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international

Design Report

November 2010

Crown Agents

The United Kingdom Department for International Development (DFID)

Project Reference: AFCAP/TAN/008

The African Community Access Programme (AFCAP)

Research Consultant to Support the Design,

Construction and Monitoring of Demonstration Sites

for District Road Improvements in Tanzania

1.Lawate - Kibongoto - Siha District - Kilimanjaro Region

2.Bago - Talawanda- Bagamoyo District - Pwani Region

Prime Ministers Office - Regional Administration

and Local Government (PMO -RALG)

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Roughton International Draft Design Report

Research Consultant to Support the Design, 2 Construction and Monitoring of Demonstration Sites for District Road Improvement 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 ..........................................................................................................................4

1. Introduction ...........................................................................................................................10

1.1 Project Description.....................................................................................................101.2 Tanzanian Rural Roads ..............................................................................................101.3 Demonstration Road Study .......................................................................................11

2. Current Knowledge and Design Methods...........................................................................12

2.1 Existing Tanzanian Pavement and Materials Design Manual ................................122.2 Reasoning Behind Environmentally Optimised Design .........................................122.3 Environmentally Optimised Design Process ...........................................................132.4 Current Research and Knowledge - SEACAP..........................................................14

3. Low Volume Rural Road Design Philosophy .....................................................................18

3.1 General.........................................................................................................................183.2 Visual Analysis............................................................................................................183.3 Subgrade Assessment ...............................................................................................183.4 Traffic Analysis ...........................................................................................................203.5 Condition Assessment...............................................................................................223.6 CuSum Analyses.........................................................................................................223.7 Drainage Assessment ................................................................................................223.8 Materials Investigations .............................................................................................233.9 Pavement Materials ....................................................................................................233.10 Pavement Design........................................................................................................243.11 Geometric Design .......................................................................................................34

4. Description of the Demonstration Roads...........................................................................38

4.1 Road Description ........................................................................................................384.2 Climate of the Project Areas......................................................................................394.3 Geological Survey.......................................................................................................414.4 Conclusions ................................................................................................................41

5. Demonstration Road Study..................................................................................................44

5.1 Visual Analysis............................................................................................................445.2 Subgrade Assessment ...............................................................................................475.3 Traffic Analysis ...........................................................................................................565.4 Condition Assessment...............................................................................................585.5 CuSum Analyses.........................................................................................................595.6 Drainage Assessment ................................................................................................615.7 Construction Material Investigations........................................................................675.8 Pavement Materials ....................................................................................................715.9 Demonstration Pavement Design .............................................................................735.10 Geometric Design .......................................................................................................765.11 Conclusions ................................................................................................................77

6. Strip Maps..............................................................................................................................78

6.1 General.........................................................................................................................786.2 Explanation of the Strip Map .....................................................................................786.3 Conclusions ................................................................................................................81

7. Demonstration Pavement Sections.....................................................................................82

7.1 General.........................................................................................................................827.2 Demonstration Sites in Bagamoyo ...........................................................................83

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7.3 Demonstration Sites in Siha ......................................................................................907.4 Conclusions ................................................................................................................96

8. Construction and Maintenance Capabilities of the LGA’s................................................98

8.1 General.........................................................................................................................988.2 Bagomoyo District ......................................................................................................988.3 Siha District .................................................................................................................988.4 Cost Concerns ............................................................................................................99

9. Stakeholder Involvement................................................................................................... 100

9.1 General...................................................................................................................... 1009.2 Stakeholder Meetings.............................................................................................. 100

10. Tender Dossier ................................................................................................................... 104

10.1 Description ............................................................................................................... 10410.2 Tender Documents .................................................................................................. 10410.3 Specifications........................................................................................................... 104

11. Recommendations and Conclusions............................................................................... 106

Appendices ................................................................................................................................... 108

Appendix A Photographs at 500 m Intervals along the Roads ..................................... 108

Appendix B Pin Test Results......................................................................................... 120

Appendix C Jar Test Results......................................................................................... 126

Appendix D Materials Investigation (Alignment Materials)............................................ 130

Appendix E Traffic Calculations .................................................................................... 142

Appendix F Condition Assessment............................................................................... 148

Appendix G Drainage Structure Schedule .................................................................... 156

Appendix H Material Investigations (Construction Materials) ....................................... 158

Appendix I Strip Maps.................................................................................................. 188

Appendix J Drawings.................................................................................................... 190

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EXECUTIVE SUMMARY

Project Aims

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

• Provide sustainable access to economic and social opportunities for poor rural communities;

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

• Demonstrate alternative pavement surfaces suitable for low volume roads in Tanzania which will dramatically reduce the demand for gravel;

• Identify cost effective community based construction methods;

• Create a design philosophy/design concept for low volume rural roads;

• Change current design ideology for low volume rural roads, which presently involves extensive re-gravelling works;

• 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;

• 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;

• Aim towards incorporation of these design concepts as part of the Tanzanian Pavement and Materials Design Manual in the future.

Environmentally Optimised Design and Spot Improvement

The different pavement structures being used for this project are significantly more expensive than a standard gravel pavement (which is not always appropriate under certain conditions) and as a result, the pavement types are best used under an Environmentally Optimised Design (EOD)/ Spot Improvement Design (SID) philosophy.

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 terrain. The SID methodology is applied to EOD and concentrates on ensuring that each section of a road is provided with the most suitable pavement type for the specific circumstances to provide basic access along the road.1

Description of the Demonstration Roads

Two demonstration roads were considered for inclusion in the project.

The demonstration roads are:

i) Bago to Talawanda in Bagomoyo District

ii) Lawate to Kibongoto in Siha District

From the description of both roads, it is clear that both require spot improvements to ensure year round access for local communities, who otherwise would be cut off during certain times of the year when the roads are impassable. 1 Local Resource Solutions to Problematic Rural Road Access in Laos (PDR), Roughton

International Scientific Paper, April 2009

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The issues are outlined below:

1. The road from Bago to Talawanda suffers predominantly from issues stemming from the lack of drainage and poor subgrade materials. Areas with black cotton soil are impassable in wet conditions, while large erosion channels also make travelling along this road very difficult. Provision of an improved cross section and drainage structures would alleviate a lot of these problems;

2. In Siha the primary issue is steep gradients and slippery road surfaces. In these areas, vehicles struggle to ascend these grades in wet conditions. Surfacing options need to be considered to accommodate this.

3. Careful consideration needs to be given to these surface options as steep grades and sharp turns create high stresses, which some surfaces cannot handle;

4. Both roads fall within the Moderate climate as defined in the Tanzanian Pavement and Materials Design Manual. This climate category shall be required for the pavement design;

5. Geological data shows sands and gravels are available in Bagomoyo and use of these should be encouraged in construction of any new pavements where appropriate.

6. Red soils and volcanic materials are available in the Siha region; these volcanic materials can also be investigated for use in construction of the pavement in this area.

Pavement Structures

Various pavements were considered for use on the project roads. Several of these pavement types follow on from a similar project in Laos PDR, under the South East Asia Community Access Programme (SEACAP). The different pavement types being demonstrated in Tanzania include:

1. Double Sand Seal

2. Single Otta Seal with a Sand Seal

3. Double Otta Seal

4. Slurry Seal

5. Double Surface Dressing

6. Bitumen Penetration Macadam

7. Un-reinforced Concrete Slabs

8. Lightly Reinforced Concrete Slabs

9. Concrete Geocells

10. Concrete Strips

11. Hand Packed Stone

Design Issues

Traffic levels were calculated based on data from the relevant District Engineers. Axle loading had to be assumed due to the lack of an axle load survey. On low volume rural roads, an axle load survey is not always justified and assumed axle loading may have to be adopted.

The subgrade strength was assessed by means of pin tests. These were useful in terms of giving a subgrades strength of ‘hard’ or ‘soft’. However, the pin test is a simple tool for gauging in-situ strength; it should not replace DCP testing or laboratory CBR testing. Laboratory CBR testing was also carried out for the demonstration roads, and results generally confirmed observations made during pin testing. These results classified the subgrade bearing capacity for the different sections of the roads. Jam jar tests were carried out to try to classify the soils, but, these proved to be less

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useful. It was difficult determine layer boundaries and the tests provided little additional useful information.

An initial drainage system for the roads was designed by means of a hand written strip map. By driving along the road and visually assessing where low points and water crossings were, the field team recorded the chainage of probable locations for drainage structures on a hand written strip map and by taking Global Positioning System (GPS) co-ordinates of these locations. Photographs of these sites were also taken.

The gradient of the roads was assessed using a handheld GPS. The gradient was used as a good indication of the difficult sections along the roads.

A visual assessment of the most problematic sections along the roads was done. This investigation required spending time along the road during the wet season and identifying the poor sections and recording these locations using a handheld GPS and by taking photographs of each of the defects.

The Tanzanian Pavement and Materials Design Manual did not adequately cover all pavement options – however, this was already known to be the case. Modifications were made to the standard designs and these are deemed appropriate and suited to the locations.

A number of gravel sources were located in the proximity of each of the two roads with the intent of using natural gravel in the pavement layers, as opposed to crushed rock, when constructing the demonstration sections. In Siha, a number of volcanic gravels were located. In Bagamoyo, the local materials found include quarzitic river gravel and decomposed granite gravel. In Bagamoyo, the area has reasonable quantities of Gneiss stone which is suitable for construction purposes and efforts were made to include this stone in the design. This stone is to be used in the hand packed stone pavement, as well as the construction of the culvert headwalls, wingwalls, lined drains and scour checks.

Strip Maps

It was the aim of the Consultant not to carry out a detailed topographic survey of the road as this can be both time consuming and expensive and in many cases would only provide minimal advantage. Instead the Consultant produced a strip map using data from a handheld GPS and combining a number of different investigations. This strip map was used successfully to tender the projects.

The data from the investigations was combined and put into a strip map using Microsoft Excel and used to assess which sections were suitable as demonstration sections. The strip map produced for this project combines the different profiles from the GPS data with a drainage system for each of the roads and provides the following information to the designer:

1. Vertical Gradients

2. Subgrade Type

3. Alignment Trial Pits

4. Subgrade Bearing Capacity

5. Road Condition Sections Based on Speed

6. Features and Observations including Drainage System

7. Demonstration Sections

8. Pavement Layers

9. Visually Assessed Poor Sections

10. Photographs

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Once the above information was placed into the strip map the following factors were used to indicate the poor sections along the road:

1. The gradient of the road

2. The in-situ subgrade

3. Visual Assessment

When all three factors were lined up in the strip map with a corresponding chainage it made it much easier to select the final demonstration sections along the road.

Selection of Demonstration Sections

There are numerous situations where a number of pavement types are suited to the same location. In such cases and under normal circumstances, cost is the main factor in deciding which pavement to use over another suitable pavement.

Since the aim of this project is not only to provide all weather access, but also to demonstrate the different pavement options available, an attempt was made to incorporate as many different pavement options as possible. Where the situation warranted, the cheapest pavement option may not have been used and a more expensive option may have been selected, even if it was only for a short section, which is the case with the bitumen pavements through villages.

In most cases, the bitumen pavements were more expensive than the concrete pavements which are conflicting with the conclusions in Laos PDR. Experience in Laos PDR showed that the concrete pavement options were more expensive than the bitumen options, while also concluding that the concrete options are more suitable for labour based construction and have superior durability.

The expensive cost of bitumen pavements is considered to be due to a lack of experience working with bitumen and therefore, the contractor was taking on more risk when working with bitumen than with concrete. Based on these facts, the Consultant felt that it was important to demonstrate the different bitumen options because it expected that once smaller contractors become more familiar across Tanzania with the various different seals, the price will significantly be reduced.

Conclusions

Only limited conclusions can be made at this early stage of the project. The roads will be monitored for deterioration after construction and as a result of the medium to long term nature of the project, only preliminary conclusions can be drawn now as to the suitability of the pavements.

The following are the preliminary conclusions for the project so far:

1. During the selection process of the different pavement sections, if more than one option is considered suitable for a particular section then other than the cost and the availability of local materials, there is no specific defined methodology for using a particular pavement.

2. Any benefits from the durability and long term performance of a particular pavement will be assessed after the monitoring phase of the project.

3. It is important for skilled engineers to spend significant time in the field, particularly during the rain season, to clearly identify the problematic areas along the road and assess where basic access is being lost. This is an important requirement for the EOD philosophy.

4. It is important to incorporate local materials as much as possible in the design and selection of the different pavement structures. This is critical for cost-effective and sustainable solutions for low volume rural roads. This is an important requirement for the EOD philosophy.

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5. The strip map was a low cost alternative to a detailed topographic survey and efforts should be made to incorporate this method for District Roads.

6. The costs of the bitumen pavements are expected to reduce once small contractors become more familiar with them.

7. It is clear that small contractors need to be better informed about the different pavement types and would benefit from training in understanding exactly what is required in the tender documents.

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1. INTRODUCTION

Following the acceptance of the Inception Report2 this report describes the next phase of the work, the pavement design.

1.1 Project Description

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 current design manuals. 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 incorporate these in current design standards and practices in Tanzania.

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.

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 sections. 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. The specification for construction materials may not always meet current accepted standards, but, on these 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.

1.2 Tanzanian Rural Roads

Almost half of the 130 roads put forward by the District Councils across the selected regions of Tanzania were visited by the Consultant’s Field Engineer over a period of three months. The following important observations regarding the potential selection of the roads were made:

1. Tanzania is a large country where very long travel times can be expected from one region to the next;

2. There is no significant variation in topography and geology within small areas of Tanzania and therefore roads within a group or district often show similar characteristics;

3. Traffic volumes vary dramatically between roads in busy urban areas and low volume rural roads, and;

4. Infrequent but innovative work was observed to have been conducted by the communities in order to keep the community access roads open throughout the year.

Many of the roads inspected were found to have very low traffic volumes and the criterion for a rural access road of 50 vehicles per day (vpd) would be very difficult to meet. It is therefore likely to be difficult to follow the strict definition of a rural access road, whose purpose is to provide all-year round vehicular access to a rural community, to connect a village to the main road network. The Consultant found that roads with high volumes of traffic were often alternative routes to large communities and simply lacked maintenance. Alternatively the Consultant found many of the roads

2 Inception Report – Site Selection, Africa Community Access Programme, Research Consultant

to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania, Contract Reference AFCAP/TAN/008 The Prime Minister's Office of Regional Administration and Local Government (PMO-RALG), November 2009.

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were little more than tracks to a community and very little community based activities to keep the road open and traffic free flowing were observed.

1.3 Demonstration Road Study 1.3.1 Selection of Demonstration Roads

The Consultant determined that the following points are important and should be, as far as practicable, considered when selecting the roads:

1. There must be capacity at District Council level to issue tenders and to supervise the construction;

2. The designs must embrace local resources (materials/contractors/labour and construction methods)as much as possible;

3. Successful designs should be selected on the basis of life time cost rather than the construction costs only;

4. It is desirable that the pavement designs are suitable to labour based methods;

5. The demonstration sections must have reasonable traffic levels:

It was the Consultant’s intention that the demonstration sites for the district road improvements are selected under the following categories:

� The sites are typical of a region;

� Accessibility to the sites or proximity to proper utilities;

� How difficult it will be to link these roads to other road networks;

� The traffic count on the roads, and;

� Access to local materials.

Based on the requirements set out by (say what this is in the first instance) PMO-RALG, that a single road should be considered in each region, the list shown in Table 1 has been compiled. This list contains the highest rated road in each region, based on the above criteria.

Table 1 Selection of Demonstration Roads

Regional Rating Order

Project Road No.

Region (Regional Centre)/ District

Road Name Road Length

(km)

1 21.01-1Pwani (Kibaha)/ Bagamoyo

Talawanda to Bago 20.48

2 13.02-1Kilimanjaro (Moshi)/ Siha

Lawate to Kibongoto 13.48

3 26.03-1Tanga (Tanga)/ Muheza

Mamboleo to Bwembwera to Kwabastola

15.80

4 09.03-1Dodoma (Dodoma)/ Kondoa

Ntunda to Hurui 43.00

5 16.03-2Morogoro (Morogoro)/Morogoro Rural

Mikese to Msonvizi 24.00

6 08.01-3Iringa (Iringa)/ Iringa Rural

Makongati to Igangidungu 7.28

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2. CURRENT KNOWLEDGE AND DESIGN METHODS

2.1 Existing Tanzanian Pavement and Materials Design Manual

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 selected 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 Reasoning Behind Environmentally Optimised Design

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). Rehabilitating an entire road section results in high costs which may not be justified with the few people using it. Subsequently, projects are not considered further and no work is undertaken. By utilizing 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 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

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cornerstone of this method is that the chosen solution must be achievable with materials, plant and contractors available locally3.

2.3 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 terrain.4

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 is shown in Figure 1 where an earth track leads to an isolated community some distance 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 1, is taken to be in the following condition:

� Good Quality Lengths – Approximately 60% of the road length

� Standard Lengths – Approximately 30% of the road length

� Problematic Sections – Approximately 10% of the road length

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 (10%) and is the standard design necessary for the good areas (60%). The most appropriate 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:

� Good Quality Lengths – Engineered Natural Surface (Estimated cost 30% of Standard Gravel Surface)

� Standard Lengths – Standard Gravel Surface

� Problematic Sections – Suitable Economically Viable Robust Pavement Structure (Estimated Cost 500% of Standard Gravel).

3 Presentation – Key Management Issues for Low Volume Rural Roads in Developing Countries,

March 2008. 4 Local Resource Solutions to Problematic Rural Road Access in Lao (PDR), Roughton

International Scientific Paper, April 2009 5 Local Resource Solutions to Problematic Rural Road Access in Lao (PDR), Roughton

International Scientific Paper, April 2009

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Figure 1 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 and to replace less expensive wasteful pavements in areas which are perfectly satisfactory all year round, resulting in a more economical road design.

The potential savings and benefits from adopting this approach to rural road design are clear. 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 identified, 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 an appropriate EOD/SID that suits their particular problems along district roads in the future.

2.4 Current Research and Knowledge - SEACAP 2.4.1 Introduction

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 trials were carried out under a normal contract environment with local supervision.6

2.4.2 Pavement Structures Trialled in Laos PDR

A number of different pavements structures were used in the project in Laos PDR. The pavement types used in Laos PDR were considered for use in the AFCAP project in Tanzania. The different pavements used in Laos PDR are as follows:

6 Scientific Paper - Local Resource Solutions to Problematic Rural Road Access in Lao

(PDR), Roughton International, April 2009

Standard Marshy Good Good

GoodStandard

Problematic

Main Road

Steep

Village

Steep

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• Standard NEC Gravel Pavement

• Bamboo Reinforced Concrete

• Otta Seal

• Geocell

• Hand Packed Stone

• Mortared Stone

• Concrete Paving Blocks

• Engineered Natural Earth

These pavements were considered for use in this project along with a number of other different pavement options. The following points are the general conclusions regarding the pavement trials highlighting the advantages and disadvantages of each:

• Standard NEC Gravel Pavement, Engineered Natural Surface and Sand Seal should not be used on problematic areas as these surfaces will not withstand constant traffic on steep gradients or high erosive conditions.

• Concrete block paving, concrete pavements and bituminous bound pavement construction can be undertaken successfully by small scale contractors, as the technology required is common and does not require sophisticated equipment, using imported and local materials. These initially expensive pavements are expected to result in sustainable pavements with reduced maintenance needs.

• Hand Packed or Mortared Stone Surfaces appear to offer the best value for money and due to their labour intensive construction process are appropriate for community based maintenance. However, unless very experienced artisans are used for the block preparation, extremely rough surfaces will result. Rough surfaces will in general be unacceptable to road users except in cases where the road was extremely bad and mostly impassable previously. The standard of surface should improve as the community gains experience and will be better with mortared rather than hand packed stone.

• Otta seals can be constructed using natural gravel which is out of specification for normal surface dressed pavements. It produces a durable surface which can be applied to all but the most severe areas. This construction is ideal for small contractors as it requires little plant and expertise, provided that a bitumen distributor is available, but does require labour intensive care during construction.

• The construction process for Geocells and Non-Reinforced Concrete pavements is suited to small scale operations as concrete can be prepared in small mixers using local materials. However, the success of Geocells will depend on the local availability of the Geocell fabric or identifying sources for its importation. Three thicknesses of the Geocell pavement were used in the trials. These were less than that of concrete slabs however cost savings from the reduced pavement thickness could be negated by the cost of the plastic Geocell form. The success of the thin Geocell pavements will be determined during the monitoring phase.

• Double Otta Seals, Concrete Blocks (on light gradients) and Concrete pavements can be applied to steep gradients and sharp corners where traffic action on the surface is most severe. These pavements are also suited to high traffic volumes, which increases their potential use throughout the road network. Sand Seals and Single Otta

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Seals are ideally suited to urban conditions with low traffic where dust from gravel roads is unacceptable.7

The construction cost of the all-weather surface types significantly exceeds the construction cost of the standard gravel road. 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. This ‘Spot Improvement’ pavement design philosophy should be applied as widely as possible given a shortage of funds to provide improved pavements throughout the road length.7

All of the pavements and surfaces, 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. 7

It is very important to consider the conclusions from Laos PDR and apply them to this project in Tanzania. By following on from the successes in Laos PDR and avoiding the failure it can lead to greater success in Tanzania. Other conclusions from Laos PDR that are relevant to this project in Tanzania and considered during design are as follows:

• The design process has shown the need for experienced engineers to spend time in the field during the design stage understanding the particular problems of the route(s) and exploring the various possible solutions. Solutions adopted should take account of both local materials and any available local skills.

• 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. Stone surfaces are potentially most suited for long term community maintenance without significant outside assistance or funding.

• Maintenance of the roads will depend largely on the willingness of the communities to contribute their labour and on the government providing technical support and budget support when necessary. 7

It is important to learn the mistakes and triumphs from this project in Laos PDR and these conclusions were considered throughout the design process of the roads in Bagamoyo and Siha.

7 Scientific Paper - Local Resource Solutions to Problematic Rural Road Access in Lao

(PDR), Roughton International, April 2009

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3. LOW VOLUME RURAL ROAD DESIGN PHILOSOPHY

3.1 General

The following section outlines the proposed environmentally optimised design philosophy used in design of low volume rural roads.

3.2 Visual Analysis

A visual assessment of the most problematic sections along the roads should always be performed. These problematic sections will be targeted as the most urgent sections along the road in need of immediate attention. These poor sections may contain defects such as:

1. Steep gradients

2. Sharp bends

3. Muddy tracks

4. Erosion channels

5. Slippery surface

6. Loose Sand

7. Soft wet areas8

Following the identification of poor sections, it is important to select the appropriate solution for each site. Sites may have more than one solution, incorporating multiple possible methods, which in combination could resolve the defect.

The EOD and SID philosophy must be considered throughout. Similar defects may require different solutions depending on region, local resources and environmental changes.

There are many factors which determine the choice of solution. While one solution may appear most suitable, it may not be financially viable or local expertise and material capabilities may not be available.

3.3 Subgrade Assessment 3.3.1 In-Situ Strength Assessment

An estimate of the in-situ subgrade strength is required for design purposes. This can be carried out by means of laboratory testing and in-situ testing. In-situ testing should include Dynamic Cone Penetrometer (DCP) testing. This is a simple and reliable form of in-situ pavement testing, which analyses the in-situ strength of the material at its in-situ density and moisture content.

The CBR which is obtained from DCP testing can be correlated with laboratory based CBR tests, which will give an accurate representation of CBR at all DCP locations.

3.3.2 Trial Pits

Trial pits should be dug to assess the materials in the subgrade and to obtain material for laboratory testing. These tests should include all CBR testing as defined in the Tanzanian Pavement and Materials Design Manual.

Laboratory CBR testing should be performed on materials obtained from trial pits along the project road. These tests shall allow further analysis of subgrade CBR, allowing correlation between soaked CBR values obtained in the lab and in-situ CBR’s obtained from DCP testing.

3.3.3 Soil Profiling

The following parameters are also used to describe the soil profile:

1. Consistency

8 Spot Improvement Manual for Basic Access, TRL, Berkshire, UK, 2006

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2. Soil type

3. Moisture

4. Colour

The consistency of a soil is a measure of hardness or toughness of the soil. Consistency gives an indication of the bearing capacity and shear strength of the soil.

The various types of soil are:

� Clay Particles smaller than 0.002 mm. Only visible through an electron

microscope. Clay can be identified by its soapy or greasy feel. If

sufficiently moistened it will also be very sticky and results in the soil

having a high plasticity index.

� Silt Particles larger than 0.002 mm and smaller than 0.075 mm. Visible

only through microscope. Silt can be identified by grittiness when

rubbed between the tongue and teeth.

� Sand Particles between 0.075 mm and 2.0 mm in size. These particles are

visible. Sand may be further classed as either fine, medium or

coarse. If no clay present the plasticity index will be very low.

� Gravel Particles 2.0 mm to 50 mm in size. It is important here to note the

maximum particle size encountered in the horizon (layer). Terms

such as well rounded, rounded or angular to describe the shape of

the particles may also be used if this is a characteristic feature of the

gravel.

� Cobbles Particle size varies between 50 mm and 200 mm. It is important

here to note the maximum particle size encountered in the horizon

(layer). Terms such as well rounded, rounded or angular to describe

the shape of the particles may also be used if this is a characteristic

feature of the cobbles.

� Boulders These are particles >200 mm. It is important to note

the maximum particle size encountered in the horizon (layer). Terms

such as well rounded, rounded or angular to describe the shape of

the particles may also be used if this is a characteristic feature of

boulders.

Soil types are distinguished on the basis of grain size as identified below. Natural soils, however, usually consist of two or more of these types and must be noted. The main constituent is described, and written in capital letters, with adjectives to define the lesser constituents.

For example:

Sandy CLAY is clay with some sand.

SILT – SAND is an equal mix of sand and silt.

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Clayey GRAVEL is gravel with some clay. 9

Soils should also be profiled by colour, with the colour as per the Burland Disk in Figure 2 below, being used to describe the soil being tested.

Figure 2 The Burland Colour Disk

3.4 Traffic Analysis 3.4.1 General

The deterioration of road pavements is partly caused by the magnitude of individual wheel loads and the number of times these loads are applied. For pavement design purposes it is necessary to consider the total number of vehicles or number of axle loads that are to be applied to the pavement over the design life of the pavement. For low volume rural roads it is reasonable to consider a design life of 10 years.

For the purposes of structural design, light motor vehicles such as cars are insignificant and only the axle loading of the heavy vehicles need to be considered. The design traffic loading is defined as heavy if the proportion of vehicles with axle loads above 13 tonnes is greater than 50%. Heavy vehicles are defined as those having three axles, including steering axle and an un-laden weight of 3,000 kg or more10.

3.4.2 Traffic Loading on Rural Roads

As rural roads are single-lane, the traffic tends to be more channelised than on two-lane roads. This is because vehicles are forced to stay in the centre of the road as the lane width is small and traffic travelling in both directions is using the same lane. The effective traffic loading in the wheel path in one direction has been shown to be twice that for a wider road. Therefore, taking into account the traffic in both directions, the pavement thickness for these roads should be based on four times the total number of heavy vehicles that travel in one direction.

9 AASHTO, General Specification for Profiling and Describing Trial Pits10 Pavement and Materials Design Manual, Ministry of Works, The United Republic of Tanzania,

1999

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An allowance should be made for an increase in traffic, which would occur in response to the provision and improvement of the road. This is known as generated traffic.11

Following this initial influx of generated traffic along the road, an estimated fixed percentage increase of constant traffic growth is established. This rate of increase should be applied per annum over the normal and diverted traffic. Normal traffic is defined as the traffic which would pass along the existing road even if no new pavement were provided. Diverted traffic is defined as the traffic that changes from another route to the project road because of the improved pavement, but still travels between the same origin and destination.11

In order to determine the total traffic over the design life of the road the Average Daily Traffic (ADT) in the first year following the construction of the road is estimated. The ADT is defined as the total annual traffic summed for both directions and divided by 365.

3.4.3 Axle Loading

Whenever a major road project is undertaken an axle load survey will provide details for traffic loading estimates. However, it is not always practical to do an axle load survey for a low volume rural road project and as a result, axle loads may need to be estimated. An estimate of the vehicle loads are calculated and then distributed over each of the axles for each of the different vehicle classes. It should be noted that axle loads are not distributed over a vehicle evenly and the loads are weighted more heavily on the rear axle of a vehicle.

3.4.4 Equivalence Factors

Once the axle loads are estimated, equivalence factors must be calculated for each of the axles for each class of vehicle using the following equation:

Equivalence Factor = (Axle Load (kg) / 8160)4.5

The damage that vehicles do to a road depends very strongly on the axle loads of the vehicles. For pavement design purposes the damaging power of axles is related to a ‘standard axle’ of 8160 kg using equivalence factors which have been derived from empirical studies.

In order to determine the cumulative axle load damage that a pavement will sustain during its design life, it is necessary to express the total number of heavy vehicles that will use the road over this period in terms of the cumulative number of equivalent standard axles (ESA or E80).12

In order to determine the cumulative ESA’s over the design life of the road, the following procedure should be followed:

1. Determine the ADT for each class of vehicle estimated to travel along the road;

2. Make a future forecast of the traffic flow for each class of vehicle to determine the total traffic in each class that will travel during the design life of the road;

3. Determine an estimate for the distribution of axle loads for each class of vehicle;

4. Determine the equivalence factor for each axle of each class of vehicle;

5. Determine the equivalence vehicle factor for each class of vehicle (by adding the equivalence factors for each axle on the vehicle and taking an average of all such calculations);

11 Overseas Road Note 31, A guide to the structural design of bitumen-surfaced roads in tropical

and tropical sub-countries, TRL, Crowthorne, Berkshire, UK, 1993 12 Overseas Road Note 31, A guide to the structural design of bitumen-surfaced roads in tropical

and tropical sub-countries, TRL, Crowthorne, Berkshire, UK, 1993

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6. Multiply the number of vehicles over the design period in each class by the equivalence factor for that class to arrive at an estimate of the number of Equivalent Standard Axles (ESA);

7. Then double the sum of ESA in both directions (single carriageway < 3.5m paved width.10)

3.5 Condition Assessment 3.5.1 General

A condition assessment must be carried out for all roads. The condition assessment includes analysis of the gradient, height and the possible travelling speed of a vehicle along the road. After driving up and down each of the roads and recording the trip data using a GPS, the data can be analysed and assessed on Microsoft Excel. Graphs and profiles should be produced using the GPS data and the road divided into homogenous sections.

3.5.2 Gradient

Many of the locations on rural roads which prevent year round access do so because of excessive gradients and poor surface conditions. Analysis with GPS equipment can give an idea of gradients of road sections, and combined with visual analysis a determination can be made on the requirement for spot improvement.

3.5.3 Speed

The speed and the time taken to travel along the road give an indication of the roughness of the road and indicate the quality of the road surface. By assessing the speed before and after construction of each of the roads, it will give a good indication of the improvement of the different sections.

3.6 CuSum Analyses 3.6.1 General

The CuSum Analysis is a method of establishing homogenous sections by analysis of one parameter at a time. The method utilises plotting of the cumulative sum of the difference from the average value.13

Once the CuSum is plotted against chainage, a change in slope indicates a change in conditions along the data.13 Homogeneous sections are defined by areas which have the same slope or characteristics.

This can then be used as an aide in selecting sections of the road which require spot improvement.

3.7 Drainage Assessment 3.7.1 Condition Assessment of Drainage Structures

Experience has shown that pavements perform better when they have a well designed and functioning drainage system. A thorough drainage investigation should be carried out during the design stage of each road construction project.

The drainage assessment should include analysis of the following:

1. Condition assessment of current drifts, culverts, bridges and other drainage structures along the road;

2. Pavement assessment - cross-drainage and the formation of the current road;

3. Adequacy of current roadside drainage such as side drains and ditches;

4. Future requirements of these structures.

13 Pavement and Materials Design Manual, Ministry of Works, The United Republic of Tanzania,

1999.

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Once a complete check has been performed on all structures, an assessment should be made on their suitability for their continued use in the road. If the drainage is un-satisfactory, it should be improved to help guarantee the success of the future road. For example, this can include tasks such as replacing silted-up culverts, clearing and re-forming roadside drainage or provision of new roadside drainage if required.

3.8 Materials Investigations 3.8.1 General

A thorough investigation should be carried out to locate suitable materials for construction of the road pavement. These investigations should locate suitable materials for construction of the selected subgrade, subbase, base and surfacing layers. Materials should be tested to determine their suitability and then the pavement design should be based on the suitable materials which have been located in the area.

3.8.2 Location of Borrow Pits

A complete investigation should be undertaken to locate borrow pits with materials of suitable quality for pavement construction. These investigations should include trial pitting and profiling of suitable sources and recording of the location with GPS if possible. An assessment should also be made as to the quantities of material available in each location visited.

3.8.3 Sources of Rock

Rock sources should be located on the project road where possible. These can provide crushed rock aggregate for base construction, as well as stone for construction of surface dressing and concrete for surfacing works.

3.8.4 Material Testing

All materials should be tested to determine whether they meet their respective specifications, as required by the Tanzanian Pavement and Materials Design Manual. This shall determine whether the current material meets specification, whether it shall require modification and also whether any specification shall require (or be permitted) relaxation.

