g S

and

G80

G60

G30

G25

Lig

ht B

row

n C

lay

Bro

wn C

layey S

ILT

Red C

lay

Sih

a_S

ubgra

de T

ype

Descrip

tion

Vis

ually

Assessed S

iha_P

oor S

ectio

ns

Lin

ed D

rain

s

Lin

ed D

rain

s

100

Surfa

ce

Subgra

de B

earin

g C

apacity

Desig

n C

lass

Photo

gra

phs

Featu

res a

nd O

bserv

atio

ns

Road C

onditio

n (S

iha_S

peed)

Vertic

al G

radie

nts

0000

750

UN

RE

INF

OR

CE

D C

ON

CR

ET

E S

LA

B

Base

100

0S

ubbase

100

0

GR

AV

EL

WE

AR

ING

CO

UR

SE

& E

ST

AB

LIS

H D

RA

INA

GE

CO

NC

RE

TE

ST

RIP

S

00

00

FL

EX

IBL

E G

EO

CE

LL

S (7

5 m

m)

750

Lay

er T

hic

kn

ess (m

m)

150

0

100

11

50

11

70

11

90

12

10

12

30

12

50

12

70

12

90

2.0

2.1

2.2

2.3

2.4

2.5

2.6

2.7

2.8

2.9

3.0

Fin

al R

escop

e S

iha S

tripm

ap

.xls - 2

-3p.3

'Kilim

an

jaro

Reg

ion

- Sih

a D

istric

t, Law

ate

to K

ibo

ng

oto

Ro

ad

Chain

age (k

m)

3.000

3.010

3.020

3.030

3.040

3.050

3.060

3.070

3.080

3.090

3.100

3.110

3.120

3.130

3.140

3.150

3.160

3.170

3.180

3.190

3.200

3.210

3.220

3.230

3.240

3.250

3.260

3.270

3.280

3.290

3.300

3.310

3.320

3.330

3.340

3.350

3.360

3.370

3.380

3.390

3.400

3.410

3.420

3.430

3.440

3.450

3.460

3.470

3.480

3.490

3.500

3.510

3.520

3.530

3.540

3.550

3.560

3.570

3.580

3.590

3.600

3.610

3.620

3.630

3.640

3.650

3.660

3.670

3.680

3.690

3.700

3.710

3.720

3.730

3.740

3.750

3.760

3.770

3.780

3.790

3.800

3.810

3.820

3.830

3.840

3.850

3.860

3.870

3.880

3.890

3.900

3.910

3.920

3.930

3.940

3.950

3.960

3.970

3.980

3.990

Ø60 cm Culvert

Ø60 cm Culvert

End of gravel

Ø60 cm Culvert

Gra

phs

Chain

age (k

m)

3.000

3.010

3.020

3.030

3.040

3.050

3.060

3.070

3.080

3.090

3.100

3.110

3.120

3.130

3.140

3.150

3.160

3.170

3.180

3.190

3.200

3.210

3.220

3.230

3.240

3.250

3.260

3.270

3.280

3.290

3.300

3.310

3.320

3.330

3.340

3.350

3.360

3.370

3.380

3.390

3.400

3.410

3.420

3.430

3.440

3.450

3.460

3.470

3.480

3.490

3.500

3.510

3.520

3.530

3.540

3.550

3.560

3.570

3.580

3.590

3.600

3.610

3.620

3.630

3.640

3.650

3.660

3.670

3.680

3.690

3.700

3.710

3.720

3.730

3.740

3.750

3.760

3.770

3.780

3.790

3.800

3.810

3.820

3.830

3.840

3.850

3.860

3.870

3.880

3.890

3.900

3.910

3.920

3.930

3.940

3.950

3.960

3.970

3.980

3.990

Gra

die

nt (%

)

20.8%

11.0%

11.0%

6.0%

6.0%

12.4%

12.4%

8.0%

8.0%

8.0%

8.0%

8.0%

2.9%

2.9%

2.9%

2.9%

2.9%

2.9%

2.9%

5.5%

5.5%

5.5%

5.5%

7.9%

7.9%

7.9%

7.9%

7.1%

7.1%

7.1%

7.1%

6.7%

6.7%

9.4%

9.4%

19.4%

19.4%

8.8%

8.8%

8.8%

7.5%

7.5%

7.5%

7.5%

8.4%

8.4%

8.4%

7.6%

7.6%

7.6%

7.6%

7.6%

8.4%

8.4%

8.4%

9.4%

9.4%

9.4%

7.9%

12.8%

12.8%

13.7%

10.3%

10.3%

4.1%

4.1%

4.1%

4.1%

4.1%

4.1%

2.8%

2.8%

2.8%

2.8%

2.8%

2.8%

2.8%

2.0%

2.0%

2.0%

2.0%

2.0%

2.0%

3.8%

3.8%

3.8%

3.8%

3.8%

3.8%

3.8%

3.5%

3.5%

3.5%

3.5%

3.5%

3.5%

3.5%

2.8%

2.8%

2.8%

Fla

t to M

odera

te

Ste

ep to

V.S

teep

0%

3%

3%

5%

5%

10%

10%

15%

15%

50%

Chain

age (k

m)

3.000

3.010

3.020

3.030

3.040

3.050

3.060

3.070

3.080

3.090

3.100

3.110

3.120

3.130

3.140

3.150

3.160

3.170

3.180

3.190

3.200

3.210

3.220

3.230

3.240

3.250

3.260

3.270

3.280

3.290

3.300

3.310

3.320

3.330

3.340

3.350

3.360

3.370

3.380

3.390

3.400

3.410

3.420

3.430

3.440

3.450

3.460

3.470

3.480

3.490

3.500

3.510

3.520

3.530

3.540

3.550

3.560

3.570

3.580

3.590

3.600

3.610

3.620

3.630

3.640

3.650

3.660

3.670

3.680

3.690

3.700

3.710

3.720

3.730

3.740

3.750

3.760

3.770

3.780

3.790

3.800

3.810

3.820

3.830

3.840

3.850

3.860

3.870

3.880

3.890

3.900

3.910

3.920

3.930

3.940

3.950

3.960

3.970

3.980

3.990

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

Chain

age (k

m)

3.000

3.010

3.020

3.030

3.040

3.050

3.060

3.070

3.080

3.090

3.100

3.110

3.120

3.130

3.140

3.150

3.160

3.170

3.180

3.190

3.200

3.210

3.220

3.230

3.240

3.250

3.260

3.270

3.280

3.290

3.300

3.310

3.320

3.330

3.340

3.350

3.360

3.370

3.380

3.390

3.400

3.410

3.420

3.430

3.440

3.450

3.460

3.470

3.480

3.490

3.500

3.510

3.520

3.530

3.540

3.550

3.560

3.570

3.580

3.590

3.600

3.610

3.620

3.630

3.640

3.650

3.660

3.670

3.680

3.690

3.700

3.710

3.720

3.730

3.740

3.750

3.760

3.770

3.780

3.790

3.800

3.810

3.820

3.830

3.840

3.850

3.860

3.870

3.880

3.890

3.900

3.910

3.920

3.930

3.940

3.950

3.960

3.970

3.980

3.990

Mate

rial T

ype

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

123

3.000

3.010

3.020

3.030

3.040

3.050

3.060

3.070

3.080

3.090

3.100

3.110

3.120

3.130

3.140

3.150

3.160

3.170

3.180

3.190

3.200

3.210

3.220

3.230

3.240

3.250

3.260

3.270

3.280

3.290

3.300

3.310

3.320

3.330

3.340

3.350

3.360

3.370

3.380

3.390

3.400

3.410

3.420

3.430

3.440

3.450

3.460

3.470

3.480

3.490

3.500

3.510

3.520

3.530

3.540

3.550

3.560

3.570

3.580

3.590

3.600

3.610

3.620

3.630

3.640

3.650

3.660

3.670

3.680

3.690

3.700

3.710

3.720

3.730

3.740

3.750

3.760

3.770

3.780

3.790

3.800

3.810

3.820

3.830

3.840

3.850

3.860

3.870

3.880

3.890

3.900

3.910

3.920

3.930

3.940

3.950

3.960

3.970

3.980

3.990

V.P

oor S

ectio

ns

11

11

11

11

00

00

00

00

00

00

00

01

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

10

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

1

Tria

l Pits

Exc

avate

11

11

1ll S

am

ple

2m

Sam

ple

3e S

am

ple

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

1P

oor

3S

3

7S

7

15

S15

Surfa

cin

g

Sealin

g O

ptio

n

Chain

age (k

m)

3.000

3.010

3.020

3.030

3.040

3.050

3.060

3.070

3.080

3.090

3.100

3.110

3.120

3.130

3.140

3.150

3.160

3.170

3.180

3.190

3.200

3.210

3.220

3.230

3.240

3.250

3.260

3.270

3.280

3.290

3.300

3.310

3.320

3.330

3.340

3.350

3.360

3.370

3.380

3.390

3.400

3.410

3.420

3.430

3.440

3.450

3.460

3.470

3.480

3.490

3.500

3.510

3.520

3.530

3.540

3.550

3.560

3.570

3.580

3.590

3.600

3.610

3.620

3.630

3.640

3.650

3.660

3.670

3.680

3.690

3.700

3.710

3.720

3.730

3.740

3.750

3.760

3.770

3.780

3.790

3.800

3.810

3.820

3.830

3.840

3.850

3.860

3.870

3.880

3.890

3.900

3.910

3.920

3.930

3.940

3.950

3.960

3.970

3.980

3.990

Gra

nula

r Pavem

ent L

ayers

Lay

ers

Beddin

g S

and

G80

G60

G30

G25

Lig

ht B

row

n C

lay

Bro

wn C

layey S

ILT

Red C

lay

Lin

ed D

rain

s

Lin

ed D

rain

s

Photo

gra

phs

Featu

res a

nd O

bserv

atio

ns

Road C

onditio

n (S

iha_S

peed)

Vertic

al G

radie

nts

00

Descrip

tion

Subgra

de B

earin

g C

apacity

Desig

n C

lass

Sih

a_S

ubgra

de T

ype

Vis

ually

Assessed S

iha_P

oor S

ectio

ns

GR

AV

EL

WE

AR

ING

CO

UR

SE

& E

ST

AB

LIS

H D

RA

INA

GE

Lay

er T

hic

kn

ess (m

m)

CO

NC

RE

TE

ST

RIP

S

Surfa

ce

Base

Subbase

100

0 0

150

00

000

100

12

50

12

60

12

70

12

80

12

90

13

00

13

10

13

20

13

30

13

40

13

50

3.0

3.1

3.2

3.3

3.4

3.5

3.6

3.7

3.8

3.9

4.0

Fin

al R

escop

e S

iha S

tripm

ap

.xls - 3

-4p.4

'Kilim

an

jaro

Reg

ion

- Sih

a D

istric

t, Law

ate

to K

ibo

ng

oto

Ro

ad

Chain

age (k

m)

4.000

4.010

4.020

4.030

4.040

4.050

4.060

4.070

4.080

4.090

4.100

4.110

4.120

4.130

4.140

4.150

4.160

4.170

4.180

4.190

4.200

4.210

4.220

4.230

4.240

4.250

4.260

4.270

4.280

4.290

4.300

4.310

4.320

4.330

4.340

4.350

4.360

4.370

4.380

4.390

4.400

4.410

4.420

4.430

4.440

4.450

4.460

4.470

4.480

4.490

4.500

4.510

4.520

4.530

4.540

4.550

4.560

4.570

4.580

4.590

4.600

4.610

4.620

4.630

4.640

4.650

4.660

4.670

4.680

4.690

4.700

4.710

4.720

4.730

4.740

4.750

4.760

4.770

4.780

4.790

4.800

4.810

4.820

4.830

4.840

4.850

4.860

4.870

4.880

4.890

4.900

4.910

4.920

4.930

4.940

4.950

4.960

4.970

4.980

4.990

Primary school

Existing Ø60 cm Culvert

Ø60 cm Culvert

Ø60 cm Culvert

Gra

phs

Chain

age (k

m)

4.000

4.010

4.020

4.030

4.040

4.050

4.060

4.070

4.080

4.090

4.100

4.110

4.120

4.130

4.140

4.150

4.160

4.170

4.180

4.190

4.200

4.210

4.220

4.230

4.240

4.250

4.260

4.270

4.280

4.290

4.300

4.310

4.320

4.330

4.340

4.350

4.360

4.370

4.380

4.390

4.400

4.410

4.420

4.430

4.440

4.450

4.460

4.470

4.480

4.490

4.500

4.510

4.520

4.530

4.540

4.550

4.560

4.570

4.580

4.590

4.600

4.610

4.620

4.630

4.640

4.650

4.660

4.670

4.680

4.690

4.700

4.710

4.720

4.730

4.740

4.750

4.760

4.770

4.780

4.790

4.800

4.810

4.820

4.830

4.840

4.850

4.860

4.870

4.880

4.890

4.900

4.910

4.920

4.930

4.940

4.950

4.960

4.970

4.980

4.990

Gra

die

nt (%

)

2.8%

7.8%

7.8%

7.8%

7.8%

6.7%

6.7%

6.7%

5.9%

5.9%

5.9%

5.9%

3.6%

3.6%

3.6%

3.6%

3.5%

3.5%

3.5%

3.5%

3.5%

2.9%

2.9%

2.9%

2.9%

2.9%

2.9%

2.9%

2.9%

2.9%

2.9%

8.9%

8.9%

8.9%

5.6%

5.6%

5.6%

5.6%

3.7%

3.7%

3.7%

3.7%

5.7%

5.7%

5.7%

10.4%

10.4%

10.4%

12.4%

12.4%

12.4%

9.9%

9.9%

9.9%

10.9%

10.9%

10.9%

11.8%

11.8%

11.8%

11.4%

11.4%

19.9%

19.9%

20.8%

20.8%

8.4%

8.4%

15.1%

15.1%

15.1%

10.8%

10.8%

10.8%

7.5%

7.5%

15.3%

15.3%

20.8%

6.2%

6.2%

50.0%

50.0%

3.6%

18.5%

19.9%

6.6%

6.6%

9.9%

9.9%

12.4%

29.9%

29.9%

11.5%

11.5%

8.0%

15.6%

24.9%

29.4%

8.3%

Fla

t to M

odera

te

Ste

ep to

V.S

teep

0%

3%

3%

5%

5%

10%

10%

15%

15%

50%

Chain

age (k

m)

4.000

4.010

4.020

4.030

4.040

4.050

4.060

4.070

4.080

4.090

4.100

4.110

4.120

4.130

4.140

4.150

4.160

4.170

4.180

4.190

4.200

4.210

4.220

4.230

4.240

4.250

4.260

4.270

4.280

4.290

4.300

4.310

4.320

4.330

4.340

4.350

4.360

4.370

4.380

4.390

4.400

4.410

4.420

4.430

4.440

4.450

4.460

4.470

4.480

4.490

4.500

4.510

4.520

4.530

4.540

4.550

4.560

4.570

4.580

4.590

4.600

4.610

4.620

4.630

4.640

4.650

4.660

4.670

4.680

4.690

4.700

4.710

4.720

4.730

4.740

4.750

4.760

4.770

4.780

4.790

4.800

4.810

4.820

4.830

4.840

4.850

4.860

4.870

4.880

4.890

4.900

4.910

4.920

4.930

4.940

4.950

4.960

4.970

4.980

4.990

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

56

66

66

66

66

66

66

66

66

66

66

Chain

age (k

m)

4.000

4.010

4.020

4.030

4.040

4.050

4.060

4.070

4.080

4.090

4.100

4.110

4.120

4.130

4.140

4.150

4.160

4.170

4.180

4.190

4.200

4.210

4.220

4.230

4.240

4.250

4.260

4.270

4.280

4.290

4.300

4.310

4.320

4.330

4.340

4.350

4.360

4.370

4.380

4.390

4.400

4.410

4.420

4.430

4.440

4.450

4.460

4.470

4.480

4.490

4.500

4.510

4.520

4.530

4.540

4.550

4.560

4.570

4.580

4.590

4.600

4.610

4.620

4.630

4.640

4.650

4.660

4.670

4.680

4.690

4.700

4.710

4.720

4.730

4.740

4.750

4.760

4.770

4.780

4.790

4.800

4.810

4.820

4.830

4.840

4.850

4.860

4.870

4.880

4.890

4.900

4.910

4.920

4.930

4.940

4.950

4.960

4.970

4.980

4.990

Mate

rial T

ype

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

123

4.000

4.010

4.020

4.030

4.040

4.050

4.060

4.070

4.080

4.090

4.100

4.110

4.120

4.130

4.140

4.150

4.160

4.170

4.180

4.190

4.200

4.210

4.220

4.230

4.240

4.250

4.260

4.270

4.280

4.290

4.300

4.310

4.320

4.330

4.340

4.350

4.360

4.370

4.380

4.390

4.400

4.410

4.420

4.430

4.440

4.450

4.460

4.470

4.480

4.490

4.500

4.510

4.520

4.530

4.540

4.550

4.560

4.570

4.580

4.590

4.600

4.610

4.620

4.630

4.640

4.650

4.660

4.670

4.680

4.690

4.700

4.710

4.720

4.730

4.740

4.750

4.760

4.770

4.780

4.790

4.800

4.810

4.820

4.830

4.840

4.850

4.860

4.870

4.880

4.890

4.900

4.910

4.920

4.930

4.940

4.950

4.960

4.970

4.980

4.990

V.P

oor S

ectio

ns

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

1

Tria

l Pits

Exc

avate

11

1ll S

am

ple

2m

Sam

ple

3e S

am

ple

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

1P

oor

3S

3

7S

7

15

S15

Surfa

cin

g

Sealin

g O

ptio

n

Chain

age (k

m)

4.000

4.010

4.020

4.030

4.040

4.050

4.060

4.070

4.080

4.090

4.100

4.110

4.120

4.130

4.140

4.150

4.160

4.170

4.180

4.190

4.200

4.210

4.220

4.230

4.240

4.250

4.260

4.270

4.280

4.290

4.300

4.310

4.320

4.330

4.340

4.350

4.360

4.370

4.380

4.390

4.400

4.410

4.420

4.430

4.440

4.450

4.460

4.470

4.480

4.490

4.500

4.510

4.520

4.530

4.540

4.550

4.560

4.570

4.580

4.590

4.600

4.610

4.620

4.630

4.640

4.650

4.660

4.670

4.680

4.690

4.700

4.710

4.720

4.730

4.740

4.750

4.760

4.770

4.780

4.790

4.800

4.810

4.820

4.830

4.840

4.850

4.860

4.870

4.880

4.890

4.900

4.910

4.920

4.930

4.940

4.950

4.960

4.970

4.980

4.990

Gra

nula

r Pavem

ent L

ayers

Lay

ers

Beddin

g S

and

G80

G60

G30

G25

Lin

ed D

rain

s

Lin

ed D

rain

s

00

0

150

Lig

ht B

row

n C

lay

Bro

wn C

layey S

ILT

Red C

lay

100

0

00

100

0

00

Photo

gra

phs

Featu

res a

nd O

bserv

atio

ns

Road C

onditio

n (S

iha_S

peed)

Vertic

al G

radie

nts

Descrip

tion

Subgra

de B

earin

g C

apacity

Desig

n C

lass

Sih

a_S

ubgra

de T

ype

Vis

ually

Assessed S

iha_P

oor S

ectio

ns

0000S

ubbase

Surfa

ce

Base

GR

AV

EL

WE

AR

ING

CO

UR

SE

& E

ST

AB

LIS

H D

RA

INA

GE

ST

AN

DA

RD

DO

UB

LE

SU

RF

AC

E D

RE

SS

ING

150

0

200

Lay

er T

hic

kn

ess (m

m)

CO

NC

RE

TE

ST

RIP

SU

NR

EIN

FO

RC

ED

CO

NC

RE

TE

SL

AB

100

0

100

0

1300

1350

1400

1450

1500

4.0

4.1

4.2

4.3

4.4

4.5

4.6

4.7

4.8

4.9

5.0

Fin

al R

escop

e S

iha S

tripm

ap

.xls - 4

-5p.5

'Kilim

an

jaro

Reg

ion

- Sih

a D

istric

t, Law

ate

to K

ibo

ng

oto

Ro

ad

Chain

age (k

m)

5.000

5.010

5.020

5.030

5.040

5.050

5.060

5.070

5.080

5.090

5.100

5.110

5.120

5.130

5.140

5.150

5.160

5.170

5.180

5.190

5.200

5.210

5.220

5.230

5.240

5.250

5.260

5.270

5.280

5.290

5.300

5.310

5.320

5.330

5.340

5.350

5.360

5.370

5.380

5.390

5.400

5.410

5.420

5.430

5.440

5.450

5.460

5.470

5.480

5.490

5.500

5.510

5.520

5.530

5.540

5.550

5.560

5.570

5.580

5.590

5.600

5.610

5.620

5.630

5.640

5.650

5.660

5.670

5.680

5.690

5.700

5.710

5.720

5.730

5.740

5.750

5.760

5.770

5.780

5.790

5.800

5.810

5.820

5.830

5.840

5.850

5.860

5.870

5.880

5.890

5.900

5.910

5.920

5.930

5.940

5.950

5.960

5.970

5.980

5.990

Ø60 cm Culvert

Ø60 cm Culvert

Gra

phs

Chain

age (k

m)

5.000

5.010

5.020

5.030

5.040

5.050

5.060

5.070

5.080

5.090

5.100

5.110

5.120

5.130

5.140

5.150

5.160

5.170

5.180

5.190

5.200

5.210

5.220

5.230

5.240

5.250

5.260

5.270

5.280

5.290

5.300

5.310

5.320

5.330

5.340

5.350

5.360

5.370

5.380

5.390

5.400

5.410

5.420

5.430

5.440

5.450

5.460

5.470

5.480

5.490

5.500

5.510

5.520

5.530

5.540

5.550

5.560

5.570

5.580

5.590

5.600

5.610

5.620

5.630

5.640

5.650

5.660

5.670

5.680

5.690

5.700

5.710

5.720

5.730

5.740

5.750

5.760

5.770

5.780

5.790

5.800

5.810

5.820

5.830

5.840

5.850

5.860

5.870

5.880

5.890

5.900

5.910

5.920

5.930

5.940

5.950

5.960

5.970

5.980

5.990

Gra

die

nt (%

)

8.3%

9.6%

9.6%

12.4%

12.4%

9.9%

9.9%

13.1%

13.1%

13.1%

13.0%

13.0%

13.0%

12.2%

14.6%

14.6%

8.7%

8.7%

8.7%

10.8%

10.8%

10.8%

13.3%

13.3%

13.3%

8.9%

8.9%

8.9%

9.2%

9.2%

8.6%

8.6%

8.6%

8.6%

5.3%

5.3%

5.3%

5.3%

5.3%

6.7%

6.7%

6.7%

6.7%

6.9%

6.9%

6.9%

9.9%

9.9%

9.2%

9.2%

9.2%

9.2%

8.6%

8.6%

8.6%

8.6%

8.9%

8.9%

8.9%

8.9%

7.4%

7.4%

7.4%

8.4%

8.4%

16.1%

16.1%

16.1%

6.1%

6.1%

6.1%

6.1%

6.1%

3.8%

3.8%

3.8%

3.8%

3.8%

6.6%

6.6%

6.6%

6.6%

9.6%

9.6%

12.4%

12.4%

12.4%

9.5%

9.5%

9.5%

9.9%

19.4%

19.4%

10.2%

10.2%

10.2%

3.1%

3.1%

3.1%

3.1%

Fla

t to M

odera

te

Ste

ep to

V.S

teep

0%

3%

3%

5%

5%

10%

10%

15%

15%

50%

Chain

age (k

m)

5.000

5.010

5.020

5.030

5.040

5.050

5.060

5.070

5.080

5.090

5.100

5.110

5.120

5.130

5.140

5.150

5.160

5.170

5.180

5.190

5.200

5.210

5.220

5.230

5.240

5.250

5.260

5.270

5.280

5.290

5.300

5.310

5.320

5.330

5.340

5.350

5.360

5.370

5.380

5.390

5.400

5.410

5.420

5.430

5.440

5.450

5.460

5.470

5.480

5.490

5.500

5.510

5.520

5.530

5.540

5.550

5.560

5.570

5.580

5.590

5.600

5.610

5.620

5.630

5.640

5.650

5.660

5.670

5.680

5.690

5.700

5.710

5.720

5.730

5.740

5.750

5.760

5.770

5.780

5.790

5.800

5.810

5.820

5.830

5.840

5.850

5.860

5.870

5.880

5.890

5.900

5.910

5.920

5.930

5.940

5.950

5.960

5.970

5.980

5.990

66

66

66

66

66

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

Chain

age (k

m)

5.000

5.010

5.020

5.030

5.040

5.050

5.060

5.070

5.080

5.090

5.100

5.110

5.120

5.130

5.140

5.150

5.160

5.170

5.180

5.190

5.200

5.210

5.220

5.230

5.240

5.250

5.260

5.270

5.280

5.290

5.300

5.310

5.320

5.330

5.340

5.350

5.360

5.370

5.380

5.390

5.400

5.410

5.420

5.430

5.440

5.450

5.460

5.470

5.480

5.490

5.500

5.510

5.520

5.530

5.540

5.550

5.560

5.570

5.580

5.590

5.600

5.610

5.620

5.630

5.640

5.650

5.660

5.670

5.680

5.690

5.700

5.710

5.720

5.730

5.740

5.750

5.760

5.770

5.780

5.790

5.800

5.810

5.820

5.830

5.840

5.850

5.860

5.870

5.880

5.890

5.900

5.910

5.920

5.930

5.940

5.950

5.960

5.970

5.980

5.990

Mate

rial T

ype

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

123

5.000

5.010

5.020

5.030

5.040

5.050

5.060

5.070

5.080

5.090

5.100

5.110

5.120

5.130

5.140

5.150

5.160

5.170

5.180

5.190

5.200

5.210

5.220

5.230

5.240

5.250

5.260

5.270

5.280

5.290

5.300

5.310

5.320

5.330

5.340

5.350

5.360

5.370

5.380

5.390

5.400

5.410

5.420

5.430

5.440

5.450

5.460

5.470

5.480

5.490

5.500

5.510

5.520

5.530

5.540

5.550

5.560

5.570

5.580

5.590

5.600

5.610

5.620

5.630

5.640

5.650

5.660

5.670

5.680

5.690

5.700

5.710

5.720

5.730

5.740

5.750

5.760

5.770

5.780

5.790

5.800

5.810

5.820

5.830

5.840

5.850

5.860

5.870

5.880

5.890

5.900

5.910

5.920

5.930

5.940

5.950

5.960

5.970

5.980

5.990

V.P

oor S

ectio

ns

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

00

11

11

11

11

11

10

00

00

00

00

00

00

00

00

00

00

11

11

11

11

11

11

11

11

11

11

10

00

00

1

Tria

l Pits

Exc

avate

11

1ll S

am

ple

2m

Sam

ple

3e S

am

ple

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

1P

oor

3S

3

7S

7

15

S15

Surfa

cin

g

Sealin

g O

ptio

n

Chain

age (k

m)