It should be noted that material testing cannot determine suitability of all materials. This is because traditional soil testing methods give results for some materials, which do not reflect its true performance in-service – some volcanic materials, like volcanic tuff, are prime examples. In these cases, an engineering decision must be made by someone with sufficient experience and knowledge to determine suitability of the material in question.

3.8.5 Construction Water

A source of construction water should be found as water will be required in large quantities for works such as compaction of pavement layers, concrete production and dust suppression during construction.

3.9 Pavement Materials 3.9.1 General

The new ideology being brought through in this project involves the use of suitable, locally sourced pavement materials, which are fit for purpose and provide a durable pavement structure at a reduced cost to traditional methods.

Based on what has been located during the materials investigation, consideration must be given to different pavement materials in addition to what is traditionally used. Materials should be locally available and also perform well under in-service conditions. Current design standards available to engineers in Tanzania typically deal with bituminous surfacings such as surface dressing, Otta Seal, asphalt and also gravel. Pavement materials consist of crushed rock and natural gravels and stabilisation is an option where gravels do not meet specification for pavement construction.

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However, in the construction of rural roads, crushed rock is usually expensive and may not always be available without incurring considerable haulage distances. Stabilisation is not a viable option for a low volume road. To stabilise natural gravel with cement, lime or pozzolan is expensive and requires some specialist knowledge which may not be available to a local contractor.

The new design philosophy requires the use of what is available allowing the provision of a suitable pavement structure with minimal costs. However, it must be stressed that while material specifications can be relaxed, the pavement must still perform over its design life.

3.10 Pavement Design 3.10.1 General

Initial pavement design should be based on the Tanzanian Pavement and Materials Design Manual. Changes may be required to allow for variations in material, depending on what is available in the respective regions. Additionally, surface materials such as concrete and segmental block surfaces must be considered in the designs and these are not covered in the TPMDM at present.

Therefore, the TPDM is used to get the traditional pavement design, with suitable alterations made as required to obtain the modified environmentally optimised design. It should be noted that all changes to the design must be justified and any relaxation of material specification must not be detrimental to the performance of the pavement.

3.10.2 Design Subgrade Classification

Design CBR values of subgrade and pavement materials shall be specified at the moistures contents presented in Table 2 below14

As seen in Table 2, roads which are in a wet or moderate climate must have all materials specified by their soaked CBR value. Therefore, all materials used in these pavements must meet the required soaked CBR value as per the TPMDM. Soaking generally results in a much lower CBR value for materials, sometimes making the sourcing of suitable local material more difficult. Hence the reason for relaxation of some specifications quoted in the TPMDM if it is justifiable.

Materials used in roads construction in a dry region must have their base, subbase and subgrade specified by the CBR at optimum moisture content. However, if the surfacing is gravel, this must meet soaked CBR requirements.

The subgrade design class (i.e. S3, S7 or S15) should be classified as per the TPMDM. This is outlined in Table 3 below.


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Table 2 Design Moisture Contents Dependent on Climatic Zone (TPMDM)

Climatic zone Layer

Subgrade CBR Design

Subbase Base Course Gravel Wearing Course

OMC OMC OMC

Dry Additional requirements for minimum CBR after 4 days

soaking. Both CBR requirements, soaked and un-soaked, shall be met.

Soaked

Moderate Soaked Soaked Soaked Soaked

Wet Soaked Soaked Soaked Soaked

Table 3 Design Subgrade CBR Strength Classification as per TPDM

Subgrade Classes* Range Wet/Moderate CBR (%)

Low Strength < 3

S3 3 – 6

S7 7 – 14

S15 Min 15

3.10.3 Design Traffic Classification

Traffic loading should be calculated as outlined in the traffic section of this report or as per the Tanzanian Pavement and Materials Design Manual. This shall provide the design traffic loading in equivalent standard axles (ESA) to be used in the pavement design. Traffic classes (as shown in Table 4 below) can then be selected and applied to the road sections.

Table 4 Traffic Classes as per TPMDM

Loading (ESA x 106) Traffic Class

<0.2 TLC 02

0.2 – 0.5 TLC 05

0.5 – 1.0 TLC 1

1.0 – 3.0 TLC 3

3.0 – 10.0 TLC 10

10.0 – 20.0 TLC 20

20.0 – 50.0 TLC 50

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3.10.4 Pavement Design

Surfacing

The following surfacing materials were considered for use on the demonstration sites. A brief description of the surfacing is given below.

Bituminous Surfaces

Bituminous surfacing combines a bituminous mixture with aggregate to form a durable, relatively impermeable and flexible pavement surface.

Double Sand Seal

A double sand seal is a simple bituminous surface, suitable for use on low volume rural roads. A description and photograph is shown in Figure 3 below.

Figure 3 Sand Seal Surface

Sand Seal Surfacing

Sand seals consist of a bituminous surfacing made with natural sand. Constructed in two layers a sand seal is used as a permanent bituminous surfacing on low volume roads while a single layer is not sufficiently durable unless combined with an underlying Otta seal or surface dressing. Sand seals are also used as a maintenance remedy on existing surface treated roads.

Slurry Seal

Slurry seal is a thin bituminous surfacing, constructed from a mixture of fine aggregate and bitumen emulsion. A photograph and further description is shown in Figure 4 below.

Figure 4 Slurry Seal Surface

Slurry Seal Surfacing

Slurry Seal is a relatively thin surfacing, consisting of fine aggregates - typically <10 mm, bitumen emulsion, water, cement and occasionally an additive also. The constituent materials can be mixed in a normal concrete mixer before being spread on the road surface. Spreading can be carried out by hand or machine application.

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Otta Seals

Single Otta Seal

Single Otta seal consists of one relatively thick (~16 mm), single bituminous binder layer, overlain with graded aggregate. Aggregate is compacted into the binder through rolling and the effects of trafficking. Single seals are not commonly used due to the high quality workmanship required for satisfactory performance. Typical instances where they may be used include diversions, haul roads, temporary accesses or for maintenance resealing work on traditional chip seals15.

Single Otta Seal with Sand Seal

This is a Single Otta seal blinded with a bitumen/sand mix. The added sand seal layer gives extra protection against moisture ingress and environmental effects on the underlying layers. Construction involves bitumen being sprayed over the finished seal followed by a layer of sand with a grading of 0-2 mm. Compaction is carried out by a tyred roller or loaded truck to form the finished single - sand seal surface16 17.

Double Otta Seal

Double Otta seal involves two applications of Single Seal to give two combined bituminous layers giving a total thickness of 32 mm. An 8 – 12 week gap between construction of both layers should be observed. It is recommended for use on high stress areas, such as those with high traffic volumes, steep gradients or zones with repeated acceleration and braking actions. Extensive rolling is required for both layers during and after construction16.

Otta seal construction is shown in Figure 5.

Figure 5 Otta Seal Construction in Laos PDR

Otta Seals

Otta Seals were developed in Norway and can be used as a single seal, double seal or a combination of single and slurry seal. Its definitive advantage is its ability to allow the use of materials which would not meet specifications for other surfaces, such as surface dressing or asphalt.

However, higher quantities of bitumen are required for construction than a surface dressing and control must be maintained during construction to ensure quality of the material. Extensive rolling is required

15 The Otta Seal Surfacing: An Economic Practical Alternative to Traditional Bituminous Surface

Treatments, Norwegian Public Roads Administration and InfraAfrica Consultants, October 2007.

16 The Otta Seal Surfacing: An Economic Practical Alternative to Traditional Bituminous Surface Treatments, Norwegian Public Roads Administration and InfraAfrica Consultants, October 2007.

17 The Design, Construction and Maintenance of Otta Seals, Guideline no. 1, Botswana Roads Department, June 1999.

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Surface Dressings

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. Typical dressed surface can be seen in Figure 6 below.

Figure 6 Surface Dressing

Surface Dressing

Surface dressing is a common and well known surfacing option worldwide. It is a simply constructed, relatively cheap and durable surface option.

Stone quality must be high for all surface dressing chippings, which is often a limiting factor in its suitability. This is the distinct advantage Otta Seal has over Surface Dressing.

Penetration Macadam

Penetration macadam shall be considered for areas where there are steep gradients, sharp turns and/or where dust pollution is an issue. A description and photograph of this option is shown in Figure 7 below.

Figure 7 Penetration Macadam Construction

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.

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Concrete Surfaces

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 considered18.

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. A photograph of a lightly reinforced slab under construction is available in Figure 8.

Concrete Geocells

Concrete Geocells are an inexpensive and versatile method for placing concrete in a number of situations, one of these being road construction. This method of construction can be used in highway, urban and rural road construction. The Geocell comes as a cellular mat, in which the interstices are filled with concrete. The cells provide formwork for the concrete slab as it is being poured and allows for quick progress in construction.

Installation of the product is quick and it can be used as an overlay on the previous pavement, suitable for steep roads, has a 20 year life with minimum maintenance and can take loads up to 200 tonne axles. This product can utilise small local contractors, local work force and local materials to provide employment and positive local benefits19.

A photograph of concrete Geocells is shown in Figure 8 below.

Concrete Strips

Concrete strips use 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. A photograph of concrete strip is shown below in Figure 8.

18 Low Volume Concrete Roads, Bryan Perrie, Cement and Concrete Institute, Midrand, South

Africa, 2000. 19 Website: Hyson Cells: http://www.hysoncells.co.za/apps/apps.html, accessed December 3rd

2009.

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Figure 8 Concrete Surfacing Options

Concrete Surfacing Options

Lightly reinforced concrete slab, constructed using 8 mm steel mesh. Simple and effective form of labour based construction.

Lightly Reinforced Concrete Slab Description

Concrete Geocells, as can be seen on the left, provide both the formwork and reinforcement for the concrete slab. Concrete can be produced on-site, with the Geocells then being filled and finished manually.

Concrete Geocell Surfacing Description

Concrete strips are an efficient method of providing a good running surface for vehicle traffic. Instead of surfacing the entire pavement, only the wheel tracks are constructed. This allows year round access at a minimal cost.

Concrete Strips Description

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Segmental Block Surfaces

Hand Packed Stone Blocks

This labour-based construction method provides a surface consisting of large stones into which smaller chips are packed. Remaining voids are filled with sand or gravel to form a strong and semi-impervious matrix20. Figure 9 shows hand packed stone which was used in Laos PDR.

Concrete Paving Bricks

Concrete paving blocks are precast in moulds and then laid side by side on a prepared subbase, see Figure 9. Gaps between blocks are filled with fine material to form a strong and semi-impervious layer.

Figure 9 Segmental Block Surfaces

Hand Packed Stone and Concrete Paving Blocks

Hand Packed Stone:

Hand packed stone surface as carried out during the SEACAP projects in LAO PDR.

Provides the opportunity for labour based work methods, however, it requires skilled masons in order to knap the stone correctly and provide a good running surface. In the absence of this, the surface can be very rough.

Concrete Paving Blocks:

Concrete paving blocks provide another opportunity for labour based construction methods and they do not require the same skilled workforce as for hand packed stone.

Photograph Description

20 South East Asia Community Access Programme (SEACAP), Completion of Construction

Report, Roughton International, March 2008.

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3.10.5 Pavement Layers

The pavement layers generally consist of the base, subbase and sometimes a selected subgrade layer.

Pavement layers should be chosen based on material available in the local area provided it is suited to purpose. As stated previously, relaxation from current specification is possible, but, these relaxations must be reasonable and justifiable and not cause un-due risk of pavement failure.

Common materials which could be given consideration include natural gravel, lateritic soils, coral rock, volcanic cinders and calcrete. These should be tested to determine their strengths and characteristics, after which a determination should be made on their suitability for each respective pavement layer.

Natural Gravel

For major roads natural gravel can be used as subbase material where it provides a strong foundation layer to resist vertical forces and being cohesion-less material, it inhibits capillary action preventing water rising to the layers above. For this project, considering low volume rural roads, natural gravel is considered appropriate for base and subbase.

Lime Stabilised Natural Gravel

This process uses either hydrated lime or quicklime to chemically improve the bearing capacity of the gravel. Usually a common resource, lime can provide an alternative option to cement when available.

The stabilising process involves addition of stabilising agent (lime) to the soil, thorough mixing with sufficient water to achieve optimum moisture content, compaction of the mixture and then curing to allow sufficient strength development21.

High lime contents of 6-8% can produce high tensile strengths in some materials. However, lime treatment is not suitable for all materials, especially if they contain high silica contents (causes alkali-silica reaction), sulphide minerals (can form acids) or high proportions or soluble salts22.

Cement Stabilised Natural Gravel

This method is used to improve bearing capacity and decreases the moisture susceptibility of the natural gravel. Cement powder is mixed with the gravel in a similar fashion to lime as previously described, allowed to harden and cure to form a mechanically improved base layer.

Cement stabilised materials are subject to cracking, typically due to shrinkage effects, thermal or both. Cracks therefore must be controlled to prevent detrimental effects to the pavement. This can be achieved by controlling the cement content or by replacing part of the cement fraction with supplementary pozzolanic materials21.

3.10.6 Pavement Construction on Expansive Soils

Expansive soils, such as Black Cotton Soil, are fairly widespread across Tanzania. The mechanism of expansion is that of seasonal wetting and drying, with consequent movement of the water table. Soils at the edge of the road wet up and dry out at a different rate than those under a surfacing, thus bringing about differential movement. It is this movement, rather than low soil strength, most expansive soils being strong in the equilibrium moisture condition, which brings about failure. Differential movement will result in longitudinal cracks in the surfacing, thus facilitating the ingress and egress of water and accelerating the moisture change cycle. Failure of embankments and severe deterioration of the ride quality are also likely. 21 Overseas Roadnote 31, A Guide To The Structural Design Of Bituminous Surfaced Roads In

Tropical And Subtropical Countries, Transport Research Laboratory, Crowthorne, United Kingdom, 1993.

22 Promoting the Use of Marginal Materials, Project Report, Cook J.R, Gourley C.S, Bishop E.C, TRL, Crowthorne, England, 2002.

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The average moisture in a roadbed beneath a black topped pavement usually approximates to optimum, and slight seasonal changes produce some movement. It follows that, if the exposed roadbed is in either a very wet or a very dry condition when the pavement is constructed, excessive movement will take place soon after, as the roadbed nears its optimum moisture content, and this initial movement can be much greater than subsequent seasonal movement. Both of these conditions should be avoided.

Ideally, expansive soils should be excavated to their full depth. Where this is not economically feasible, such as on low volume rural roads, there are two practical alternatives:

1. The expansive soil should be excavated to at least 600 mm depth as shown in Figure 10, since moisture changes decrease in magnitude with increasing depth, and be replaced with non-expansive, non-plastic fill. The excavated soil should be spread on the shoulders to lengthen their slope, thereby extending the distance from the sides of the road over which transpiration will be reduced.

2. Where a short life is acceptable as in the case of most minor roads, and maintenance funds are available, the method is to treat the soil as non-expansive and to reshape and re-compact the base and surface every few years.

In all these cases, care must be taken to keep side drains as far as possible from the road and to keep them as shallow as possible, since deep drains aggravate the effects of seasonal change in moisture conditions.23

Figure 10 Construction on Expansive Soils23


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3.11 Geometric Design 3.11.1 Introduction

A suitable crossfall is required to provide adequate surface drainage, whilst not being so great that it poses a danger to road users. The ability of a surface to drain is dependant on its surface type and roughness. On unpaved roads the value is governed both by the need to remove surface water from the surface and also by the need for it not to be so excessive that it may lead to surface erosion.24

As is seen in all countries around the world, an improvement in road surface quality invariably allows an increase in speed. It is not advantageous to improve the road to such an extent that it allows excessive speed, endangering the lives of local pedestrian and bicycle traffic. As these are small rural roads, a design speed of 60 km/h has been chosen, with the idea that vehicles should be able to comfortably travel at this speed along improved sections of the road. As always, there are exceptions where people will exceed this speed, however, this must be regulated by enforcement by local authorities. This will help maintain a balance between a comfortable speed for people to travel along the road and safety for all road users.

Gradient is a major part of vertical alignment and is related to vehicle performance and level of service. For low levels of traffic flow with only a few four wheel drive vehicles, the maximum traversable gradient is reported as 20% and two wheel drive trucks are similarly recorded as successfully tackling gradients of 15%, except when heavily laden. As most low volume rural; roads generally have heavily laden animal drawn carts and small trucks, the standards have proposed a general gradient limit of 10%. This can increase to 15% over short sections in areas of difficult terrain. Regional experience has dictated that gradients on unsealed roads, in excess of 6%, are unsustainable in the medium to long term. However, in many cases the gradient cannot be changed, in these cases it is proposed to use a suitable concrete pavement.

For this project, a single lane carriageway with passing bays at regular intervals is considered suitable. This is more economical and suitable for roads with a low traffic volume.

3.11.2 Tanzania Pavement and Materials Design Manual

The Tanzanian Pavement Design manual specifies a crossfall of 4-6% for gravel roads to ensure rapid removal of surface water, preventing potholes developing. Cross sections and carriageway widths are not specified.

At a meeting25 the PMO-RALG pointed out that the minimum road width for rural roads in Tanzania is 5.4 m. However this can be reduced to a minimum width for steep hilly terrain of 4.5 m. At this meeting it was noted that this project will also inform the Government on appropriate geometric standards for low volume rural access roads.

3.11.3 SEACAP

Geometric design undertaken in the SEACAP project was based on best practice drawn from the Lao Road Design Manual and the review of regional and international documents. The Geometric Standards for low volume rural roads as devised during the SEACAP26 project are shown in Table 5.

24 Overseas Road Note 6 A Guide to Geometric Design, Overseas Unit Transport Research

Laboratory, Crowthorne, United Kingdom, 1988. 25 Minutes of Road Selection Meeting and Site Visits that were held from Friday

20 November 2009 to Monday 23 November 2009, Africa Community Access Programme (AFCAP), Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania, 2009

26 SEACAP 3 – Maintaining Appropriate Local Road Standards and Specifications and Developing a Strategy for the MPWT Research Capacity, Low Volume Rural Roads Standards and Specifications, Project Report, Transport Research Laboratory, Crowthorne, United Kingdom, January 2008.

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Table 5 Low Volume Rural Roads Geometric Standards

Design Parameter Comment Definition

Design speed for Terrain:

Flat Rolling Rolling Mountainous Design Speed Defined by Terrain

50 km/h 40 km/h 30 km/h

Carriageway Minimum 2.5 m, Maximum 3.5 m

Shoulder

Defined by vehicle body widths and number of non-motorised road users Min.1 m, Max.1.5 m each side of road

Flat Rolling Mountainous

Maximum Gradient Defined by terrain with a limit of 6% for gravel surfacing. 6% 8% 10%1

Gravel 6%2

Cross Fall Defined by surfacing type Sealed 4%

1. Gradients up to 15% permitted in cases where lower gradients would incur excessive earthworks and construction cost and where lengths of alignment >10% are kept to <300m. 2. Gravel crossfall must be maintained between 4 and 6%.

Values for crossfall/camber are 6% for unpaved roads (must be maintained between 4-6%) and 4% for paved roads Table 5.

The SEACAP criteria for selecting low volume rural road widths are detailed in Table 6 following this. It outlines different road widths or methods of obtaining the road width, depending on vehicle size and traffic volume.

Table 6 Criteria for Selecting Road Widths

Criteria Decision

If maximum vehicle width >2.3 m Use Lao Road Design Manual

If maximum axle weight >4.5 t Use Lao Road Design Manual

If 4-wheeled traffic AADT>150 Use Lao Road Design Manual

If maximum vehicle width >1.8 m and <2.3 m Use 1 m+3.5 m+1 m, total 5.5 m road width

If maximum vehicle width <1.8 m and total AADT of non-motorised road users is <150

Use 1 m+2.5 m+1 m, total 4.5 m road width

If maximum vehicle width <1.8 m and total AADT of non-motorised road users is >150

Use 1.5 m+2.5 m+1.5 m total 5.5 m road width

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3.11.4 Austroads Rural Road Design Manual

The Austroads Rural Road Design Manual specifies a crossfall of 5% for earth roads, 4% for gravel roads, 3% for Bituminous seal coat and 2-3% for concrete. Shoulder crossfalls can be up to 2% steeper than the carriageway.

The Austroads Rural Road Design27 guide states that lane width should be based on considerations of traffic, vehicle dimensions, speed and the volume of traffic. This guide states that the desirable lane width on rural roads is of the order of 3.5 m; however lane widths as narrow as 3.0 m may be used on low volume roads. Shoulder width is measured from the outer edge of the traffic lane to the edge of usable carriageway. It is recommended that the minimum width of a road shoulder should be 1.0 m.

The guide discusses single lane carriageways with traffic less than 150 vehicles per day and recommends that, in such cases, the traffic lane width should be at least 3.5 m. A width of less than 3.5 m may result in excessive shoulder wear due to vehicles driving on the shoulder and a width greater than 4.5 m may lead to two vehicles trying to pass with each remaining on the lane.

27 Rural Road Design, Guide to the Design of Rural Roads, Austroads, Sydney Australia, 1993

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4. DESCRIPTION OF THE DEMONSTRATION ROADS

4.1 Road Description 4.1.1 Bago to Talawanda (Bagomoyo)

The road goes from Bago to Talawanda and links up with a regional road at Bago and is close to a trunk road, as seen in Figure 11. The terrain is rolling in nature and contains a number of small villages and farms. The road is a sandy earth road and the subgrade varies along the course of the road. The road has sections of black cotton soil, sand, silt and clay. It also contains a number of steep sections. The road has poor drainage and has no culverts, drifts or ditches. The only drainage structures on the road are an old arch bridge and a recently constructed concrete bridge near Talawanda. Photos of the road at 500 m intervals are available in Appendix A.

Figure 11 Location of Road in Bagomoyo

4.1.2 Lawate to Kibongoto (Siha)

The road from Lawate to Kibongoto has a subgrade consisting of brown/red silt for about the first 2.5 km. This material has been mixed, scarified and compacted with some local volcanic gravels and acts as a very good gravel wearing course. The gravel wearing course extends to km 3+500. The road has a reasonably high level of traffic travelling through the market at the beginning of the road, but has very little traffic for the remainder of the road. The remainder of the road has a surface of clayey red soil which is the in-situ material for most of the road. There is a gravel pit located about 11.5 km from Lawate (the start of the road), but there seems to be no other borrow pit located along the road. This road is in fair condition generally and is a typical rural road in the Kilimanjaro Region passing through hilly, agricultural landscape. Some maintenance problems are encountered mainly in the steepest hills.

The location of the road is shown in Figure 12 below, while photos of the road, taken at 500 m intervals are available in Appendix A.

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Figure 12 Location of Road in Siha

4.2 Climate of the Project Areas 4.2.1 Bagamoyo (Dar es Salaam)

Bagamoyo has a very humid climate and relatively stable temperatures, both in terms of night-to-day, and summer-to-winter. The driest and coolest season is June through early October. Short rains occur from November through February (especially December), and long rains occur March through May, peaking in April as shown in Figure 13. Temperatures are high from November to May and at their highest in January as shown in Figure 14.

4.2.2 Siha (Moshi)

The highest rainfall occurs between mid March and early May, and slightly less between the beginning of November and late December. Maximum rainfall occurs in the forest belt and on the south side of the mountain where it reaches 2000 mm per year. Normally the drier seasons are associated with clear, dry weather which can last for many weeks. The best weather is generally encountered in the mornings, and convectional rainfall, if any, tends to come in mid-afternoon. Temperatures are generally mild.

The rainfall in both districts follows the same trend with the ‘Short rains’ in November and December and the ‘Long rains’ starting in March and ending in June as shown in Figure 13. Ideally the start date for the contracts would be May which is the end of the wet seasons and would be the start of the nine month dry period which should be sufficient for the construction to be completed.

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Figure 13 Annual Rainfall Data

0

50

100

150

200

250

300

350

400

Aug Sept Oct Nov Dec Jan Feb March April May June July

Ave

rage

Ann

ual R

ainf

all (

mm

)Dar Es Salaam (Bagamoyo)

Moshi (Siha)

Short Rains

Long Rains

Figure 14 Annual Temperature Data

20

21

22

23

24

25

26

27

28

29

Aug Sept Oct Nov Dec Jan Feb March April May June July

Ave

rage

Tem

pera

ture

(ºC

)

Dar Es Salaam (Bagamoyo)

Moshi (Siha)

For the purpose of pavement design, Tanzania is divided into three climatic zones:

� A dry zone in the interior;

� A large moderate zone;

� Several wet zones, mainly at high altitudes28.

The climatic zones are demarcated on the basis of the number of months in a year with surplus rainfall over potential evaporation as presented in Table 7.28

Table 7 Description of Climatic Zones

Climatic zone Number of months per year with higher rainfall than evaporation

Dry Less than 1 month Moderate 1 to 3 months

Wet More than 3 months


1999

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Although there is some difference in the annual rainfall for the two different project roads, both roads are located in a moderate climate zone.

4.3 Geological Survey 4.3.1 General

A number of geological maps were obtained from Geological Survey of Tanzania in Dodoma. The maps were then studied to give an indication of the subsurface materials located in the proximity of the project roads.

4.3.2 Bagomoyo

The project road in Bagamoyo passes through a number of lithological sections described in the geological index of the map. The geological survey suggests that the following soils and materials should be present between Bago and Talawanda:

� Alluvial coastal sands

� Coastal red grey sands

� Alluvial river gravel, sands and river terrace sediments and black soils

� Coarse white sands and grits with quartz pebble beds and low percentage of clays. Cemented horizons occur at the base of the sequence

� Grey Sands (with superficial black cotton soils and mbuga)

� Red mauve sands with thin basal quartz pebble beds

On further investigation of the road in Bagamoyo, these descriptions from the geological maps describe the area adequately. Quartzitic river gravels, washed out sand, black soils and red and grey sands are all commonplace between Bago and Talawanda.

4.3.3 Siha

Similarly, the geological survey suggests that the following soils and materials should be present in Siha:

� Thick red soil

� Undifferentiated (volcanic deposits)

� Outwash from lahars and other volcanic rocks

The road in Siha is surrounded by thick red soils for its entirety. The map also describes the area as undifferentiated which refers to volcanic deposits such as volcanic tuff which is available in the area.

Lahar refers to deposits from volcanic mud flows. This material was washed towards the slope of Kilimanjaro when Mt. Meru exploded and filled the entire plain around the area, mostly on the slope towards Kilimanjaro. These volcanic deposits were later investigated for their use in pavement layers.

4.4 Conclusions

From the description of both roads, it is clear that both require spot improvement to ensure year round access for local communities, which otherwise would be cut off during certain times of the year when the roads are impassable.

The issues are outlined below:

1. The road from Bago to Talawanda suffers predominantly from issues stemming from the lack of drainage and poor subgrade materials. Areas with black cotton soil are impassable in wet conditions, while large erosion channels also make travelling along this road very difficult. Provision of an improved cross section and drainage structures would alleviate a lot of these problems;

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2. In Siha the primary issue is steep gradients and slippery road surfaces. In these areas, vehicles struggle to ascend these grades in wet slippery conditions. Surfacing options need to be considered to accommodate this.

3. Careful consideration needs to be given to these surface options as steep grades and sharp turns create high stresses, which some surfaces cannot handle;

4. Both roads fall within the Moderate climate as defined in the TPDM. This climate category shall be required for the pavement design;

5. Geological data shows sands and gravels are available in Bagomoyo and these should be used in construction of any new pavements.

6. Red soils and volcanic materials are available in the Siha region; these can also be investigated for use in construction of the pavement in this area.

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5. DEMONSTRATION ROAD STUDY

5.1 Visual Analysis 5.1.1 Bagomoyo Region

During the investigations stage, a visual assessment of the most problematic sections along the roads was performed. These sections were targeted as the most urgent sections along the roads in need of immediate attention, and are outlined in Table 8 below.

There are many factors which determine the choice of solution. While one solution may appear most suitable, it may not be financially viable or local expertise and material capabilities may not be available.

Table 8 Summary of Visually Assessed Poor Sections in Bagomoyo

Section Chainage (km) Problem Max. Gradient (%)

Possible Solution

Start End

1 2.75 3.56 Erosion Channels 5.8% Diversion Humps/ Concave Pavement

2 5.36 7.22 Deep Erosion of the Carriageway

10% Change Road Alignment/ Suitable Pavement Option

3 16.57 16.97 Slippery Surface/ Erosion Channels

8.9% Suitable Pavement Option

Section 1

The red soil shown in Figure 15 is highly erosive. During the rain season, the water flows directly down the road and requires an immediate solution. The proposed solution here is to use a concrete pavement, put a reverse camber on the road and use the pavement to act as a drain allowing the water to pass down the centre of the road and then lead the water to mitre drains at suitable locations. Alternatively, diversion humps could be used here to divert the flow of water off the road and reducing the effect of erosion and/or raise the road and provide earth side drains.

Section 2

As can be seen in Figure 15, this black plastic soil is also erosive. The carriageway has been eroded more than 500 mm below the surrounding land. In this case, it is considered more appropriate to change the alignment of the road than to try and build the road back up. Once the alignment is changed, a suitable pavement structure will be applied.

Section 3

In Figure 15 grey/black clay can be seen on the road, which becomes very slippery in periods of rain. This combined with a max gradient of 8.9% causes the road to be impassable. The solution is to provide a suitable pavement structure to the section.

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Figure 15 Photographs of Poor Sections in Bagomoyo

Poor Sections in Bagomoyo

Section 1:

Erosion Channels

Section 2:

Deep erosion of the carriageway

Section 3:

Slippery surface and erosion channels


5.1.2 Siha Region

A similar visual assessment to that carried out in Bagomoyo was done in Siha. In Siha, the road suffers more from being very slippery in wet conditions. This combined with steep gradients makes much of the road impassable to most traffic in periods of wet weather.

Breakdowns of these poor sections are shown in Table 9 below.

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Table 9 Visually Assessed Poor Sections in Siha

Section Chainage (km) Problem Max.

Gradient (%)

Possible Solution

Start End

1 0 0.23 Dust Pollution 1.4 Bitumen Pavement

2 1.97 2.16 Steep 14.2 Robust Pavement

3 2.29 2.54 Very Steep 19.9 Robust Pavement


5 3.23 3.62 Very Steep/ Sharp bends 19.4 Robust Pavement









13 10.69 11.23 Steep/ Sharp bends 17.4 Robust Pavement




Examples of a robust pavement include various concrete pavements and concrete paving blocks.

Section 1

The marketplace at the beginning of the road in Siha is shown in Figure 16. The marketplace has pedestrians constantly travelling through it and the area suffers from high levels of dust during the dry season. The proposed solution here is to use a bitumen pavement to reduce dust and provide a more durable solution than the existing gravel pavement shown.

Section 12

The photograph in Figure 16 is the typical scenario along the road in Siha. The road is very steep and winding in nature. With gradients over 30% along this road, the solution to most of the problems along this road is to use various concrete pavements. In many locations, the road is too steep to use bitumen pavements. When spraying bitumen, too many problems would develop with bitumen flowing down the steep hills. As a result, concrete is considered a better solution.

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Figure 16 Photographs of Poor Sections in Siha

Poor Sections in Siha

Section 1:

Dust pollution for residents of the village.

Section 2:

Steep gradient making climbing and descending the hill risky and/or extremely difficult in wet conditions.


5.2 Subgrade Assessment 5.2.1 Subgrade Sections

The roads were split into specific sections based on a visual identification of the road subgrade and the section in general. Each section was given an individual description. The sections were used to identify changes in subgrade; identify isolated rock outcrops; in-situ gravel; washed out sand; topography and existing bridges. The sections for Siha and Bagamoyo are shown in Table 10 and Table 11 respectively. The start and end points of the different sections were recorded by taking waypoints from a handheld GPS and by spraying paint on the nearest tree. A number of photographs of each section were also taken.

Splitting the road into different sections greatly helped in the design process. It made it much easier to refer to different sections of the road when having a description attached to it rather than just a chainage. This was particularly helpful on the road in Bagamoyo, where the road is very long and the soils along the road vary significantly from section to section. There were not very many useful landmarks in Bagamoyo, such as drainage structures, to use as reference points and the division of the road into sections was a very useful investigation.

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Africa Community Access Programme (AFCAP8) 52 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania

5.2.2 In-Situ Subgrade Tests

Pin Test

In the place of DCP testing, pin tests were carried out along the length of the two roads. The test was used to try gauge the initial strength of the existing road surface material (subgrade). The test was carried out using a one meter long piece of 12 mm steel rebar and a lump hammer. The rebar was hammered 200 mm into the ground using the hammer. The test was taken along the centreline of the road and not in the wheel tracks as it was too difficult to penetrate the material where the road had been compacted by traffic.

A test was taken at each subgrade section along the road. A larger number of tests were taken at sections where the soil type was uncertain. The point at which the test was taken was recorded by handheld GPS, and by placing a blue marking on the nearest tree, using spray paint, with the letter ‘H’ or ‘S’, indicating a ‘hard’ or ‘soft’ subgrade. A soft section was a section where the rebar penetrated the subgrade easily and a hard section is where it took a lot of effort to penetrate the subgrade.