5.000

5.010

5.020

5.030

5.040

5.050

5.060

5.070

5.080

5.090

5.100

5.110

5.120

5.130

5.140

5.150

5.160

5.170

5.180

5.190

5.200

5.210

5.220

5.230

5.240

5.250

5.260

5.270

5.280

5.290

5.300

5.310

5.320

5.330

5.340

5.350

5.360

5.370

5.380

5.390

5.400

5.410

5.420

5.430

5.440

5.450

5.460

5.470

5.480

5.490

5.500

5.510

5.520

5.530

5.540

5.550

5.560

5.570

5.580

5.590

5.600

5.610

5.620

5.630

5.640

5.650

5.660

5.670

5.680

5.690

5.700

5.710

5.720

5.730

5.740

5.750

5.760

5.770

5.780

5.790

5.800

5.810

5.820

5.830

5.840

5.850

5.860

5.870

5.880

5.890

5.900

5.910

5.920

5.930

5.940

5.950

5.960

5.970

5.980

5.990

Gra

nula

r Pavem

ent L

ayers

Lay

ers

Beddin

g S

and

G80

G60

G30

G25

Lin

ed D

rain

s

Lin

ed D

rain

s

0

CO

NC

RE

TE

ST

RIP

S

Lig

ht B

row

n C

lay

Bro

wn C

layey S

ILT

Base

Lay

er T

hic

kn

ess (m

m)

0

Red C

lay

100

100

00

Photo

gra

phs

Featu

res a

nd O

bserv

atio

ns

Road C

onditio

n (S

iha_S

peed)

Vertic

al G

radie

nts

Sih

a_S

ubgra

de T

ype

Vis

ually

Assessed S

iha_P

oor S

ectio

ns

Subbase

Descrip

tion

Subgra

de B

earin

g C

apacity

Desig

n C

lass

Surfa

ce

14

20

14

40

14

60

14

80

15

00

15

20

15

40

5.0

5.1

5.2

5.3

5.4

5.5

5.6

5.7

5.8

5.9

6.0

Fin

al R

escop

e S

iha S

tripm

ap

.xls - 5

-6p.6

'Kilim

an

jaro

Reg

ion

- Sih

a D

istric

t, Law

ate

to K

ibo

ng

oto

Ro

ad

Chain

age (k

m)

6.000

6.010

6.020

6.030

6.040

6.050

6.060

6.070

6.080

6.090

6.100

6.110

6.120

6.130

6.140

6.150

6.160

6.170

6.180

6.190

6.200

6.210

6.220

6.230

6.240

6.250

6.260

6.270

6.280

6.290

6.300

6.310

6.320

6.330

6.340

6.350

6.360

6.370

6.380

6.390

6.400

6.410

6.420

6.430

6.440

6.450

6.460

6.470

6.480

6.490

6.500

6.510

6.520

6.530

6.540

6.550

6.560

6.570

6.580

6.590

6.600

6.610

6.620

6.630

6.640

6.650

6.660

6.670

6.680

6.690

6.700

6.710

6.720

6.730

6.740

6.750

6.760

6.770

6.780

6.790

6.800

6.810

6.820

6.830

6.840

6.850

6.860

6.870

6.880

6.890

6.900

6.910

6.920

6.930

6.940

6.950

6.960

6.970

6.980

6.990

Old Ø60 cm culvert

Church

Gravelled

Gravelled

Gravelled

Gravelled

Gravelled

Gravelled

Gravelled

Gravelled

Gravelled

Gravelled

Gravelled

Gravelled

Gravelled

Gravelled

Gravelled

Gravelled

Gravelled

Gravelled

Gravelled

Gravelled

Gravelled

Gravelled

Gravelled

Gravelled

Gravelled

Gravelled

Gravelled

High point

High point

Gra

phs

Chain

age (k

m)

6.000

6.010

6.020

6.030

6.040

6.050

6.060

6.070

6.080

6.090

6.100

6.110

6.120

6.130

6.140

6.150

6.160

6.170

6.180

6.190

6.200

6.210

6.220

6.230

6.240

6.250

6.260

6.270

6.280

6.290

6.300

6.310

6.320

6.330

6.340

6.350

6.360

6.370

6.380

6.390

6.400

6.410

6.420

6.430

6.440

6.450

6.460

6.470

6.480

6.490

6.500

6.510

6.520

6.530

6.540

6.550

6.560

6.570

6.580

6.590

6.600

6.610

6.620

6.630

6.640

6.650

6.660

6.670

6.680

6.690

6.700

6.710

6.720

6.730

6.740

6.750

6.760

6.770

6.780

6.790

6.800

6.810

6.820

6.830

6.840

6.850

6.860

6.870

6.880

6.890

6.900

6.910

6.920

6.930

6.940

6.950

6.960

6.970

6.980

6.990

Gra

die

nt (%

)

3.1%

6.0%

6.0%

6.0%

6.0%

6.1%

6.1%

6.1%

6.1%

9.9%

9.9%

9.9%

9.9%

9.9%

7.7%

7.7%

7.7%

7.7%

7.7%

7.7%

3.2%

3.2%

3.2%

3.2%

3.2%

3.2%

3.2%

2.0%

2.0%

2.0%

2.0%

2.0%

4.5%

4.5%

5.4%

5.4%

5.4%

5.4%

5.4%

0.9%

0.9%

0.9%

0.9%

0.9%

3.2%

3.2%

3.2%

9.2%

9.2%

9.2%

16.3%

28.5%

28.5%

12.0%

12.0%

5.8%

5.8%

5.8%

10.6%

10.6%

10.6%

10.8%

10.8%

10.8%

10.8%

8.4%

8.4%

8.4%

8.4%

6.0%

6.0%

6.0%

6.0%

6.0%

1.1%

1.1%

1.1%

1.1%

1.1%

1.1%

1.1%

0.7%

0.7%

0.7%

0.7%

0.7%

0.7%

2.5%

2.5%

2.5%

2.5%

8.7%

8.7%

10.6%

10.6%

10.6%

12.2%

23.3%

15.7%

15.7%

Fla

t to M

odera

te

Ste

ep to

V.S

teep

0%

3%

3%

5%

5%

10%

10%

15%

15%

50%

Chain

age (k

m)

6.000

6.010

6.020

6.030

6.040

6.050

6.060

6.070

6.080

6.090

6.100

6.110

6.120

6.130

6.140

6.150

6.160

6.170

6.180

6.190

6.200

6.210

6.220

6.230

6.240

6.250

6.260

6.270

6.280

6.290

6.300

6.310

6.320

6.330

6.340

6.350

6.360

6.370

6.380

6.390

6.400

6.410

6.420

6.430

6.440

6.450

6.460

6.470

6.480

6.490

6.500

6.510

6.520

6.530

6.540

6.550

6.560

6.570

6.580

6.590

6.600

6.610

6.620

6.630

6.640

6.650

6.660

6.670

6.680

6.690

6.700

6.710

6.720

6.730

6.740

6.750

6.760

6.770

6.780

6.790

6.800

6.810

6.820

6.830

6.840

6.850

6.860

6.870

6.880

6.890

6.900

6.910

6.920

6.930

6.940

6.950

6.960

6.970

6.980

6.990

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

Chain

age (k

m)

6.000

6.010

6.020

6.030

6.040

6.050

6.060

6.070

6.080

6.090

6.100

6.110

6.120

6.130

6.140

6.150

6.160

6.170

6.180

6.190

6.200

6.210

6.220

6.230

6.240

6.250

6.260

6.270

6.280

6.290

6.300

6.310

6.320

6.330

6.340

6.350

6.360

6.370

6.380

6.390

6.400

6.410

6.420

6.430

6.440

6.450

6.460

6.470

6.480

6.490

6.500

6.510

6.520

6.530

6.540

6.550

6.560

6.570

6.580

6.590

6.600

6.610

6.620

6.630

6.640

6.650

6.660

6.670

6.680

6.690

6.700

6.710

6.720

6.730

6.740

6.750

6.760

6.770

6.780

6.790

6.800

6.810

6.820

6.830

6.840

6.850

6.860

6.870

6.880

6.890

6.900

6.910

6.920

6.930

6.940

6.950

6.960

6.970

6.980

6.990

Mate

rial T

ype

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

123

6.000

6.010

6.020

6.030

6.040

6.050

6.060

6.070

6.080

6.090

6.100

6.110

6.120

6.130

6.140

6.150

6.160

6.170

6.180

6.190

6.200

6.210

6.220

6.230

6.240

6.250

6.260

6.270

6.280

6.290

6.300

6.310

6.320

6.330

6.340

6.350

6.360

6.370

6.380

6.390

6.400

6.410

6.420

6.430

6.440

6.450

6.460

6.470

6.480

6.490

6.500

6.510

6.520

6.530

6.540

6.550

6.560

6.570

6.580

6.590

6.600

6.610

6.620

6.630

6.640

6.650

6.660

6.670

6.680

6.690

6.700

6.710

6.720

6.730

6.740

6.750

6.760

6.770

6.780

6.790

6.800

6.810

6.820

6.830

6.840

6.850

6.860

6.870

6.880

6.890

6.900

6.910

6.920

6.930

6.940

6.950

6.960

6.970

6.980

6.990

V.P

oor S

ectio

ns

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

01

11

11

11

11

11

11

11

11

11

11

10

00

00

00

00

00

00

00

00

00

01

11

11

11

11

11

11

11

1

Tria

l Pits

Exc

avate

1ll S

am

ple

2m

Sam

ple

3e S

am

ple

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

1P

oor

3S

3

7S

7

15

S15

Surfa

cin

g

Sealin

g O

ptio

n

Chain

age (k

m)

6.000

6.010

6.020

6.030

6.040

6.050

6.060

6.070

6.080

6.090

6.100

6.110

6.120

6.130

6.140

6.150

6.160

6.170

6.180

6.190

6.200

6.210

6.220

6.230

6.240

6.250

6.260

6.270

6.280

6.290

6.300

6.310

6.320

6.330

6.340

6.350

6.360

6.370

6.380

6.390

6.400

6.410

6.420

6.430

6.440

6.450

6.460

6.470

6.480

6.490

6.500

6.510

6.520

6.530

6.540

6.550

6.560

6.570

6.580

6.590

6.600

6.610

6.620

6.630

6.640

6.650

6.660

6.670

6.680

6.690

6.700

6.710

6.720

6.730

6.740

6.750

6.760

6.770

6.780

6.790

6.800

6.810

6.820

6.830

6.840

6.850

6.860

6.870

6.880

6.890

6.900

6.910

6.920

6.930

6.940

6.950

6.960

6.970

6.980

6.990

Gra

nula

r Pavem

ent L

ayers

Lay

ers

Beddin

g S

and

G80

G60

G30

G25

Bro

wn C

layey S

ILT

Red C

lay

00

GR

AV

EL

WE

AR

ING

CO

UR

SE

& E

ST

AB

LIS

H D

RA

INA

GE

UN

RE

INF

OR

CE

D C

ON

CR

ET

E S

LA

B

00

Lay

er T

hic

kn

ess (m

m)

0

0

00

0

0100

150

0

CO

NC

RE

TE

ST

RIP

S

Photo

gra

phs

Featu

res a

nd O

bserv

atio

ns

Road C

onditio

n (S

iha_S

peed)

Vertic

al G

radie

nts

Lin

ed D

rain

s

Lin

ed D

rain

s

Lig

ht B

row

n C

lay

00

Descrip

tion

Subgra

de B

earin

g C

apacity

Desig

n C

lass

Sih

a_S

ubgra

de T

ype

Vis

ually

Assessed S

iha_P

oor S

ectio

ns

Surfa

ce

Base

100

00

100

0S

ubbase

100

0

GR

AV

EL

WE

AR

ING

CO

UR

SE

& E

ST

AB

LIS

H D

RA

INA

GE

150

0

15

20

15

30

15

40

15

50

15

60

15

70

15

80

15

90

6.0

6.1

6.2

6.3

6.4

6.5

6.6

6.7

6.8

6.9

7.0

Fin

al R

escop

e S

iha S

tripm

ap

.xls - 6

-7p.7

'Kilim

an

jaro

Reg

ion

- Sih

a D

istric

t, Law

ate

to K

ibo

ng

oto

Ro

ad

Chain

age (k

m)

7.000

7.010

7.020

7.030

7.040

7.050

7.060

7.070

7.080

7.090

7.100

7.110

7.120

7.130

7.140

7.150

7.160

7.170

7.180

7.190

7.200

7.210

7.220

7.230

7.240

7.250

7.260

7.270

7.280

7.290

7.300

7.310

7.320

7.330

7.340

7.350

7.360

7.370

7.380

7.390

7.400

7.410

7.420

7.430

7.440

7.450

7.460

7.470

7.480

7.490

7.500

7.510

7.520

7.530

7.540

7.550

7.560

7.570

7.580

7.590

7.600

7.610

7.620

7.630

7.640

7.650

7.660

7.670

7.680

7.690

7.700

7.710

7.720

7.730

7.740

7.750

7.760

7.770

7.780

7.790

7.800

7.810

7.820

7.830

7.840

7.850

7.860

7.870

7.880

7.890

7.900

7.910

7.920

7.930

7.940

7.950

7.960

7.970

7.980

7.990

Ø60 cm Culvert

Ø60 cm Culvert @ 7.547

Old Ø60 cm Culvert

Old Ø60 cm Culvert

High point

High point

Ø60 cm Culvert

Gra

phs

Chain

age (k

m)