The results of the pin test are available in Appendix B. A summary of the results for each subgrade section for the two roads is shown below. In conclusion, the pin test allows some insight into the strength of the soil.

For example, in Bagamoyo the sandy soils were hard and the plastic soils were soft. The lab test results were consistent with this. Problems arise at the borders between the subgrade sections. At these points the results were often conflicting. In Siha, the road contains a lot of rock outcrops and bed rock which made the results quite sporadic at times. Summaries of the pin test results are shown in Table 12 and Table 13.

Table 12 Summary of Pin Test Results for Siha

Section Result

1 Hard

2 Soft

3 Hard

4 Soft

5 Hard

6 Soft

7 Soft

8 Soft

Using a DCP is a much more accurate way of calculating the strength of the subgrade. The pin test method is only to give a preliminary indication, or expected strength of the subgrade. It is not expected to replace the DCP test or taking alignment trial pits.

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Table 13 Summary of Pin Test Results for Bagomoyo

Section Result Section Result

1 Hard 25 Soft

2 Hard 26 Soft

3 Hard 27 Soft

4 Soft 28 Soft

5 Hard 29 Soft

6 Soft 30 Soft

7 Hard 31 Hard

8 Hard 32 Soft

9 Soft 33 Hard

10 Soft 34 Soft

11 Soft 35 Soft

12 Soft 36 Hard

13 Soft 37 Hard

14 Hard 38 Hard

15 Soft 39 Soft

16 Soft 40 Soft

17 Soft 41 Hard

18 Soft 42 Hard

19 Soft 43 Soft

20 Soft 44 Soft

21 Soft 45 Hard

22 Soft 46 Soft

23 Hard 47 Soft

24 Soft 48 Soft

5.2.3 Jam Jar Tests

A simple settlement test was carried out to test the different soil types along the roads. The procedure for carrying out this test is as follows:

1. Obtain a cylindrical glass jar at least 300 mm tall and with a diameter of at least 100 mm and half fill it with soil.

2. Then fill the jar with water up to three quarters of its height. Add a small spoonful of salt.

3. Shake the jar well until all the contents are mixed.

4. Place the jar on a flat surface and wait until all the soil has settled and the water is clear. This can take up to 3 hours.

5. The soil will settle in layers with larger particles at the bottom and small ones on top. It should be possible to identify three main layers: a coarse layer (stones), a sand layer and a fine layer. The coarse layer contains particles larger than 2 mm. The sand layer contains particles smaller than 2 mm but which are visible to the naked eye. The fine layer contains particles that are too small to be seen by the naked eye29.

29 Spot Improvement Manual for Basic Access, TRL, Berkshire, UK, 2006

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The soil samples were taken using a mattock. At least one jar test was taken in each subgrade section along the road between Lawate and Kibongoto. The points at which the jar tests were taken were recorded by taking a waypoint from a handheld GPS and by placing a gold spray paint marking on the nearest tree.

The road between Bago and Talawanda had too many sections and there were too few jars to take tests at every section. As a result, it was felt that the best course of action was to pay particular attention to the sections where the soil type is uncertain. A jar test was also carried out on two of the gravel sources and the river sand along the Bago to Talawanda road.

The results of this test were not very accurate for the alignment materials. It was very difficult to tell the difference between clay, silt and sand. The border lines were very unclear and very difficult to tell by visual inspection. The above-mentioned jar tests are much better suited as an initial form of testing when looking for suitable gravel materials (when checking prospective gravel pits), than as a reliable and final material testing tool for road design.

The results of the jar tests are available in Appendix C.

5.2.4 Subgrade Classification CBR Classification

Both the road in Siha and Bagamoyo are located in a moderate climatic zone. As a result, the subgrade class is based on the 4 day soaked CBR value. Table 14, below, shows how the subgrade is classified based on the CBR value.

Table 14 Subgrade CBR Classification30

CBRdesign [%]

Dry climatic zones (both requirements shall be met)

Subgrade class

Wet or moderate

climatic zones 4 day soaked

value Tested at OMC 4 days soaked value

Density for determination of CBRdesign [%

of MDD]

S15 Min 15 Min 15 Min 7 95 BS-Heavy

S7 7 -14 7 -14 3 - 14 93 BS-Heavy

S3 3 - 6 3 - 6 2 - 6 100 BS-Light

Alignment Trial Pits and Laboratory Tests in Bagamoyo

Appropriate tests were completed and the full list of tests and results are available in Appendix D. The material assessments are in accordance with the TPMDM requirements assuming that the roads are located in a moderate climate. The different alignment material types are shown in Table 15.


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Table 15 Alignment Material Types for Bagomoyo

Alignment Material Number Soil Type and Material Description

Plastic Soils

1 Grey/ Black Plastic soil

2 Grey Plastic Soil

3 Light Grey Plastic Soil

Sandy Soils

4 Red Soil

5 Light Red Soil

Alignment Material Type 1 (Grey/ Black Plastic soil)

The grey/black plastic soil represents the most difficult material along the alignment of the road in Bagamoyo. The field investigation indicated that this soil may exhibit expansive properties. The PIW is the Plasticity Index weighted for the sample’s content of particles <425 μm. This value is used as an indicator of an expansive soil. If the soil has a PIW value greater than 20% then the soil should be considered expansive.

The PIW (Plasticity index * material passing 0.425sieve/100) on average is 22.6 which should be considered to have an expansive potential. However, the swell is 0.4% which may not indicate ‘high’ expansiveness. Once a soil has been identified as having expansive properties, the soil shall then be classified as either low, medium or high expansiveness as indicated in the Tanzanian Pavement and Materials Design Manual.

For this project the soil should be classified as low expansiveness and the soil will be classified as a low strength soil with a CBR < 3%.

Alignment Material Type 2 (Grey Plastic soil)

The grey plastic soil represents the second most difficult plastic soil along the alignment of the road in Bagamoyo. The average PIW value is 15.63 and does not exhibit expansive properties. The swell percentage is low to moderate. The soil is on the border line with low-strength soil. However,by applying higher compaction, say 98% if possible, the CBR strength is about 6, so close to S7 subgrade class. For this project, the soil will be classified as an S3 subgrade class. The soil will need improved subgrade layers.

Alignment Material Type 3 (Light Grey Plastic soil)

The light grey plastic soil represents the least difficult plastic soil along the road alignment in Bagamoyo. The average PIW value for this soil is 11.2 and shows that the material does not exhibit expansive properties. The swell is low to moderate. The soil is an S3 soil according to the TPMDM, however by applying higher compaction could most likely be classified as S7. One soil (PI 15, GM 1.24, CBR=12% at 95% compaction) sample is of much better quality than the rest and could probably be considered for being utilized as improved subgrade.

Alignment Material Type 4 (Red soil)

The sandy soils are the best materials located along the alignment of the road in Bagamoyo.

The material exhibits a high CBR at 98% compaction, at around about 60%, and the PI is relatively low, at around 8. The relatively high MDD, around 2050, also indicates that the material has good properties. Due to the soil’s fine grading, the material may exhibit two OMC’s one ‘false’ and one ‘true’ but the density may show little difference.

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This material is an S3 soil according to the TPMDM, with a CBR value of 3% at 93% compaction. However, if higher compaction can be achieved in the field can probably be classified as a higher S class.

Bagamoyo - Alignment Material Type 5 (Light Red soil)

The light red soil is very similar to the latter but is more fine grained which results in a lower MDD and slightly lower CBR at OMC. Surprisingly, the material exhibits higher soaked CBR than the previous. This material is an S7 subgrade according to the TPMDM, with a CBR value of 9% at 93% compaction.

Alignment Trial Pits and Laboratory Tests in Siha

Similarly, the road from Lawate to Kibongoto, in Siha, was split into three different alignment material types as seen in Table 16. A full list of laboratory tests and results for the alignment materials are available in Appendix D.

Table 16 Alignment Material Types in Siha

Alignment Material Number Soil Type and Material Description

Plastic Soils

1 Brown Clayey SILT

2 Red Clay

3 Light brown Clay

Alignment Material Type 1 (Brown clayey SILT)

This road had been previously gravelled and as a result, there was gravel material present in the sample. It may be an option to rip and mix the underlying gravel material in order to improve the subgrade and give the new subgrade a higher ‘S’ class. The field investigation did not indicate that the soil is expansive. The material will be considered an S3-S7 subgrade class depending on the compactive effort.

Alignment Material Type 2 (Red Clay)

The red clay, which is the material that is present for the majority of the road, is an S3 subgrade class. The field investigation did not indicate that the material has expansive properties.

Alignment Material Type 3 (Light brown Clay)

The light brown clay is an S3 subgrade class. However, the material is marginal to S7 if higher compaction can be achieved. The soil does not exhibit expansive properties.

5.3 Traffic Analysis 5.3.1 General

It was originally hoped that the demonstration sites would be built along roads meeting a criterion of 50 vehicles per day. However, after inspecting the proposed district roads for this project and realising that 50 vpd was not realistic it was decided that the roads selected for demonstration would be on those roads on which there would be a potential for 50 vpd once construction was finished.

5.3.2 Traffic Loading on Rural Roads

The District Engineers were asked if they had traffic counts for the two roads but none was available. However, during the selection phase traffic counts were given to the Consultant for other similar roads. So the information that was available at the time was used in estimating these traffic flows.

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For this project, the number of vehicles travelling along the road in both directions was estimated by the field team based on their experience of spending significant time on the project roads during the design phase of the project and being aware of a realistic traffic flow along the roads.

It was then estimated that there would be a sudden increase in traffic along the roads which would occur in response to the provision and improvement of the road, called generated traffic.31 This generated traffic was estimated as at being 50% of the initial traffic during the design phase of the project and 200% in the first year after construction.

Following this initial influx of generated traffic along the road, an estimated fixed percentage increase of constant traffic growth was established. This fixed rate of increase was chosen as 10% per annum over the design life of the road. The figure of 10% is to represent the increase in normal traffic and diverted traffic.

In order to determine the total traffic over the design life of the road the Average Daily Traffic (ADT) in the first year following the construction of the road was estimated. The ADT is defined as the total annual traffic summed for both directions and divided by 365.

5.3.3 Axle Loading

It was impractical to do an axle load survey and as a result, axle loads were estimated. An axle load survey was available to the Consultant from the Chalinze-Segere-Tanga project in Tanzania. This gave a good, realistic indication of the axle loads for each of the different vehicle classes. The axle loads estimated are available in Appendix E.

It was estimated that the vehicles travelling along the road would be full 50% of the time, empty 30% of the time and overloaded 20% of the time. An estimate of the vehicle loads were then distributed over each of the axles, for each of the different vehicle classes. Axle loads are not distributed over a vehicle evenly and the loads are weighted more heavily on the rear axle of a vehicle.

5.3.4 Equivalence Factors

Once the axle loads were estimated, the equivalence factors were calculated for each of the axles for each class of vehicle using the following equation31:

Equivalence Factor = (Axle Load (kg) / 8160)4.5

The damage that vehicles do to a road depends very strongly on the axle loads of the vehicles. For pavement design purposes the damaging power of axles is related to a ‘standard axle’ of 8160 kg, using equivalence factors which have been derived from empirical studies.

5.3.5 Design Traffic Loading

The above methods were used to calculate the design traffic loading for both roads. The calculations for design traffic loading are contained Appendix E and a summary is shown below in Table 17.

31 Overseas Road Note 31, A guide to the structural design of bitumen-surfaced roads in tropical

and tropical sub-countries, TRL, Crowthorne, Berkshire, UK, 1993

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Table 17 Summary of Design Traffic Loading

Design Loading (ESA x 106) Scenario 1 Pessimistic

Scenario 2 Realistic

Scenario 3 Optimistic Road Name

30% Decrease in Traffic

Actual Design Traffic

300% Increase in Traffic

Talawanda to Bago 0.05 0.16 0.50 Lawate to Kibongoto 0.05 0.17 0.51

Scenario 2 is expected to be the realistic design traffic loading for the roads. Both roads fall into the Traffic Load Class (TLC) 02 in the Tanzanian Pavement Design Manual. TLC 02 is defined as a design traffic loading of less than 0.2 million equivalent standard axles (mesa).

5.4 Condition Assessment 5.4.1 General

A condition assessment was done for each of the roads. The condition assessment includes analysis of the gradient, height and the possible travelling speed of a vehicle along the road. After driving up and down each of the roads and recording the trip data using a GPS, the data was analysed and assessed on Microsoft Excel. A number of graphs/profiles were produced using the GPS data; these graphs are available in Appendix F. Also, the road was divided into homogenous sections by analysing the GPS data recorded based on speed.

5.4.2 Gradient

The gradient was used to give a good indication of the sections that are impassable along the roads during the wet season. Steep slopes combined with slippery surfaces in the rain season can lead to the loss of basic access. The road was divided into different terrain types by gradient as shown in Table 18 below.

Table 18 Terrain Type as Defined by Gradient

Vertical Gradient

0% 3% Flat

3% 5% Slight

5% 10% Moderate

10% 15% Steep

15% 50% Very Steep

The road in Siha is extremely steep, with gradients of over 30% and with over 60% of the road being moderate, steep or very steep. The road in Bagamoyo is not steep with almost 80% of the road having a gradient of 5% or less. Graphs of the gradient versus chainage are available in Appendix F. These graphs were used in the selection of the trial section in Siha, where any gradient above 5% requires a robust pavement.

Due to the steep nature of the road in Siha, the gradient alone was enough to assess the various demonstration sections. A visual assessment was also done, but this only highlighted and confirmed the problems related to the gradient. In Bagamoyo, there is only one moderate to steep gradient.

A summary of gradient categories for both road sections is shown in Table 19.

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Table 19 Length of Different Gradient Categories for Both Roads

5.4.3 Speed

The speed and the time taken to travel along the road give an indication of the roughness of the road and indicate the quality of the road surface. By assessing the speed before and after construction of each of the roads, it will give a good indication of the improvement of the different sections. Table 20 gives a summary of the average speed and the average time taken to travel up and down each of the two roads.

Table 20 Average Speed and Travel Times for Both Roads

It is important to note that even though the road in Siha is much steeper, and the height differential is much greater than the road in Bagamoyo, the average speed travelling along the road in Siha is significantly greater. This gives an indication that the road surface in Bagamoyo is rougher than that in Siha.

5.5 CuSum Analyses 5.5.1 General

The CuSum Analysis is a method of establishing homogenous sections by analysing one parameter at a time. In summary, it involves comparing a specified parameter to its average value. Areas of homogeneity are shown on a graph as a section with a similar gradient. Where the gradient of the graph line changes, so does the parameter which is being analysed, therefore, that is where the section properties change. By locating the sections with similar gradients, the corresponding homogenous sections can be defined.

5.5.2 CuSum Analysis Based on Speed

For this project, speed was the parameter used to define homogenous sections. It was originally hoped to use these different sections to select the different demonstration sections but in the end the data was not used to its full potential.

The theory behind using this to select the demonstration sections is that where the average speed is slow, the section is poor and where the average is fast, the section is good. Limited analysis was done on this possible method of selecting trial sections and further work will have to be done to assess how valid an indicator this is.

It was simpler to use the gradient, the subgrade and a visual assessment to select the demonstration sections. The different homogenous sections defined by speed are shown in Table 21 and Table 22 on the following page. The average speed will be assessed for each section after construction so a comparison of the roughness before and after construction can be done.

Length Flat Slight Moderate Steep Very Steep Bagamoyo

km 14 4 3 0.1 0.01 % 70 17 13 0.6 0.05 Siha

km 3 3 4 3 1 % 22 20 31 19 8

Parameter Bagamoyo Siha Length (km) 20.5 14 Average Speed (km/hr) 19 27 Average Time Taken (mins) 66 39

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Table 21 Road Sections Based on CuSum Analysis for Speed in Bagomoyo

Section Chainage (km) Average Speed (km/hr) 1 0.000 0.440 0.15

2 0.440 0.75 0.57

3 0.750 1.975 1.37

4 1.975 2.512 19.94

5 2.512 3.00 14.23

6 3.000 3.105 35.00

7 3.105 3.95 14.97

8 3.950 4.800 27.83

9 4.800 5.250 19.88

10 5.250 6.250 25.00

11 6.250 7.400 13.23

12 7.400 8.000 23.94

13 8.000 10.700 17.58

14 10.700 14.150 31.63

15 14.150 14.450 15.92

16 14.450 14.850 30.22

17 14.850 15.250 16.06

18 15.250 16.900 24.17

19 16.900 18.400 37.27

20 18.400 19.150 18.52

21 19.150 20.480 21.97

Table 22 Road Sections Based on CuSum Analysis for Speed in Siha

Section Chainage (km) Average Speed (km/hr) 1 0.000 1.381 30.30

2 1.381 1.488 10.60

3 1.488 1.975 26.00

4 1.975 2.435 16.50

5 2.435 4.782 30.00

6 4.782 5.090 18.50

7 5.090 7.031 26.00

8 7.031 7.580 20.40

9 7.580 8.191 26.50

10 8.191 8.386 13.70

11 8.386 9.661 27.80

12 9.661 10.378 22.80

13 10.378 11.335 11.60

14 11.335 12.132 18.50

15 12.132 13.000 13.60

16 13.000 13.48 18.70

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5.6 Drainage Assessment

A schedule of drainage structures is provided in Appendix G. The following pages discuss drainage options considered for the demonstration roads.

5.6.1 Culverts

Culverts are the most commonly used structures on low volume roads and provide a relatively inexpensive drainage solution where a full-scale bridge is not required (see Figure 17). There are two main types of culvert, relief culverts and stream culverts. Relief culverts are placed at low points in the road or where there is no defined stream but the topography of the ground requires some allowance for cross drainage. Stream culverts simply allow the watercourse to pass underneath the roadway.32

Culverts can be constructed by numerous methods and combinations. Common examples include corrugated plastic pipes, steel pipes or arches, precast or in-situ concrete, boxes or box shapes consisting of a concrete slab (or timber) resting on blockwork.33

The culvert should be constructed on sound foundations such as rock and located in the original stream bed, with its invert level following the natural grade of the channel. In certain cases realignment of the stream may be possible; however, it is advisable to try to follow the stream’s original route to avoid future problems.

Pipe diameters should be sufficiently large to allow entry for cleaning - typical sizes are 600 mm and 900 mm with the lager diameter preferable. The grade should be no less than 1.25% for pipes and 0.5% for boxes to avoid silt blockages. Outlets should be at ground level, however, where the culvert may be constructed on a steep slope, any drop at the outlet should be provided with means of reducing water velocity and thus reducing serious erosive damage at the discharge end. This can be done by widening the outlet or using a stilling well. 32

Figure 17 Photograph of Small 300 mm Pipe Culvert

300 mm Pipe Culvert

Photograph of a typical 300 mm pipe culvert. In reality, culvert sizes as small as these should be avoided, as they are difficult to keep clear of debris. A culvert should be large enough to allow easy cleaning, maintenance and removal of any foreign objects which may become lodged in it.


32 Low Cost Structures for Rural Roads (Final Draft): A Practical Planning Design, Construction

and Maintenance Guide, Global Transport Knowledge Partnership, United Kingdom, June 2009.

33 Spot Improvements Manual for Basic Access, TRL Ltd., United Kingdom, 2006.

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5.6.2 Drifts

Drifts are a basic, inexpensive form of watercourse crossing. They are designed to provide a firm driving surface in a river bed so as traffic can pass in periods of moderately high water levels, while also causing minimal disturbance to flow. They come in two forms, either relief drifts or small watercourse drifts. Relief drifts take water from side drains where the road is on sloping ground and the uphill section cannot be drained using mitre drains. Small watercourse drifts are used where flows are very small or perennial and both allow the water cross the road34 35

Types of drift construction include concrete slabs, cement bonded stone paving, dry pitched stone paving and gabions with gravel or broken stone. Selection depends on factors such as the nature of the river bed, expected water volume and flow rates, availability of different construction materials and cost of labour34. See Figure 18, showing a small concrete drift structure on the Lawate to Kibongoto road in Kilimanjaro region.

Variations such as vented drifts, causeways or Irish bridges, allow water pass through openings in a similar fashion to a culvert, but can withstand overtopping without damage. Openings in vented drifts should also be constructed large enough to help prevent blockages and allow entrance when cleaning or periodic maintenance is required34.

All drifts should have guide stones to inform road users of the drift width when flooded. They should also have an entrance and exiting ramp, sloped at 5–10%, which extends above the annual flood water level. Selection of the gradient depends on the expected traffic type using the road, 10% for cars and light trucks, 7.5% for minibuses and medium trucks and 5% for heavy lorries and other large vehicles. All drift structures also require proper foundations and anchoring as well as scour protection to the road prism34.

Figure 18 Small Drift in Kilimanjaro Region

Drift Structure

Photograph of a drift structure in Kilimanjaro Region. These structures allow vehicles cross small water courses in periods of wet weather. They are designed to allow ‘over-topping’, however, even when covered in water, vehicles should be able cross under all but the most severe circumstances.


34 Low Cost Structures for Rural Roads (Final Draft): A Practical Planning Design, Construction

and Maintenance Guide, Global Transport Knowledge Partnership, United Kingdom, June 2009.


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5.6.3 Roadside Drainage

Unlined Drains

An unlined drain is a simple excavated ditch, where water can be collected and transferred to an area where it can flow away, as seen in Figure 19. Drains should be as short as possible, with a gradient of around 2% levelling out to 0% at the end to allow water exit at a low velocity. The base should typically be at least 0.5m wide. However, if it is following an existing water course it should remain at the same width as that watercourse. The drain side slopes should be a maximum of 45º.

Excavated material should be spread as far as possible away from the drain structure to prevent material being washed back into it during periods of heavy rain. Light vegetative growth, such as grass, on the sides of the drain can be beneficial and should be encouraged, as it helps prevent erosion36 but needs to be maintained to prevent overgrowth.

Figure 19 Un-lined Roadside Drain

Un-lined Drains

Un-lined roadside drains, which remove water from the pavement to an area where it can then be discharged.


Lined Drains

Drains can be protected against erosion by lining with an erosion resistant material, such as stone pitching, masonry or bricks, as seen in Figure 20. In such situations it is also important to ensure that water can enter the drain, unimpeded from the road surface. If water cannot enter the drain, it will erode the soil between the edge of the road and the side drain, eventually undermining the drain structure36.


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Figure 20 Lined Roadside Drains

Lined Drains

Photo of an old roadside drain lined with concrete slabs. In areas with large water volumes and where water may be moving quickly, lined drains protect against the ensuing erosive effects.


5.6.4 Scour Checks

Scour checks reduce the speed of water in the side drain, as shown in Figure 21, resulting in less erosion. In general they can be made from local materials, including timber, bamboo and stones. Rigid scour checks should not be made from concrete or wet masonry in loose soil. Scour checks should be provided at a sufficient spacing to keep the water below that which will cause erosion. The spacing depends upon the type of soil and the gradient of the side drain. Table 23 should be used as an initial guideline37.

Figure 21 Sketch of Scour Checks29

Scour Checks

Scour checks help reduce the speed of water in a roadside drain, preventing excessive erosion from occurring.



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Table 23 Spacing Guide for Scour Checks29

Gradient of Side Drain (%)

Spacing of Scour Checks (m)

< 2 Not necessary 2-5 15 5-8 8 8-10 5 > 10 3

5.6.5 Mitre Drains

Side drains overtop or erode if the volume of water is high. If the drain overtops, water can damage the surface of the road. Whenever the road is inclined and if the gradient of the terrain permits it, a mitre drain should be provided. A mitre drain diverts water away from the road, as seen in Figure 22 below. 37

A mitre drain should turn away from the side drain at an angle of 45°. The side drain should be blocked where the mitre drain starts to ensure that all the water in the side drains enters the mitre drain. The mitre drain should have a gradient of around 2% that reduces to 0% at the exit so that the water leaves at very low speed. The base of the mitre drain should be at least 0.5 metres wide and the sides should have a maximum slope of 45°. The excavated soil should be spread far from the mitre drain so that it is not washed back into the same drains when it rains. 37

Mitre drains should be provided at a spacing according to Table 24, although this can be reduced if overtopping or erosion becomes critical. 37

Figure 22 Sketch of Mitre Drains38

Mitre Drains

Mitre drains divert water away from the road and the roadside drains in areas where they may be at risk of overflowing. This reduces


Table 24 Spacing of Mitre Drains38

Gradient of Side Drain (%)

Spacing of mitre drains (m)

< 2 100 2-5 60 5-8 40 8-10 20 > 10 10

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5.6.6 Surface Water Diversion Humps

In many situations, the carriageway/track can be at a lower level than the surrounding land and has no camber. In such instances, accumulating water cannot exit to the surrounding land and instead flows down the track, causing erosion of the surface. In order to prevent erosion damage it is important to ensure that water does not accumulate on the track and cannot flow along the surface. One simple way to do this is by creating gravel diversion humps on the road surface38.

A diversion hump is a ridge which is constructed diagonally across the carriageway, as seen in Figure 23 channelling water off the road surface and into mitre drains at the side of the track. It is recommended that humps are installed on all tracks that are sufficiently inclined and which may allow water flow along their surfaces. Removal of this surface water prevents accumulation and subsequent deterioration from potholes which would form in low points in the track. Humps should be constructed to the spacing illustrated in Table 25. If longitudinal erosion still continues, these spacings may be reduced38.

Table 25: Frequency of Surface Water Diversion Humps38

Spacing of Diversion Humps (m) Gradient of Track (%)

Clay Sand

<2 100 50

2-4 60 30

4-6 40 *

6-8 25 *

>8 * *

* Not recommended

Figure 23: Sketch of Water Diversion Humps38


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5.7 Construction Material Investigations 5.7.1 Introduction

This section discusses the different gravel materials that were found and tested to investigate their suitability to be used for pavement layers.

5.7.2 Location of Borrow Pits

Investigations were done to locate a number of gravel sources for each of the access roads. In Bagamoyo, the local elders in the villages were consulted to try and establish local gravel sources. As a result, two gravel sources were located. The field team employed local workers to create tracks, dig trial pits and take samples of the material for relevant laboratory tests. In Siha three gravel sources are available. Two borrow pits were located with the help of the District Engineer.

Location of Materials in Bagamoyo

The chainage and offset of the proposed borrow pits are shown in Table 26. The two borrow pits are located at opposite ends of the road and will help to reduce the haulage distances. The offset tracks were created by the field team, however, it is expected that the contractor will establish shorter tracks at a later stage.

Table 26 Location of Borrow Pits 1 and 2 in Bagomoyo

Name Chainage(km) Offset(km) Description

Borrow Pit 1 15.56 1.62 Grey Decomposed Granite Gravel

Borrow Pit 2 2.72 1.25 Red Quartzitic Gravel

A hand written map with the location of the borrow pits is available in Appendix H. A detailed trial pit investigation was taken for the borrow pits in Bagamoyo. Samples were taken for testing to assess their suitability for their use in pavement layers. Trial pit logging forms, as shown in Appendix H were used in Bagamoyo and quantities of material were estimated for each of the borrow pits. The profiling parameters for each of the borrow pits are shown in Table 27 and Table 28.

Initial investigations on borrow pit 1 indicated that there is 3000-5000 m3 of grey decomposed granite gravel. Based on the visual inspection, this material may be suitable for use in an otta seal or a sand seal. Investigations on borrow pit 2 indicated that there is approximately 5000 m3 of red quarzitic gravel.

Samples for each of these materials were taken to the Central Materials Lab in Dar es Salaam for testing.

Table 27 Profiling Parameters for Borrow Pit 1

Borrow Pit 1 -Grey Decomposed Granite Gravel

Soil Type Natural Gravel –Decomposed Granite Gravel

Consistency Dense

Moisture Slightly Moist

Colour Dark Grey

Origin Transported

Tests to be Carried Out Atterberg Limits,. Grading, Linear Shrinkage, Swell and Ten Percent Fines

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Borrow Pit 2 -Red Quarzitic Gravel

Soil Type Natural Gravel - Quartzitic Gravel

Consistency Dense


Colour Dark Reddish Brown

Origin Transported

Tests to be Carried Out MDD and OMC, CBR at OMC, CBR 4 day soaked, Atterberg Limits, Grading, Swell, Linear Shrinkage and Ten Percent Fines

Construction Materials – Siha

Borrow pits 1 and 2 are at the same location. Borrow pit 1 is at the bottom of a hill and borrow pit 2 is at the top, above borrow pit 1. Both borrow pits are well established. Borrow pit 3 is located on the left hand side of the Moshi to Arusha road before Kilimanjaro Airport. All locations are provided in Table 29.

The haulage distance for these materials is significant. It is expected that the contractor should be able to locate material suitable for improved subgrade closer to the road itself and this material from the borrow pits will be used for subbase and base material. A hand written map with the location of the borrow pits is available in Appendix H.

Table 29 Locations of Borrow Pits 1, 2 and 3 in Siha

Name Chainage (km) Offset (km) Description

Borrow Pit 1 0 11.48 Volcanic Tuff



The profiling parameters for each of the borrow pits are shown in Table 30, Table 31 and Table 32.

This material had also been previously used by the District Engineer on other projects and shown to be of good quality. The materials were tested for suitability for use in Otta Seal surfacing. The following tests were carried out on this material: MDD/OMC, CBR at OMC, CBR 4 day soaked, Atterberg Limits, Grading, Linear Shrinkage, Swell (%) and Ten Percent Fines.


Profiling Parameters

Material type Volcanic Tuff

Colour Pale Red


Consistency Dense

Origin Volcanic

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Material type Volcanic tuff

Colour Light Grey


Consistency Dense

Origin Volcanic



Material type Volcanic tuff

Colour Dark Brown


Consistency Dense

Origin Volcanic

5.7.3 Analysis of Borrow Pit Material

The construction materials found in preliminary investigations were analysed and assessed using the Tanzanian Materials and Pavement Design Manual requirements assuming that the roads are located in a moderate climate. A summary of the pavement material design characteristics, as stated in the TPMDM is shown in Table 33.

Table 33 Pavement Material Characteristics

Material CBR PI (General Req)

Wet/Mod Climate Granular at

OMC 4 day soak

Wet/Moderate Climate

dmax Field Density

G80 ▬ 80 8 98% MDD, BS-heavy G60 ▬ 60 10 98% MDD, BS-heavy G45 ▬ 45 14 95% MDD, BS-heavy G25 ▬ 25 16

2/3 compacted

layer thickness 95% MDD, BS-heavy

Construction Materials - Bagamoyo

Borrow Pit 1

The laboratory test results for borrow pit 1 are located in Appendix H The Atterberg limits for the material from borrow pit 1 show large variation in the samples tested. The material is generally too fine to be used in an Otta seal unless some of the fines are screened out. The grading indicates that the material should not be used in a sand seal. With an average PI of 17.3% the material will probably not be suitable for a sand seal even if screened for oversize material and fine material.

Visual assessment of stockpiled material will determine whether the material can be used or not as there is a rather large variation in the test results.

Although no CBR values were taken, the material satisfies the other requirements for a gravel wearing course. As the shrinkage product value is about 240 it should be considered to be used in built-up areas as the dust problem will be reduced.

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Borrow Pit 2

The laboratory test results for borrow pit 2 are located in Appendix H. The Atterberg limits for the material from borrow pit 2 show large variation in the samples tested. The material is marginal for an Otta seal, with a high percentage of fine and coarse material and the PI is also high.

Apart from this material being on the borderline for G25 requirements, it does not comply with the Tanzanian Design Manual for unbound materials. At OMC, 98% compaction the material achieves a CBR of 62% and has an average PI value of 20.4%. The GM is relatively high, around 2.0 and the material should not be ruled out to be used in pavement layers. Visual assessment of stockpiled material will determine whether the material can be used or not as there is a rather large variation in the test results.

As a gravel wearing course the material satisfies the requirements for minor roads. The shrinkage product is about 350 and the material should preferably be used in built up areas due to dust problems.

Construction Materials – Siha

Borrow Pit 1

The low dry density of 1536kg/m3 confirms that this is material is volcanic tuff. In general, volcanic tuff has a different behaviour to other ‘normal’ types of material. The workability during construction may be different and in particular they are sensitive to moisture.

Apart from some oversize material in the grading, the material falls within the Otta seal grading envelope (medium high to dense low). However, as this is a volcanic tuff, it yields high voids and the binder content will have to be adjusted upwards to be used in an Otta seal. The 10% FACT values of 7 kN and 9 kN, wet and dry respectively, are very low but unfortunately, commonly used soil testing methods do not really reflect the properties of these types of volcanic materials. This is based on the experience of the Consultant. The water absorption value of 20.7% is also very high.

The material satisfies the G45 CBR criteria and G60 at 100% compaction. It is non-plastic and should be considered for use in both subbase and base layers. Practically, this material can not be considered for use as an Otta seal aggregate because the water absorption is so high and would require too much bitumen to make it work.

Borrow Pit 2

The fines content for this material is quite high, but the GM value is reasonable, at 2.0. It has a high PI value of 11 and has a soaked CBR of 91% at 98% compaction. Based on the test results the material satisfies the G60 criteria and can be considered to be used in both subbase and base layers. The material is too fine to be used in an Otta seal but in practice could be more workable than the borrow pit 1 material if the some of the fine material is screened.

Borrow Pit 3

This material has a high soaked CBR of 113% at 100% compaction and low PI value of 7% and can be used in all pavement layers. The grading also indicates that it can also be used as an Otta seal aggregate with some screening of oversize material and also as a gravel wearing course, preferably with a sand cushioning layer.

5.7.4 Conclusions Bagomoyo

In Bagamoyo, the availability of good gravel material was limited. Initial tests showed that the red quarzitic gravel was only marginal for G25. As a result, other options were explored. The idea of using the red sandy soils or the red quartzitic gravel in Bagamoyo for subbase and base was considered. By using these materials, the shoulders of the road would also need to be sealed, and then a dry climate approach to the pavement design would be adopted instead of a moderate climate. By sealing the shoulders this would reduce the seasonal moisture variation in the

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pavement. However, sealing the shoulders of the road was not considered a practical, cost effective solution for low volume rural roads. By sealing the shoulders, in effect you are just widening the road.

Also, the use of lime and cement to stabilise the pavement layers was considered. This proved to be uneconomical for low volume rural roads. It was decided to continue with the project without any suitable gravel material for pavement layers in Bagamoyo and further testing would be carried out on locally available materials once they are stockpiled. Following the tender of the project, further investigations indicated more gravel sources available for the road in Bagamoyo. Tests are currently being carried out on recently discovered materials. This new gravel material will not be discussed in this report but will be discussed in the Construction Report for the project once full analysis of the material is carried out.

Siha

In Siha a number of good gravel pits were found in the preliminary investigations. Three borrow pits were found and between the three different materials, we found material suitable for G45, G60 and G80 pavement layers. All results are available in Appendix H.

5.8 Pavement Materials

Selection should be based on availability of local material and effectiveness as an appropriate solution. A guide to surfacing suitability is set out in Table 34 below.

Table 34 Sample Guide to Surfacing Suitability

Pavement Type

Lo

cal M

ater

ials

Fla

t te

rrai

n

Ste

ep T

erra

in

Po

pu

late

d A

reas

Mar

shy

Are

as

Lo

w S

tren

gth

S

ub

gra

des

Sm

all C

on

trac

tor

Su

itab

ility

Lik

ely

Co

st A

dva

nta

ge

Mai

nte

nan

ce R

edu

ctio

n

Gravel Pavement + + - - - + + + - Un-reinforced Concrete - + + + + - + + + Reinforced Concrete - + + + + - + + + Concrete Geocells - + + + + + + + + Concrete Strips - + + + + + + + + Concrete Paving Blocks - + + + + - + - + Hand Packed Stone + + + - + + + + - Single Otta Seal with a Sand Seal - + - + + - + - +Double Otta Seal - + + + + - + - + Double Sand Seal - + - + - - + - + Slurry Seal - + - + + - + - - Double Surface Dressing - + + + + - + - + Bitumen Penetration Macadam - + + + + - + - + Engineered Natural Surface + + - - - - + + -

Note: + indicates positive advantage; - indicates a probable disadvantage

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5.8.1 Surfacing

The following surfacing materials were chosen for use on the demonstration sites. A brief description of the surfacing and reason for use is given below.

Double Sand Seal

A double sand seal is a simple bituminous surface, suitable for use on low volume rural roads. It shall be used in residential locations to limit dust pollution.

Slurry Seal

Slurry seal is a thin bituminous surfacing, constructed from a mixture of fine aggregate and bitumen emulsion. It shall also be constructed in some residential areas to limit dust pollution.

Otta Seals

Otta Seal surfaces shall be used in areas which have higher traffic volumes and also in areas where dust control is an issue.

Surface Dressings

The only surface dressing option chosen was a double surface dressing as shown in below. It shall be used in areas where traffic levels may be above average or areas with a moderate gradient.

Penetration Macadam

Penetration macadam shall be used in areas where there are steep gradients, sharp turns and/or where dust pollution is an issue. A description and photograph of this option is shown in below.

Concrete Surfaces

All concrete construction shall be implemented in areas which have steep gradients, poor subgrades, erosion issues or other problems under which a bituminous surface would not perform.

• Un-reinforced slabs shall be used where there problems are mostly involving steep gradients.

• Lightly reinforced slabs shall be used in areas with steep gradients, however, they shall be able tolerate slightly weaker subgrades than an un-reinforced slab.

• Concrete geocells shall be used in areas with steep gradients on which a bituminous surface cannot be placed. They shall also be used in areas affected by erosion issues.

• Concrete strips shall be implemented in areas which have poor subgrades, steep gradient or areas which suffer the effects of erosion.

Segmental Block Surfaces

Hand packed stone shall be used on areas of expansive soil or areas of soft ground, where a flexible surface is required. Hand packed stone shall allow some movement of the surface, and this is important when constructing on expansive soils. Concrete paving blocks shall be used in areas with a steep gradient or where there are sharp bends.

5.8.2 Pavement Layers

The pavement layers generally consist of the base, subbase and sometimes a selected subgrade layer. The following materials were considered for use on the project roads:

Natural Gravel

For major roads natural gravel can be used as subbase material where it provides a strong foundation layer to resist vertical forces and being cohesion-less material, it inhibits capillary action preventing water rising to the layers above. For this project, considering low volume rural roads, natural gravel is considered appropriate for base and subbase.

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Stabilised Gravel

Lime and cement stabilised gravels were dismissed as a viable pavement material. This was because of high costs which were not justified for a rural road.

5.9 Demonstration Pavement Design 5.9.1 General

The TPMDM requires that all subgrade is brought up to a design strength of CBR minimum 15% by constructing one or more improved subgrade layers. A subgrade class S3 requires a G7 improved subgrade layer and a G15 improved subgrade layer to bring the subgrade up to a CBR of 15%. An S7 subgrade requires a G15 improved subgrade layer to bring the subgrade up to a CBR of 15. An S15 subgrade requires no improved subgrade layers.

After carrying out the materials investigation, some pavement designs required modification to suit the materials which were available in the local areas. These modified designs are outlined below.

5.9.2 Bitumen Pavement Design

The bituminous pavement design was modified from the original as the TPMDM does not have sufficient sample data for low volume rural roads with a traffic load <0.2 mesa, making it difficult to achieve a pavement design. For these low volume rural roads in Tanzania, the majority of the ESA comes from heavy vehicles which are often overloaded and as a result, it was decided to increase the subbase requirement from G25 to G45 to accommodate the overloaded heavy vehicles. Subsequently, the thickness was reduced from 150mm to 100mm. The amended design for a bitumen surface is shown in Table 35.

Table 35 Amended Bituminous Pavement Design

Pavement Layers for a Bitumen Surface Climate Zone Moderate Traffic Class TLC 02

Design Traffic Loading ESA 0.2 million ESA Subgrade Class S3 S7 S15

Max. Design Subgrade Strength (CBR) 6 14 30 Granular Pavement Layers

Bitumen Surface G80 0 0 0

Base G60 150 150 150G45 100 100 100

Subbase G25 0 0 0G15 150 150 0

Improved Subgrade G7 150 0 0

Fill G3 0 0 0

5.9.3 Gravel Road Pavement Design

The design for a gravel road remains the same as in the TPMDM, as no modifications are required.

Materials for gravel wearing course (GWC) shall comply with the requirements given in Table 36. The given material requirements are valid for fully engineered gravel roads. The CBR requirements can be reduced to 15% for minor gravel roads; however the given material standards shall be aimed for wherever it is economically possible.39


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Table 36 Gravel Wearing Course Specification

Material Properties Requirements Climate zones

Wet Moderate or Dry CBR [%] at 95% of MDD (BS-Heavy

Compaction) min 25 after 4 days

soaked Min 25 at OMC

% passing 37.5 mm min 95

Shrinkage product, SP = LS x (%passing 0.425 mm)

120-400

Grading Coefficient GC 16-34

Field dry density, [% of MDD] (BS-Heavy Compaction) min 95

For minor roads, pavement and improved subgrade for minor gravel roads should be constructed in accordance with Table 3740.This design shall be limited to roads with a maximum of 50 AADT.

Table 37 Pavement and Improved Subgrade for Minor Gravel Roads40

Pavement Layers for a Gravel Wearing Course Climate Zone Moderate

Subgrade Class S3 S7 S15 Max. Design Subgrade Strength (CBR) 6 14 30

Granular Pavement Layers Gravel Wearing Course 150 100 100

Improved Subgrade G7 150 0 0

It is important to note that, even though the design standards for gravel pavements in Table 37 are as set out in the Tanzanian Pavement and Materials Design Manual, it is one of the aims of this project to compare the different pavement options to the standard gravel pavement in Tanzania for District Roads. The Districts rarely follow these standards and it is important that we compare these pavements to what is actually done in Tanzania to have a meaningful whole life cost analysis comparison. The standard gravel pavement treatment usually consists of a 100 -150mm layer of gravel regardless of the subgrade and these treatments generally perform well.

5.9.4 Hand Packed Stone, Concrete Geocells and Concrete Strips

The design of the hand packed stones, concrete Geocells and concrete strips follows the guidelines for the design of a major gravel road with an AADT of 20 – 100.

The final design for the hand packed stone, geocells and concrete strips is shown in Table 38.

40Pavement and Materials Design Manual, Ministry of Works, The United Republic of Tanzania, 1999

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Table 38 Pavement Layers for Hand Packed Stone, Geocells and Concrete Strips

Pavement Layers for a Hand Packed Stone, Geocells and Concrete Strips Climate Zone Moderate Traffic Class TLC 02

Design Traffic Loading ESA 0.2 million ESA

Subgrade Class Low strength S3 S7 S15

Max. Design Subgrade Strength (CBR) 2 6 14 30 Surfacing

Hand Packed Stone 200 200 200 200 Geocells 75/100 75/100 75/100 75/100

Concrete Strips 100 100 100 100 Granular Pavement Layers

G80 0 0 0 0Base

G60 0 0 0 0G45 150 150 150 150

Subbase G25 0 0 0 0G15 100 100 100 0

Improved Subgrade G7 150 150 0 0

5.9.5 Concrete Pavement Design

The TPMDM does not cover the design of concrete pavements. However, when using a concrete pavement, most of the load is carried by the concrete slab and less by the foundation. Good resistance against the effect of traffic loading and high tyre pressures, are typical features of concrete pavements.41 In the case of a concrete pavement, the base layer can be removed because of the added strength provided by the surface layer.

The design of the different concrete pavements in this project follows the basic design method set out in the TPMDM, of bringing the subgrade bearing capacity up to a CBR of 15% by means of one or more improved subgrade layers. The suggested designs for the concrete pavements are considered appropriate for low volume rural roads because they are suitable for labour based construction and have a relatively low whole life cost. The following designs can be used in conjunction with the TPMDM to design low volume rural roads in Tanzania.

For a concrete surface on an S3 subgrade, the subbase was reduced to 100 mm but the layer was increased to G60 quality. The final pavement design for un-reinforced concrete, lightly reinforced concrete and concrete paving blocks on an S3 and S7 subgrade are shown in Table 39 and Table 40 respectively.

The thickness of the concrete pavements will vary. The concrete pavements will be either 75 mm or 100 mm and tested under similar conditions over a long period of time and conclusions can be drawn on which thickness is more suitable for low volume rural roads.


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Table 39 Design for Concrete Pavement on S3 Subgrade

Pavement Layers Surfacing Concrete Surface Paving Blocks Thickness 75/100 65

Granular Pavement Layers Bedding Sand 0 15

G60 100 0 G45 0 150 Subbase G25 0 0 G15 150 150

Improved Subgrade G7 150 150

Subgrade Class S3

Table 40 Design for Concrete Pavement on S7 Subgrade

Pavement Layers Surfacing Concrete Surface Paving Blocks Thickness 75/100 65

Granular Pavement Layers Bedding Sand 0 15

G60 0 0 G45 150 150 Subbase G25 0 0 G15 150 150

Improved Subgrade G7 0 0

Subgrade Class S7

5.9.6 Weak Subgrades (Black Cotton Soil)

As stated in the previous pavement design section, the ideal solution for treatment of areas of black cotton soil is removing it entirely. However, this is costly and uneconomical for a rural road. The alternative option was excavating 600 mm of the material, replacing it with non-plastic fill, use the excavated soil to increase the slope of the shoulders and reshape and re-compact the base and surface every few years.

This method was considered to be unjustifiable on these roads. The modified design method assumes an S3 subgrade class and provides surfacing such as hand packed stone, concrete strips or geocells that can accommodate some movement in the subgrade and can be easily maintained.

5.10 Geometric Design 5.10.1 Final Geometric Design

A crossfall of 6% shall be used for earth and gravel roads. It was considered having a 3% camber for the carriageway and 5% for the shoulders for a paved road, which would have been suitable but concerns over a small contractor’s ability to do this meant that a crossfall of 4% would remain for the carriageway and shoulder of a paved road.

A carriageway width of 3.5m, with a 1m gravel shoulder was originally proposed for the project roads. However, following budget constraints, it was agreed by the Consultant, the District Engineers, PMO-RALG and Technical Manager for AFCAP that the carriageway width would be reduced and would not have to meet the specifications set out in the Tanzanian Pavement and Materials Design Manual.

It was agreed that for the project in Bagamoyo, the carriageway width would be reduced to 3.0m with a 1.0m gravel shoulder with passing bays at regular intervals.

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It was agreed that for the project in Siha, the carriageway width would be reduced to 3.1m for the first 3.0km of the road. The traffic along this road tends to reduce after km 2.5-3.0. The road width will then remain as it stands presently and will not be widened. This solution was suggested by the Technical Manager of AFCAP and agreed by all parties involved.

5.11 Conclusions

• TPMDM does not adequately cover all pavement options – however, this was already known to be the case.

• Modifications were made to the standard designs and these are deemed appropriate and suited to the locations.

• The availability of suitable local materials is an important consideration in the design process

• 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

• Lime/cement stabilisation of natural gravel and sealing the shoulders of the road are not considered cost effective solutions for low volume rural roads

• A single lane carriageway with passing bays at regular intervals is considered suitable for low volume rural roads

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6. STRIP MAPS

6.1 General

The data from the investigations was combined and put into a strip map provided in Appendix I and used to assess which sections were suitable as trial sections. The strip map produced for this project combines the different profiles from the GPS data with a drainage system for each of the roads and provides the following information to the designer:

• Vertical Gradients

• Subgrade Type

• Alignment Trial Pits

• Subgrade Bearing Capacity

• Road Condition Sections Based on Speed

• Features and Observations including Drainage System

• Demonstration Sections

• Pavement Layers

• Visually Assessed Poor Sections

• Photographs

Once the above in formation was placed into the strip map the following factors were the main factors used to indicate the poor sections along the road:

• The gradient of the road

• The in-situ subgrade

• Visual Assessment

When all three factors were lined up in the strip map with a corresponding chainage it made it much easier to select the final demonstration sections along the road.

The road in Siha is extremely steep and this is what determined the demonstration sections. On the other hand, while the steep sections in Bagamoyo did influence the trial sections, the real problem sections are the sections with the low strength, expansive plastic soils (black cotton soil). These sections cannot be sealed due to their expansive properties and will be gravelled or provided with an alternative, more flexible surfacing. The final factor in determining the demonstration sections was a visual assessment. These sections were recorded and added into the strip map section called ‘Visually Assessed Poor Sections’ and indicated in orange.

6.2 Explanation of the Strip Map

This section explains the different information combined in the strip map.

6.2.1 Features and Observations

The drainage system was designed and put in the ‘Features and Observations’ section of the strip map. This indicates the flow of the water, positions of culverts, drifts, bridges, villages, rock outcrops and other observations along the alignment of the road together with relevant photographs. Photographs are shown at culvert and drift spots, notable landmarks as well as the road in general.

6.2.2 Vertical Gradients

The strip map includes a graph of the vertical gradient along the road. The graph was produced using the GPS data. Using the graph allows the reader to see the low and high points along the road. Also, the gradient percentage is shown along with colour code to indicate the gradient from flat to very steep. Table 41 gives a legend for the varying gradients along the road.

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Table 41 Terrain Type as Defined By Gradient

Vertical Gradient

From To Colour Code Gradient Description

0% 3% Flat

3% 5% Slight

5% 10% Moderate

10% 15% Steep

15% 50% Very Steep

6.2.3 Road Condition (Speed)

The road was split into different homogenous sections based on speed. The different sections are numbered in the strip map and correspond to their change.

6.2.4 Subgrade Type

The change in subgrade type along the roads is contained in the strip map. These subgrade types are given a colour to make it easier for the reader to visualise the subgrade and the change in subgrade. The subgrade types correspond to the laboratory tests analysed earlier in the report. Table 42 and Table 43 give a legend of the different subgrade types in Siha and Bagamoyo respectively.

Table 42 Subgrade Type in Siha

Subgrade Type

Brown Clayey SILT

Red Clay

Light Brown Clay

Table 43 Subgrade Type in Bagomoyo

Grey/Black Plastic SoilGrey Plastic SoilLight Grey Plastic SoilRed SoilLight Red Soil

Subgrade Type

6.2.5 Alignment Trial Pits

The strip map shows the location of where the alignment trial pits and indicates the different sample sizes taken. Table 44 shows the different sample sizes taken for laboratory testing.

Table 44 Alignment Trial Pits

Alignment Trial Pits

Colour Code Sample Size

Small Sample

Medium Sample

Large Sample

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Where a large sample included the following tests:

• MDD/OMC

• CBR at OMC

• CBR 4 day soaked

• Atterberg Limits

• Grading

A medium sample included the following tests:

• MDD/OMC

• CBR 4 day soaked


• Grading

A small sample included the following tests:


• Grading

A large sample was taken for the sandy soils in Bagamoyo. A medium sample was taken for the plastic soils, it was not considered necessary to test the CBR at OMC for these materials as they would not be used for base and subbase materials. A small sample was taken to relate the properties of different soils to either a medium sample or a large sample where CBR tests were taken. At least one large or medium sample was taken for each different material type and small sample was taken to try and relate other sections by means of grading and Atterberg limits.

6.2.6 Subgrade Bearing Capacity

The subgrade bearing capacity is indicated in the strip map. The different subgrade classes are as defined in the Tanzanian Pavement and Materials Design Manual. A legend for the subgrade bearing capacity is shown in Table 45. The subgrade bearing capacity determines the number of improved subgrade layers and which pavement type should be used.

Table 45 Subgrade Bearing Capacity

Subgrade Bearing Capacity

Poor

S3

S7

S15

6.2.7 Demonstration Sections and Pavement Layers

The strip map also defines what the contractor should be doing at each section of the road. The strip map indicates if the road is just being graded or indicates if a pavement option is to be used. The strip has a change and photographs for each section so that it is easier to know exactly what section the strip map is referring to. Each of the different demonstration sections is shown on the strip map and the corresponding pavement layers for each pavement type.

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6.3 Conclusions

In conclusion, the strip maps were very successful and were easily understood by tenderer’s and contractors. The strip map was a low cost alternative to doing a detailed road survey and was successfully used for tendering purposes.

The strip map was done entirely on Microsoft Excel 2003. The strip maps are to be used by the designer to assist in the design of the road and also to be used by the Contractor after the design has been inserted into the strip map. The strip map was easily understood by the contractors once a brief explanation was given to them at the pre-tender meeting.

The location of drainage structures is clearly shown at the correct chainage, the direction of the water flow, high points, low points and possible locations for the mitre drains. This allows the reader to easily and comprehensively understand the drainage system for the roads. This combined with the gradient; the location of the different pavements, the pavement structure, the subgrade bearing capacity and selected photographs along all sections of the roads allows the reader to implement a detailed EOD/SID suitable for low volume rural roads.

The strip map is to be printed in colour and in standard A3 size. Each kilometre of road is one A3 page. As a result, one drawback to the strip map is that it can be difficult to locate an A3, colour printer in isolated districts. It is hoped that in the future the basic strip map format can be kept, but possibly reduce the size from A3 to A4 and to have each page as half a kilometre. Also, introduce hatching in black and white to replace the colour in the strip maps.

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7. DEMONSTRATION PAVEMENT SECTIONS

7.1 General

The following section discusses how the different demonstration sections were selected and how the different solutions were applied. Demonstration sections were selected mainly based on the following three factors:

• The gradient of the road

• The in-situ subgrade

• Visual Assessment

These three indicators, once carefully placed together in the strip map, allowed the Consultant to select the demonstration sections along the road.

Once the demonstration sections were selected, deciding on where to place a different pavement type involves a number of careful considerations. The main factors considered when selecting the various demonstration sections included the following:

• The cost of the pavement type/ available funding

• Relative durability of options

• Severity of defect

• The availability of materials of a suitable quality

• Dust pollution

• Traffic volume

Each of the roads was divided into problem, standard and good sections for the purpose of environmentally optimised design approach, as discussed in Chapter 2. Once the problematic sections have been identified you can use Table 46 as an indicator, to assess whether each pavement type is suitable for the problematic section.

Table 46 Pavement Types Assessed Against Key Markers

Pavement Type

Lo

cal M

ater

ials

Fla

t te

rrai

n

Ste

ep T

erra

in

Po

pu

late

d A

reas

Mar

shy

Are

as

Lo

w S

tren

gth

S

ub

gra

des

Sm

all C

on

trac

tor

Su

itab

lilit

y

Lik

ely

Co

st A

dva

nta

ge

Mai

nta

nen

ce R

edu

ctio

n

Gravel Pavement + + - - - + + + - Un-reinforced Concrete - + + + + - + + + Reinforced Concrete - + + + + - + + + Concrete Geocells - + + + + + + + + Concrete Strips - + + + + + + + + Concrete Paving Blocks - + + + + - + - + Hand Packed Stone + + + - + + + + - Single Otta Seal with a Sand Seal - + - + + - + - +Double Otta Seal - + + + + - + - + Double Sand Seal - + - + - - + - + Slurry Seal - + - + + - + - - Double Surface Dressing - + + + + - + - + Bitumen Penetration Macadam - + + + + - + - + Engineered Natural Surface + + - - - - + + -

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Note: + indicates a positive advantage

- indicates a probable disadvantage

7.2 Demonstration Sites in Bagamoyo

The road in Bagamoyo was divided into the following sections according to the EOD philosophy:

1. Good Quality Lengths – Approximately 56% of the road length

2. Standard Lengths – Approximately 16% of the road length

3. Problematic Sections – Approximately 28% of the road length

So the solution is to apply robust pavement structures to use the majority of the resources available on the problematic sections, use some resources on the standard lengths and use minimal resources on the good quality lengths. This method follows the EOD/SID philosophy. A summary of the problematic sections are shown in Table 47.

Table 47 Problematic Sections in Bagomoyo

Problematic Sections

Section Chainage (km) Length (km)

Problem Solution

Start End

1 0.02 0.22 0.20 Dust Pollution/ High Traffic Volume

Single Otta Seal with a Sand Seal

2 5.39 5.59 0.20 Marshy Area Hand Packed Stone

3 5.59 6.11 0.52 Erosion Channels Concrete Strips

4 6.11 7.77 1.66 Poor Subgrade/Deep Erosion of the Carriageway

Concrete Geocells

8.14 8.34 0.20 Moderate Gradient Double Surface Dressing

8.34 8.84 0.50 Erosion Channels Concrete Geocells

7 10.17 10.86 0.69 Steep Gradient/ Erosion Channels

Concrete Strips

8 11.31 11.51 0.20 Dust Pollution Double Sand Seal

9 16.11 16.89 0.78 Poor Subgrade Concrete Strips

10 18.61 19.12 0.51 Poor Subgrade Concrete Strips

20.24 20.48 0.24 Dust Pollution Slurry Seal

Total Length 5.70 28% of the Road

The standard sections in Bagamoyo are the lengths of the road that require grading, compaction, introduction of drainage structures, plus they need a gravel wearing course on some areas. The standard section in Bagomoyo are summarised in Table 48.

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Table 48 Standard Sections in Bagomoyo

Standard Sections

Section Chainage Length (km) Problem Solution

Start End 1 2.74 3.57 0.83 Erosion Diversion Humps

2 12.18 12.68 0.50 Soft Wet Area Heavy Grading and 2no. Drifts

3 13.07 13.65 0.58 Soft Wet Area Heavy Grading and 1no. Drift

4 16.89 17.22 0.33 Soft Wet Area Heavy Grading and Establish Drainage

5 19.12 19.42 0.30 Slippery Surface Gravel Wearing Course

6 19.42 20.03 0.61 Flood Plain Heavy Grading and 2no. Drifts

8 20.03 20.24 0.21 Slippery Surface Gravel Wearing Course Total Length 3.36 16% of the Road

The good sections along the Bagamoyo road are defined by the sandy soils or contain in-situ gravel which performs reasonably well in the wet season. The road in Bagamoyo, located on an alluvial plain, has a number of areas along the road with washed out sand on the road which should allow basic access during the rains. These sections are outlined in Table 49 below.

Table 49 Good Sections in Bagomoyo

Good Sections

Section Chainage (km) Length (km) Solution

Start End

1 0 0.02 0.02 Heavy Grading and Establish Drainage

2 0.22 2.74 2.52 Heavy Grading and Establish Drainage 3 3.57 5.39 1.82 Heavy Grading and Establish Drainage

4 7.77 8.14 0.37 Heavy Grading and Establish Drainage

5 8.84 10.17 1.33 Heavy Grading and Establish Drainage 6 10.86 11.31 0.45 Heavy Grading and Establish Drainage




17.22 18.61 1.39 Heavy Grading and Establish Drainage Total Length 11.42 56% of the Road

7.2.1 Demonstration Sites 1, 8 and 11 - Dust Pollution

Dust pollution is a concern in the dry season, especially in areas where there are villages and people inhabiting the area. Dust is easily raised by passing traffic and can cause discomfort as well as various health issues for the local people. It is possible to overcome this by sealing the road surface through villages, reducing or eliminating the problem and hence significantly increasing the quality of life of the people living there. There are three villages along the road in

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Bagamoyo; these are Bago, Ludiga and Talawanda. A different bitumen pavement was selected through each village shown in Figure 24.

Figure 24 Surfacing Options for Villages of Bago, Ludiga and Talawanda

Demonstration Sites 1, 8 and 11

Bago Village:

Single Otta Seal with Sand Seal

Ludiga Village:

Double Sand Seal

Talawanda Village:

Slurry Seal


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7.2.2 Demonstration Site 2 – Marshy Area

This section is the first section along the road that prohibits basic access during the rain season. The area is flat and becomes very wet and slippery during the rains, as seen in Figure 25. This section is only a short section and hence the hand packed stone was selected for here. Experience from Laos PDR shows that the hand packed stone will allow basic access here but the surface will be extremely rough, so the hand packed stone should only be used for short sections. Hand packed stone is the cheapest of the pavement options, using local stone found along the road. This local stone is gneiss and is naturally cubic and appears very suitable.

Figure 25 Surfacing Option for Demonstration Section 2

Demonstration Section 2

Demonstration Site 2:

Hand Packed Stone Surface has been shown to work in these areas.


7.2.3 Demonstration Site 3 - Erosion Channels

Site 3 suffers from erosion channels; this combined with a moderate gradient needs an immediate solution. Here, concrete strips were selected. Concrete strips are one of the cheapest options available because they use a minimal amount of concrete used. Demonstration Site 3 is shown in Figure 26 below.

Figure 26 Surfacing Option for Demonstration Site 3


Section 3:

Concrete strips shall be used here.


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7.2.4 Demonstration Site 4 - Poor Subgrade/ Deep Erosion of the Carriageway

This site can be classified as the most problematic section along the road. It has a low strength, expansive subgrade, has a maximum gradient of 9.1% and the carriageway has been significantly eroded. In this situation, where the carriageway has been so deeply eroded, it is preferred to change the alignment of the road rather than to build it up. Once the alignment is changed, a concrete geocell pavement will be used. The concrete geocells should be flexible enough to accommodate some movement in the subgrade. The geocells are among the most durable of the different options and one of the least expensive options. Demonstration Site 4 is shown in Figure 27.



Section 4:

Concrete geocells shall be provided in this location.


7.2.5 Demonstration Site 5 - Moderate Gradient

Demonstration Section 5 has a moderate gradient and is difficult to pass this area in the wet season. A double surface dressing was selected here. A double surface dressing is very commonly used in Tanzania and other developing countries. Most contractors are familiar with the double surface dressing; it is very durable and suitable for moderate to steep gradients. There is also a number of suitable quarries within reasonable haulage distance in Lugoba which should be able to provide suitable materials. Demonstration Site 5 is shown in Figure 28 on the following page.

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Section 5:

Double Surface Dressing shall be provided in this location.


7.2.6 Demonstration Site 6 - Erosion of the Carriageway

In this section the carriageway a vehicle’s tyre has eroded the carriageway during the rain season. Improved subgrades will be required here, and a suitable pavement such as concrete geocells will be used here. Demonstration Site 6 is shown in Figure 29.



Section 6:

Concrete geocells shall be provided in this location.


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7.2.7 Demonstration Site 7 - Steep Gradient and Erosion Channels

This site is the steepest section in Bagamoyo with a maximum gradient of 11.6%. The alignment of the road has been changed here over time and both paths suffer from erosion channels. Site 7 is shown in Figure 30. This site has a good subgrade (sandy soils) and is passable with a 4 wheel-drive during the rains, but not by a 2 wheel-drive vehicle. It will have concrete strips, which are one of the cheapest options available and suitable for steep gradients.

7.2.8 Demonstration Site 9 - Poor Subgrade

This site can be classified as the second worst section in Bagamoyo. The surface becomes very slippery during the rains and has a moderate gradient of roughly 7%. This site is impassable during the rain season and the proposed solution is to use concrete strips. Concrete strips being easily maintained and able to accommodate some movement in the subgrade. Demonstration Site 9 is shown in Figure 30.

Figure 30 Surfacing Option for Demonstration Sites 7 and 9,


Section 7:

Has a steep gradient and erosion channels. Provide Concrete Strips.

Section 9:

Has a poor subgrade. Concrete strips to be provided to accommodate any movement in the subgrade material


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7.3 Demonstration Sites in Siha

The road in Siha was divided into the following sections according to the EOD philosophy:

1. Good Quality Lengths – Approximately 12% of the road length

2. Standard Lengths – Approximately 31% of the road length

3. Problematic Sections – Approximately 57% of the road length

So the solution is to apply robust pavement structures to the problematic sections, apply a gravel wearing course to the standard lengths and on the good quality lengths, scarify and compact the existing gravel material. This method follows the EOD/SID philosophy. A summary of the problematic sections are shown in Figure 31.

Figure 31 Problematic Sections in Siha

Problematic Sections

Section Chainage (km) Length (km) Problem Solution

Start End

1 0 0.23 0.23 Dust Pollution/ High Traffic Volume

Double Otta Seal

2 1.35 1.48 0.13 Steep/ Sharp Bends Un-reinforced Concrete Slab

3 1.96 2.54 0.58 Steep Gradient Concrete Geocells 4 2.72 3.62 0.90 Steep Gradient Concrete Geocells 5 4.30 4.99 0.69 Steep Gradient/ Sharp Bends Concrete Paving Blocks

6 4.99 5.95 0.96 Moderate Gradient/ Sharp Bends Double Surface Dressing

7 6.42 6.64 0.22 Short Steep Section Un-reinforced Concrete Slab



10 7.7 8.3 0.60 Steep Gradient/ Sharp Bend Concrete Strips



13 10.13 11.23 1.10 Steep Gradient Concrete Geocells

14 11.23 11.71 0.48 Moderate Gradient/ Sharp Bends/ Dust

Bituminous Penetration Macadam

15 11.71 12.56 0.85 Steep Gradient/ Sharp Bends Lightly Reinforced Concrete Slabs

16 12.70 13.06 0.36 Steep Gradient Concrete Geocells Total Length 7.76 57% of the road

The standard sections in Siha are the lengths of the road that are flat but remain very slippery during the rains as a result of the clayey subgrade. Here gravelling is good option, they do not have a steep gradient and gravelling the road will be economically viable on these sections. The standard section in Siha are summarised in Figure 32.

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Figure 32 Standard Sections in Siha

Standard Sections

Section Chainage (km) Length (km)

Problem Solution

Start End 1 2.54 2.72 0.18 Slippery Surface Gravel Wearing Course 2 3.62 4.3 0.68 Slippery Surface Gravel Wearing Course 3 5.95 6.42 0.47 Slippery Surface Gravel Wearing Course 4 6.64 6.84 0.20 Slippery Surface Gravel Wearing Course 5 7.01 7.22 0.21 Slippery Surface Gravel Wearing Course 6 7.37 7.7 0.33 Slippery Surface Gravel Wearing Course 7 8.3 8.7 0.40 Slippery Surface Gravel Wearing Course 8 8.8 9.71 0.91 Slippery Surface Gravel Wearing Course 9 9.95 10.13 0.18 Slippery Surface Gravel Wearing Course

10 12.56 12.70 0.14 Slippery Surface Gravel Wearing Course 11 13.06 13.48 0.42 Slippery Surface Gravel Wearing Course

Total Length 4.12 31% of the road

The good sections in Siha are the sections that have previously been gravelled. These sections will be scarified and compacted. The good sections are summarised in Figure 33.