7.000

7.010

7.020

7.030

7.040

7.050

7.060

7.070

7.080

7.090

7.100

7.110

7.120

7.130

7.140

7.150

7.160

7.170

7.180

7.190

7.200

7.210

7.220

7.230

7.240

7.250

7.260

7.270

7.280

7.290

7.300

7.310

7.320

7.330

7.340

7.350

7.360

7.370

7.380

7.390

7.400

7.410

7.420

7.430

7.440

7.450

7.460

7.470

7.480

7.490

7.500

7.510

7.520

7.530

7.540

7.550

7.560

7.570

7.580

7.590

7.600

7.610

7.620

7.630

7.640

7.650

7.660

7.670

7.680

7.690

7.700

7.710

7.720

7.730

7.740

7.750

7.760

7.770

7.780

7.790

7.800

7.810

7.820

7.830

7.840

7.850

7.860

7.870

7.880

7.890

7.900

7.910

7.920

7.930

7.940

7.950

7.960

7.970

7.980

7.990

Gra

die

nt (%

)

15.7%

15.7%

1.4%

1.4%

1.4%

3.3%

17.8%

0.1%

0.1%

0.1%

0.1%

1.2%

1.2%

1.2%

1.2%

3.3%

3.3%

3.3%

3.3%

6.3%

6.3%

6.3%

6.3%

7.0%

7.0%

7.0%

8.9%

8.9%

16.6%

31.8%

31.8%

6.2%

6.2%

6.2%

6.2%

8.5%

8.5%

8.5%

8.5%

2.9%

2.9%

2.9%

5.6%

5.6%

9.7%

9.7%

9.7%

3.2%

3.2%

3.2%

3.2%

1.5%

2.6%

2.6%

2.6%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

1.0%

1.0%

1.0%

1.0%

1.0%

2.8%

2.8%

2.8%

2.8%

2.8%

5.8%

5.8%

5.8%

9.3%

9.3%

9.3%

15.0%

15.0%

17.7%

17.7%

17.7%

12.2%

12.2%

12.2%

12.2%

8.3%

8.3%

8.3%

8.3%

9.3%

9.3%

9.3%

7.6%

7.6%

7.6%

4.8%

4.8%

4.8%

Fla

t to M

odera

te

Ste

ep to

V.S

teep

0%

3%

3%

5%

5%

10%

10%

15%

15%

50%

Chain

age (k

m)

7.000

7.010

7.020

7.030

7.040

7.050

7.060

7.070

7.080

7.090

7.100

7.110

7.120

7.130

7.140

7.150

7.160

7.170

7.180

7.190

7.200

7.210

7.220

7.230

7.240

7.250

7.260

7.270

7.280

7.290

7.300

7.310

7.320

7.330

7.340

7.350

7.360

7.370

7.380

7.390

7.400

7.410

7.420

7.430

7.440

7.450

7.460

7.470

7.480

7.490

7.500

7.510

7.520

7.530

7.540

7.550

7.560

7.570

7.580

7.590

7.600

7.610

7.620

7.630

7.640

7.650

7.660

7.670

7.680

7.690

7.700

7.710

7.720

7.730

7.740

7.750

7.760

7.770

7.780

7.790

7.800

7.810

7.820

7.830

7.840

7.850

7.860

7.870

7.880

7.890

7.900

7.910

7.920

7.930

7.940

7.950

7.960

7.970

7.980

7.990

77

77

88

88

88

88

88

88

88

88

88

88

88

88

88

88

88

88

88

88

88

88

88

88

88

88

88

88

88

89

99

99

99

99

99

99

99

99

99

99

99

99

99

99

99

99

99

99

99

99

Chain

age (k

m)

7.000

7.010

7.020

7.030

7.040

7.050

7.060

7.070

7.080

7.090

7.100

7.110

7.120

7.130

7.140

7.150

7.160

7.170

7.180

7.190

7.200

7.210

7.220

7.230

7.240

7.250

7.260

7.270

7.280

7.290

7.300

7.310

7.320

7.330

7.340

7.350

7.360

7.370

7.380

7.390

7.400

7.410

7.420

7.430

7.440

7.450

7.460

7.470

7.480

7.490

7.500

7.510

7.520

7.530

7.540

7.550

7.560

7.570

7.580

7.590

7.600

7.610

7.620

7.630

7.640

7.650

7.660

7.670

7.680

7.690

7.700

7.710

7.720

7.730

7.740

7.750

7.760

7.770

7.780

7.790

7.800

7.810

7.820

7.830

7.840

7.850

7.860

7.870

7.880

7.890

7.900

7.910

7.920

7.930

7.940

7.950

7.960

7.970

7.980

7.990

Mate

rial T

ype

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

123

7.000

7.010

7.020

7.030

7.040

7.050

7.060

7.070

7.080

7.090

7.100

7.110

7.120

7.130

7.140

7.150

7.160

7.170

7.180

7.190

7.200

7.210

7.220

7.230

7.240

7.250

7.260

7.270

7.280

7.290

7.300

7.310

7.320

7.330

7.340

7.350

7.360

7.370

7.380

7.390

7.400

7.410

7.420

7.430

7.440

7.450

7.460

7.470

7.480

7.490

7.500

7.510

7.520

7.530

7.540

7.550

7.560

7.570

7.580

7.590

7.600

7.610

7.620

7.630

7.640

7.650

7.660

7.670

7.680

7.690

7.700

7.710

7.720

7.730

7.740

7.750

7.760

7.770

7.780

7.790

7.800

7.810

7.820

7.830

7.840

7.850

7.860

7.870

7.880

7.890

7.900

7.910

7.920

7.930

7.940

7.950

7.960

7.970

7.980

7.990

V.P

oor S

ectio

ns

00

00

00

00

00

00

00

00

00

00

00

01

11

11

11

11

11

11

11

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

01

11

11

11

11

11

11

11

11

10

00

00

00

00

00

1

Tria

l Pits

Exc

avate

12

1ll S

am

ple

2m

Sam

ple

3e S

am

ple

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

1P

oor

3S

3

7S

7

15

S15

Surfa

cin

g

Sealin

g O

ptio

n

Chain

age (k

m)

7.000

7.010

7.020

7.030

7.040

7.050

7.060

7.070

7.080

7.090

7.100

7.110

7.120

7.130

7.140

7.150

7.160

7.170

7.180

7.190

7.200

7.210

7.220

7.230

7.240

7.250

7.260

7.270

7.280

7.290

7.300

7.310

7.320

7.330

7.340

7.350

7.360

7.370

7.380

7.390

7.400

7.410

7.420

7.430

7.440

7.450

7.460

7.470

7.480

7.490

7.500

7.510

7.520

7.530

7.540

7.550

7.560

7.570

7.580

7.590

7.600

7.610

7.620

7.630

7.640

7.650

7.660

7.670

7.680

7.690

7.700

7.710

7.720

7.730

7.740

7.750

7.760

7.770

7.780

7.790

7.800

7.810

7.820

7.830

7.840

7.850

7.860

7.870

7.880

7.890

7.900

7.910

7.920

7.930

7.940

7.950

7.960

7.970

7.980

7.990

Gra

nula

r Pavem

ent L

ayers

Lay

ers

Beddin

g S

and

G80

G60

G30

G25

Lin

ed D

rain

s

Lin

ed D

rain

s

00

Descrip

tion

GR

AV

EL

WE

AR

ING

CO

UR

SE

& E

ST

AB

LIS

H D

RA

INA

GE

CO

NC

RE

TE

ST

RIP

S

100

0

Lay

er T

hic

kn

ess (m

m)

100

0

Surfa

ce

Base

0000

150

0

Photo

gra

phs

Featu

res a

nd O

bserv

atio

ns

Road C

onditio

n (S

iha_S

peed)

Vertic

al G

radie

nts

Subgra

de B

earin

g C

apacity

Desig

n C

lass

Sih

a_S

ubgra

de T

ype

Vis

ually

Assessed S

iha_P

oor S

ectio

ns

Lig

ht B

row

n C

lay

Bro

wn C

layey S

ILT

Red C

lay

Subbase

15

50

15

60

15

70

15

80

15

90

16

00

16

10

16

20

16

30

16

40

16

50

7.0

7.1

7.2

7.3

7.4

7.5

7.6

7.7

7.8

7.9

8.0

Fin

al R

escop

e S

iha S

tripm

ap

.xls - 7

-8p.8

'Kilim

an

jaro

Reg

ion

- Sih

a D

istric

t, Law

ate

to K

ibo

ng

oto

Ro

ad

Chain

age (k

m)

8.000

8.010

8.020

8.030

8.040

8.050

8.060

8.070

8.080

8.090

8.100

8.110

8.120

8.130

8.140

8.150

8.160

8.170

8.180

8.190

8.200

8.210

8.220

8.230

8.240

8.250

8.260

8.270

8.280

8.290

8.300

8.310

8.320

8.330

8.340

8.350

8.360

8.370

8.380

8.390

8.400

8.410

8.420

8.430

8.440

8.450

8.460

8.470

8.480

8.490

8.500

8.510

8.520

8.530

8.540

8.550

8.560

8.570

8.580

8.590

8.600

8.610

8.620

8.630

8.640

8.650

8.660

8.670

8.680

8.690

8.700

8.710

8.720

8.730

8.740

8.750

8.760

8.770

8.780

8.790

8.800

8.810

8.820

8.830

8.840

8.850

8.860

8.870

8.880

8.890

8.900

8.910

8.920

8.930

8.940

8.950

8.960

8.970

8.980

8.990

Highest point on the road

Ø60 cm Culvert

Ø60 cm Culvert

High point

Gra

phs

Chain

age (k

m)

8.000

8.010

8.020

8.030

8.040

8.050

8.060

8.070

8.080

8.090

8.100

8.110

8.120

8.130

8.140

8.150

8.160

8.170

8.180

8.190

8.200

8.210

8.220

8.230

8.240

8.250

8.260

8.270

8.280

8.290

8.300

8.310

8.320

8.330

8.340

8.350

8.360

8.370

8.380

8.390

8.400

8.410

8.420

8.430

8.440

8.450

8.460

8.470

8.480

8.490

8.500

8.510

8.520

8.530

8.540

8.550

8.560

8.570

8.580

8.590

8.600

8.610

8.620

8.630

8.640

8.650

8.660

8.670

8.680

8.690

8.700

8.710

8.720

8.730

8.740

8.750

8.760

8.770

8.780

8.790

8.800

8.810

8.820

8.830

8.840

8.850

8.860

8.870

8.880

8.890

8.900

8.910

8.920

8.930

8.940

8.950

8.960

8.970

8.980

8.990

Gra

die

nt (%

)

4.8%

7.7%

7.7%

7.7%

9.9%

9.9%

9.9%

10.1%

10.1%

10.1%

11.8%

11.8%

11.8%

11.8%

11.8%

11.8%

13.7%

13.7%

9.9%

9.9%

9.9%

8.5%

8.5%

15.1%

15.1%

25.9%

17.8%

17.8%

4.6%

4.6%

4.3%

4.3%

19.9%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

3.0%

3.0%

3.0%

6.4%

6.4%

6.4%

12.9%

12.9%

12.9%

9.0%

9.0%

9.0%

4.2%

4.2%

4.2%

4.2%

4.2%

3.0%

3.0%

3.0%

3.0%

3.0%

4.1%

4.1%

4.1%

4.1%

6.3%

6.3%

7.1%

7.1%

14.7%

14.7%

14.7%

11.4%

11.4%

11.4%

8.9%

8.9%

8.9%

4.9%

4.9%

4.9%

4.9%

1.4%

1.4%

1.4%

1.4%

1.4%

1.1%

1.1%

1.1%

1.1%

1.1%

4.1%

4.1%

12.3%

Fla

t to M

odera

te

Ste

ep to

V.S

teep

0%

3%

3%

5%

5%

10%

10%

15%

15%

50%

Chain

age (k

m)

8.000

8.010

8.020

8.030

8.040

8.050

8.060

8.070

8.080

8.090

8.100

8.110

8.120

8.130

8.140

8.150

8.160

8.170

8.180

8.190

8.200

8.210

8.220

8.230

8.240

8.250

8.260

8.270

8.280

8.290

8.300

8.310

8.320

8.330

8.340

8.350

8.360

8.370

8.380

8.390

8.400

8.410

8.420

8.430

8.440

8.450

8.460

8.470

8.480

8.490

8.500

8.510

8.520

8.530

8.540

8.550

8.560

8.570

8.580

8.590

8.600

8.610

8.620

8.630

8.640

8.650

8.660

8.670

8.680

8.690

8.700

8.710

8.720

8.730

8.740

8.750

8.760

8.770

8.780

8.790

8.800

8.810

8.820

8.830

8.840

8.850

8.860

8.870

8.880

8.890

8.900

8.910

8.920

8.930

8.940

8.950

8.960

8.970

8.980

8.990

99

99

99

99

99

99

99

99

99

99

10

10

10

10

10

10

10

10

10

10

10

10

10

10

10

10

10

10

10

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

Chain

age (k

m)