Figure 33 Good Sections in Siha

Good Sections

Section Chainage (km) Length (km) Solution

Start End

1 0.23 1.35 1.12 Scarification of Existing Gravel Material

2 1.48 1.96 0.48 Scarification of Existing Gravel Material Total Length 1.60 12% of the road

7.3.1 Demonstration Site 1 - Dust Pollution

The start point of the road in Siha generates the highest level of traffic along the road. A double Otta seal was selected at this location. The double Otta seal is suitable for high stress areas and high traffic volumes. The beginning of the road in Siha has a market either side of the road and on market days, this short section generates high traffic. In construction of an Otta seal the aggregate is compacted into the binder by rolling, but also through the effects of traffic. As a result, this high traffic area was selected for Otta seals. Furthermore, the beginning of the road in Siha is the closest point to suitable aggregate for an Otta seal and hence, this will reduce haulage distance. A photograph of the demonstration section is shown in Figure 34.

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Demonstration Section 1:

Dust pollution issues to be rectified through application of a double otta seal.


7.3.2 Demonstration Sites 2, 7, 9, 11, 12 - Short Steep Sections

The road in Siha, as discussed previously, is extremely steep and has sharp bends on nearly every section. When spraying bitumen on a steep slope you can encounter problems with the bitumen flowing down the slope. As a result, a series of concrete options were selected in Siha. Demonstration sections 2, 7, 9, 11, 12 have similar defects, they are short steep sections. For each of these sections un-reinforced concrete was used. This intuitively seemed like the best solution, as any contractor can easily pour a concrete pavement and the sections are short sections requiring no more than a few hundred metres of concrete to make them passable. A photograph of demonstration section 2 is shown in Figure 35.

Figure 35 Surfacing Options for Demonstration Sections 2, 7, 9, 11 and 12

Demonstration Sites 2, 7, 9, 11 and 12

Demonstration Sections 2, 7, 9, 11 and 12:

All these sections suffer similar issues with gradient, therefore shall be treated with an un-reinforced concrete slab


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7.3.3 Demonstration Sites 3, 4, 13, 16 - Very Steep Gradients

Geocells were selected for the steepest sections along the road due to the ease of their construction and the increased flex and durability given by the geocell mat. Photographs of these sites are shown below in Figure 36.

Figure 36 Surfacing Option for Demonstration Sites 3, 4, 13 and 16

Demonstration Sites 3, 4, 13 and 16

Demonstration Sites 3, 4, 13 and 16:

All have a similar issue with very steep gradients. This shall be resolved by means of a geocell concrete pavement.


7.3.4 Demonstration Site 5 - Steep Gradients and Sharp Bends

Here, concrete paving blocks were selected. They are very suitable for labour based construction and easily maintained. A photograph of demonstration site 5 is shown in Figure 37.

Figure 37 Demonstration Option for Demonstration Site 5

Demonstration Site 5

Demonstration Sites 5:

Has steep gradient and sharp bends. Shall receive a concrete paving block surface.


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7.3.5 Demonstration Site 6 - Moderate Gradient and Sharp Bends

A double surface dressing was selected here. Bitumen pavements were only selected for moderate slopes along the road due to the problems with spraying bitumen on steep slopes, as discussed earlier. A photograph of site 6 is shown in Figure 38.



Demonstration Sites 6:

Has moderate gradients and sharp bends. Shall receive a double surface dressing.



Concrete strips were selected for this site. Concrete strips are suitable for steep sections and are relatively cheaper compared to the other concrete options. A photograph of site 10 is shown in Figure 39.




Has steep gradients and sharp bends. Shall receive concrete strips to allow easier ascent of hill sections.


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7.3.7 Demonstration Site 14 - Moderate Gradient, Sharp Bends and Dust Pollution

A bituminous penetration macadam was selected for this section. The penetration macadam involves applying a layer of coarse aggregate followed by a layer of bitumen allowing the bitumen to flow between the voids of the coarse aggregate making it more suitable for moderate slopes. The penetration macadam section also passes a school and the surface will help to reduce dust pollution. Demonstration Site 14 is shown in Figure 40.




Has a moderate gradient, sharp bends and dust pollution problems. It shall receive a penetration macadam surface.



The lightly reinforced concrete slabs were selected for this section. Unlike the short steep sections where the un-reinforced concrete was used, this section is a longer, higher stressed area. A photograph of this section is shown in Figure 41.




Has steep gradients, sharp bends and dust pollution problems. It shall receive a lightly reinforced concrete slab due to the fact it is a longer, higher stressed area than previous sections.


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7.4 Conclusions

In the case where a number of different pavement types are suitable for a particular section, the cost is the main factor in deciding which pavement to use over another suitable pavement. The project in Bagamoyo began in August 2010, however at the time of this report the project in Siha had not been tendered and as a result it was decided not to publish the costs of the different pavements. The cost of the different pavements will be introduced in the construction report.

Since the aim of this project is not only to provide all weather access, but also to demonstrate the different pavement options available, the Consultant tried to incorporate as many different pavement options as possible. Therefore the cheapest pavement option may not have been used and a more expensive option may have been selected, even if it was only for a short section, which is the case with the bitumen pavements going through the villages.

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8. CONSTRUCTION AND MAINTENANCE CAPABILITIES OF THE LGA’S

8.1 General

The PMORALG in close collaboration with the various District Authorities have for some years been trying to build up a maintenance capacity in the various Districts. This has been done through training, introduction of a Spot Improvement approach for maintenance, introduction of such an important data program as DROMAS (a tool for collection of data for preparation of contracts and monitoring of works etc). They have also been providing funds for improvement of office equipment, improved mapping and measuring system, (for example, through the use of GPS, that if utilised in connection with DROMAS, can enable production of simple digital road-maps , or potentially also to be used in connection with preparation of various road alignment profiles etc.).

Therefore it is concluded that they have been providing, theoretical, technical and financial support for computerisation, as well as for improved office and transport facilities. It is fair to say that PMORALG has invested a significantly and made considerable achievements in this field.

8.2 Bagomoyo District

Bagamoyo District is situated in the so-called coastal zone, and therefore subjected to the typical climatic conditions which can be expected along the Tanzanian coast. Furthermore, it is also quite typical from a road-building material-point of view with coral-sand, black cotton and red clayey or silty soil.

As for the maintenance capacity, the support experienced so far has been encouraging and the District Engineer’s office seems to be well motivated and reasonably well equipped to handle the extra work expected in connection with the upcoming project. They have already completed a significant bridge structure on the selected road from Bago to Talawanda (Chainage km 20+480 km). This indicates a serious commitment both from the District Engineers Office, the District Authorities, as well as PMORALG.

The District Engineers office has acquired a total Maintenance Allocation of 460 million Tanzanian Shillings, inclusive of 66.8 million Tanzanian Shillings for spot improvements (mainly grading) along the above mentioned road from Bago to Talawanda. The maintenance in Bagamoyo District has for some years been executed by using maintenance contracts usually of 3 months duration. This combined with the overall enthusiasm and professional support experienced can be considered a good start. Further assignments and road-building techniques also can be accommodated and dealt with accordingly.

8.3 Siha District

Siha District is situated on the Western side of Mount Kilimanjaro and the selected road from Lawate to Kibongoto (13.48 Km), is therefore also located on the fertile Western slopes of the mountain. While the Bagamoyo road is situated within the coastal zone, the Lawate road can be described as an up-country road-project, although to some degree coloured by the special volcanic conditions in Kilimanjaro Region. The Bagamoyo road serves an area with a potential for future farming, whilst the Lawate road serves a heavily populated area and an already intensive and effective farming community.

Regarding the expected maintenance capacity of this recently established district the District Engineer’s personnel proved to be very helpful. The office appears to be staffed by capable technicians and/or foremen.

This can partly be confirmed by simply studying the selected road from Lawate to Kibongoto, that has been recently rehabilitated and supervised by the DEO in Siha. When it comes to the alignment of the road and the layout of a simple and cost effective drainage system, which to some extent can be re-used in this project, the overall impression indicates that local staff are professional and capable personnel that can deliver when given the right working conditions.

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8.4 Cost Concerns

Presently, the most serious concern is information that funds designated for maintenance (gravelling) of the road from Lawate to Kibongoto (72 million Tanzanian Shillings), may have been transferred for use on other roads. This is contradicting information previously supplied by the DEO in Siha.

The overall Annual Maintenance Allocation is currently 300 million Tanzanian Shillings, which has mostly been utilised by employing Contractors between class 5 to 6, for Spot Improvement works. The timing of the Maintenance Contracts is usually decided during the contract negotiations, but generally from two to three months contract-duration.

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9. STAKEHOLDER INVOLVEMENT

9.1 General

Local stakeholders are participating at every opportunity in the design and construction process in order to keep people involved and provide work for the local population. Local people have been very helpful in the materials sampling operations, by digging trial pits, and also in locating borrow pits, providing local sources for natural gravel materials. It is envisaged that local labour will be utilised further in the construction phase of the project. Below are the minutes of the meeting between the District Engineer, the Field Team and the Stakeholders in Bagamoyo.

9.2 Stakeholder Meetings

The District Engineer from the Bagamoyo District Council, Mr. Felix Ngomano, sent letters to the communities based along the road from Bago to Talawanda. The letters explained that the project would like to meet with local villagers to explain about the future construction along the road, to get useful information from them about the road and to answer any questions they had about our presence there. Two meetings took place, one in Msinune and the other in Ludiga. A list of the people present at the meeting in Msinune is shown in Table 50.

Table 50 Attendance List from Stakeholder Meeting in Msinune

Present

1 Mr. Felix Ngomano District Engineer, Bagamoyo DC

2 Mr. Nils Bakke Field Engineer/Trainer

3 Mr. Stephen Conlon Assistant Field Engineer

4 Mr. Hamisi K. Mkonga Village Executive Officer

5 Mr. Hassani Mkana Stakeholder

6 Mr. Ramadhani Mtskeni Stakeholder

7 Mr. Stahamiri Kisina Stakeholder

8 Mr. Shabahi Kivungwa Stakeholder

9 Mr. Mhindo Hariri Stakeholder

10 Mr. Iddi Rashidi Mtskeni Stakeholder

11 Mr. Rashid Ramadhani Stakeholder

12 Mr. Halfani Rajabu Stakeholder

13 Mr. Ally O Kissi Stakeholder

First of all, Mr. Ngomano explained to the villagers about the plans for construction on the road from Bago to Talawanda. Mr. Bakke wanted to make it clear, that the road would not necessarily look like other tarmac roads the entire distance along the alignment. Mr. Bakke wanted to clarify that we were looking for practical solutions for the worst sections of the road and that the reason for this is to benefit all of the District Engineers of Tanzania. He explained that we want to improve the road but also to try and inspire other District Engineer’s to try these unconventional solutions. Mr. Bakke explained that this road was selected because it typically represents the soil types of the coastal zones of Tanzania and that we are looking for methods that best suit these surroundings.

Mr. Bakke continued by informing everyone that we may need assistance in finding good local materials. He pointed out that we had already seen some natural gravel along some small sections of the road but asked if anyone knew of other gravel sources or well graded sand that we would appreciate them showing us. Mr. Bakke explained that it would be very difficult for us to locate materials and that we would really appreciate their local knowledge. The villagers said that they

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Roughton International Ltd Design Report


knew of a number of gravel sources in the area and that they would come with us and show us after the meeting.

The villagers wondered why we had put spray paint markings on the trees along the road. Mr. Conlon explained that we had been undertaking a survey and soil investigation along the road. He explained that any markings in yellow indicates the chainage along the road, markings in silver are where we had taken a soil sample, orange is where there is a change in the soil type along the road and a blue marking with the letter ‘H’ or ‘S’ indicates a hard or soft subgrade.

The villagers also asked when we were planning to start construction. Mr. Bakke explained that we didn’t have an accurate start date but that realistically, construction would not begin until after the rainy season. The villagers informed us that the rain season ends in late May.

Also, the villagers wanted to know what would happen to any houses or crops that were along the road and if they will get any compensation. Mr. Bakke assured everyone that we would only take as much land as is absolutely necessary.

The meeting then ended. The villagers were very happy and appreciative of the work that we are doing and Mr. Halfani Rajabu brought us to see two local gravel sources that were located within about 1.2 km of the road in Kongwa.

Following our meeting in Msinune, we proceeded to Ludiga for the second meeting. A list of the people present at the meeting in Ludiga is shown below in Table 51.

Table 51 Attendance List from Stakeholder Meeting in Ludiga

Present

1 Mr. Felix Ngomano District Engineer, Bagamoyo DC

2 Mr. Nils Bakke Field Engineer/Trainer

3 Mr. Stephen Conlon Assistant Field Engineer

4 Mr. Abids William Enzimbali Village Executive Officer - Talawanda

5 Mr. Saidi Omari Zikatimu Talawanda Councillor

6 Mr. Saidi Dibwe Mnyakule Stakeholder

7 Mr. Venans Michael Nyanzu Stakeholder

8 Mr. Dume Tumai Majimoto Stakeholder

9 Mr. Ally Rajabu Lolesa Stakeholder

10 Mr. Abdala Kibindu Mafunye Stakeholder

11 Mr. Taimu Dunia Kibaya Stakeholder

12 Mr. Shabani Saidi Mahugira Stakeholder

13 Mr. Ramadhani Zikatimu Tipwa Stakeholder

14 Mr. Shabani Rehema Msavura Stakeholder

15 Mr. Ramadhani Kaweni Mwasa Stakeholder

16 Mr. Ally Shabani Mahugira Stakeholder

17 Mr. Elimu Semindu Gendaubwele Stakeholder

18 Mr. Ramadhani Mkasi Fumu Stakeholder

The meeting began with Mr. Ngomano explaining to the villagers about the plans to construct a road from Bago to Talawanda. He mentioned all of the groups involved including Roughton International, the Bagamoyo District Council, Mama Kayanda and PMO RALG. Mr. Ngomano



introduced Mr. Bakke and Mr. Conlon to the villagers to make it known to them who would be working on the road.

Mr. Bakke explained that the road would not necessarily look like other tarmac roads for the entire road length. Mr. Bakke wanted to clarify that we were looking for practical solutions for the worst sections of the road and that the reason for this is to benefit all of the District Engineer’s of Tanzania. He explained that we want to improve the road but also to try and inspire other District Engineer’s to try these unconventional solutions. Mr. Bakke explained that this road was selected because it typically represents the soil types of the coastal zones of Tanzania and that we are looking for methods that best suit these surroundings.

Mr. Bakke informed the villagers that a part of the reason of having this meeting is to benefit from their local knowledge of the area and that we would be grateful if they could help us to locate local materials. Mr. Bakke wanted to highlight the fact that in the past, roads have been constructed using imported materials and afterwards, it has become apparent that there are plenty of local materials nearby. Furthermore, he explained that part of our project is to use local materials and if we were to take materials from another source it would defeat the purpose of the project. Mr. Bakke said we would like to cooperate closely with them over the course of the project; that they were dependent on us to build a good road and that we were dependent on them to find local materials. He pointed out that we had already seen some natural gravel along some small sections of the road but asked if anyone knew of other gravel sources or well graded sand that we would appreciate them showing us. Mr. Bakke explained that it would be very difficult for us to locate materials and that we would really appreciate their local knowledge. Moreover, Mr. Bakke said that we did not want to spoil too much land, so a gravel source with a large depth would be preferable.

The villagers said that they knew a gravel source near the area and suggested that we use the sand from the local river. The meeting then ended, the villagers were very happy and appreciative of the work that we are doing and one of the villagers then brought us to see a local gravel source in Bwimbwi, located about 1.8 km from the road.

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10. TENDER DOSSIER

10.1 Description

The Tender Documents for this project were compiled using the Public Procurement Regulatory Authority (PPRA) Tanzania, Standard Bidding Documents – Procurement of Smaller Works, dated July 2007.

The Documents contain all of the information required for the contractor to tender an accurate and realistic price for carrying out the works. Apart from providing general information, standard forms and other data sheets, they provide important information on material quantities, specifications, drawings (provided in Appendix J) and the various conditions of the contract.

10.2 Tender Documents

Outlined below is the general layout of the Tender Documentation for this project.

Section 1: Invitation for Bids

Section 2: Instruction to Bidders

Section 3: Bid Data Sheet

Section 4: General Conditions of Contract

Section 5: Special Conditions of Contract

Section 6: Specifications

� General Specifications (Standard Specification for Roadwork’s, 2000)

� Special Specifications

Section 7: Drawings

� Road Plan and Sections

� Pavement Structures

� Cross Sections

� Typical Cross Sections For Subgrade Class S3

� Typical Cross Sections For Gravel Surfacing and Expansive Soils

� Typical Cross Sections For Subgrade Class S7

� Water Diversion Humps

� Standard Pipe Culvert Design

� Large Arch Culvert Design

� Reinforced Concrete Drift Design

� Concave/Convex Effect

� Lined Drains, Scour Checks and Monitoring Beacons

Section 8: Bills of Quantities

Section 9: Forms - Bid

Section 10: Forms – Security

10.3 Specifications 10.3.1 Overview

The Specification for this project was formed predominantly using the Tanzanian Standard Specification for Road Works. Other sources used included SATCC Standard Specifications for Road and Bridge Works and specifications from the SEACAP Project in South East Asia.

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

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 encouraged.

10.3.3 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 Table 52 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 Specification.

Table 52 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

10.3.4 Additional Special Specifications

Concrete GeocellsSpecifications for geocells were based on specifications provided by Hyson,a supplier of geocells in South Africa.

Hand Packed Stone

Specifications for hand packed stone were taken from the work carried out in during the SEACAP studies in South East Asia. These were adapted for use in Tanzania.

Concrete Paving Blocks

Specifications for concrete paving blocks were taken from the work carried out in during the SEACAP studies in South East Asia. These were adapted for use in Tanzania.

Concrete Pavements

Specifications for un-reinforced and lightly reinforced concrete were taken from the work carried out in during the SEACAP studies in South East Asia. These were adapted for use in Tanzania.

Concrete Strips

Specifications for the concrete strips were written by the Consultant specifically for this project.

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11. RECOMMENDATIONS AND CONCLUSIONS

Only limited conclusions can be made at this early stage of the project. The roads will be monitored for deterioration after construction and as a result of the medium to long term nature of the project, only preliminary conclusions can be drawn now as to the suitability of the pavements.

The following are the preliminary conclusions for the project so far:

• There is potential savings and long term benefits from adopting the Environmentally Optimised Design approach to rural road design. This design philosophy offers a more sustainable and economical solution to standard gravel road design.

• During the selection process of the different pavement sections, if more than one option is considered suitable for a particular section then other than the cost and the availability of local materials, there is no specific, defined methodology for using a particular pavement.

• Any benefits from the durability and long term performance of a particular pavement will be assessed after the monitoring phase of the project.

• It is important for skilled engineers to spend significant time in the field, particularly during the rain season, to clearly identify the problematic areas along the road and assess where basic access is being lost. This is an important requirement for the EOD philosophy.

• It is important to incorporate local materials as much as possible in the design and selection of the different pavement structures. This is critical for cost-effective and sustainable solutions for low volume rural roads. This is an important requirement for the EOD philosophy.

• The strip map was a low cost alternative to a detailed topographic survey and efforts should be made to incorporate this method for District Roads.

• The costs of the bitumen pavements are expected to reduce once small contractors become more familiar with them.

• It is clear that small contractors need to be better informed about the different pavement types and would benefit from training in understanding exactly what is required in the tender documents.

• It is important to learn the mistakes and triumphs from the project in Laos PDR and these conclusions were considered throughout the design process of the roads in Bagamoyo and Siha.

• TPMDM did not adequately cover all pavement options

• Modifications were made to the standard designs and these are deemed appropriate and suited to the locations

• 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

• Lime/cement stabilisation of natural gravel and sealing the shoulders of the road are not generally considered cost effective solutions for low volume rural roads

• A single lane carriageway with passing bays at regular intervals is considered suitable for low volume rural road.

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APPENDIX A – Photographs at 500m Intervals along the Road



APPENDICES

Appendix A Photographs at 500 m Intervals along the Roads

Photographs for Siha District

Chainage 0 km Chainage 0.5 km

Chainage 1.0 km Chainage 1.5 km


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Photographs for Bagomoyo District

Chainage 0 km Chainage 0.5 km



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Chainage 20.0 km

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APPENDIX B – Pin Test Results



Appendix B Pin Test Results

Results of Pin Test in Bagamoyo

Section Chainage (km) Result of Pin Test

2 0.483 Hard

2 0.507 Hard

4 0.800 Soft

3 0.774 Hard

5 0.850 Hard

6 1.356 Soft

6 1.348 Soft

6 1.333 Hard

7 1.383 Hard

8 1.943 Soft

8 1.922 Hard

8 1.962 Hard

9 2.455 Soft

12 3.801 Soft

11 3.753 Soft

11 3.735 Hard

13 3.919 Soft

13 4.015 Soft

14 4.325 Hard

15 5.279 Soft

16 5.446 Soft

16 5.861 Soft

18 6.529 Soft

19 6.606 Soft

20 6.850 Soft

21 6.881 Soft

21 6.905 Hard

21 6.942 Soft

22 7.616 Soft

23 7.981 Hard

24 7.783 Soft

25 8.143 Soft

25 8.477 Soft

27 8.878 Soft

27 8.910 Soft

28 8.950 Soft

28 8.987 Soft

29 9.072 Soft

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29 9.033 Soft

30 9.077 Soft

30 9.132 Soft

30 9.216 Soft

30 9.310 Soft

30 9.359 Soft

30 9.359 Soft

30 9.558 Hard

30 9.701 Soft

31 9.746 Soft

31 9.820 Hard

31 9.773 Hard

31 9.947 Hard

31 10.029 Hard

31 10.202 Hard

32 10.268 Soft

33 10.339 Hard

33 10.459 Hard

33 11.032 Hard

33 11.392 Hard

33 11.593 Soft

33 11.692 Soft

33 12.108 Hard

34 12.200 Soft

34 12.473 Soft

34 12.789 Soft

34 12.883 Soft

35 13.060 Soft

36 13.277 Soft

36 13.277 Hard

37 13.974 Hard

37 14.299 Soft

37 14.509 Hard

38 14.538 Soft

38 14.684 Soft

38 14.684 Hard

38 15.075 Hard

38 15.179 Soft

38 15.324 Hard

38 15.496 Hard

38 15.934 Soft

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39 16.012 Soft

39 16.053 Soft

40 16.071 Soft

40 16.240 Soft

40 16.293 Soft

40 16.771 Soft

40 16.896 Soft

41 16.944 Hard

41 17.009 Hard

42 17.217 Hard

42 17.230 Hard

42 17.441 Soft

42 17.642 Soft

42 17.941 Soft

42 18.095 Soft

42 18.207 Soft

42 18.385 Hard

42 18.559 Hard

42 18.641 Soft

42 18.866 Soft

42 18.862 Soft

42 18.976 Soft

42 19.044 Soft

42 19.122 Soft

42 19.179 Soft

42 19.281 Soft

42 18.917 Soft

42 18.976 Soft

42 19.040 Soft

42 19.114 Soft

43 19.179 Soft

43 19.281 Soft

43 19.351 Soft

43 19.459 Soft

43 19.588 Soft

43 19.682 Soft

43 19.742 Soft

44 19.770 Soft

45 19.878 Hard

46 20.029 Soft

46 20.075 Soft

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47 20.113 Soft

47 20.173 Soft

48 20.470 Soft

Results of Pin Test in Siha


1 0.009 Hard

1 0.021 Hard

1 0.043 Hard

1 0.050 Hard

1 0.065 Hard

1 0.110 Hard

1 0.137 Soft

1 0.164 Soft

2 0.184 Soft

2 1.067 Soft

2 1.357 Hard

3 1.377 Hard

3 1.415 Hard

3 1.535 Hard

4 1.545 Soft

4 1.700 Soft

4 1.832 Soft

4 1.967 Soft

5 1.992 Hard

5 2.281 Hard

6 2.469 Soft

5 2.449 Hard

6 2.847 Soft

6 3.526 Hard

6 3.693 Soft

6 4.485 Soft

6 5.701 Soft

6 6.655 Soft

6 7.545 Soft

6 8.612 Soft

6 9.645 Soft

6 10.658 Soft

6 10.900 Soft

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6 11.731 Hard

6 12.431 Soft

7 12.450 Hard

7 12.570 Hard

7 12.560 Soft

7 12.620 Soft

7 12.645 Soft

7 12.670 Soft

7 12.695 Soft

7 12.720 Hard

7 12.745 Soft

7 12.770 Hard

7 12.795 Hard

7 12.820 Hard

7 12.845 Soft

7 12.870 Soft

7 12.920 Hard

7 12.945 Soft

7 12.970 Hard

7 12.995 Hard

7 13.020 Soft

7 13.045 Soft

8 13.115 Soft

8 13.150 Soft

8 13.189 Soft

8 13.254 Soft

8 13.308 Soft

8 13.373 Soft

8 13.399 Soft

8 13.466 Soft

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APPENDIX C – Jar Test Results

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APPENDIX D – Material Investigations (Alignment Material)



Appendix D Materials Investigation (Alignment Materials)

Alignment Material Types with their respective chainage - Bagamoyo

Start Chainage (km) End Chainage (km) Material Alignment No.

0.000 0.479 4

0.479 0.512 2

0.512 0.779 4

0.779 0.841 2

0.841 1.333 4

1.333 1.383 3

1.383 1.915 4

1.915 1.966 3

1.966 2.998 4

2.998 3.256 4

3.256 3.801 4

3.801 3.885 3

3.885 4.015 3

4.015 5.272 3

5.272 5.333 3

5.333 5.981 1

5.981 6.121 2

6.121 6.539 1

6.539 6.669 1

6.669 6.869 1

6.869 6.946 1

6.946 7.768 1

7.768 7.896 3

7.896 8.132 5

8.132 8.563 2

8.563 8.838 2

8.838 8.905 3

8.905 9.029 3

9.029 9.069 2

9.069 9.735 3

9.735 10.263 5

10.263 10.315 5

10.315 12.172 5

12.172 12.679 2

12.679 12.883 3

12.883 13.060 3

13.060 13.645 2

13.645 14.518 3

14.518 15.235 5

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15.235 16.006 3

16.006 16.053 3

16.053 16.912 1

16.912 17.211 2

17.211 18.602 3

18.602 19.114 1

19.114 19.739 2

19.739 19.778 3

19.778 20.022 2

20.022 20.087 1

20.087 20.205 1

20.205 20.480 2

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Bagamoyo Alignment Material Type 1 – Grey/Black Plastic Soil

Chainage (km) 6.320 7.354 5.576 16.698 18.788

Sample No. CL 1 CL 1A CL 1B CL 1C CL 1D

Sieve size (mm) % Passing

75

63

50

37.5

20

10 100

5 98

2 89 100 100

1.18 85 100 99 99 100

0.600 80 99 96 99 99

0.425 78 98 93 98 98

0.212 73 93 81 98 95

0.150 71 87 69 98 92

0.075 69 76 55 97 84

Atterberg Limits

Liquid Limit (%) 61 34 40 45 41

Plastic Limit (%) 25 17 17 24 16

Plasticity Index (%) 36 17 23 21 25

Linear Shrinkage (%) 19 8 11 14 14

GM 0.64 0.26 0.52 0.05 0.18

MDD/OMC

MDD (Kg/m³) 1686 - - 1729 -

OMC (%) 15.6 - - 21.1 -

CBR (%) 4 day soaked

93% heavy MDD 2 - - 2 -

95% heavy MDD 3 - - 3 -

98% heavy MDD 3 - - 4 -

100% heavy MDD 4 - - 5 -

Swell (%)

Swell (%) 0.41 - - 0.37 -

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Bagamoyo Alignment Material Type 2 - Grey Plastic Soil

Chainage (km) 12.622 8.480 9.066 20.306 Sample No. CL 2 CL 2A CL 2B CL Tal Sieve size (mm) % Passing

75 63 50

37.5 20 10 100

5 100 94 100 2 99 80 99

1.18 99 79 95 0.600 98 78 100 86 0.425 97 77 99 81 0.212 96 76 98 67 0.150 95 75 97 62 0.075 92 68 93 56

Atterberg Limits Liquid Limit (%) 32 44 39 33 Plastic Limit (%) 18 23 19 17 Plasticity Index (%) 14 21 20 16 Linear Shrinkage (%) 8 12 11 8 GM 0.12 0.75 0.08 0.64 MDD/OMC MDD (Kg/m³) 1780 - - 1878 OMC (%) 12.9 - - 12.6 CBR (%) 4 day soaked 93% heavy MDD 4 - - 3 95% heavy MDD 6 - - 4 98% heavy MDD 7 - - 6 100% heavy MDD 9 - - 7 Swell (%) Swell (%) 0.25 - - 0.07

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Bagamoyo Alignment Material Type 3 – Light Grey Plastic Soil

Chainage (km) 14.476 4.439 12.860 Sample No. CL 3 CL 3A CL 2C Sieve size (mm) % Passing

75 63 50

37.5 20 100 10 99 100

5 89 100 96 2 77 94 76

1.18 76 81 70 0.600 75 62 69 0.425 74 55 69 0.212 73 41 68 0.150 72 35 67 0.075 66 27 66

Atterberg Limits Liquid Limit (%) 38 31 46 Plastic Limit (%) 23 16 25 Plasticity Index (%) 15 15 21 Linear Shrinkage (%) 8 8 11 GM 0.83 1.24 0.89 MDD/OMC MDD (Kg/m³) 1912 1961 - OMC (%) 11.7 7.8 - CBR (%) 4 day soaked 93% heavy MDD 4 5 - 95% heavy MDD 7 12 - 98% heavy MDD 9 18 - 100% heavy MDD 12 20 - Swell (%) Swell (%) 0.37 0.09 -

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Bagamoyo Alignment Material Type 4 – Red Soil

Chainage (km) 2.942 1.075 0.221 Sample No. CL 4 CL 4A CL 4B Sieve size (mm) % Passing

75 63 50

37.5 20 10

5 2 100 100 100

1.18 97 98 96 0.600 75 78 73 0.425 59 62 60 0.212 33 35 36 0.150 26 28 33 0.075 19 20 27

Atterberg Limits Liquid Limit (%) 19 20 26 Plastic Limit (%) 11 15 14 Plasticity Index (%) 8 5 12 Linear Shrinkage (%) 5 3 7 GM 1.22 1.18 1.13 MDD/OMC MDD (Kg/m³) 2043 - - OMC (%) 6.8 - - CBR (%) at OMC 95% heavy MDD 30 - - 98% heavy MDD 62 - - 100% heavy MDD 80 - - CBR (%) 4 day soaked 93% heavy MDD 3 - - 95% heavy MDD 7 - - 98% heavy MDD 14 - - 100% heavy MDD 19 - - Swell (%) Swell (%) 0.05 - -

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Bagamoyo Alignment Material Type 5 – Light Red Soil

Chainage (km) 15.174 10.362 11.584 Sample No. CL 5 CL 5A CL 5B Sieve size (mm) % Passing

75 63 50

37.5 20 10

5 2 100

1.18 100 97 100 0.600 95 91 94 0.425 89 87 87 0.212 62 71 68 0.150 45 48 52 0.075 31 27 30

Atterberg Limits Liquid Limit (%) 19 23 22 Plastic Limit (%) 14 13 13 Plasticity Index (%) 5 10 9 Linear Shrinkage (%) 3 5 4 GM 0.8 0.86 0.83 MDD/OMC MDD (Kg/m³) 1970 OMC (%) 7.5 CBR (%) at OMC 95% heavy MDD 12 98% heavy MDD 45 100% heavy MDD 53 CBR (%) 4 day soaked 93% heavy MDD 9 95% heavy MDD 12 98% heavy MDD 16 100% heavy MDD 24 Swell (%) Swell (%) 0.03

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Alignment Material Types with their respective chainage – Siha


0 0.17 1

0.17 1.36 1

1.36 1.54 1

1.54 1.98 1

1.98 2.47 1

2.47 12.44 2

12.44 13.11 3

13.11 13.48 2

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Siha Material Alignment Type 1 - Brown Clayey SILT

Chainage (km) 0.037 2.393 0.97 Sample No. MAR CL 1A CL 1 Sieve size (mm) % Passing

75 100 100 100 63 100 100 100

37.5 97 100 100 20 92 99 97

5 75 91 90 2 68 86 85

0.425 55 82 80 0.075 36 79 71

Atterberg Limits Liquid Limit (%) 30.3 52.4 38.3 Plastic Limit (%) 22.2 28.6 23.7 Plasticity Index (%) 8 24 15 Linear Shrinkage (%) 5 14 9 GM 1.0 1.0 1.0 MDD/OMC MDD (Kg/m3) - - 1708 Field Moisture (%) - - 9.8 OMC (%) - - 16.7 CBR (%) at OMC 90% heavy MDD - - - 95% heavy MDD - - - 98% heavy MDD - - - 100% heavy MDD - - - CBR (%) 4 days soak Swell (%) 90% heavy MDD - - 1 2.69 93% heavy MDD - - 4 - 95% heavy MDD - - 7 1.94 98% heavy MDD - - 12 - 100% heavy MDD - - 16 1.9

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Siha Alignment Material Type 2 – Red Clay