8.000

8.010

8.020

8.030

8.040

8.050

8.060

8.070

8.080

8.090

8.100

8.110

8.120

8.130

8.140

8.150

8.160

8.170

8.180

8.190

8.200

8.210

8.220

8.230

8.240

8.250

8.260

8.270

8.280

8.290

8.300

8.310

8.320

8.330

8.340

8.350

8.360

8.370

8.380

8.390

8.400

8.410

8.420

8.430

8.440

8.450

8.460

8.470

8.480

8.490

8.500

8.510

8.520

8.530

8.540

8.550

8.560

8.570

8.580

8.590

8.600

8.610

8.620

8.630

8.640

8.650

8.660

8.670

8.680

8.690

8.700

8.710

8.720

8.730

8.740

8.750

8.760

8.770

8.780

8.790

8.800

8.810

8.820

8.830

8.840

8.850

8.860

8.870

8.880

8.890

8.900

8.910

8.920

8.930

8.940

8.950

8.960

8.970

8.980

8.990

Mate

rial T

ype

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

123

8.000

8.010

8.020

8.030

8.040

8.050

8.060

8.070

8.080

8.090

8.100

8.110

8.120

8.130

8.140

8.150

8.160

8.170

8.180

8.190

8.200

8.210

8.220

8.230

8.240

8.250

8.260

8.270

8.280

8.290

8.300

8.310

8.320

8.330

8.340

8.350

8.360

8.370

8.380

8.390

8.400

8.410

8.420

8.430

8.440

8.450

8.460

8.470

8.480

8.490

8.500

8.510

8.520

8.530

8.540

8.550

8.560

8.570

8.580

8.590

8.600

8.610

8.620

8.630

8.640

8.650

8.660

8.670

8.680

8.690

8.700

8.710

8.720

8.730

8.740

8.750

8.760

8.770

8.780

8.790

8.800

8.810

8.820

8.830

8.840

8.850

8.860

8.870

8.880

8.890

8.900

8.910

8.920

8.930

8.940

8.950

8.960

8.970

8.980

8.990

V.P

oor S

ectio

ns

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

11

11

11

11

00

00

00

00

00

00

00

00

00

00

1

Tria

l Pits

Exc

avate

1ll S

am

ple

2m

Sam

ple

3e S

am

ple

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

1P

oor

3S

3

7S

7

15

S15

Surfa

cin

g

Sealin

g O

ptio

n

Chain

age (k

m)

8.000

8.010

8.020

8.030

8.040

8.050

8.060

8.070

8.080

8.090

8.100

8.110

8.120

8.130

8.140

8.150

8.160

8.170

8.180

8.190

8.200

8.210

8.220

8.230

8.240

8.250

8.260

8.270

8.280

8.290

8.300

8.310

8.320

8.330

8.340

8.350

8.360

8.370

8.380

8.390

8.400

8.410

8.420

8.430

8.440

8.450

8.460

8.470

8.480

8.490

8.500

8.510

8.520

8.530

8.540

8.550

8.560

8.570

8.580

8.590

8.600

8.610

8.620

8.630

8.640

8.650

8.660

8.670

8.680

8.690

8.700

8.710

8.720

8.730

8.740

8.750

8.760

8.770

8.780

8.790

8.800

8.810

8.820

8.830

8.840

8.850

8.860

8.870

8.880

8.890

8.900

8.910

8.920

8.930

8.940

8.950

8.960

8.970

8.980

8.990

Gra

nula

r Pavem

ent L

ayers

Lay

ers

Beddin

g S

and

G80

G60

G30

G25

Lin

ed D

rain

s

Lin

ed D

rain

s

Descrip

tion

0

GR

AV

EL

WE

AR

ING

CO

UR

SE

& E

ST

AB

LIS

H D

RA

INA

GE

150

0

100

00

Lig

ht B

row

n C

lay

Bro

wn C

layey S

ILT

Red C

lay

0

CO

NC

RE

TE

ST

RIP

S

100

000

Lay

er T

hic

kn

ess (m

m)

0

Photo

gra

phs

Featu

res a

nd O

bserv

atio

ns

Road C

onditio

n (S

iha_S

peed)

Vertic

al G

radie

nts

Subgra

de B

earin

g C

apacity

Sih

a_S

ubgra

de T

ype

Vis

ually

Assessed S

iha_P

oor S

ectio

ns

Subbase

Surfa

ce

Base

Desig

n C

lass

16

00

16

10

16

20

16

30

16

40

16

50

16

60

16

70

16

80

16

90

17

00

8.0

8.1

8.2

8.3

8.4

8.5

8.6

8.7

8.8

8.9

9.0

Fin

al R

escop

e S

iha S

tripm

ap

.xls - 8

-9p.9

'Kilim

an

jaro

Reg

ion

- Sih

a D

istric

t, Law

ate

to K

ibo

ng

oto

Ro

ad

Chain

age (k

m)

9.000

9.010

9.020

9.030

9.040

9.050

9.060

9.070

9.080

9.090

9.100

9.110

9.120

9.130

9.140

9.150

9.160

9.170

9.180

9.190

9.200

9.210

9.220

9.230

9.240

9.250

9.260

9.270

9.280

9.290

9.300

9.310

9.320

9.330

9.340

9.350

9.360

9.370

9.380

9.390

9.400

9.410

9.420

9.430

9.440

9.450

9.460

9.470

9.480

9.490

9.500

9.510

9.520

9.530

9.540

9.550

9.560

9.570

9.580

9.590

9.600

9.610

9.620

9.630

9.640

9.650

9.660

9.670

9.680

9.690

9.700

9.710

9.720

9.730

9.740

9.750

9.760

9.770

9.780

9.790

9.800

9.810

9.820

9.830

9.840

9.850

9.860

9.870

9.880

9.890

9.900

9.910

9.920

9.930

9.940

9.950

9.960

9.970

9.980

9.990

Ø60 cm Culvert

Ø60 cm Culvert

Old Ø60 cm Culvert

Gra

phs

Chain

age (k

m)

9.000

9.010

9.020

9.030

9.040

9.050

9.060

9.070

9.080

9.090

9.100

9.110

9.120

9.130

9.140

9.150

9.160

9.170

9.180

9.190

9.200

9.210

9.220

9.230

9.240

9.250

9.260

9.270

9.280

9.290

9.300

9.310

9.320

9.330

9.340

9.350

9.360

9.370

9.380

9.390

9.400

9.410

9.420

9.430

9.440

9.450

9.460

9.470

9.480

9.490

9.500

9.510

9.520

9.530

9.540

9.550

9.560

9.570

9.580

9.590

9.600

9.610

9.620

9.630

9.640

9.650

9.660

9.670

9.680

9.690

9.700

9.710

9.720

9.730

9.740

9.750

9.760

9.770

9.780

9.790

9.800

9.810

9.820

9.830

9.840

9.850

9.860

9.870

9.880

9.890

9.900

9.910

9.920

9.930

9.940

9.950

9.960

9.970

9.980

9.990

Gra

die

nt (%

)

12.3%

11.2%

11.2%

11.2%

4.9%

4.9%

4.9%

4.9%

4.9%

4.5%

4.5%

9.0%

14.4%

14.4%

6.8%

6.8%

6.8%

4.8%

4.8%

4.8%

4.8%

4.8%

4.8%

0.9%

0.9%

0.9%

0.9%

5.2%

5.2%

5.2%

8.3%

8.3%

8.3%

8.3%

8.3%

2.9%

2.9%

2.9%

2.9%

2.9%

4.9%

15.9%

15.9%

15.9%

15.9%

5.1%

5.1%

5.1%

5.1%

5.1%

1.1%

1.1%

1.1%

3.9%

3.9%

3.9%

4.4%

4.4%

4.4%

4.4%

4.4%

4.9%

4.9%

4.9%

4.9%

5.1%

5.1%

5.1%

7.1%

7.1%

7.1%

9.2%

9.2%

9.2%

11.2%

11.2%

17.6%

10.4%

10.4%

10.4%

10.4%

9.9%

23.8%

23.8%

14.4%

14.4%

6.3%

6.3%

18.5%

18.5%

14.8%

14.8%

5.5%

5.5%

5.5%

3.5%

3.5%

3.5%

3.4%

3.0%

Fla

t to M

odera

te

Ste

ep to

V.S

teep

0%

3%

3%

5%

5%

10%

10%

15%

15%

50%

Chain

age (k

m)

9.000

9.010

9.020

9.030

9.040

9.050

9.060

9.070

9.080

9.090

9.100

9.110

9.120

9.130

9.140

9.150

9.160

9.170

9.180

9.190

9.200

9.210

9.220

9.230

9.240

9.250

9.260

9.270

9.280

9.290

9.300

9.310

9.320

9.330

9.340

9.350

9.360

9.370

9.380

9.390

9.400

9.410

9.420

9.430

9.440

9.450

9.460

9.470

9.480

9.490

9.500

9.510

9.520

9.530

9.540

9.550

9.560

9.570

9.580

9.590

9.600

9.610

9.620

9.630

9.640

9.650

9.660

9.670

9.680

9.690

9.700

9.710

9.720

9.730

9.740

9.750

9.760

9.770

9.780

9.790

9.800

9.810

9.820

9.830

9.840

9.850

9.860

9.870

9.880

9.890

9.900

9.910

9.920

9.930

9.940

9.950

9.960

9.970

9.980

9.990

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

Chain

age (k

m)

9.000

9.010

9.020

9.030

9.040

9.050

9.060

9.070

9.080

9.090

9.100

9.110

9.120

9.130

9.140

9.150

9.160

9.170

9.180

9.190

9.200

9.210

9.220

9.230

9.240

9.250

9.260

9.270

9.280

9.290

9.300

9.310

9.320

9.330

9.340

9.350

9.360

9.370

9.380

9.390

9.400

9.410

9.420

9.430

9.440

9.450

9.460

9.470

9.480

9.490

9.500

9.510

9.520

9.530

9.540

9.550

9.560

9.570

9.580

9.590

9.600

9.610

9.620

9.630

9.640

9.650

9.660

9.670

9.680

9.690

9.700

9.710

9.720

9.730

9.740

9.750

9.760

9.770

9.780

9.790

9.800

9.810

9.820

9.830

9.840

9.850

9.860

9.870

9.880

9.890

9.900

9.910

9.920

9.930

9.940

9.950

9.960

9.970

9.980

9.990

Mate

rial T

ype

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

123

9.000

9.010

9.020

9.030

9.040

9.050

9.060

9.070

9.080

9.090

9.100

9.110

9.120

9.130

9.140

9.150

9.160

9.170

9.180

9.190

9.200

9.210

9.220

9.230

9.240

9.250

9.260

9.270

9.280

9.290

9.300

9.310

9.320

9.330

9.340

9.350

9.360

9.370

9.380

9.390

9.400

9.410

9.420

9.430

9.440

9.450

9.460

9.470

9.480

9.490

9.500

9.510

9.520

9.530

9.540

9.550

9.560

9.570

9.580

9.590

9.600

9.610

9.620

9.630

9.640

9.650

9.660

9.670

9.680

9.690

9.700

9.710

9.720

9.730

9.740

9.750

9.760

9.770

9.780

9.790

9.800

9.810

9.820

9.830

9.840

9.850

9.860

9.870

9.880

9.890

9.900

9.910

9.920

9.930

9.940

9.950

9.960

9.970

9.980

9.990

V.P

oor S

ectio

ns

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

11

11

11

11

11

11

11

11

11

11

11

11

00

00

1

Tria

l Pits

Exc

avate

1

1ll S

am

ple

2m

Sam

ple

3e S

am

ple

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

1P

oor

3S

3

7S

7

15

S15

Surfa

cin

g

Sealin

g O

ptio

n

Chain

age (k

m)

9.000

9.010

9.020

9.030

9.040

9.050

9.060

9.070

9.080

9.090

9.100

9.110

9.120

9.130

9.140

9.150

9.160

9.170

9.180

9.190

9.200

9.210

9.220

9.230

9.240

9.250

9.260

9.270

9.280

9.290

9.300

9.310

9.320

9.330

9.340

9.350

9.360

9.370

9.380

9.390

9.400

9.410

9.420

9.430

9.440

9.450

9.460

9.470

9.480

9.490

9.500

9.510

9.520

9.530

9.540

9.550

9.560

9.570

9.580

9.590

9.600

9.610

9.620

9.630

9.640

9.650

9.660

9.670

9.680

9.690

9.700

9.710

9.720

9.730

9.740

9.750

9.760

9.770

9.780

9.790

9.800

9.810

9.820

9.830

9.840

9.850

9.860

9.870

9.880

9.890

9.900

9.910

9.920

9.930

9.940

9.950

9.960

9.970

9.980

9.990

Gra

nula

r Pavem

ent L

ayers

Lay

ers

Beddin

g S

and

G80

G60

G30

G25

Red C

lay

Lin

ed D

rain

s

Lin

ed D

rain

s

Descrip

tion

Desig

n C

lass

0

GW

C

00

GR

AV

EL

WE

AR

ING

CO

UR

SE

& E

ST

AB

LIS

H D

RA

INA

GE

150

0

UN

RE

INF

OR

CE

D C

ON

CR

ET

E S

LA

B

0

Lig

ht B

row

n C

lay

Bro

wn C

layey S

ILT

00

0

150

0

Subbase

100

0

00

Subgra

de B

earin

g C

apacity

Photo

gra

phs

Featu

res a

nd O

bserv

atio

ns

Road C

onditio

n (S

iha_S

peed)

Vertic

al G

radie

nts

Sih

a_S

ubgra

de T

ype

Vis

ually

Assessed S

iha_P

oor S

ectio

ns

Surfa

ce

Lay

er T

hic

kn

ess (m

m)

75

Base

0

0

15

50

15

60

15

70

15

80

15

90

16

00

16

10

16

20

16

30

16

40

16

50

9.0

9.1

9.2

9.3

9.4

9.5

9.6

9.7

9.8

9.9

10

.0

Fin

al R

escop

e S

iha S

tripm

ap

.xls - 9

-10

p.1

0

'Kilim

an

jaro

Reg

ion

- Sih

a D

istric

t, Law

ate

to K

ibo

ng

oto

Ro

ad

Chain

age (k

m)

10.000

10.010

10.020

10.030

10.040

10.050

10.060

10.070

10.080

10.090

10.100

10.110

10.120

10.130

10.140

10.150

10.160

10.170

10.180

10.190

10.200

10.210

10.220

10.230

10.240

10.250

10.260

10.270

10.280

10.290

10.300

10.310

10.320

10.330

10.340

10.350

10.360

10.370

10.380

10.390

10.400

10.410

10.420

10.430

10.440

10.450

10.460

10.470

10.480

10.490

10.500

10.510

10.520

10.530

10.540

10.550

10.560

10.570

10.580

10.590

10.600

10.610

10.620

10.630

10.640

10.650

10.660

10.670

10.680

10.690

10.700

10.710

10.720

10.730

10.740

10.750

10.760

10.770

10.780

10.790

10.800

10.810

10.820

10.830

10.840

10.850

10.860

10.870

10.880

10.890

10.900

10.910

10.920

10.930

10.940

10.950

10.960

10.970

10.980

10.990

Ø60 cm Culvert

Ø60 cm Culvert

Gra

phs

Chain

age (k

m)

10.000

10.010

10.020

10.030

10.040

10.050

10.060

10.070

10.080

10.090

10.100

10.110

10.120

10.130

10.140

10.150

10.160

10.170

10.180

10.190

10.200

10.210

10.220

10.230

10.240

10.250

10.260

10.270

10.280

10.290

10.300

10.310

10.320

10.330

10.340

10.350

10.360

10.370

10.380

10.390

10.400

10.410

10.420

10.430

10.440

10.450

10.460

10.470

10.480

10.490

10.500

10.510

10.520

10.530

10.540

10.550

10.560

10.570

10.580

10.590

10.600

10.610

10.620

10.630

10.640

10.650

10.660

10.670

10.680

10.690

10.700

10.710

10.720

10.730

10.740

10.750

10.760

10.770

10.780

10.790

10.800

10.810

10.820

10.830

10.840

10.850

10.860

10.870

10.880

10.890

10.900

10.910

10.920

10.930

10.940

10.950

10.960

10.970

10.980

10.990

Gra

die

nt (%

)

3.0%

3.0%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

1.3%

1.3%

1.3%

4.6%

4.6%

12.6%

12.6%

16.8%

31.4%

11.2%

11.2%

5.1%

5.1%

5.1%

4.8%

4.8%

4.8%

8.3%

8.3%

8.3%

8.3%

7.9%

7.9%

7.9%

7.9%

2.4%

2.4%

2.4%

2.4%

4.0%

4.0%

4.0%

4.7%

4.7%

6.8%

6.8%

6.8%

7.1%

7.1%

9.6%

11.2%

13.4%

13.4%

5.8%

5.8%

5.4%

5.4%

5.4%

12.6%

12.6%

12.6%

8.4%

8.4%

8.4%

6.5%

6.5%

6.5%

9.5%

9.5%

13.1%

13.1%

13.1%

11.2%

11.2%

9.9%

9.9%

13.0%

15.9%

15.9%

15.9%

13.7%

9.5%

13.1%

13.1%

17.4%

13.0%

13.0%

12.9%

30.6%

43.0%

7.2%

9.2%

9.2%

10.6%

10.6%

8.1%

8.1%

7.1%

7.1%

Fla

t to M

odera

te

Ste

ep to

V.S

teep

0%

3%

3%

5%

5%

10%

10%

15%

15%

50%

Chain

age (k

m)

10.000

10.010

10.020

10.030

10.040

10.050

10.060

10.070

10.080

10.090

10.100

10.110

10.120

10.130

10.140

10.150

10.160

10.170

10.180

10.190

10.200

10.210

10.220

10.230

10.240

10.250

10.260

10.270

10.280

10.290

10.300

10.310

10.320

10.330

10.340

10.350

10.360

10.370

10.380

10.390

10.400

10.410

10.420

10.430

10.440

10.450

10.460

10.470

10.480

10.490

10.500

10.510

10.520

10.530

10.540

10.550

10.560

10.570

10.580

10.590

10.600

10.610

10.620

10.630

10.640

10.650

10.660

10.670

10.680

10.690

10.700

10.710

10.720

10.730

10.740

10.750

10.760

10.770

10.780

10.790

10.800

10.810

10.820

10.830

10.840

10.850

10.860

10.870

10.880

10.890

10.900

10.910

10.920

10.930

10.940

10.950

10.960

10.970

10.980

10.990

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

12

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

Chain

age (k

m)

10.000

10.010

10.020

10.030

10.040

10.050

10.060

10.070

10.080

10.090

10.100

10.110

10.120

10.130

10.140

10.150

10.160

10.170

10.180

10.190

10.200

10.210

10.220

10.230

10.240

10.250

10.260

10.270

10.280

10.290

10.300

10.310

10.320

10.330

10.340

10.350

10.360

10.370

10.380

10.390

10.400

10.410

10.420

10.430

10.440

10.450

10.460

10.470

10.480

10.490

10.500

10.510

10.520

10.530

10.540

10.550

10.560

10.570

10.580

10.590

10.600

10.610

10.620

10.630

10.640

10.650

10.660

10.670

10.680

10.690

10.700

10.710

10.720

10.730

10.740

10.750

10.760

10.770

10.780

10.790

10.800

10.810

10.820

10.830

10.840

10.850

10.860

10.870

10.880

10.890

10.900

10.910

10.920

10.930

10.940

10.950

10.960

10.970

10.980

10.990

Mate

rial T

ype

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

123

10.000

10.010

10.020

10.030

10.040

10.050

10.060

10.070

10.080

10.090

10.100

10.110

10.120

10.130

10.140

10.150

10.160

10.170

10.180

10.190

10.200

10.210

10.220

10.230

10.240

10.250

10.260

10.270

10.280

10.290

10.300

10.310

10.320

10.330

10.340

10.350

10.360

10.370

10.380

10.390

10.400

10.410

10.420

10.430

10.440

10.450

10.460

10.470

10.480

10.490

10.500

10.510

10.520

10.530

10.540

10.550

10.560

10.570

10.580

10.590

10.600

10.610

10.620

10.630

10.640

10.650

10.660

10.670

10.680

10.690

10.700

10.710

10.720

10.730

10.740

10.750

10.760

10.770

10.780

10.790

10.800

10.810

10.820

10.830

10.840

10.850

10.860

10.870

10.880

10.890

10.900

10.910

10.920

10.930

10.940

10.950

10.960

10.970

10.980

10.990

V.P

oor S

ectio

ns

00

00

00

00

00

00

00

11

11

11

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

01

11

11

11

11

10

00

00

00

01

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

1

Tria

l Pits

Exc

avate

1

1ll S

am

ple

2m

Sam

ple

3e S

am

ple

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

1P

oor

3S

3

7S

7

15

S15

Surfa

cin

g

Sealin

g O

ptio

n

Chain

age (k

m)

10.000

10.010

10.020

10.030

10.040

10.050

10.060

10.070

10.080

10.090

10.100

10.110

10.120

10.130

10.140

10.150

10.160

10.170

10.180

10.190

10.200

10.210

10.220

10.230

10.240

10.250

10.260

10.270

10.280

10.290

10.300

10.310

10.320

10.330

10.340

10.350

10.360

10.370

10.380

10.390

10.400

10.410

10.420

10.430

10.440

10.450

10.460

10.470

10.480

10.490

10.500

10.510

10.520

10.530

10.540

10.550

10.560

10.570

10.580

10.590

10.600

10.610

10.620

10.630

10.640

10.650

10.660

10.670

10.680

10.690

10.700

10.710

10.720

10.730

10.740

10.750

10.760

10.770

10.780

10.790

10.800

10.810

10.820

10.830

10.840

10.850

10.860

10.870

10.880

10.890

10.900

10.910

10.920

10.930

10.940

10.950

10.960

10.970

10.980

10.990

Gra

nula

r Pavem

ent L

ayers

Lay

ers

Beddin

g S

and

G80

G60

G30

G25

Lin

ed D

rain

s

Lin

ed D

rain

s

CO

NC

RE

TE

ST

RIP

S

100

Lig

ht B

row

n C

lay

Bro

wn C

layey S

ILT

Red C

lay

Desig

n C

lass

Descrip

tion

GR

AV

EL

WE

AR

ING

CO

UR

SE

& E

ST

AB

LIS

H D

RA

INA

GE

150

00

0

100

0

0

00

Surfa

ce

Base

Photo

gra

phs

Featu

res a

nd O

bserv

atio

ns

Road C

onditio

n (S

iha_S

peed)

Vertic

al G

radie

nts

Subgra

de B

earin

g C

apacity

Sih

a_S

ubgra

de T

ype

Vis

ually

Assessed S

iha_P

oor S

ectio

ns

000

00

Subbase

100

0

00

0

GR

AV

EL

WE

AR

ING

CO

UR

SE

150

0

CO

NC

RE

TE

ST

RIP

S

100

Lay

er T

hic

kn

ess (m

m)

0

14

50

14

70

14

90

15

10

15

30

15

50

15

70

15

901

0.0

10

.11

0.2

10

.31

0.4

10

.51

0.6

10

.71

0.8

10

.91

1.0

Fin

al R

escop

e S

iha S

tripm

ap

.xls - 1

0-1

1p.1

1

'Kilim

an

jaro

Re

gio

n - S

iha

Dis

trict, L

aw

ate

to K

ibo

ng

oto

Ro

ad

Cha

ina

ge

(km

)

11.000

11.010

11.020

11.030

11.040

11.050

11.060

11.070

11.080

11.090

11.100

11.110

11.120

11.130

11.140

11.150

11.160

11.170

11.180

11.190

11.200

11.210

11.220

11.230

11.240

11.250

11.260

11.270

11.280

11.290

11.300

11.310

11.320

11.330

11.340

11.350

11.360

11.370

11.380

11.390

11.400

11.410

11.420

11.430

11.440

11.450

11.460

11.470

11.480

11.490

11.500

11.510

11.520

11.530

11.540

11.550

11.560

11.570

11.580

11.590

11.600

11.610

11.620

11.630

11.640

11.650

11.660

11.670

11.680

11.690

11.700

11.710

11.720

11.730

11.740

11.750

11.760

11.770

11.780

11.790

11.800

11.810

11.820

11.830

11.840

11.850

11.860

11.870

11.880

11.890

11.900

11.910

11.920

11.930

11.940

11.950

11.960

11.970

11.980

11.990

Old Ø60 cm Culvert

Ø60 cm Culvert

Ø60 cm Culvert

Gra

phs

Cha

ina

ge

(km

)

11.000

11.010

11.020

11.030

11.040

11.050

11.060

11.070

11.080

11.090

11.100

11.110

11.120

11.130

11.140

11.150

11.160

11.170

11.180

11.190

11.200

11.210

11.220

11.230

11.240

11.250

11.260

11.270

11.280

11.290

11.300

11.310

11.320

11.330

11.340

11.350

11.360

11.370

11.380

11.390

11.400

11.410

11.420

11.430

11.440

11.450

11.460

11.470

11.480

11.490

11.500

11.510

11.520

11.530

11.540

11.550

11.560

11.570

11.580

11.590

11.600

11.610

11.620

11.630

11.640

11.650

11.660

11.670

11.680

11.690

11.700

11.710

11.720

11.730

11.740

11.750

11.760

11.770

11.780

11.790

11.800

11.810

11.820

11.830

11.840

11.850

11.860

11.870

11.880

11.890

11.900

11.910

11.920

11.930

11.940

11.950

11.960

11.970

11.980

11.990

Gra

die

nt (%

)

7.4%

7.4%

16.2%

16.2%

16.2%

16.2%

5.8%

5.8%

21.5%

21.5%

6.2%

16.8%

16.8%

12.6%

12.6%

12.6%

5.7%

5.7%

14.7%

14.7%

13.7%

13.7%

13.7%

7.8%

7.8%

7.8%

9.4%

9.4%

9.4%

8.7%

8.7%

8.7%

8.7%

6.4%

6.4%

6.4%

6.4%

7.2%

7.2%

7.2%

7.2%

6.4%

6.4%

6.4%

6.4%

2.8%

2.8%

8.7%

8.7%

8.7%

8.4%

8.4%

8.4%

8.4%

5.7%

5.7%

5.7%

7.5%

7.5%

7.5%

7.5%

8.4%

8.4%

8.4%

10.1%

10.1%

13.0%

13.0%

9.4%

9.4%

9.4%

7.7%

7.7%

13.1%

13.1%

17.3%

17.3%

24.3%

18.6%

18.6%

9.4%

9.4%

14.1%

14.1%

16.3%

16.3%

19.5%

19.5%

9.2%

9.2%

15.5%

19.3%

19.3%

9.2%

9.2%

19.2%

19.2%

14.1%

14.1%

14.1%

Fla

t to M

od

era

te

Ste

ep to

V.S

tee

p

Cha

ina

ge

(km

)

11.000

11.010

11.020

11.030

11.040

11.050

11.060

11.070

11.080

11.090

11.100

11.110

11.120

11.130

11.140

11.150

11.160

11.170

11.180

11.190

11.200

11.210

11.220

11.230

11.240

11.250

11.260

11.270

11.280

11.290

11.300

11.310

11.320

11.330

11.340

11.350

11.360

11.370

11.380

11.390

11.400

11.410

11.420

11.430

11.440

11.450

11.460

11.470

11.480

11.490

11.500

11.510

11.520

11.530

11.540

11.550

11.560

11.570

11.580

11.590

11.600

11.610

11.620

11.630

11.640

11.650

11.660

11.670

11.680

11.690

11.700

11.710

11.720

11.730

11.740

11.750

11.760

11.770

11.780

11.790

11.800

11.810

11.820

11.830

11.840

11.850

11.860

11.870

11.880

11.890

11.900

11.910

11.920

11.930

11.940

11.950

11.960

11.970

11.980

11.990

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

13

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

14

Cha

ina

ge

(km

)