Chainage (km) 4.259 10.490 13.344 7.494 Sample No. CL 2A CL 2B CL 2C CL 2 Sieve size (mm) % Passing

75 100 100 100 100 63 100 100 100 100

37.5 100 100 100 100 20 100 100 100 100

5 100 98 100 100 2 99 98 99 100

0.425 98 97 97 100 0.075 96 94 95 99

Atterberg Limits Liquid Limit (%) 51.6 60.4 53 64.4 Plastic Limit (%) 29.2 43.9 36 41.5 Plasticity Index (%) 22 16 17 23 Linear Shrinkage (%) 14 12 10 15 GM 0 0 0 0 MDD/OMC MDD (Kg/m3) - - - 1351 Field Moisture (%) - - - 35.1 OMC (%) - - - 28.7 CBR (%) at OMC 95% heavy MDD - - - - 98% heavy MDD - - - - 100% heavy MDD - - - - CBR (%) 4 days soak Swell (%) 90% heavy MDD - - - 1 3.33 93% heavy MDD - - - 3 - 95% heavy MDD - - - 4 2.27 98% heavy MDD - - - 5 - 100% heavy MDD - - - 5 1.58

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Siha Alignment Material Type 3 – Light Brown Clay

Chainage (km) 12.61 Sample No. CL 3 Sieve size (mm) % Passing

75 100 63 100

37.5 97 20 92

5 86 2 83

0.425 79 0.075 73

Atterberg Limits Liquid Limit (%) 52.7 Plastic Limit (%) 32.3 Plasticity Index (%) 20 Linear Shrinkage (%) 14 GM 1.0 MDD/OMC MDD (Kg/m3) 1647 Field Moisture (%) 15.3 OMC (%) 23.4 CBR (%) at OMC 95% heavy MDD - 98% heavy MDD - 100% heavy MDD - CBR (%) 4 days soak Swell (%) 90% heavy MDD 1 2.35 93% heavy MDD 4 - 95% heavy MDD 5 2.13 98% heavy MDD 7 - 100% heavy MDD 8 2.98

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APPENDIX E – Traffic Calculations



Appendix E Traffic Calculations

Traffic Flow Forecasts for Bago to Talawanda in both directions

Pwani Region, Bagamoyo District - Bago to Talawanda

Total

Estimated No.of Vehicles per day in Both Directions2009 82010 6 50% 3 50% 3 50% 0 50% 122011 12 200% 6 200% 6 200% 1 200% 252012 13 10% 7 10% 7 10% 1 10% 282013 15 10% 7 10% 7 10% 1 10% 302014 16 10% 8 10% 8 10% 1 10% 332015 18 10% 9 10% 9 10% 1 10% 372016 19 10% 10 10% 10 10% 2 10% 402017 21 10% 11 10% 11 10% 2 10% 442018 23 10% 12 10% 12 10% 2 10% 492019 26 10% 13 10% 13 10% 2 10% 542020 28 10% 14 10% 14 10% 2 10% 59

Estimated No.of Vehicles per Annum in Both Directions2009 2,9202010 4,3802011 9,1252012 10,0382013 11,0412014 12,1452015 13,3602016 14,6962017 16,1652018 17,7822019 19,5602020 21,516

Design Traffic 152,729Scenario 1 - Pessimistic

30% Total ESA =Scenario 2 - Realistic

Total ESA =Scenario 3 - Optimistic

300% Total ESA =

Year 10

Year 6Year 7Year 8Year 9


Year 10

DesignConstr.Year 1

Year 5Year 6

Year 8Year 9

Year 7

Constr.Year 1Year 2

Year 4Year 3

Design

206,7623,642 1,612 290,707

20,676

1,214 537 96,902 68,921

364 161 29,07173,456 36,728 36,728 5,817

78210,328 5,164 5,164 861

647711

9,389 4,694 4,694

3,8804,268

00

365402442486534588

3,8804,268

7301,0952,1902,4092,6502,9153,2063,527

7,7598,535

7301,0952,1902,4092,6502,9153,2063,527

1,4602,1904,3804,8185,3005,8306,413

0

Pickup / Minibus /

4WD

Tractor / Utility Truck

Bus / 2-Axle Truck

3-Axle Truck

4 2 2

Vehicle Type(Tanzania Classification)

0.503 x 10��

0.050 x 10��

0.168 x 10��

7,054

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ESA Calculations for Bago to Talawanda

Axle Load (103 kg) Equivalence Factor No. vehicles 106 ESA50% Full Front 1.5 0.00 36728 0.000018

Rear 2.5 0.00 36728 0.00017930% Empty Front 1 0.00 22037 0.000002

Rear 1.5 0.00 22037 0.00001120% Overload Front 2.5 0.00 14691.2 0.000072

Rear 3.5 0.02 14691.2 0.0003260.000607

Axle Load (103 kg) Equivalence Factor No. vehicles 106 ESA50% Full Front 2 0.00 18364 0.000033

Rear 3 0.01 18364 0.00020330% Empty Front 3 0.01 5509 0.000061

Rear 3 0.01 5509 0.00006120% Overload Front 3 0.01 1102 0.000012

Rear 5 0.11 1102 0.0001220.000492


Rear 6 0.25 18364 0.00460330% Empty Front 2 0.00 11018 0.000020


Rear 12 5.67 7346 0.0416620.048451


Middle 10 2.50 2909 0.007262Rear 10 2.50 2909 0.007262

30% Empty Front 3 0.01 1745 0.000019Middle 5 0.11 1745 0.000193Rear 5 0.11 1745 0.000193

20% Overload Front 6 0.25 1163 0.000292Middle 13 8.13 1163 0.009460Rear 13 8.13 1163 0.009460

0.034460106 ESA

Design Traffic Loading is Two times the Total Number of Heavy Vehicles in Both Directions 0.168020739

Total ESA for Bus/2-Axle Trucks

Bus/2-Axle TrucksTotal ESA for Tractor/Utility Truck

ESA Calculations - Bago to Talawanda

Tractor/Utility Truck

Pick-ups/Minibus/4WD

Total ESA for Pick-ups/Minibus/4WD

3-Axle Trucks

Total ESA for 3-Axle

Equivalent Standard Axles based on the Total Number of Heavy Vehicles (not considering a single lane carraigeway)

0.084010

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Traffic Flow Forecasts for Lawate to Kibongoto in both directions

Kilimanjaro Region, Siha District - Lawate to Kibongoto

Total

Estimated No.of Vehicles per day in Both Directions2009 262010 30 50% 6 50% 3 50% 0 50% 392011 60 200% 12 200% 6 200% 1 200% 792012 66 10% 13 10% 7 10% 1 10% 872013 73 10% 15 10% 7 10% 1 10% 962014 80 10% 16 10% 8 10% 1 10% 1052015 88 10% 18 10% 9 10% 1 10% 1162016 97 10% 19 10% 10 10% 2 10% 1272017 106 10% 21 10% 11 10% 2 10% 1402018 117 10% 23 10% 12 10% 2 10% 1542019 129 10% 26 10% 13 10% 2 10% 1692020 141 10% 28 10% 14 10% 2 10% 186

Estimated No.of Vehicles per Annum in Both Directions2009 9,4902010 14,2352011 28,8352012 31,7192013 34,8902014 38,3792015 42,2172016 46,4392017 51,0832018 56,1912019 61,8102020 67,991

Design Traffic 483,281Scenario 1 - Pessimistic

30% Total ESA =Scenario 2 - Realistic

Total ESA =Scenario 3 - Optimistic

300% Total ESA =0.518 x 10��

0.052 x 10��

0.173 x 10��

Vehicle Type(Tanzania Classification)

0

Pickup / Minibus /

4WD

Tractor / Utility Truck

Bus / 2-Axle Truck

3-Axle Truck

20 4 2

35,270 7,054

7,30010,95021,90024,09026,49929,14932,064

3,52738,79742,677

1,4602,1904,3804,8185,3005,8306,413

5887,7598,535

7301,0952,1902,4092,6502,9153,206

4,694

3,8804,268

00

365402442486534

861

647711

46,945 9,389

5,817

78251,639 10,328 5,164

367,280 73,456 36,7281,821 230 29,071 20,676

6,069 767 96,902 68,921

Design

206,76218,208 2,300 290,707

Constr.Year 1Year 2

Year 4Year 3

Year 5Year 6

Year 8Year 9

Year 7

Year 10

DesignConstr.Year 1

Year 10



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ESA Calculations for Lawate to Kibongoto

Axle Load (103 kg) Equivalence Factor No. vehicles 106 ESA50% Full Front 1.5 0.00 183640 0.000090

Rear 2.5 0.00 183640 0.00089630% Empty Front 1 0.00 110184 0.000009

Rear 1.5 0.00 110184 0.00005420% Overload Front 2.5 0.00 73456 0.000358

Rear 3.5 0.02 73456 0.0016280.003035


Rear 2.5 0.00 36733 0.00017930% Empty Front 1.5 0.00 11020 0.000005


Rear 4 0.04 2204 0.0000890.000383


Rear 6 0.25 18364 0.00460330% Empty Front 2 0.00 11018 0.000020


Rear 12 5.67 7346 0.0416620.048451


Middle 10 2.50 2909 0.007262Rear 10 2.50 2909 0.007262

30% Empty Front 3 0.01 1745 0.000019Middle 5 0.11 1745 0.000193Rear 5 0.11 1745 0.000193

20% Overload Front 6 0.25 1163 0.000292Middle 13 8.13 1163 0.009460Rear 13 8.13 1163 0.009460

0.034460106 ESA

Design Traffic Loading is Two times the Total Number of Heavy Vehicles in Both Directions 0.172658635

3-Axle Trucks

Total ESA for 3-Axle Trucks based on traffic approaching Jui Junction

Equivalent Standard Axles based on the Total Number of Heavy Vehicles (not considering a single lane carraigeway)

0.08633

ESA Calculations - Lawate to Kibongoto

Tractor/Utility Truck

Pick-ups/Minibus/4WD

Total ESA for Pick-ups/Minibus/4WD

Total ESA for Bus/2-Axle Trucks

Bus/2-Axle TrucksTotal ESA for Tractor/Utility Truck

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APPENDIX F – Condition Assessment



Appendix F Condition Assessment

Siha Graphs

Height vs. Chainage

1,100

1,200

1,300

1,400

1,500

1,600

1,700

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14Chainage (km)

Hei

ght

(m)

Siha 1

Siha 2

Design

Gradient vs. Chainage

0%

5%

10%

15%

20%

25%

30%

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14

Chainage (km)

Gra

dien

t (%

)

Siha 1

Siha 2

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Height vs. Chainage

1,100

1,200

1,300

1,400

1,500

1,600

1,700

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14Chainage (km)

Hei

ght

(m)

Flat

Slight

Moderate

Steep

Very Steep

Speed vs. Chainage

0

5

10

15

20

25

30

35

40

45

50

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14

Chainage (km)

Spe

ed (

km/h

)

Siha 1

Siha 2

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CuSum of the Speed vs. Chainage

-200

0

200

400

600

800

1000

1200

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14

Chainage (km)

Cu

Su

m S

pe

ed

(km

/h)

Siha 1

Siha 2

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Road Alignment

9642800

9643000

9643200

9643400

9643600

9643800

9644000

9644200

9644400

9644600

9644800

9645000

9645200

9645400

9645600

9645800

9646000

9646200

9646400

9646600

9646800

9647000

9647200

9647400

9647600

9647800

9648000

9648200

9648400

9648600

9648800

9649000

9649200

9649400

9649600

288400

288600

288800

289000

289200

289400

289600

289800

290000

290200

290400

290600

290800

291000

291200

291400

291600

291800

292000

292200

292400

292600

292800

293000

293200

293400

293600

X Value

Y V

alue

Siha Up

Siha Down

Km Markers

End

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Bagamoyo Graphs

Height vs. Chainage

120

140

160

180

200

220

240

260

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21Chainage (km)

Hei

ght

(m)

Baga 1

Baga 2

Design

Gradient vs. Chainage

0%

5%

10%

15%

20%

25%

30%

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21

Chainage (km)

Gra

dien

t (%

)

Baga 1

Baga 2

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Height vs. Chainage

120

140

160

180

200

220

240

260

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21Chainage (km)

Hei

ght

(m)

Flat

Slight

Moderate

Steep

Very Steep

Speed vs. Chainage

0

10

20

30

40

50

60

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21

Chainage (km)

Spe

ed (

km/h

)

Baga 1

Baga 2

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CuSum of the Speed vs. Chainage

-800

-600

-400

-200

0

200

400

600

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21

Chainage (km)

Cu

Su

m S

pe

ed

(km

/h)

Baga 1

Baga 2

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Road Alignment

9281000

9282000

9283000

9284000

9285000

9286000

9287000

9288000

9289000

9290000

9291000

9292000

9293000

9294000

9295000

9296000

4400

00

4410

00

4420

00

4430

00

4440

00

4450

00

4460

00

4470

00

4480

00

4490

00

4500

00

4510

00

4520

00

4530

00

Chainage (km)

Hei

ght

(m)

Baga 1

Baga 2

End

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APPENDIX G – Drainage Schedule



Appendix G Drainage Structure Schedule

Type of Structure

Diameter (mm)Width of Watercourse

for Drifts (m)Total Span of Drifts (m)

Chainage (km)

Drift - 6 12 0.100Drift - 6 12 0.070

Existing Culvert 3 x 600 - - 0.310Existing Drift - - - 0.610

Culvert 600 - - 1.350Exisitng Bridge - - - 1.420

Culvert 600 - - 1.610Drift - - - 1.900

Culvert 600 - - 2.330Culvert 600 - - 3.000Culvert 600 - - 3.200Culvert 600 - - 3.300Culvert 600 - - 3.600Culvert 600 - - 4.220Culvert 600 - - 4.740Culvert 600 - - 5.000Culvert 600 - - 5.980

Existing Culvert 600 - - 6.060Culvert 600 - - 6.850Culvert 600 - - 7.090Culvert 600 - - 7.300Culvert 600 - - 7.380Culvert 600 - - 7.640Culvert 600 - - 8.030Culvert 600 - - 8.380Culvert 600 - - 9.080Culvert 600 - - 9.250Culvert 600 - - 9.630Culvert 600 - - 10.210Culvert 600 - - 10.580Culvert 600 - - 11.090Culvert 600 - - 11.640Culvert 600 - - 11.900Culvert 600 - - 12.080Culvert 600 - - 12.280

Drift - 5 11 12.560Existing Bridge - - - 12.690Existing Culvert 600 - - 12.760

Culvert 600 - - 12.880Culvert 600 - - 12.990

Existing Culvert 600 - - 13.070Culvert 600 - - 13.170

Schedule of Drainage Structures - Bagamoyo

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Type of Structure

Diameter (mm)Width of Watercourse

for Drifts (m)Total Span of Drifts (m)

Chainage (km)

Drift - 6 12 0+490Drift - 6 12 0+810Drift - 6 12 1+350

Culvert 600 - - 1+950Culvert 600 - - 2+020Culvert 600 - - 2+230Culvert 600 - - 2+350Culvert 600 - - 2+700

Drift - 6 12 3+900Culvert 600 - - 4+080


Culvert 600 - - 7+200Old Arch Bridge - - - 7+310

Culvert 600 - - 7+560Culvert 600 - - 7+800Culvert 600 - - 8+060Culvert 600 - - 8+320

Drift - 6 12 8+690Drift - 8 14 8+740Drift - 6 12 8+770Drift - 6 12 9+090Drift - 6 12 9+280

Culvert 600 - - 9+410Culvert 600 - - 9+450Culvert 600 - - 9+690

Drift - 8 14 10+310Culvert 600 - - 10+690Culvert 600 - - 11+210


Culvert 600 - - 14+560Culvert 600 - - 14+710Culvert 600 - - 15+310Culvert 600 - - 15+370Culvert 600 - - 15+770Culvert 600 - - 15+850Culvert 600 - - 16+040Culvert 600 - - 16+120Culvert 600 - - 16+170Culvert 600 - - 16+430Culvert 600 - - 16+480Culvert 600 - - 16+910Culvert 600 - - 17+070Culvert 600 - - 17+200Culvert 600 - - 17+300Culvert 600 - - 17+350Culvert 600 - - 17+440Culvert 600 - - 17+820Culvert 600 - - 17+880Culvert 600 - - 17+920Culvert 600 - - 17+990Culvert 600 - - 18+320

Drift - 6 12 18+710Bridge - - - 18+800Drift - 6 12 18+940

Culvert 600 - - 19+010Culvert 600 - - 19+520

Drift - 10 16 19+660Drift - 20 26 19+830

Culvert 600 - - 19+970Culvert 600 - - 20+120

Schedule of Drainage Structures - Bagamoyo

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APPENDIX H – Material Investigations (Construction Material)



Appendix H Material Investigations (Construction Materials)

Bagamoyo - Borrow Pit 1 – Grey Decomposed Granite Gravel

Sample No. BP 1 BP 1A BP 1B BP 1C BP 1D BP 1E Overburden (mm) 200 500 150 400 100 1500 Depth of sample (mm) 1500 700 600 700 500 2500 Sieve size (mm) % Passing

75 63 50 100 100

37.5 100 95 100 100 97 100 20 97 85 97 96 72 89 10 92 82 93 93 61 88

5 84 73 89 79 57 84 2 55 62 77 42 47 71

1.18 33 50 62 30 40 55 0.600 22 31 42 26 32 34 0.425 18 24 33 24 29 27 0.212 14 14 22 21 26 19 0.150 13 12 20 20 25 17 0.075 11 10 17 19 24 14

Atterberg Limits Liquid Limit (%) 31 45 39 42 48 39 Plastic Limit (%) 20 24 24 25 23 24 Plasticity Index (%) 11 21 15 17 25 15 Linear Shrinkage (%) 6 10 9 9 14 8 GM 2.16 2.04 1.73 2.15 2.00 1.88

Ten percent fines value TFV (10% FACT) (kN) (Wet)

60 - - - - -

TFV (10% FACT) (kN) (Dry)

60 - - - - -

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Bagamoyo - Borrow Pit 1 Location

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Bagamoyo Borrow Pit 1 Layout

Project Title: Date of Visit:

Chainage: Offset:

GPS Coordinates: Top Left: Top Right:

Bottom Left: Bottom Right:

65 m

.15 /.45 .3 /.3

59 m 40 m

.2 /1.3

.4 /.3 .5 /.2

51 m

Legend:

Trial Pit - Sampled Trial Pit - Not Sampled

0.1 /0.9 Overburden (OB) thickness/ Material 'Gravel' (Mat.) thickness in metres

Material Description:Overburden:

Material 'Gravel' Type:

Underlying Material:

Estimated Quantities:

Area to be Used:

Overburden:


Trial Pitting By:

Remarks:

Surveyed by:

2178 m²

600 m³

Decomposed Granite

37 M 441875 928581437 M 441825 9285822

Clay

Clayey GRAVEL - Dark Grey Decomposed Granite Gravel

Nils Bakke and Stephen Conlon

3000 - 5000 m³

AFCAP - Bago to Talawanda 02/02/2010

Local Labour - Pick and Shovel

Underlying material of of poor quality for construction purposes

37 M 441799 9285874 37 M 441860 9285851

1.62 km15.56 km

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BP1 – Trial Pit Profile

Project Title: AFCAP - Bago to Talawanda Date of Visit:

Chainage: Offset:

Trial Pit No: GPS Coordinates:

Terrain Description:

Method of Excavation:

Depth of Excavation:

Reason for Stopping Excavation:

15.56 km

BP 1

Structure:

1.62 km

Layer:

Colour:

HoleNo.

Depth (mm)From To

Origin:

1,50

0

2,50

0

Origin:

Other Observations:

Moisture:Soil Type:

Consistency:Layer:

Structure:Colour: Dark Grey Linear Shrinkage

N/A Sample BP 1

Decomposed Granite

Moisture:

Medium Dense Atterberg LimitsSoil Type: Gravel Grading

Linear Shrinkage

Other Observations:Layer:

Consistency:

Colour:Structure:

Slightly Moist

Origin:

Other Observations:

Transported

Consistency:Layer:

Soil Type:Moisture:

Other Observations:

Proposed Borrow Pit 1 - Grey Decomposed Granite Gravel

Consistency:

Colour:Structure:

Origin:

Slightly Moist Grading

0 200

TopsoilVery LooseSilty CLAYSlightly MoistDark Brown

Soil Type:Moisture:

Loose TFV Clayey Sandy GRAVEL Atterberg Limits

200

1,50

0

No laboratory tests

Pick and Shovel

2.5 m

Sufficient information was gained

Tests Required/ Sample No.

N/ATransported

Overburden MaterialNatural Gravel - D. Granite Gravel

Cementation: N/A

N/A

Poor Quality Gravel

Cementation:

Cementation: N/A

Cementation: Weakly Cemented

Light Grey Sample BP 1E

02/02/2010

37 M 441840 9285837

BP 1

BP 1E

Transported

Good Quality Gravel

Description

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BP1A – Trial Pit Profile


Chainage: Offset:

Trial Pit No: Waypoint Number:





02/02/2010

37 M 441875 9285814

BP 1A

Transported

Good Quality Gravel

Description

Cementation: N/A

Cementation:

Cementation:

Natural Gravel - Granite Gravel

Cementation: N/A

N/ATransported

Overburden Material

No laboratory tests

Pick and Shovel

0.7 m



500

700

Loose Atterberg LimitsClayey Sandy GRAVEL Grading

0 500


Soil Type:Moisture:

Other Observations:

Proposed Borrow Pit 1 - Grey Decompsed Granite Gravel

Consistency:

Colour:Structure:

Origin:

Slightly Moist Linear Shrinkage

Soil Type:Moisture:

Consistency:Layer:

Structure:Origin:

Other Observations:


Consistency:

Colour:Moisture:

Soil Type:

Colour: Dark Grey Sample BP 1AN/A

Origin:

Origin:

Other Observations:

Moisture:Soil Type:

Consistency:Layer:

Structure:

HoleNo.

Depth (mm)From To

15.56 km

BP 1A

Structure:

1.62 km

Layer:

Colour:

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BP1B – Trial Pit Profile


Chainage: Offset:






15.56 km

BP 1B

Structure:

1.62 km

Layer:

Colour:

HoleNo.

Depth (mm)From To

Origin:

Origin:

Other Observations:

Moisture:Soil Type:

Consistency:Layer:

Structure:Colour: Dark Grey Sample BP 1B

N/A

Moisture:Soil Type:


Consistency:

Colour:Structure:

Origin:

Other Observations:

Consistency:Layer:

Soil Type:Moisture:

Other Observations:


Consistency:

Colour:Structure:

Origin:


0 150


Soil Type:Moisture:


150

600

No laboratory tests

Pick and Shovel

0.6 m



N/ATransported

Overburden MaterialNatural Gravel - Granite Gravel

Cementation: N/A

Cementation:

Cementation: N/A

Cementation:

02/02/2010

37 M 441799 9285874

BP 1B

Transported

Good Quality Gravel

Description

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BP1C – Trial Pit Profile


Chainage: Offset:






02/02/2010

37 M 441825 9285822

BP 1C

Transported

Good Quality Gravel

Description

Cementation: N/A

Cementation:

Cementation:

Natural Gravel - Granite Gravel

Cementation: N/A

N/ATransported

Overburden Material

No laboratory tests

Pick and Shovel

0.7 m



400

700


0 400


Soil Type:Moisture:

Other Observations:


Consistency:

Colour:Structure:

Origin:


Soil Type:Moisture:

Consistency:Layer:

Structure:Origin:

Other Observations:


Consistency:

Colour:Moisture:

Soil Type:

Colour: Dark Grey Sample BP 1CN/A

Origin:

Origin:

Other Observations:

Moisture:Soil Type:

Consistency:Layer:

Structure:

HoleNo.

Depth (mm)From To

15.56 km

BP 1C

Structure:

1.62 km

Layer:

Colour:

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BP1D – Trial Pit Profile


Chainage: Offset:






15.56 km

BP 1D

Structure:

1.62 km

Layer:

Colour:

HoleNo.

Depth (mm)From To

Origin:

Origin:

Other Observations:

Moisture:Soil Type:

Consistency:Layer:

Structure:Colour: Dark Grey Sample BP 1D

N/A

Moisture:Soil Type:


Consistency:

Colour:Structure:

Origin:

Other Observations:

Consistency:Layer:

Soil Type:Moisture:

Other Observations:


Consistency:

Colour:Structure:

Origin:


0 400


Soil Type:Moisture:


400

700

No laboratory tests

Pick and Shovel

0.7 m



N/ATransported

Overburden MaterialNatural Gravel - Granite Gravel

Cementation: N/A

Cementation:

Cementation: N/A

Cementation:

02/02/2010

37 M 441860 9285851

BP 1D

Transported

Good Quality Gravel

Description

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Bagamoyo Trial Pit BP1

Bagamoyo Trial Pit BP1A

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Bagamoyo Trial Pit BP1B

Bagamoyo Trial Pit BP1C

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Bagamoyo Trial Pit BP1D

Bagamoyo Trial Pit BP1E

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Bagamoyo - Borrow Pit 2 – Red Quartzitic Gravel

Sample No. BP 2 BP 2A BP 2B BP 2C BP 2D Overburden (mm) 50 200 450 100 200 Depth of sample (mm) 1250 500 700 600 500 Sieve size (mm) % Passing

75 63 50 100

37.5 100 90 100 20 97 100 87 93 10 100 94 97 83 86

5 95 78 88 80 69 2 56 47 49 75 33

1.18 39 38 34 65 23 0.600 33 32 29 44 17 0.425 31 30 27 36 15 0.212 29 25 24 27 12 0.150 28 23 23 24 11 0.075 27 21 22 22 10

Atterberg Limits Liquid Limit (%) 54 51 48 63 39 Plastic Limit (%) 32 24 27 36 23 Plasticity Index (%) 22 27 21 27 16 Linear Shrinkage (%) 13 15 11 16 9 GM 1.86 2.02 2.02 1.67 2.42 MDD/OMC MDD (Kg/m³) 1940 - - - - OMC (%) 9.5 - - - - Ten percent fines value TFV (10% FACT) (kN) (Wet)

45 - - - -


50 - - - -

CBR (%) at OMC 95% heavy MDD 30 - - - - 98% heavy MDD 62 - - - - 100% heavy MDD 80 - - - - CBR (%) 4 day soaked 93% heavy MDD 4 - - - - 95% heavy MDD 6 - - - - 98% heavy MDD 15 - - - - 100% heavy MDD 19 - - - - Swell (%) 1.57 - - - -

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BP2 – Location

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Borrow Pit 2 – Layout

Project Title: Date of Visit:

Chainage: Offset:

Waypoint Number: Top Left: Top Right:

Bottom Left: Bottom Right:

72 m

.1 /.5 .45 /.25 .25 /.5

55 m 53 m

.05 /1.2

.2 /.3 .5 /.3

40 m

Legend:

Trial Pit - Sampled Trial Pit - Not Sampled

0.1 /0.9 Overburden (OB) thickness/ Material 'Gravel' (Mat.) thickness in metres

Material Description:Overburden:


Underlying Material:

Estimated Quantities:Area to be Used:

Overburden:


Trial Pitting By:

Remarks:

Surveyed by: Nils Bakke and Stephen Conlon

5000 m³

37 M 450263 9291869

1.25 km2.71 km

Local Labour - Pick and Shovel

AFCAP - Bago to Talawanda 02/02/2010

2000 m³

525 m³

37 M 450261 929181737 M 450266 9291777

Clay

Clayey GRAVEL - Dark Redesh Brown Quarzitic Gravel

37 M 450222 9291810

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BP2 – Trial Pit Profile


Chainage: Offset:






02/02/2010

37 M 441840 9285837

BP 2

Transported CBR 4 day soaked

Good Quality Gravel

Description

Cementation: N/A Sample BP 2

Cementation:

Cementation:

Natural Gravel - Quartzitic Gravel

Cementation: N/A

N/ATransported

Overburden Material

No laboratory tests

Pick and Shovel

1.25 m



50

1,25

0


0 50


Soil Type:Moisture:

Other Observations:

Proposed Borrow Pit 2 - Red Quartzitic Gravel

Consistency:

Colour:Structure:

Origin:


Soil Type:Moisture:

Consistency:Layer:

Structure:Origin:

Other Observations:


Consistency:

Colour:Moisture:

Soil Type:

Colour: Dark Redesh Brown MDD/OMCN/A CBR at OMC

Origin:

Origin:

Other Observations:

Moisture:Soil Type:

Consistency:Layer:

Structure:

HoleNo.

Depth (mm)From To

2.72 km

BP 2

Structure:

1.25 km

Layer:

Colour:

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BP2A – Trial Pit Profile


Chainage: Offset:






2.72 km

BP 2A

Structure:

1.25 km

Layer:

Colour:

HoleNo.

Depth (mm)From To

Origin:

Origin:

Other Observations:

Moisture:Soil Type:

Consistency:Layer:

Structure:Colour: Dark Redesh Brown Sample BP 2A

N/A

Moisture:Soil Type:


Consistency:

Colour:Structure:

Origin:

Other Observations:

Consistency:Layer:

Soil Type:Moisture:

Other Observations:


Consistency:

Colour:Structure:

Origin:


0 200


Soil Type:Moisture:


200

500

No laboratory tests

Pick and Shovel

0.5 m



N/ATransported

Overburden MaterialNatural Gravel - Quartzitic Gravel

Cementation: N/A

Cementation:

Cementation: N/A

Cementation:

02/02/2010

37 M 450266 9291777

BP 2A

Transported

Good Quality Gravel

Description

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BP2B – Trial Pit Profile


Chainage: Offset:






02/02/2010

37 M 450246 9291841

BP 2B

Transported

Good Quality Gravel

Description

Cementation: N/A

Cementation:

Cementation:


Cementation: N/A

N/ATransported

Overburden Material

No laboratory tests

Pick and Shovel

0.7 m



450

700


0 450


Soil Type:Moisture:

Other Observations:


Consistency:

Colour:Structure:

Origin:


Soil Type:Moisture:

Consistency:Layer:

Structure:Origin:

Other Observations:


Consistency:

Colour:Moisture:

Soil Type:

Colour: Dark Redesh Brown Sample BP 2BN/A

Origin:

Origin:

Other Observations:

Moisture:Soil Type:

Consistency:Layer:

Structure:

HoleNo.

Depth (mm)From To

2.72 km

BP 2B

Structure:

1.25 km

Layer:

Colour:

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BP2C – Trial Pit Profile


Chainage: Offset:






2.72 km

BP 2C

Structure:

1.25 km

Layer:

Colour:

HoleNo.

Depth (mm)From To

Origin:

Origin:

Other Observations:

Moisture:Soil Type:

Consistency:Layer:

Structure:Colour: Dark Redesh Brown Sample BP 2C

N/A

Moisture:Soil Type:


Consistency:

Colour:Structure:

Origin:

Other Observations:

Consistency:Layer:

Soil Type:Moisture:

Other Observations:


Consistency:

Colour:Structure:

Origin:


0 100


Soil Type:Moisture:


100

500

No laboratory tests

Pick and Shovel

0.6 m



N/ATransported


Cementation: N/A

Cementation:

Cementation: N/A

Cementation:

02/02/2010

37 M 450222 9291810

BP 2C

Transported

Good Quality Gravel

Description

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BP2D – Trial Pit Profile


Chainage: Offset:






02/02/2010

37 M 450263 9291869

BP 2D

Transported

Good Quality Gravel

Description

Cementation: N/A

Cementation:

Cementation:


Cementation: N/A

N/ATransported

Overburden Material

No laboratory tests

Pick and Shovel

0.8 m



500

800


0 500


Soil Type:Moisture:

Other Observations:


Consistency:

Colour:Structure:

Origin:


Soil Type:Moisture:

Consistency:Layer:

Structure:Origin:

Other Observations:


Consistency:

Colour:Moisture:

Soil Type:

Colour: Dark Redesh Brown Sample BP 2DN/A

Origin:

Origin:

Other Observations:

Moisture:Soil Type:

Consistency:Layer:

Structure:

HoleNo.

Depth (mm)From To

2.72 km

BP 2D

Structure:

1.25 km

Layer:

Colour:

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BP2E – Trial Pit Profile


Chainage: Offset:






2.72 km

BP 2E

Structure:

1.25 km

Layer:

Colour:

HoleNo.

Depth (mm)From To

Origin:

Origin:

Other Observations:

Moisture:Soil Type:

Consistency:Layer:

Structure:Colour: Dark Redesh Brown Sample BP 2E

N/A

Moisture:Soil Type:


Consistency:

Colour:Structure:

Origin:

Other Observations:

Consistency:Layer:

Soil Type:Moisture:

Other Observations:


Consistency:

Colour:Structure:

Origin:


0 250


Soil Type:Moisture:


250

700

No laboratory tests

Pick and Shovel

0.8 m



N/ATransported


Cementation: N/A

Cementation:

Cementation: N/A

Cementation:

02/02/2010

37 M 450263 9291869

BP 2E

Transported

Good Quality Gravel

Description

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Bagamoyo Trial Pit BP2

Bagamoyo Trial Pit BP2A

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Bagamoyo Trial Pit BP2B

Bagamoyo Trial Pit BP2C

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Bagamoyo Trial Pit BP2D

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Siha – Borrow Pit 1 – Volcanic Tuff

Sample No. BP 1 Sieve size (mm) % Passing

75 100 63 100

37.5 100 20 92 14 86

5 60 2 30

0.425 11 0.075 2

Atterberg Limits Liquid Limit (%) 41.1 Plastic Limit (%) NP Plasticity Index (%) NP Linear Shrinkage (%) NP GM 3.0 MDD/OMC MDD (Kg/m3) 1536 Field Moisture (%) 3.2 OMC (%) 10.5 CBR (%) at OMC 90% heavy MDD 15 95% heavy MDD 37 98% heavy MDD 55 100% heavy MDD 70 CBR (%) 4 days soak Swell (%) 90% heavy MDD 8 0.01 93% heavy MDD 17 - 95% heavy MDD 26 0.02 98% heavy MDD 45 - 100% heavy MDD 62 0.35 Ten percent fines value TFV (10% FACT) (kN) (Wet)

7 -


9 -

Water absorption Water absorption (%) 20.7 -

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75 100 63 100

37.5 85 20 70

5 54 2 43

0.425 32 0.075 25

Atterberg Limits Liquid Limit (%) 34 Plastic Limit (%) 22.5 Plasticity Index (%) 11 Linear Shrinkage (%) 6 GM 2.0 MDD/OMC MDD (Kg/m3) 1848 Field Moisture (%) 8.8 OMC (%) 14.5 CBR (%) at OMC 90% heavy MDD 36 95% heavy MDD 87 98% heavy MDD 130 100% heavy MDD 164

CBR (%) 4 days soak Swell (%)

90% heavy MDD 25 0.63 93% heavy MDD 38 - 95% heavy MDD 54 - 96% heavy MDD 65 0.24 98% heavy MDD 91 - 100% heavy MDD 123 0.02 Ten percent fines value TFV (10% FACT) (kN) (Wet)

45 -


80 -

Water absorption Water absorption (%) 10.6 -

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Siha - Borrow Pit 1 and 2 Location

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Photograph of Borrow Pit 1 – Siha


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75 63 50 100

37.5 83 20 74 10 66

5 56 2 48

1.18 44 0.6 38

0.425 35 0.212 29

0.15 24 0.075 17

Atterberg Limits Liquid Limit (%) 30 Plastic Limit (%) 23 Plasticity Index (%) 7 Linear Shrinkage (%) 4 GM 2.0 MDD/OMC MDD (Kg/m3) 1999 OMC (%) 13.3 CBR (%) at OMC 95% heavy MDD 117 98% heavy MDD 132 100% heavy MDD 209 CBR (%) 4 days soak 93% heavy MDD 27 95% heavy MDD 48 98% heavy MDD 54 100% heavy MDD 113 Ten percent fines value TFV (10% FACT) (kN) (Wet)

70


90

Water absorption Water absorption (%) 3.9 Swell (%) Swell (%) 0.02

Siha - Borrow Pit 3 Location

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APPENDIX I – Strip Maps

Bagomoyo Stripmaps

Bag

o to

Tal

awan

da R

oad,

Bag

amay

o di

stric

t, Pw

ani R

egio

n

Cha

inag

e (k

m)

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

Bago Village

Bago Village

Bago Village

Bago Village

Bago Village

Bago Village

Bago Village

Bago Village

Bago Village

Bago Village

Bago Village

Bago Village

Bago Village

Bago Village

Bago Village

Bago Village

Bago Village

Bago Village

Bago Village

Bago Village

Bago Village

Bago Village

Bago Village

Bago Village

Bago Village

Bago Village

Small drift 5 X 6 m

High point

Small drift 5 X 6 m

Gra

phs Cha

inag

e (k

m)

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

dien

ts (a

bs)

2.1%

2.1%

2.1%

2.1%

2.1%

2.1%

2.1%

0.0%

0.0%

0.0%

4.3%

4.3%

4.3%

4.3%

4.3%

2.3%

2.3%

2.3%

2.3%

1.3%

1.3%

1.3%

3.1%

3.1%

3.1%

3.1%

3.1%

3.1%

3.1%

0.7%

0.7%

0.7%

0.7%

0.7%

0.7%

0.7%

0.7%

0.7%

1.1%

1.1%

1.1%

1.1%

1.1%

4.7%

4.7%

4.7%

8.0%

8.0%

5.0%

5.0%

5.4%

5.4%

5.4%

1.9%

1.9%

1.9%

1.4%

1.4%

1.4%

1.5%

1.5%

1.5%

1.5%

1.5%

1.5%

1.5%

1.5%

1.5%

1.5%

0.5%

0.5%

0.5%

0.5%

0.5%

0.5%

0.5%

0.5%

0.5%

0.5%

2.0%

2.0%

2.0%

4.9%

4.9%

4.9%

4.9%

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%

Flat

to M

oder

ate

Ste

ep to

V.S

teep

0%3%

3%5%

5%10

%10

%15

%15

%50

%

Cha

inag

e (k

m)

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

Con

ditio

n S

peed

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

23

33

33

33

33

33

33

33

33

33

33

33

33

Cha

inag

e (k

m)

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

Pla

stic

Mat

eria

ls4

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

42

22

24

44

44

44

44

44

44

44

44

44

44

44

44

42

22

22

22

44

44

44

44

44

44

44

4

San

dy M

ater

ials

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

22

22

44

44

44

44

44

44

44

44

44

44

44

44

44

22

22

22

24

44

44

44

44

44

44

44

1G

rey/

Bla

ckP

last

ic S

oil

2G

rey

Pla

stic

Soi

l

3Li

ght G

rey

Pla

stic

Soi

l

4R

ed S

oil

5Li

ght R

ed

Soi

l

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##

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

#1

Exc

avat

e Tr

ial P

its1

1S

mal

l2

Med

ium

3La

rge

Des

ign

Cla

ss3

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

31

Poo

r3

S3

7S

715

S15

Sur

faci

ng T

ype

Sea

ling

Opt

ion

Cha

inag

e (k

m)

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 Pav

emen

t Lay

ers

Laye

rs

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

Fill

G3

Sub

base

Sel

ecte

d S

ubgr

ade

Sur

face

Bas

e

Laye

r Thi

ckne

ss (m

m)

150

Sub

grad

e B

earin

g C

apac

ity

RE

D S

OIL

G

RE

Y P

SS

ubgr

ade

Type

Vis

ually

Ass

esse

d P

oor S

ectio

ns

Pho

togr

aphs

Feat

ures

and

Obs

erva

tions

Roa

d C

ondi

tion

(Spe

ed)

Ver

tical

Gra

dien

ts

RE

D S

OIL

Des

crip

tion

RE

D S

OIL

G

RE

Y P

LAS

TIC

SO

IL

HEA

VY G

RA

DIN

G &

EST

AB

LISH

DR

AIN

AG

E

0150

100 0 150

SIN

GLE

OTT

A S

EAL

AN

D S

ING

LE S

AN

D S

EAL

26 0 0

230

235

240

245

250

255 0.

00.

10.

20.

30.

40.

50.

60.

70.

80.

91.

0

Bag

a S

tripm

ap S

trips

.xls

- 0-

1p.

1

Bag

o to

Tal

awan

da R

oad,

Bag

amay

o di

stric

t, Pw

ani R

egio

n

Cha

inag

e (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

High point

Small drift 5 X 6 m

High point

Ø60 cm Culvert

Gra

phs Cha

inag

e (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

dien

ts (a

bs)

1.6%

1.6%

1.6%

1.6%

1.6%

1.6%

1.6%

0.4%

0.4%

0.4%

0.4%

0.4%

0.4%

0.4%

0.4%

0.4%

1.2%

1.2%

1.2%

1.2%

1.2%

1.2%

1.2%

1.4%

1.4%

1.4%

1.4%

1.4%

1.4%

1.4%

1.4%

1.4%

1.4%

1.4%

3.2%

3.2%

4.4%

4.4%

4.4%

4.4%

4.4%

4.4%

0.8%

0.8%

0.8%

0.8%

0.8%

0.8%

0.8%

0.7%

0.7%

0.7%

0.7%

0.7%

0.7%

0.7%

0.7%

0.7%

0.6%

0.6%

0.6%

0.6%

0.6%

0.6%

0.6%

0.6%

0.6%

0.6%

0.6%

1.8%

1.8%

1.8%

1.8%

1.8%

1.8%

1.8%

1.8%

1.8%

1.8%

3.2%

3.2%

3.2%

3.2%

3.2%

3.2%

2.4%

2.4%

4.4%

4.4%

2.4%

2.4%

2.4%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

2.1%

2.1%

Flat

to M

oder

ate

Ste

ep to

V.S

teep

0%3%

3%5%

5%10

%10

%15

%15

%50

%

Cha

inag

e (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

Con

ditio

n S

peed

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

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

Cha

inag

e (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

Pla

stic

Mat

eria

ls4

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

43

33

33

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

43

33

33

44

4

San

dy M

ater

ials

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

33

33

34

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

33

33

34

44

1G

rey/

Bla

ckP

last

ic S

oil

2G

rey

Pla

stic

Soi

l

3Li

ght G

rey

Pla

stic

Soi

l

4R

ed S

oil

5Li

ght R

ed

Soi

l

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##

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

#1

Exc

avat

e Tr

ial P

its1

1S

mal

l2

Med

ium

3La

rge

Des

ign

Cla

ss3

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

31

Poo

r3

S3

7S

715

S15

Sur

faci

ngS

ealin

g O

ptio

n

Cha

inag

e (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 Pav

emen

t Lay

ers

Laye

rs

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

HEA

VY G

RA

DIN

G, E

STA

BLI

SH D

RA

INA

GE

Sel

ecte

d S

ubgr

ade

Fill

Laye

r Thi

ckne

ss (m

m)

G3

Sur

face

Bas

e

Sub

base

RE

D S

OIL

Pho

togr

aphs

Feat

ures

and

Obs

erva

tions

Roa

d C

ondi

tion

(Spe

ed)

Ver

tical

Gra

dien

ts

Sub

grad

e Ty

pe

Vis

ually

Ass

esse

d P

oor S

ectio

ns

Sub

grad

e B

earin

g C

apac

ity

RE

D S

OIL

Des

crip

tion

LGP

SR

ED

SO

ILLG

PS

230

235

240

245

250 1.

01.

11.

21.

31.

41.

51.

61.

71.

81.

92.

0

Bag

a S

tripm

ap S

trips

.xls

- 1-

2p.

2

Bag

o to

Tal

awan

da R

oad,

Bag

amay

o di

stric

t, Pw

ani R

egio

n

Cha

inag

e (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

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Ø60 cm Culvert

Ø60 cm Culvert

Ø60 cm Culvert

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Ø60 cm Culvert

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Msinune Village

Gra

phs Cha

inag

e (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

dien

ts (a

bs)

2.1%

2.1%

2.1%

1.1%

1.1%

1.1%

1.1%

1.1%

0.9%

0.9%

0.9%

0.9%

3.8%

3.8%

3.8%

3.8%

3.8%

2.2%

2.2%

2.2%

1.4%

1.4%

1.4%

1.4%

1.4%

1.4%

1.0%

1.0%

1.0%

1.0%

1.0%

1.0%

1.0%

0.8%

0.8%

0.8%

0.8%

0.8%

1.8%

1.8%

1.8%

1.8%

1.8%

3.5%

9.4%

9.4%

9.4%

9.4%

1.5%

1.5%

1.5%

1.4%

6.3%

6.3%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.9%

0.9%

0.9%

0.9%

0.9%

2.0%

2.0%

2.0%

2.0%

3.6%

3.6%

3.6%

3.6%

3.6%

3.4%

3.4%

3.4%

4.6%

4.6%

4.6%

3.1%

3.1%

3.1%

3.1%

1.4%

1.4%

1.4%

1.4%

5.8%

5.8%

5.7%

5.7%

5.7%

3.4%

3.4%

3.4%

3.4%

3.4%

3.4%

3.4%

Flat

to M

oder

ate

Ste

ep to

V.S

teep

0%3%

3%5%

5%10

%10

%15

%15

%50

%

Cha

inag

e (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

Con

ditio

n S

peed

44

44

44

44

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

Cha

inag

e (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

Pla

stic

Mat

eria

ls4

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

4

San

dy M

ater

ials

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

1G

rey/

Bla

ckP

last

ic S

oil

2G

rey

Pla

stic

Soi

l

3Li

ght G

rey

Pla

stic

Soi

l

4R

ed S

oil

5Li

ght R

ed

Soi

l

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##

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

#1

11

11

11

11

11

11

11

11

11

11

11

11

1E

xcav

ate

Tria

l Pits

21

Sm

all

2M

ediu

m3

Larg

e

Des

ign

Cla

ss3

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

31

Poo

r3

S3

7S

715

S15

Sur

faci

ngS

ealin

g O

ptio

n

Cha

inag

e (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 Pav

emen

t Lay

ers

Laye

rs

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

Laye

r Thi

ckne

ss (m

m)

Fill

Sur

face

Bas

e

Sub

base

Sel

ecte

d S

ubgr

ade

G3

Pho

togr

aphs

Feat

ures

and

Obs

erva

tions

Roa

d C

ondi

tion

(Spe

ed)

Ver

tical

Gra

dien

ts

Sub

grad

e B

earin

g C

apac

ity

RE

D S

OIL

Sub

grad

e Ty

pe

Vis

ually

Ass

esse

d P

oor S

ectio

ns

HEA

VY G

RA

DIN

G &

EST

AB

LISH

DR

AIN

AG

E H

EAVY

GR

AD

ING

& IN

CLU

DE

DIV

ERSI

ON

HU

MPS

210

215

220

225

230

235 2.

02.

12.

22.

32.

42.

52.

62.

72.

82.

93.

0

Bag

a S

tripm

ap S

trips

.xls

- 2-

3p.

3

Bag

o to

Tal

awan

da R

oad,

Bag

amay

o di

stric

t, Pw

ani R

egio

n

Cha

inag

e (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

Turnout

Small drift 5 X 6 m

Gra

phs Cha

inag

e (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

dien

ts (a

bs)

0.7%

0.7%

0.7%

0.7%

0.7%

0.7%

0.7%

0.7%

0.7%

0.7%

0.5%

0.5%

0.5%

0.5%

0.5%

0.5%

0.5%

0.5%

2.7%

2.7%

2.7%

2.7%

3.1%

3.1%

3.1%

1.7%

1.7%

1.7%

1.7%

1.7%

1.7%

1.7%

2.9%

2.9%

2.9%

3.0%

3.0%

3.0%

3.0%

2.9%

2.9%

2.9%

4.2%

4.2%

4.2%

5.0%

5.0%

5.0%

5.0%

1.6%

1.6%

1.6%

1.6%

6.5%

6.5%

6.5%

2.2%

2.2%

1.9%

1.9%

1.9%

1.9%

1.9%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

1.4%

1.4%

1.4%

1.4%

1.4%

4.2%

4.2%

4.2%

3.7%

3.7%

4.1%

4.1%

4.1%

4.1%

5.4%

5.4%

5.4%

5.4%

7.2%

7.2%

7.2%

2.7%

2.7%

2.7%

2.7%

2.7%

2.7%

0.8%

0.8%

0.8%

Flat

to M

oder

ate

Ste

ep to

V.S

teep

0%3%

3%5%

5%10

%10

%15

%15

%50

%

Cha

inag

e (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

Con

ditio

n S

peed

66

66

66

66

66

67

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

88

88

Cha

inag

e (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

Pla

stic

Mat

eria

ls4

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

33

33

33

33

33

33

33

33

33

3

San

dy M

ater

ials

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

44

43

33

33

33

33

33

33

33

33

33

1G

rey/

Bla

ckP

last

ic S

oil

2G

rey

Pla

stic

Soi

l

3Li

ght G

rey

Pla

stic

Soi

l

4R

ed S

oil

5Li

ght R

ed

Soi

l

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

ns1

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

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

1E

xcav

ate

Tria

l Pits

1S

mal

l2

Med

ium

3La

rge

Des

ign

Cla

ss3

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

77

77

77

77

77

77

77

77

77

71

Poo

r3

S3

7S

715

S15

Sur

faci

ngS

ealin

g O

ptio

n

Cha

inag

e (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 Pav

emen

t Lay

ers

Laye

rs

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

Sel

ecte

d S

ubgr

ade

Fill

G3

Bas

e

Sub

base

Sub

grad

e B

earin

g C

apac

ity

Sur

face

HEA

VY G

RA

DIN

G &

EST

AB

LISH

DR

AIN

AG

E

Sub

grad

e Ty

pe

Vis

ually

Ass

esse

d P

oor S

ectio

ns

LIG

HT

GR

EY

PLA

STI

C S

OIL

Pho

togr

aphs

Feat

ures

and

Obs

erva

tions

Roa

d C

ondi

tion

(Spe

ed)

Ver

tical

Gra

dien

ts

RE

D S

OIL

S

Laye

r Thi

ckne

ss (m

m)

HEA

VY G

RA

DIN

G &

INC

LUD

E D

IVER

SIO

N H

UM

PS

185

190

195

200

205

210

215 3.

03.

13.

23.

33.

43.

53.

63.

73.

83.

94.

0

Bag

a S

tripm

ap S

trips

.xls

- 3-

4p.

4

Bag

o to

Tal

awan

da R

oad,

Bag

amay

o di

stric

t, Pw

ani R

egio

n

Cha

inag

e (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

Ø60 cm Culvert

Start of slack hill High point

Some gravel under hill








































Gra

phs Cha

inag

e (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

dien

ts (a

bs)

0.8%

0.8%

0.8%

0.8%

2.1%

2.1%

2.1%

2.1%

2.1%

2.1%

1.7%

1.7%

1.7%

1.7%

1.7%

1.7%

1.7%

1.5%

1.5%

1.5%

1.5%

1.5%

1.5%

1.5%

1.5%

1.9%

1.9%

1.9%

1.9%

1.9%

1.9%

0.0%

0.0%

0.0%

5.8%

5.8%

5.8%

4.7%

4.7%

4.7%

4.7%

4.7%

4.7%

4.7%

2.4%

2.4%

2.4%

2.4%

2.4%

2.4%

2.4%

4.3%

4.3%

4.3%

4.3%

4.3%

4.3%

4.3%

2.9%

2.9%

2.9%

2.9%

2.9%

3.3%

5.9%

5.9%

5.2%

5.2%

5.2%

5.2%

6.2%

6.2%

6.2%

4.6%

4.6%

4.6%

2.9%

2.9%

2.9%

2.9%

2.9%

2.9%

2.9%

2.9%

1.3%

1.3%

1.3%

1.3%

5.1%

5.1%

10.0%

10.0%

10.0%

0.0%

0.0%

0.0%

4.6%

4.6%

9.5%

9.5%

Flat

to M

oder

ate

Ste

ep to

V.S

teep

0%3%

3%5%

5%10

%10

%15

%15

%50

%

Cha

inag

e (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

Con

ditio

n S

peed

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

88

88

88

88

88

88

88

88

88

88

88

88

88

89

99

99

99

99

99

99

99

99

99

Cha

inag

e (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

Pla

stic

Mat

eria

ls3

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

3

San

dy M

ater

ials

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

1G

rey/

Bla

ckP

last

ic S

oil

2G

rey

Pla

stic

Soi

l

3Li

ght G

rey

Pla

stic

Soi

l

4R

ed S

oil

5Li

ght R

ed

Soi

l

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##

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

#1

Exc

avat

e Tr

ial P

its2

1S

mal

l2

Med

ium

3La

rge

Des

ign

Cla

ss7

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

71

Poo

r3

S3

7S

715

S15

Sur

faci

ngS

ealin

g O

ptio

n

Cha

inag

e (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 Pav

emen

t Lay

ers

Laye

rs

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

G3

Laye

r Thi

ckne

ss (m

m)

Fill

Sur

face

Bas

e

Sub

base

Sel

ecte

d S

ubgr

ade

Sub

grad

e B

earin

g C

apac

ity

Des

crip

tion

LIG

HT

GR

EY

PLA

STI

C S

OIL

(QU

AR

TZIT

IC R

IVE

R G

RA

VE

L A

RO

UN

D C

HA

INA

GE

4.6

-4.7

km

)S

ubgr

ade

Type

Vis

ually

Ass

esse

d P

oor S

ectio

ns

HEA

VY G

RA

DIN

G &

EST

AB

LISH

DR

AIN

AG

E

Pho

togr

aphs

Feat

ures

and

Obs

erva

tions

Roa

d C

ondi

tion

(Spe

ed)

Ver

tical

Gra

dien

ts

165

170

175

180

185

190

195 4.

04.

14.

24.

34.

44.

54.

64.

74.

84.

95.

0

Bag

a S

tripm

ap S

trips

.xls

- 4-

5p.

5

Bag

o to

Tal

awan

da R

oad,

Bag

amay

o di

stric

t, Pw

ani R

egio

n

Cha

inag

e (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

Flat black cotton soil section

































































Small drift 5 X 6 m

Drift 5 X 20 m

Small drift 5 X 8 m

Gra

phs Cha

inag

e (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

dien

ts (a

bs)

9.5%

4.4%

6.9%

6.9%

6.9%

3.5%

3.5%

3.5%

4.0%

4.0%

4.4%

4.4%

4.0%

4.0%

5.2%

5.2%

5.2%

5.8%

5.8%

5.8%

3.7%

3.7%

3.7%

3.0%

3.0%

3.0%

7.9%

7.9%

7.9%

7.9%

2.2%

2.2%

2.2%

2.2%

2.2%

2.2%

1.7%

1.7%

1.7%

1.7%

1.7%

1.7%

1.7%

2.4%

2.4%

2.4%

2.4%

2.4%

2.4%

1.7%

1.7%

1.7%

1.4%

1.4%

1.4%

1.4%

1.3%

1.3%

1.3%

1.3%

1.5%

1.5%

2.2%

2.2%

2.2%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

1.7%

1.7%

1.7%

1.7%

1.7%

1.7%

0.8%

0.8%

0.8%

1.6%

1.6%

1.6%

1.6%

1.3%

1.3%

1.3%

1.3%

1.1%

1.1%

1.1%

1.1%

1.1%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.8%

Flat

to M

oder

ate

Ste

ep to

V.S

teep

0%3%

3%5%

5%10

%10

%15

%15

%50

%

Cha

inag

e (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

Con

ditio

n S

peed

99

99

99

99

99

99

99

99

99

99

99

99

99

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

Cha

inag

e (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

Pla

stic

Mat

eria

ls3

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

31

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

2

San

dy M

ater

ials

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

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

1G

rey/

Bla

ckP

last

ic S

oil

2G

rey

Pla

stic

Soi

l

3Li

ght G

rey

Pla

stic

Soi

l

4R

ed S

oil

5Li

ght R

ed

Soi

l

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##

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

#1

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

Exc

avat

e Tr

ial P

its1

11

Sm

all

2M

ediu

m3

Larg

e

Des

ign

Cla

ss7

77

77

77

77

77

77

77

77

77

77

77

77

77

33

33

33

31

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

31

Poo

r3

S3

7S

715

S15

Sur

faci

ngS

ealin

g O

ptio

n

Cha

inag

e (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 Pav

emen

t Lay

ers

Laye

rs

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

150

G3

0

100

150 0

LIG

HT

GR

EY

PLA

STI

C S

OIL

GR

EY

BLA

CK

PLA

STI

C S

OIL

HA

ND

PA

CK

ED S

TON

E

200

15 0

HEA

VY G

RA

DIN

G &

EST

AB

LISH

DR

AIN

AG

E

Des

crip

tion

Sub

grad

e B

earin

g C

apac

ity

Sub

grad

e Ty

pe

Vis

ually

Ass

esse

d P

oor S

ectio

ns

Sub

base

Sel

ecte

d S

ubgr

ade

Fill

Pho

togr

aphs

Feat

ures

and

Obs

erva

tions

Roa

d C

ondi

tion

(Spe

ed)

Ver

tical

Gra

dien

ts

Sur

face

Bas

e

Laye

r Thi

ckne

ss (m

m)

0 150 0

0 150 0 100

CO

NC

RET

E ST

RIP

S

100 0 0

145

150

155

160

165

170 5.

05.

15.

25.

35.

45.

55.

65.

75.

85.

96.

0

Bag

a S

tripm

ap S

trips

.xls

- 5-

6p.

6

Bag

o to

Tal

awan

da R

oad,

Bag

amay

o di

stric

t, Pw

ani R

egio

n

Cha

inag

e (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

Start of hill

Change alignment of road















































































Deep erosion of carraigew
















































High point
































Gra

phs Cha

inag

e (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

dien

ts (a

bs)

0.8%

0.8%

0.8%

3.0%

3.0%

3.0%

1.5%

1.5%

1.5%

1.5%

4.1%

4.1%

4.1%

5.8%

5.8%

5.8%

5.8%

5.8%

5.8%

5.8%

2.3%

2.3%

2.3%

2.3%

2.3%

2.3%

2.3%

0.7%

0.7%

0.7%

0.7%

0.7%

1.0%

1.0%

1.0%

2.5%

2.5%

2.5%

2.5%

3.1%

3.1%

3.9%

3.9%

3.9%

5.0%

5.0%

9.3%

9.3%

9.3%

3.7%

3.7%

3.7%

3.7%

5.5%

5.5%

5.5%

9.8%

9.8%

9.4%

9.4%

9.4%

9.4%

9.4%

4.4%

4.4%

4.4%

4.4%

4.4%

4.4%

3.0%

3.0%

3.0%

3.0%

3.0%

3.0%

0.9%

0.9%

0.9%

0.9%

9.5%

9.5%

8.4%

8.4%

8.4%

5.6%

5.6%

5.6%

5.0%

5.0%

5.0%

5.0%

4.4%

4.4%

4.4%

7.5%

7.5%

7.5%

9.3%

9.3%

9.1%

Flat

to M

oder

ate

Ste

ep to

V.S

teep

0%3%

3%5%

5%10

%10

%15

%15

%50

%

Cha

inag

e (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

Con

ditio

n S

peed

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1010

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

Cha

inag

e (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

Pla

stic

Mat

eria

ls2

22

22

22

22

22

22

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

1

San

dy M

ater

ials

22

22

22

22

22

22

21

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

1G

rey/

Bla

ckP

last

ic S

oil

2G

rey

Pla

stic

Soi

l

3Li

ght G

rey

Pla

stic

Soi

l

4R

ed S

oil

5Li

ght R

ed

Soi

l

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

ns1

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

Exc

avat

e Tr

ial P

its2

1S

mal

l2

Med

ium

3La

rge

Des

ign

Cla

ss3

33

33

33

33

33

33

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

Poo

r3

S3

7S

715

S15

Sur

faci

ngS

ealin

g O

ptio

n

Cha

inag

e (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 Pav

emen

t Lay

ers

Laye

rs

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

150 0

150 00 100

0 100

G3

Fill

Sur

face

Bas

e

Sub

base

Sel

ecte

d S

ubgr

ade

Pho

togr

aphs

Feat

ures

and

Obs

erva

tions

Roa

d C

ondi

tion

(Spe

ed)

Ver

tical

Gra

dien

ts

Sub

grad

e Ty

pe

Vis

ually

Ass

esse

d P

oor S

ectio

ns

Sub

grad

e B

earin

g C

apac

ity

Des

crip

tion

GR

EY

BLA

CK

PLA

STI

C S

OIL

GR

EY

PLA

STI

C S

OIL

Laye

r Thi

ckne

ss (m

m)

CO

NC

RET

E G

EOC

ELLS

(75M

M)

CO

NC

RET

E ST

RIP

S

0 0 150

75 0 0 0 150

100 0

145

150

155

160

165

170

175

180 6.

06.

16.

26.

36.

46.

56.

66.

76.

86.

97.

0

Bag

a S

tripm

ap S

trips

.xls

- 6-

7p.

7

Bag

o to

Tal

awan

da R

oad,

Bag

amay

o di

stric

t, Pw

ani R

egio

n

Cha

inag

e (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





















Foot of hill




















Ø60 cm Culvert

Old arch bridge

Ø60 cm Culvert

Ø60 cm Culvert

Gra

phs Cha

inag

e (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

dien

ts (a

bs)

9.1%

8.5%

8.5%

6.9%

6.9%

1.8%

1.8%

1.8%

1.8%

1.8%

1.8%

3.6%

3.6%

3.6%

3.6%

6.8%

6.8%

6.8%

8.6%

8.6%

8.6%

8.6%

4.2%

4.2%

4.2%

1.6%

1.6%

1.6%

2.0%

2.0%

3.5%

3.5%

3.5%

3.5%

1.3%

1.3%

1.3%

1.3%

2.7%

2.7%

2.7%

2.7%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.6%

0.6%

0.6%

0.6%

0.6%

0.6%

0.6%

0.6%

0.6%

1.1%

1.1%

1.1%

1.1%

1.1%

1.1%

1.1%

1.3%

1.3%

1.3%

1.3%

1.3%

1.3%

1.7%

1.7%

1.7%

1.7%

1.2%

1.2%

1.2%

1.2%

1.2%

1.0%

1.0%

1.0%

4.3%

4.3%

4.3%

4.9%

4.9%

4.9%

4.9%

4.9%

2.0%

2.0%

2.0%

4.8%

4.8%

4.8%

5.0%

5.0%

Flat

to M

oder

ate

Ste

ep to

V.S

teep

0%3%

3%5%

5%10

%10

%15

%15

%50

%

Cha

inag

e (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

Con

ditio

n S

peed

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1112

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

Cha

inag

e (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

Pla

stic

Mat

eria

ls1

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

33

33

33

33

33

33

35

55

55

55

55

5

San

dy M

ater

ials

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

13

33

33

33

33

33

33

55

55

55

55

55

1G

rey/

Bla

ckP

last

ic S

oil

2G

rey

Pla

stic

Soi

l

3Li

ght G

rey

Pla

stic

Soi

l

4R

ed S

oil

5Li

ght R

ed

Soi

l

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

ns1

11

11

11

11

11

11

11

11

11

11

11

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

1E

xcav

ate

Tria

l Pits

11

Sm

all

2M

ediu

m3

Larg

e

Des

ign

Cla

ss1

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

33

33

33

33

33

33

37

77

77

77

77

71

Poo

r3

S3

7S

715

S15

Sur

faci

ngS

ealin

g O

ptio

n

Cha

inag

e (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 Pav

emen

t Lay

ers

Laye

rs

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

150 0

CO

NC

RET

E G

EOC

ELLS

(75M

M)

HEA

VY G

RA

DIN

G &

EST

AB

LISH

DR

AIN

AG

E

Laye

r Thi

ckne

ss (m

m)

0 150 0 100

Pho

togr

aphs

Feat

ures

and

Obs

erva

tions

Roa

d C

ondi

tion

(Spe

ed)

Ver

tical

Gra

dien

ts

Sub

grad

e Ty

pe

Vis

ually

Ass

esse

d P

oor S

ectio

ns

0

LIG

HT

RE

D S

OIL

LIG

HT

GR

EY

PLA

STI

C S

OIL

GR

EY

BLA

CK

PLA

STI

C S

OIL

(GN

EIS

S A

T C

HA

INA

GE

7.0

km

)D

escr

iptio

n

Fill

Sub

grad

e B

earin

g C

apac

ity

Sel

ecte

d S

ubgr

ade

Sur

face

Bas

e

Sub

base

G3

75 0

140

145

150

155

160 7.

07.

17.

27.

37.

47.

57.

67.

77.

87.

98.

0

Bag

a S

tripm

ap S

trips

.xls

- 7-

8p.