11.000

11.010

11.020

11.030

11.040

11.050

11.060

11.070

11.080

11.090

11.100

11.110

11.120

11.130

11.140

11.150

11.160

11.170

11.180

11.190

11.200

11.210

11.220

11.230

11.240

11.250

11.260

11.270

11.280

11.290

11.300

11.310

11.320

11.330

11.340

11.350

11.360

11.370

11.380

11.390

11.400

11.410

11.420

11.430

11.440

11.450

11.460

11.470

11.480

11.490

11.500

11.510

11.520

11.530

11.540

11.550

11.560

11.570

11.580

11.590

11.600

11.610

11.620

11.630

11.640

11.650

11.660

11.670

11.680

11.690

11.700

11.710

11.720

11.730

11.740

11.750

11.760

11.770

11.780

11.790

11.800

11.810

11.820

11.830

11.840

11.850

11.860

11.870

11.880

11.890

11.900

11.910

11.920

11.930

11.940

11.950

11.960

11.970

11.980

11.990

Mate

rial T

ype

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

123

11.000

11.010

11.020

11.030

11.040

11.050

11.060

11.070

11.080

11.090

11.100

11.110

11.120

11.130

11.140

11.150

11.160

11.170

11.180

11.190

11.200

11.210

11.220

11.230

11.240

11.250

11.260

11.270

11.280

11.290

11.300

11.310

11.320

11.330

11.340

11.350

11.360

11.370

11.380

11.390

11.400

11.410

11.420

11.430

11.440

11.450

11.460

11.470

11.480

11.490

11.500

11.510

11.520

11.530

11.540

11.550

11.560

11.570

11.580

11.590

11.600

11.610

11.620

11.630

11.640

11.650

11.660

11.670

11.680

11.690

11.700

11.710

11.720

11.730

11.740

11.750

11.760

11.770

11.780

11.790

11.800

11.810

11.820

11.830

11.840

11.850

11.860

11.870

11.880

11.890

11.900

11.910

11.920

11.930

11.940

11.950

11.960

11.970

11.980

11.990

V.P

oor S

ectio

ns

11

11

11

11

11

11

11

11

11

11

11

11

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

11

11

11

11

11

11

11

11

11

11

11

11

11

11

1

Tria

l Pits

Exc

ava

te1

1ll S

am

ple

2 S

am

ple

3e

Sa

mple

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

1P

oor

3S

3

7S

7

15

S1

5

Surfa

cin

g

Se

alin

g O

ptio

n

Cha

ina

ge

(km

)

11.000

11.010

11.020

11.030

11.040

11.050

11.060

11.070

11.080

11.090

11.100

11.110

11.120

11.130

11.140

11.150

11.160

11.170

11.180

11.190

11.200

11.210

11.220

11.230

11.240

11.250

11.260

11.270

11.280

11.290

11.300

11.310

11.320

11.330

11.340

11.350

11.360

11.370

11.380

11.390

11.400

11.410

11.420

11.430

11.440

11.450

11.460

11.470

11.480

11.490

11.500

11.510

11.520

11.530

11.540

11.550

11.560

11.570

11.580

11.590

11.600

11.610

11.620

11.630

11.640

11.650

11.660

11.670

11.680

11.690

11.700

11.710

11.720

11.730

11.740

11.750

11.760

11.770

11.780

11.790

11.800

11.810

11.820

11.830

11.840

11.850

11.860

11.870

11.880

11.890

11.900

11.910

11.920

11.930

11.940

11.950

11.960

11.970

11.980

11.990

Gra

nula

r Pa

vem

ent L

aye

rs

La

ye

rs

Be

dd

ing

Sa

nd

G8

0

G6

0

G3

0

G2

5

100

150

0

LIG

HT

LY

RE

INF

OR

CE

D C

ON

CR

ET

E S

LA

B

0

Lin

ed

Dra

ins

Lin

ed

Dra

ins

00

00

00

00

CO

NC

RE

TE

ST

RIP

S

10

0

GR

AV

EL

WE

AR

ING

CO

UR

SE

& E

ST

AB

LIS

H D

RA

INA

GE

150

00

10

0

0

BIT

UM

INO

US

PE

NE

TR

AT

ION

MA

CA

DA

M

Pho

tog

raphs

Fe

atu

res a

nd

Ob

serva

tions

Ro

ad

Co

nd

ition (S

iha_

Sp

ee

d)

Ve

rtical G

rad

ients

De

scrip

tion

Sub

gra

de B

earin

g C

ap

acity

De

sig

n C

lass

Sih

a_

Sub

gra

de

Typ

e

Vis

ually A

sse

sse

d S

iha

_P

oo

r Se

ctio

ns

Lig

ht B

row

n C

lay

Bro

wn C

laye

y SIL

T

Re

d C

lay

Surfa

ce

Ba

se

La

yer T

hic

kn

ess (m

m)

00

500

100

0

Sub

ba

se

13

50

13

70

13

90

14

10

14

30

14

50

14

70

14

901

1.0

11

.11

1.2

11

.31

1.4

11

.51

1.6

11

.71

1.8

11

.91

2.0

Fin

al R

escope S

iha S

tripm

ap.xls

- 11-1

2p.1

2

'Kilim

an

jaro

Reg

ion

- Sih

a D

istric

t, Law

ate

to K

ibo

ng

oto

Ro

ad

Chain

age (k

m)

12.000

12.010

12.020

12.030

12.040

12.050

12.060

12.070

12.080

12.090

12.100

12.110

12.120

12.130

12.140

12.150

12.160

12.170

12.180

12.190

12.200

12.210

12.220

12.230

12.240

12.250

12.260

12.270

12.280

12.290

12.300

12.310

12.320

12.330

12.340

12.350

12.360

12.370

12.380

12.390

12.400

12.410

12.420

12.430

12.440

12.450

12.460

12.470

12.480

12.490

12.500

12.510

12.520

12.530

12.540

12.550

12.560

12.570

12.580

12.590

12.600

12.610

12.620

12.630

12.640

12.650

12.660

12.670

12.680

12.690

12.700

12.710

12.720

12.730

12.740

12.750

12.760

12.770

12.780

12.790

12.800

12.810

12.820

12.830

12.840

12.850

12.860

12.870

12.880

12.890

12.900

12.910

12.920

12.930

12.940

12.950

12.960

12.970

12.980

12.990

Rock outcrop

Rock outcrop

Rock outcrop

Rock outcrop

Rock outcrop

Rock outcrop

Rock outcrop

Rock outcrop

Rock outcrop

Rock outcrop

Rock outcrop

Rock outcrop

Rock outcrop

Rock outcrop

Old culvert

Rock outcrop

Rock outcrop

Rock outcrop

Rock outcrop

Rock outcrop

Ø60 cm Culvert

Rock outcrop

Rock outcrop

Rock outcrop

Ø60 cm Culvert

Constructed Drift 6x5 m

Old bridge

Gra

phs

Chain

age (k

m)

12.000

12.010

12.020

12.030

12.040

12.050

12.060

12.070

12.080

12.090

12.100

12.110

12.120

12.130

12.140

12.150

12.160

12.170

12.180

12.190

12.200

12.210

12.220

12.230

12.240

12.250

12.260

12.270

12.280

12.290

12.300

12.310

12.320

12.330

12.340

12.350

12.360

12.370

12.380

12.390

12.400

12.410

12.420

12.430

12.440

12.450

12.460

12.470

12.480

12.490

12.500

12.510

12.520

12.530

12.540

12.550

12.560

12.570

12.580

12.590

12.600

12.610

12.620

12.630

12.640

12.650

12.660

12.670

12.680

12.690

12.700

12.710

12.720

12.730

12.740

12.750

12.760

12.770

12.780

12.790

12.800

12.810

12.820

12.830

12.840

12.850

12.860

12.870

12.880

12.890

12.900

12.910

12.920

12.930

12.940

12.950

12.960

12.970

12.980

12.990

Gra

die

nt (%

)

11.7%

11.7%

12.9%

12.9%

19.6%

19.6%

9.9%

9.9%

7.1%

7.1%

11.5%

11.5%

11.5%

7.0%

7.0%

14.7%

14.7%

14.7%

8.3%

8.3%

8.3%

8.3%

8.3%

4.3%

4.3%

4.3%

9.8%

10.4%

8.4%

8.4%

8.7%

8.7%

8.7%

8.8%

23.5%

20.8%

20.8%

14.4%

14.4%

14.7%

14.7%

16.8%

16.8%

9.6%

9.6%

6.9%

6.9%

9.8%

6.5%

6.5%

6.3%

6.3%

7.4%

7.4%

9.9%

9.9%

6.8%

3.0%

3.0%

5.6%

5.6%

0.1%

3.2%

3.2%

0.1%

0.1%

7.4%

7.4%

13.3%

20.8%

21.7%

21.7%

6.6%

6.6%

6.6%

11.9%

30.4%

16.6%

16.6%

16.6%

4.0%

14.6%

14.6%

11.4%

11.4%

11.4%

1.7%

1.7%

6.9%

6.9%

10.2%

10.2%

6.3%

6.3%

6.3%

8.4%

21.1%

19.9%

19.9%

13.3%

Fla

t to M

odera

te

Ste

ep to

V.S

teep

0%

3%

3%

5%

5%

10%

10%

15%

15%

50%

Chain

age (k

m)

12.000

12.010

12.020

12.030

12.040

12.050

12.060

12.070

12.080

12.090

12.100

12.110

12.120

12.130

12.140

12.150

12.160

12.170

12.180

12.190

12.200

12.210

12.220

12.230

12.240

12.250

12.260

12.270

12.280

12.290

12.300

12.310

12.320

12.330

12.340

12.350

12.360

12.370

12.380

12.390

12.400

12.410

12.420

12.430

12.440

12.450

12.460

12.470

12.480

12.490

12.500

12.510

12.520

12.530

12.540

12.550

12.560

12.570

12.580

12.590

12.600

12.610

12.620

12.630

12.640

12.650

12.660

12.670

12.680

12.690

12.700

12.710

12.720

12.730

12.740

12.750

12.760

12.770

12.780

12.790

12.800

12.810

12.820

12.830

12.840

12.850

12.860

12.870

12.880

12.890

12.900

12.910

12.920

12.930

12.940

12.950

12.960

12.970

12.980

12.990

14

14

14

14

14

14

14

14

14

14

14

14

14

14

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

15

Chain

age (k

m)

12.000

12.010

12.020

12.030

12.040

12.050

12.060

12.070

12.080

12.090

12.100

12.110

12.120

12.130

12.140

12.150

12.160

12.170

12.180

12.190

12.200

12.210

12.220

12.230

12.240

12.250

12.260

12.270

12.280

12.290

12.300

12.310

12.320

12.330

12.340

12.350

12.360

12.370

12.380

12.390

12.400

12.410

12.420

12.430

12.440

12.450

12.460

12.470

12.480

12.490

12.500

12.510

12.520

12.530

12.540

12.550

12.560

12.570

12.580

12.590

12.600

12.610

12.620

12.630

12.640

12.650

12.660

12.670

12.680

12.690

12.700

12.710

12.720

12.730

12.740

12.750

12.760

12.770

12.780

12.790

12.800

12.810

12.820

12.830

12.840

12.850

12.860

12.870

12.880

12.890

12.900

12.910

12.920

12.930

12.940

12.950

12.960

12.970

12.980

12.990

Mate

rial T

ype

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

23

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

123

12.000

12.010

12.020

12.030

12.040

12.050

12.060

12.070

12.080

12.090

12.100

12.110

12.120

12.130

12.140

12.150

12.160

12.170

12.180

12.190

12.200

12.210

12.220

12.230

12.240

12.250

12.260

12.270

12.280

12.290

12.300

12.310

12.320

12.330

12.340

12.350

12.360

12.370

12.380

12.390

12.400

12.410

12.420

12.430

12.440

12.450

12.460

12.470

12.480

12.490

12.500

12.510

12.520

12.530

12.540

12.550

12.560

12.570

12.580

12.590

12.600

12.610

12.620

12.630

12.640

12.650

12.660

12.670

12.680

12.690

12.700

12.710

12.720

12.730

12.740

12.750

12.760

12.770

12.780

12.790

12.800

12.810

12.820

12.830

12.840

12.850

12.860

12.870

12.880

12.890

12.900

12.910

12.920

12.930

12.940

12.950

12.960

12.970

12.980

12.990

V.P

oor S

ectio

ns

11

11

11

11

11

11

11

11

10

00

00

00

00

00

00

00

01

11

11

11

11

11

11

11

11

11

11

11

10

00

00

00

00

00

00

01

11

11

11

11

11

11

11

11

11

11

11

11

11

11

1

Tria

l Pits

Exc

avate

12

1ll S

am

ple

2m

Sam

ple

3e S

am

ple

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

37

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

1P

oor

3S

3

7S

7

15

S15

Surfa

cin

g

Sealin

g O

ptio

n

Chain

age (k

m)

12.000

12.010

12.020

12.030

12.040

12.050

12.060

12.070

12.080

12.090

12.100

12.110

12.120

12.130

12.140

12.150

12.160

12.170

12.180

12.190

12.200

12.210

12.220

12.230

12.240

12.250

12.260

12.270

12.280

12.290

12.300

12.310

12.320

12.330

12.340

12.350

12.360

12.370

12.380

12.390

12.400

12.410

12.420

12.430

12.440

12.450

12.460

12.470

12.480

12.490

12.500

12.510

12.520

12.530

12.540

12.550

12.560

12.570

12.580

12.590

12.600

12.610

12.620

12.630

12.640

12.650

12.660

12.670

12.680

12.690

12.700

12.710

12.720

12.730

12.740

12.750

12.760

12.770

12.780

12.790

12.800

12.810

12.820

12.830

12.840

12.850

12.860

12.870

12.880

12.890

12.900

12.910

12.920

12.930

12.940

12.950

12.960

12.970

12.980

12.990

Gra

nula

r Pavem

ent L

ayers

Lay

ers

Beddin

g S

and

G80

G60

G30

G25

Lin

ed D

rain

s

Lin

ed D

rain

s

Photo

gra

phs

Featu

res a

nd O

bserv

atio

ns

Road C

onditio

n (S

iha_S

peed)

Vertic

al G

radie

nts

Descrip

tion

Subgra

de B

earin

g C

apacity

Desig

n C

lass

Sih

a_S

ubgra

de T

ype

Vis

ually

Assessed S

iha_P

oor S

ectio

ns

Lig

ht B

row

n C

lay

Bro

wn C

layey S

ILT

Red C

lay

000

0

100

0S

ubbase

Surfa

ce

Base

000

0

100

0

100

0

100

0

LIG

HT

LY

RE

INF

OR

CE

D C

ON

CR

ET

E S

LA

B

GR

AV

EL

WE

AR

ING

CO

UR

SE

& E

ST

AB

LIS

H D

RA

INA

GE

150

0

Lay

er T

hic

kn

ess (m

m)

0

GR

AV

EL

WE

AR

ING

CO

UR

SE

150

0

LIG

HT

LY

RE

INF

OR

CE

D C

ON

CR

ET

E S

LA

B

100

0

0

LIG

HT

LY

RE

INF

OR

CE

D C

ON

CR

ET

E S

LA

B

75

00

00 0

13

00

13

10

13

20

13

30

13

40

13

50

13

60

13

70

13

80

13

90

14

001

2.0

12

.11

2.2

12

.31

2.4

12

.51

2.6

12

.71

2.8

12

.91

3.0

Fin

al R

escop

e S

iha S

tripm

ap

.xls - 1

2-1

3p.1

3

'Kilim

an

jaro

Reg

ion

- Sih

a D

istric

t, Law

ate

to K

ibo

ng

oto

Ro

ad

Chain

age (k

m)

13.000

13.010

13.020

13.030

13.040

13.050

13.060

13.070

13.080

13.090

13.100

13.110

13.120

13.130

13.140

13.150

13.160

13.170

13.180

13.190

13.200

13.210

13.220

13.230

13.240

13.250

13.260

13.270

13.280

13.290

13.300

13.310

13.320

13.330

13.340

13.350

13.360

13.370

13.380

13.390

13.400

13.410

13.420

13.430

13.440

13.450

13.460

13.470

13.480

13.490

13.500

13.510

13.520

13.530

13.540

13.550

13.560

13.570

13.580

13.590

13.600

13.610

13.620

13.630

13.640

13.650

13.660

13.670

13.680

13.690

13.700

13.710

13.720

13.730

13.740

13.750

13.760

13.770

13.780

13.790

13.800

13.810

13.820

13.830

13.840

13.850

13.860

13.870

13.880

13.890

13.900

13.910

13.920

13.930

13.940

13.950

13.960

13.970

13.980

13.990

Ø60 cm Culvert

Ø60 cm Culvert

Old Ø60 cm Culvert

Old Ø30 cm Culvert

Ø60 cm Culvert

High point

High point

Gra

phs

Chain

age (k

m)

13.000

13.010

13.020

13.030

13.040

13.050

13.060

13.070

13.080

13.090

13.100

13.110

13.120

13.130

13.140

13.150

13.160

13.170

13.180

13.190

13.200

13.210

13.220

13.230

13.240

13.250

13.260

13.270

13.280

13.290

13.300

13.310

13.320

13.330

13.340

13.350

13.360

13.370

13.380

13.390

13.400

13.410

13.420

13.430

13.440

13.450

13.460

13.470

13.480

13.490

13.500

13.510

13.520

13.530

13.540

13.550

13.560

13.570

13.580

13.590

13.600

13.610

13.620

13.630

13.640

13.650

13.660

13.670

13.680

13.690

13.700

13.710

13.720

13.730

13.740

13.750

13.760

13.770

13.780

13.790

13.800

13.810

13.820

13.830

13.840

13.850

13.860

13.870

13.880

13.890

13.900

13.910

13.920

13.930

13.940

13.950

13.960

13.970

13.980

13.990

Gra

die

nt (%

)

13.3%

18.9%

18.9%

9.4%

9.4%

4.6%

4.6%

6.0%

2.9%

2.9%

2.5%

2.5%

2.5%

2.5%

1.3%

1.3%

1.3%

1.3%

1.3%

1.1%

1.1%

1.1%

1.9%

1.9%

5.3%

5.3%

5.3%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

1.0%

1.0%

1.0%

1.6%

1.6%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

0.1%

Fla

t to M

odera

te

Ste

ep to

V.S

teep

0%

3%

3%

5%

5%

10%

10%

15%

15%

50%

Chain

age (k

m)

13.000

13.010

13.020

13.030

13.040

13.050

13.060

13.070

13.080

13.090

13.100

13.110

13.120

13.130

13.140

13.150

13.160

13.170

13.180

13.190

13.200

13.210

13.220

13.230

13.240

13.250

13.260

13.270

13.280

13.290

13.300

13.310

13.320

13.330

13.340

13.350

13.360

13.370

13.380

13.390

13.400

13.410

13.420

13.430

13.440

13.450

13.460

13.470

13.480

13.490

13.500

13.510

13.520

13.530

13.540

13.550

13.560

13.570

13.580

13.590

13.600

13.610

13.620

13.630

13.640

13.650

13.660

13.670

13.680

13.690

13.700

13.710

13.720

13.730

13.740

13.750

13.760

13.770

13.780

13.790

13.800

13.810

13.820

13.830

13.840

13.850

13.860

13.870

13.880

13.890

13.900

13.910

13.920

13.930

13.940

13.950

13.960

13.970

13.980

13.990

16

16

16

16

16

16

16

16

16

16

16

16

16

16

16

16

16

16

16

16

16

16

16

16

16

16

16

16

16

16

16

16

16

16

16

16

16

16

16

16

16

16

16

16

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

17

Chain

age (k

m)

13.000

13.010

13.020

13.030

13.040

13.050

13.060

13.070

13.080

13.090

13.100

13.110

13.120

13.130

13.140

13.150

13.160

13.170

13.180

13.190

13.200

13.210

13.220

13.230

13.240

13.250

13.260

13.270

13.280

13.290

13.300

13.310

13.320

13.330

13.340

13.350

13.360

13.370

13.380

13.390

13.400

13.410

13.420

13.430

13.440

13.450

13.460

13.470

13.480

13.490

13.500

13.510

13.520

13.530

13.540

13.550

13.560

13.570

13.580

13.590

13.600

13.610

13.620

13.630

13.640

13.650

13.660

13.670

13.680

13.690

13.700

13.710

13.720

13.730

13.740

13.750

13.760

13.770

13.780

13.790

13.800

13.810

13.820

13.830

13.840

13.850

13.860

13.870

13.880

13.890

13.900

13.910

13.920

13.930

13.940

13.950

13.960

13.970

13.980

13.990

Mate

rial T

ype

22

23

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

123

13.000

13.010

13.020

13.030

13.040

13.050

13.060

13.070

13.080

13.090

13.100

13.110

13.120

13.130

13.140

13.150

13.160

13.170

13.180

13.190

13.200

13.210

13.220

13.230

13.240

13.250

13.260

13.270

13.280

13.290

13.300

13.310

13.320

13.330

13.340

13.350

13.360

13.370

13.380

13.390

13.400

13.410

13.420

13.430

13.440

13.450

13.460

13.470

13.480

13.490

13.500

13.510

13.520

13.530

13.540

13.550

13.560

13.570

13.580

13.590

13.600

13.610

13.620

13.630

13.640

13.650

13.660

13.670

13.680

13.690

13.700

13.710

13.720

13.730

13.740

13.750

13.760

13.770

13.780

13.790

13.800

13.810

13.820

13.830

13.840

13.850

13.860

13.870

13.880

13.890

13.900

13.910

13.920

13.930

13.940

13.950

13.960

13.970

13.980

13.990

V.P

oor S

ectio

ns

11

11

11

10

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

0

1

Tria

l Pits

Exc

avate

11

1

1ll S

am

ple

2m

Sam

ple

3e S

am

ple

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

77

73

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

1P

oor

3S

3

7S

7

15

S15

Surfa

cin

g

Sealin

g O

ptio

n

Chain

age (k

m)

13.000

13.010

13.020

13.030

13.040

13.050

13.060

13.070

13.080

13.090

13.100

13.110

13.120

13.130

13.140

13.150

13.160

13.170

13.180

13.190

13.200

13.210

13.220

13.230

13.240

13.250

13.260

13.270

13.280

13.290

13.300

13.310

13.320

13.330

13.340

13.350

13.360

13.370

13.380

13.390

13.400

13.410

13.420

13.430

13.440

13.450

13.460

13.470

13.480

13.490

13.500

13.510

13.520

13.530

13.540

13.550

13.560

13.570

13.580

13.590

13.600

13.610

13.620

13.630

13.640

13.650

13.660

13.670

13.680

13.690

13.700

13.710

13.720

13.730

13.740

13.750

13.760

13.770

13.780

13.790

13.800

13.810

13.820

13.830

13.840

13.850

13.860

13.870

13.880

13.890

13.900

13.910

13.920

13.930

13.940

13.950

13.960

13.970

13.980

13.990

Gra

nula

r Pavem

ent L

ayers

Lay

ers

Beddin

g S

and

G80

G60

G30

G25

00

Lin

ed D

rain

s

Lin

ed D

rain

s

Descrip

tion

100

0

GH

TL

Y R

EIN

FO

RC

ED

CO

NC

RE

TE

SL

GR

AV

EL

WE

AR

ING

CO

UR

SE

& E

ST

AB

LIS

H D

RA

INA

GE

Lay

er T

hic

kn

ess (m

m)

Surfa

ce

Base

00

00

150

0

100

0

Photo

gra

phs

Featu

res a

nd O

bserv

atio

ns

Road C

onditio

n (S

iha_S

peed)

Vertic

al G

radie

nts

Subgra

de B

earin

g C

apacity

Desig

n C

lass

Sih

a_S

ubgra

de T

ype

Vis

ually

Assessed S

iha_P

oor S

ectio

ns

Lig

ht B

row

n C

lay

Bro

wn C

layey S

ILT

Red C

lay

Subbase

13

30

13

35

13

40

13

45

13

50

13

55

13

60

13

65

13

70

13

75

13

801

3.0

13

.11

3.2

13

.31

3.4

13

.51

3.6

13

.71

3.8

13

.91

4.0

Fin

al R

escop

e S

iha S

tripm

ap

.xls - 1

3-1

4p.1

4

Final Surface Section Lengths

Start End Pavement Length

0+000 0+200 Concrete Paving Blocks 0.200

0+200 1+360 Scarification of Existing Gravel 1.160

1+360 1+500 Unreinforced Concrete Slab (100mm) 0.140

1+500 1+960 Scarification of Existing Gravel 0.460

1+960 2+180 Flexible Geocells (75mm) 0.220


2+580 2+780 Gravel Wearing Course 0.200

2+780 3+640 Concrete Strips 0.860


4+340 4+540 Double Surface Dressing 0.200





6+340 6+620 Unreinforced Concrete (100mm) 0.280




9+670 9+900 Unreinforced Concrete (75mm) 0.230






11+620 11+820 Bituminous Penetration Macadam 0.200

11+820 12+120 Lightly Reinforced Concrete Slab (100mm) 0.300






Total Surfaced 6.560

Total Gravel 5.300

In Situ 1.620

Total 13.480

Lined Drains Schedule

Start End Offset Length Comments

0+000 0+020 LHS 0.020 Stone Masonary Drain

0+020 0+100 LHS 0.080 Concrete Dished Drain

0+000 0+100 RHS 0.080

Stone Masonary Drain - Covered Drain at

0+025 - 0+030 and 0+095 - 0+100 to allow

access to market


2+780 3+280 RHS 0.500 Stone Masonary Drain











Total 2.970

Additional Mitre Drains Schedule

Chainage Offset

1+320 RHS

1+380 RHS

1+970 RHS

4+580 LHS

5+530 RHS

6+720 LHS

6+720 RHS

6+890 LHS

7+480 LHS

8+080 RHS

8+160 RHS

8+640 LHS

9+700 LHS

9+760 LHS

9+900 LHS

9+940 LHS

10+700 LHS

10+940 LHS

11+450 RHS

12+710 LHS

12+800 LHS

12+840 LHS

Additional Culverts Schedule

Chainage Diameter (mm)

Approximate

Length (m)

0+410 600 7.4

7+547 600 6.5

Construction Report


Appendix B: Before and After Construction Photographs.

Lawate – Kibongoto (Siha)

Before Construction After Construction

0.000

0.500

1.000

Construction Report


�



1.500

2.000

2.500

�

�

Construction Report


�



3.000

3.500

4.000

�

Construction Report


�



4.500

5.000

5.500

�

Construction Report


�



6.000

6.500

7.000

Construction Report




7.500

8.000

8.500

Construction Report


�



9.000

9.500

10.000

�

�

Construction Report


�



10.500

11.000

11.500

�

Construction Report


�



12.000

12.500

13.000

�

Construction Report


�



13.500

Construction Report


Appendix C: Sample of Construction Photographs


Concrete Pavement Construction 75 mm Lightly Reinforced Concrete Slab

75 mm Lightly Reinforced Concrete Slab 75 mm Lightly Reinforced Concrete Slab

Concrete Paving Blocks Concrete Paving Blocks

Construction Report



Concrete Paving Blocks Culvert Laying

Excavating for a Culvert Constructing Stone Pitching to Side Drain

Stone Pitched Drain when Completed Stone Pitched Drain when Completed

Construction Report



Concrete Strips Concrete Strips Close-Up

Laying Base Material Sand Replacement Testing

Sand Replacement Testing Roadbed Preparation

Construction Report December 2012 · 2016-08-02 · Construction Report December 2012 December 2012...

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