8

Bag

o to

Tal

awan

da R

oad,

Bag

amay

o di

stric

t, Pw

ani R

egio

n

Cha

inag

e (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

Ø60 cm Culvert

High point

Ø60 cm Culvert

High point

Small drift 5 X 6 m

Drift 5 X 8 m

Small drift 5 X 6 m

Gra

phs Cha

inag

e (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

dien

ts (a

bs)

5.0%

5.0%

5.8%

5.8%

5.5%

5.5%

5.5%

3.0%

3.0%

3.0%

3.0%

4.6%

4.6%

0.0%

0.0%

0.0%

5.7%

5.7%

5.7%

4.6%

4.6%

4.6%

4.6%

4.6%

2.3%

2.3%

2.3%

2.3%

2.3%

2.8%

2.8%

2.8%

2.8%

2.8%

2.8%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

2.9%

2.9%

2.9%

2.9%

2.9%

2.9%

2.9%

0.0%

0.0%

0.0%

0.0%

5.3%

5.3%

5.3%

5.3%

2.6%

2.6%

2.6%

2.8%

2.8%

2.8%

2.8%

2.8%

2.2%

2.2%

2.2%

2.2%

2.7%

6.7%

6.7%

2.4%

2.4%

0.0%

0.0%

0.0%

4.5%

4.5%

0.0%

0.0%

5.3%

0.0%

0.0%

0.0%

2.0%

2.0%

2.0%

2.0%

2.4%

2.4%

2.4%

2.4%

2.4%

2.4%

2.4%

3.5%

3.5%

3.5%

3.5%

3.5%

Flat

to M

oder

ate

Ste

ep to

V.S

teep

0%3%

3%5%

5%10

%10

%15

%15

%50

%

Cha

inag

e (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

Con

ditio

n S

peed

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

Cha

inag

e (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

Pla

stic

Mat

eria

ls5

55

55

55

55

55

55

52

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

23

33

33

33

33

33

33

33

3

San

dy M

ater

ials

55

55

55

55

55

55

55

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

33

33

33

33

33

33

33

33

1G

rey/

Bla

ckP

last

ic S

oil

2G

rey

Pla

stic

Soi

l

3Li

ght G

rey

Pla

stic

Soi

l

4R

ed S

oil

5Li

ght R

ed

Soi

l

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##

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

#1

Exc

avat

e Tr

ial P

its1

1S

mal

l2

Med

ium

3La

rge

Des

ign

Cla

ss7

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

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

31

Poo

r3

S3

7S

715

S15

Sur

faci

ngS

ealin

g O

ptio

n

Cha

inag

e (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 Pav

emen

t Lay

ers

Laye

rs

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

00

75 0 0 0 150 0 100

150

0 0 150

100 0 150

150

Laye

r Thi

ckne

ss (m

m)

Sub

base

Sel

ecte

d S

ubgr

ade

Fill

Bas

e

G3

Pho

togr

aphs

Feat

ures

and

Obs

erva

tions

Roa

d C

ondi

tion

(Spe

ed)

Ver

tical

Gra

dien

ts

Sub

grad

e Ty

pe

Vis

ually

Ass

esse

d P

oor S

ectio

ns

Sub

grad

e B

earin

g C

apac

ity

Sur

face

Des

crip

tion

LIG

HT

GR

EY

PLA

STI

C S

OIL

GR

EY

PLA

STI

C S

OIL

LIG

HT

RE

D S

OIL

HEA

VY G

RA

DIN

G A

ND

EST

AB

LISH

DR

AIN

AG

EH

EAVY

GR

AD

ING

& E

STA

BLI

SH D

RA

INA

GE

20

DO

UB

LE S

UR

FAC

E D

RES

SIN

GC

ON

CR

ETE

GEO

CEL

LS (7

5 M

M)

150

155

160

165 8.

08.

18.

28.

38.

48.

58.

68.

78.

88.

99.

0

Bag

a S

tripm

ap S

trips

.xls

- 8-

9p.

9

Bag

o to

Tal

awan

da R

oad,

Bag

amay

o di

stric

t, Pw

ani R

egio

n

Cha

inag

e (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

High point

Small drift 5 X 6 m

High point

Small drift 5 X 6 m

High point

Ø60 cm Culvert

Ø60 cm Culvert

High point

Ø60 cm Culvert

Gra

phs Cha

inag

e (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

dien

ts (a

bs)

4.6%

4.6%

5.8%

5.8%

5.7%

5.7%

3.9%

3.9%

3.9%

3.9%

0.0%

0.0%

0.0%

0.0%

3.7%

3.7%

3.7%

3.7%

3.7%

3.7%

4.3%

4.3%

4.3%

4.3%

4.3%

4.3%

4.3%

1.4%

1.4%

1.4%

1.4%

1.3%

1.3%

1.3%

1.3%

1.1%

1.1%

1.1%

1.1%

1.1%

1.1%

0.9%

0.9%

0.9%

1.6%

1.6%

2.5%

2.5%

2.5%

3.7%

3.7%

3.7%

3.7%

2.0%

2.0%

2.0%

2.0%

3.7%

3.7%

3.7%

3.7%

3.7%

3.7%

2.6%

2.6%

2.6%

2.6%

2.6%

2.6%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

3.7%

3.7%

7.1%

7.1%

10.8%

10.8%

10.8%

5.1%

5.1%

5.1%

5.1%

3.7%

3.7%

3.7%

3.7%

3.7%

4.8%

4.8%

4.8%

4.8%

5.8%

5.8%

5.8%

5.8%

5.4%

Flat

to M

oder

ate

Ste

ep to

V.S

teep

0%3%

3%5%

5%10

%10

%15

%15

%50

%

Cha

inag

e (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

Con

ditio

n S

peed

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

Cha

inag

e (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

Pla

stic

Mat

eria

ls3

33

22

22

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

35

55

55

55

55

55

55

55

55

55

55

55

55

5

San

dy M

ater

ials

33

32

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

55

55

55

55

55

55

55

55

55

55

55

55

55

1G

rey/

Bla

ckP

last

ic S

oil

2G

rey

Pla

stic

Soi

l

3Li

ght G

rey

Pla

stic

Soi

l

4R

ed S

oil

5Li

ght R

ed

Soi

l

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##

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

#1

Exc

avat

e Tr

ial P

its1

1S

mal

l2

Med

ium

3La

rge

Des

ign

Cla

ss3

33

33

33

33

33

33

33

33

33

33

33

33

33

33

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

71

Poo

r3

S3

7S

715

S15

Sur

faci

ngS

ealin

g O

ptio

n

Cha

inag

e (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 Pav

emen

t Lay

ers

Laye

rs

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

HEA

VY G

RA

DIN

G &

ESTA

BLI

SH D

RA

INA

GE

Fill

Sub

base

Sel

ecte

d S

ubgr

ade

G3

Laye

r Thi

ckne

ss (m

m)

Sur

face

Bas

e

Pho

togr

aphs

Feat

ures

and

Obs

erva

tions

Roa

d C

ondi

tion

(Spe

ed)

Ver

tical

Gra

dien

ts

Sub

grad

e Ty

pe

Vis

ually

Ass

esse

d P

oor S

ectio

ns

Sub

grad

e B

earin

g C

apac

ity

Des

crip

tion

LIG

HT

RE

D S

OIL

LIG

HT

GR

EY

PLA

STI

C S

OIL

GR

EY

PS

LGP

S

155

160

165

170

175

180

185 9.

09.

19.

29.

39.

49.

59.

69.

79.

89.

910

.0

Bag

a S

tripm

ap S

trips

.xls

- 9-

10p.

10

Bag

o to

Tal

awan

da R

oad,

Bag

amay

o di

stric

t, Pw

ani R

egio

n

Cha

inag

e (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

Sand section

Sand section

Sand section

Sand section

Sand section

Sand section

Sand section

Ø60 cm Culvert

High point

Small drift 5 X 8 m

High point

Gra

phs Cha

inag

e (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

dien

ts (a

bs)

5.4%

5.4%

5.4%

5.4%

5.4%

2.8%

2.8%

2.8%

2.8%

2.8%

0.9%

0.9%

0.9%

0.9%

0.9%

0.9%

0.0%

0.0%

0.0%

0.0%

0.0%

0.9%

0.9%

0.9%

4.9%

4.9%

4.9%

9.6%

9.6%

9.6%

7.2%

0.0%

0.0%

0.0%

4.6%

4.6%

4.6%

6.5%

6.5%

6.5%

7.4%

7.4%

11.6%

11.6%

9.7%

9.7%

9.7%

9.7%

5.8%

5.8%

5.8%

8.0%

8.0%

9.2%

9.2%

9.2%

9.2%

5.8%

5.8%

5.8%

5.8%

5.8%

3.0%

3.0%

3.0%

3.0%

3.0%

5.2%

5.2%

5.2%

7.7%

7.7%

7.7%

5.2%

5.2%

3.8%

3.8%

3.8%

3.8%

3.8%

0.9%

0.9%

0.9%

0.9%

0.9%

0.9%

0.9%

0.9%

0.9%

1.7%

1.7%

1.7%

1.7%

1.7%

1.7%

1.7%

3.0%

3.0%

3.0%

3.0%

Flat

to M

oder

ate

Ste

ep to

V.S

teep

0%3%

3%5%

5%10

%10

%15

%15

%50

%

Cha

inag

e (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

Con

ditio

n S

peed

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1314

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

Cha

inag

e (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

Pla

stic

Mat

eria

ls5

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

5

San

dy M

ater

ials

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

1G

rey/

Bla

ckP

last

ic S

oil

2G

rey

Pla

stic

Soi

l

3Li

ght G

rey

Pla

stic

Soi

l

4R

ed S

oil

5Li

ght R

ed

Soi

l

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##

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

#1

Exc

avat

e Tr

ial P

its1

1S

mal

l2

Med

ium

3La

rge

Des

ign

Cla

ss7

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

71

Poo

r3

S3

7S

715

S15

Sur

faci

ngS

ealin

g O

ptio

n

Cha

inag

e (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 Pav

emen

t Lay

ers

Laye

rs

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

0 00 100

Sel

ecte

d S

ubgr

ade

Fill

G3

Sur

face

Bas

e

Sub

base

Sub

grad

e B

earin

g C

apac

ity

Des

crip

tion

LIG

HT

RE

D S

OIL

Pho

togr

aphs

Feat

ures

and

Obs

erva

tions

Roa

d C

ondi

tion

(Spe

ed)

Ver

tical

Gra

dien

ts

Sub

grad

e Ty

pe

Vis

ually

Ass

esse

d P

oor S

ectio

ns

HEA

VY G

RA

DIN

G

0 150

CO

NC

RET

E ST

RIP

S

0

Laye

r Thi

ckne

ss (m

m)

HEA

VY G

RA

DIN

G

100 0

175

180

185

190

195

200

205

210

215 10

.010

.110

.210

.310

.410

.510

.610

.710

.810

.911

.0

Bag

a S

tripm

ap S

trips

.xls

- 10

-11

p.11

Bag

o to

Tal

awan

da R

oad,

Bag

amay

o di

stric

t, Pw

ani R

egio

n

Cha

inag

e (k

m)

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

Ludiga primary school

Ø60 cm Culvert

Ludiga Village

Ludiga Village

Ludiga Village

Ludiga Village

Ludiga Village

Ludiga Village

Ludiga Village

Ludiga Village

Ludiga Village

Ludiga Village

Ludiga Village

Ludiga Village

Ludiga Village

Ludiga Village

Ludiga Village

Ludiga Village

Ludiga Village

Ludiga Village

Ludiga Village

Ludiga Village

Ludiga Village

Ludiga Village

Ludiga Village

Ludiga Village

Ludiga Village

High point

Gra

phs Cha

inag

e (k

m)

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

dien

ts (a

bs)

3.0%

3.0%

0.7%

0.7%

0.7%

0.7%

0.7%

0.7%

0.7%

0.7%

0.7%

0.7%

1.1%

1.1%

1.1%

1.1%

1.1%

1.1%

2.5%

2.5%

2.5%

2.5%

2.5%

0.9%

0.9%

0.9%

0.9%

0.9%

0.9%

0.9%

0.9%

0.0%

0.0%

0.0%

0.0%

2.3%

2.3%

2.3%

7.5%

7.5%

7.5%

3.0%

3.0%

3.0%

0.0%

0.0%

0.0%

0.0%

1.0%

1.0%

1.0%

1.0%

1.0%

1.0%

2.6%

2.6%

2.6%

2.6%

2.6%

2.6%

3.4%

3.4%

3.4%

3.4%

3.4%

3.4%

3.4%

3.4%

1.9%

1.9%

1.9%

1.9%

1.9%

1.9%

1.9%

1.9%

0.6%

0.6%

0.6%

0.6%

0.6%

0.6%

0.6%

0.6%

0.6%

0.6%

0.6%

0.4%

0.4%

0.4%

0.4%

0.4%

0.4%

0.4%

0.4%

0.4%

0.4%

0.5%

0.5%

0.5%

Flat

to M

oder

ate

Ste

ep to

V.S

teep

0%3%

3%5%

5%10

%10

%15

%15

%50

%

Cha

inag

e (k

m)

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

Con

ditio

n S

peed

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

Cha

inag

e (k

m)

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

Pla

stic

Mat

eria

ls5

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

5

San

dy M

ater

ials

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

1G

rey/

Bla

ckP

last

ic S

oil

2G

rey

Pla

stic

Soi

l

3Li

ght G

rey

Pla

stic

Soi

l

4R

ed S

oil

5Li

ght R

ed

Soi

l

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##

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

#1

Exc

avat

e Tr

ial P

its1

1S

mal

l2

Med

ium

3La

rge

Des

ign

Cla

ss7

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

71

Poo

r3

S3

7S

715

S15

Sur

faci

ngS

ealin

g O

ptio

n

Cha

inag

e (k

m)

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 Pav

emen

t Lay

ers

Laye

rs

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

150

100 0 150 0 0

HEA

VY G

RA

DIN

G A

ND

EST

AB

LISH

DR

AIN

AG

E

Laye

r Thi

ckne

ss (m

m)

20 0 0

DO

UB

LE S

AN

D S

EAL

HEA

VY G

RA

DIN

G &

EST

AB

LISH

DR

AIN

AG

E

LIG

HT

RE

D S

OIL

Sub

grad

e B

earin

g C

apac

ity

Pho

togr

aphs

Feat

ures

and

Obs

erva

tions

Roa

d C

ondi

tion

(Spe

ed)

Ver

tical

Gra

dien

ts

Sub

grad

e Ty

pe

Vis

ually

Ass

esse

d P

oor S

ectio

ns

Sub

base

Sel

ecte

d S

ubgr

ade

Fill

G3

Sur

face

Bas

e

205

210

215

220 11

.011

.111

.211

.311

.411

.511

.611

.711

.811

.912

.0

Bag

a S

tripm

ap S

trips

.xls

- 11

-12

p.12

Bag

o to

Tal

awan

da R

oad,

Bag

amay

o di

stric

t, Pw

ani R

egio

n

Cha

inag

e (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

Small drift 5 X 6 m

High point

Small lifting of the road

Small drift 5 X 6 m

Gra

phs Cha

inag

e (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

dien

ts (a

bs)

0.5%

0.5%

0.5%

0.5%

0.5%

0.5%

2.3%

2.3%

2.3%

2.3%

2.3%

2.3%

2.3%

2.7%

2.7%

2.7%

2.7%

2.7%

2.7%

2.7%

0.7%

0.7%

0.7%

0.7%

0.7%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

1.0%

1.0%

1.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.8%

0.8%

0.8%

0.8%

0.8%

0.8%

0.8%

0.8%

0.8%

0.8%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

2.4%

2.4%

2.2%

2.2%

2.2%

2.2%

1.2%

1.2%

1.2%

1.2%

2.9%

2.9%

2.7%

2.7%

2.7%

2.7%

2.7%

2.7%

0.7%

0.7%

0.7%

0.7%

0.7%

0.7%

0.7%

0.7%

Flat

to M

oder

ate

Ste

ep to

V.S

teep

0%3%

3%5%

5%10

%10

%15

%15

%50

%

Cha

inag

e (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

Con

ditio

n S

peed

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

Cha

inag

e (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

Pla

stic

Mat

eria

ls5

55

55

55

55

55

55

55

55

52

22

22

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

3

San

dy M

ater

ials

55

55

55

55

55

55

55

55

55

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

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

1G

rey/

Bla

ckP

last

ic S

oil

2G

rey

Pla

stic

Soi

l

3Li

ght G

rey

Pla

stic

Soi

l

4R

ed S

oil

5Li

ght R

ed

Soi

l

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##

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

#1

Exc

avat

e Tr

ial P

its2

11

Sm

all

2M

ediu

m3

Larg

e

Des

ign

Cla

ss7

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

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

31

Poo

r3

S3

7S

715

S15

Sur

faci

ngS

ealin

g O

ptio

n

Cha

inag

e (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 Pav

emen

t Lay

ers

Laye

rs

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

Fill

G3

HEA

VY G

RA

DIN

G A

ND

EST

AB

LISH

DR

AIN

AG

E

Laye

r Thi

ckne

ss (m

m)

Sub

base

Sel

ecte

d S

ubgr

ade

Sur

face

Bas

e

Pho

togr

aphs

Feat

ures

and

Obs

erva

tions

Roa

d C

ondi

tion

(Spe

ed)

Ver

tical

Gra

dien

ts

Sub

grad

e Ty

pe

Vis

ually

Ass

esse

d P

oor S

ectio

ns

LIG

HT

GR

EY

PLA

STI

C S

OIL

Sub

grad

e B

earin

g C

apac

ity

Des

crip

tion

GR

EY

PLA

STI

C S

OIL

LIG

HT

RE

D S

OIL

205

210

215

220 12

.012

.112

.212

.312

.412

.512

.612

.712

.812

.913

.0

Bag

a S

tripm

ap S

trips

.xls

- 12

-13

p.13

Bag

o to

Tal

awan

da R

oad,

Bag

amay

o di

stric

t, Pw

ani R

egio

n

Cha

inag

e (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

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

High point

Small drift 5 X 5 m

Gra

phs Cha

inag

e (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

dien

ts (a

bs)

0.7%

1.6%

1.6%

1.6%

1.6%

1.6%

1.6%

1.6%

1.6%

1.6%

1.6%

1.0%

1.0%

1.0%

1.0%

1.0%

1.0%

1.0%

1.0%

1.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.7%

0.7%

0.7%

0.7%

0.7%

2.0%

2.0%

2.0%

5.1%

5.1%

5.1%

5.1%

5.1%

5.1%

5.1%

5.1%

1.3%

1.3%

1.3%

1.3%

1.3%

1.3%

1.3%

1.3%

1.3%

1.3%

1.3%

0.9%

0.9%

0.9%

0.9%

0.9%

0.9%

0.9%

0.9%

0.9%

1.1%

1.1%

1.1%

1.1%

1.1%

1.1%

1.1%

1.1%

1.1%

1.1%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.5%

0.5%

0.5%

0.5%

0.5%

0.5%

0.5%

0.5%

0.5%

1.0%

1.0%

1.0%

1.0%

1.0%

1.0%

1.0%

Flat

to M

oder

ate

Ste

ep to

V.S

teep

0%3%

3%5%

5%10

%10

%15

%15

%50

%

Cha

inag

e (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

Con

ditio

n S

peed

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

Cha

inag

e (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

Pla

stic

Mat

eria

ls3

33

33

33

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

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

3

San

dy M

ater

ials

33

33

33

32

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

23

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

1G

rey/

Bla

ckP

last

ic S

oil

2G

rey

Pla

stic

Soi

l

3Li

ght G

rey

Pla

stic

Soi

l

4R

ed S

oil

5Li

ght R

ed

Soi

l

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##

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

#1

Exc

avat

e Tr

ial P

its1

Sm

all

2M

ediu

m3

Larg

e

Des

ign

Cla

ss3

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

31

Poo

r3

S3

7S

715

S15

Sur

faci

ngS

ealin

g O

ptio

n

Cha

inag

e (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 Pav

emen

t Lay

ers

Laye

rs

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

LIG

HT

GR

EY

PLA

STI

C S

OIL

G3

HEA

VY G

RA

DIN

G &

EST

AB

LISH

DR

AIN

AG

E

Sub

grad

e B

earin

g C

apac

ity

Des

crip

tion

GR

EY

PLA

STI

C S

OIL

Bas

e

Sur

face

Laye

r Thi

ckne

ss (m

m)

LIG

HT

GR

EY

PLA

STI

C S

OIL

Sub

base

Sel

ecte

d S

ubgr

ade

Fill

Sub

grad

e Ty

pe

Vis

ually

Ass

esse

d P

oor S

ectio

ns

Pho

togr

aphs

Feat

ures

and

Obs

erva

tions

Roa

d C

ondi

tion

(Spe

ed)

Ver

tical

Gra

dien

ts

210

215

220

225 13

.013

.113

.213

.313

.413

.513

.613

.713

.813

.914

.0

Bag

a S

tripm

ap S

trips

.xls

- 13

-14

p.14

Bag

o to

Tal

awan

da R

oad,

Bag

amay

o di

stric

t, Pw

ani R

egio

n

Cha

inag

e (k

m)

14.000

14.010

14.020

14.030

14.040

14.050

14.060

14.070

14.080

14.090

14.100

14.110

14.120

14.130

14.140

14.150

14.160

14.170

14.180

14.190

14.200

14.210

14.220

14.230

14.240

14.250

14.260

14.270

14.280

14.290

14.300

14.310

14.320

14.330

14.340

14.350

14.360

14.370

14.380

14.390

14.400

14.410

14.420

14.430

14.440

14.450

14.460

14.470

14.480

14.490

14.500

14.510

14.520

14.530

14.540

14.550

14.560

14.570

14.580

14.590

14.600

14.610

14.620

14.630

14.640

14.650

14.660

14.670

14.680

14.690

14.700

14.710

14.720

14.730

14.740

14.750

14.760

14.770

14.780

14.790

14.800

14.810

14.820

14.830

14.840

14.850

14.860

14.870

14.880

14.890

14.900

14.910

14.920

14.930

14.940

14.950

14.960

14.970

14.980

14.990

Rock outcrops

Rock outcrops

Rock outcrops

Rock outcrops

Rock outcrops

Rock outcrops

Rock outcrops

Rock outcrops

Rock outcrops

Rock outcrops

High point

Ø60 cm Culvert

High point

Ø60 cm Culvert

High point

Gra

phs Cha

inag

e (k

m)

14.000

14.010

14.020

14.030

14.040

14.050

14.060

14.070

14.080

14.090

14.100

14.110

14.120

14.130

14.140

14.150

14.160

14.170

14.180

14.190

14.200

14.210

14.220

14.230

14.240

14.250

14.260

14.270

14.280

14.290

14.300

14.310

14.320

14.330

14.340

14.350

14.360

14.370

14.380

14.390

14.400

14.410

14.420

14.430

14.440

14.450

14.460

14.470

14.480

14.490

14.500

14.510

14.520

14.530

14.540

14.550

14.560

14.570

14.580

14.590

14.600

14.610

14.620

14.630

14.640

14.650

14.660

14.670

14.680

14.690

14.700

14.710

14.720

14.730

14.740

14.750

14.760

14.770

14.780

14.790

14.800

14.810

14.820

14.830

14.840

14.850

14.860

14.870

14.880

14.890

14.900

14.910

14.920

14.930

14.940

14.950

14.960

14.970

14.980

14.990

Gra

dien

ts (a

bs)

1.0%

1.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

3.0%

3.0%

3.0%

3.0%

3.0%

5.0%

5.0%

5.0%

5.0%

5.0%

4.1%

4.1%

4.1%

4.1%

5.7%

5.7%

5.7%

5.7%

5.4%

5.4%

5.4%

3.0%

3.0%

3.0%

6.2%

6.2%

6.2%

6.5%

6.5%

4.8%

4.8%

4.8%

4.8%

4.8%

4.8%

4.8%

4.8%

6.1%

6.1%

8.7%

8.7%

8.7%

8.7%

8.7%

1.0%

1.0%

1.0%

1.0%

1.0%

2.0%

2.0%

2.0%

2.0%

2.0%

2.0%

1.8%

1.8%

1.8%

1.8%

1.8%

1.8%

1.6%

1.6%

1.6%

1.6%

1.3%

1.3%

1.3%

1.3%

5.8%

5.8%

5.8%

5.8%

5.8%

5.8%

2.4%

2.4%

2.4%

2.4%

2.4%

2.1%

2.1%

2.1%

6.9%

6.9%

6.9%

6.9%

3.7%

3.7%

3.7%

3.7%

Flat

to M

oder

ate

Ste

ep to

V.S

teep

0%3%

3%5%

5%10

%10

%15

%15

%50

%

Cha

inag

e (k

m)

14.000

14.010

14.020

14.030

14.040

14.050

14.060

14.070

14.080

14.090

14.100

14.110

14.120

14.130

14.140

14.150

14.160

14.170

14.180

14.190

14.200

14.210

14.220

14.230

14.240

14.250

14.260

14.270

14.280

14.290

14.300

14.310

14.320

14.330

14.340

14.350

14.360

14.370

14.380

14.390

14.400

14.410

14.420

14.430

14.440

14.450

14.460

14.470

14.480

14.490

14.500

14.510

14.520

14.530

14.540

14.550

14.560

14.570

14.580

14.590

14.600

14.610

14.620

14.630

14.640

14.650

14.660

14.670

14.680

14.690

14.700

14.710

14.720

14.730

14.740

14.750

14.760

14.770

14.780

14.790

14.800

14.810

14.820

14.830

14.840

14.850

14.860

14.870

14.880

14.890

14.900

14.910

14.920

14.930

14.940

14.950

14.960

14.970

14.980

14.990

Con

ditio

n S

peed

1414

1414

1414

1414

1414

1414

1414

1414

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1616

1616

1616

1616

1616

1616

1616

1616

1616

1616

1616

1616

1616

1616

1616

1616

1616

1616

1616

1616

1717

1717

1717

1717

1717

1717

1717

Cha

inag

e (k

m)

14.000

14.010

14.020

14.030

14.040

14.050

14.060

14.070

14.080

14.090

14.100

14.110

14.120

14.130

14.140

14.150

14.160

14.170

14.180

14.190

14.200

14.210

14.220

14.230

14.240

14.250

14.260

14.270

14.280

14.290

14.300

14.310

14.320

14.330

14.340

14.350

14.360

14.370

14.380

14.390

14.400

14.410

14.420

14.430

14.440

14.450

14.460

14.470

14.480

14.490

14.500

14.510

14.520

14.530

14.540

14.550

14.560

14.570

14.580

14.590

14.600

14.610

14.620

14.630

14.640

14.650

14.660

14.670

14.680

14.690

14.700

14.710

14.720

14.730

14.740

14.750

14.760

14.770

14.780

14.790

14.800

14.810

14.820

14.830

14.840

14.850

14.860

14.870

14.880

14.890

14.900

14.910

14.920

14.930

14.940

14.950

14.960

14.970

14.980

14.990

Pla

stic

Mat

eria

ls3

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

35

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

5

San

dy M

ater

ials

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

55

1G

rey/

Bla

ckP

last

ic S

oil

2G

rey

Pla

stic

Soi

l

3Li

ght G

rey

Pla

stic

Soi

l

4R

ed S

oil

5Li

ght R

ed

Soi

l

14.000

14.010

14.020

14.030

14.040

14.050

14.060

14.070

14.080

14.090

14.100

14.110

14.120

14.130

14.140

14.150

14.160

14.170

14.180

14.190

14.200

14.210

14.220

14.230

14.240

14.250

14.260

14.270

14.280

14.290

14.300

14.310

14.320

14.330

14.340

14.350

14.360

14.370

14.380

14.390

14.400

14.410

14.420

14.430

14.440

14.450

14.460

14.470

14.480

14.490

14.500

14.510

14.520

14.530

14.540

14.550

14.560

14.570

14.580

14.590

14.600

14.610

14.620

14.630

14.640

14.650

14.660

14.670

14.680

14.690

14.700

14.710

14.720

14.730

14.740

14.750

14.760

14.770

14.780

14.790

14.800

14.810

14.820

14.830

14.840

14.850

14.860

14.870

14.880

14.890

14.900

14.910

14.920

14.930

14.940

14.950

14.960

14.970

14.980

14.990

V.P

oor S

ectio

ns##

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

#1

Exc

avat

e Tr

ial P

its2

1S

mal

l2

Med

ium

3La

rge

Des

ign

Cla

ss3

33

33

33

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

71

Poo

r3

S3

7S

715

S15

Sur

faci

ngS

ealin

g O

ptio

n

Cha

inag

e (k

m)

14.000

14.010

14.020

14.030

14.040

14.050

14.060

14.070

14.080

14.090

14.100

14.110

14.120

14.130

14.140

14.150

14.160

14.170

14.180

14.190

14.200

14.210

14.220

14.230

14.240

14.250

14.260

14.270

14.280

14.290

14.300

14.310

14.320

14.330

14.340

14.350

14.360

14.370

14.380

14.390

14.400

14.410

14.420

14.430

14.440

14.450

14.460

14.470

14.480

14.490

14.500

14.510

14.520

14.530

14.540

14.550

14.560

14.570

14.580

14.590

14.600

14.610

14.620

14.630

14.640

14.650

14.660

14.670

14.680

14.690

14.700

14.710

14.720

14.730

14.740

14.750

14.760

14.770

14.780

14.790

14.800

14.810

14.820

14.830

14.840

14.850

14.860

14.870

14.880

14.890

14.900

14.910

14.920

14.930

14.940

14.950

14.960

14.970

14.980

14.990

Gra

nula

r Pav

emen

t Lay

ers

Laye

rs

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

LIG

HT

GR

EY

PLA

STI

C S

OIL

LIG

HT

RE

D S

OIL

Laye

r Thi

ckne

ss (m

m)

HEA

VY G

RA

DIN

G A

ND

EST

AB

LISH

DR

AIN

AG

E

Sur

face

Des

crip

tion

Sub

grad

e B

earin

g C

apac

ity

Sub

grad

e Ty

pe

Vis

ually

Ass

esse

d P

oor S

ectio

ns

Pho

togr

aphs

Feat

ures

and

Obs

erva

tions

Roa

d C

ondi

tion

(Spe

ed)

Ver

tical

Gra

dien

ts

Bas

e

Sub

base

Sel

ecte

d S

ubgr

ade

Fill

G3

190

195

200

205

210

215

220 14

.014

.114

.214

.314

.414

.514

.614

.714

.814

.915

.0

Bag

a S

tripm

ap S

trips

.xls

- 14

-15

p.15

Bag

o to

Tal

awan

da R

oad,

Bag

amay

o di

stric

t, Pw

ani R

egio

n

Cha

inag

e (k

m)

15.000

15.010

15.020

15.030

15.040

15.050

15.060

15.070

15.080

15.090

15.100

15.110

15.120

15.130

15.140

15.150

15.160

15.170

15.180

15.190

15.200

15.210

15.220

15.230

15.240

15.250

15.260

15.270

15.280

15.290

15.300

15.310

15.320

15.330

15.340

15.350

15.360

15.370

15.380

15.390

15.400

15.410

15.420

15.430

15.440

15.450

15.460

15.470

15.480

15.490

15.500

15.510

15.520

15.530

15.540

15.550

15.560

15.570

15.580

15.590

15.600

15.610

15.620

15.630

15.640

15.650

15.660

15.670

15.680

15.690

15.700

15.710

15.720

15.730

15.740

15.750

15.760

15.770

15.780

15.790

15.800

15.810

15.820

15.830

15.840

15.850

15.860

15.870

15.880

15.890

15.900

15.910

15.920

15.930

15.940

15.950

15.960

15.970

15.980

15.990

Ø60 cm Culvert

Ø60 cm Culvert

High point

Ø60 cm Culvert

High point

Ø60 cm Culvert

High point

Gra

phs Cha

inag

e (k

m)

15.000

15.010

15.020

15.030

15.040

15.050

15.060

15.070

15.080

15.090

15.100

15.110

15.120

15.130

15.140

15.150

15.160

15.170

15.180

15.190

15.200

15.210

15.220

15.230

15.240

15.250

15.260

15.270

15.280

15.290

15.300

15.310

15.320

15.330

15.340

15.350

15.360

15.370

15.380

15.390

15.400

15.410

15.420

15.430

15.440

15.450

15.460

15.470

15.480

15.490

15.500

15.510

15.520

15.530

15.540

15.550

15.560

15.570

15.580

15.590

15.600

15.610

15.620

15.630

15.640

15.650

15.660

15.670

15.680

15.690

15.700

15.710

15.720

15.730

15.740

15.750

15.760

15.770

15.780

15.790

15.800

15.810

15.820

15.830

15.840

15.850

15.860

15.870

15.880

15.890

15.900

15.910

15.920

15.930

15.940

15.950

15.960

15.970

15.980

15.990

Gra

dien

ts (a

bs)

6.4%

6.4%

6.4%

7.7%

7.7%

7.7%

6.9%

6.9%

6.9%

5.6%

5.6%

5.6%

5.7%

13.3%

7.7%

7.7%

11.8%

11.8%

4.9%

4.9%

4.9%

10.0%

10.0%

10.0%

10.0%

10.0%

10.0%

5.9%

5.9%

5.9%

5.9%

2.4%

2.4%

2.1%

2.1%

2.1%

0.0%

0.0%

0.0%

0.0%

1.2%

1.2%

1.2%

1.2%

1.2%

1.2%

1.2%

1.6%

1.6%

1.6%

1.6%

1.6%

1.6%

1.6%

3.2%

3.2%

3.2%

3.2%

3.2%

3.2%

3.2%

4.5%

4.5%

4.5%

4.5%

4.5%

6.5%

6.5%

6.5%

6.5%

6.5%

3.7%

3.7%

3.7%

3.7%

2.5%

11.1%

4.4%

4.4%

4.4%

4.7%

4.7%

4.7%

4.7%

4.0%

4.0%

4.0%

1.5%

1.5%

1.5%

1.5%

4.0%

4.0%

4.0%

4.0%

4.0%

2.0%

2.0%

2.0%

2.0%

Flat

to M

oder

ate

Ste

ep to

V.S

teep

0%3%

3%5%

5%10

%10

%15

%15

%50

%

Cha

inag

e (k

m)

15.000

15.010

15.020

15.030

15.040

15.050

15.060

15.070

15.080

15.090

15.100

15.110

15.120

15.130

15.140

15.150

15.160

15.170

15.180

15.190

15.200

15.210

15.220

15.230

15.240

15.250

15.260

15.270

15.280

15.290

15.300

15.310

15.320

15.330

15.340

15.350

15.360

15.370

15.380

15.390

15.400

15.410

15.420

15.430

15.440

15.450

15.460

15.470

15.480

15.490

15.500

15.510

15.520

15.530

15.540

15.550

15.560

15.570

15.580

15.590

15.600

15.610

15.620

15.630

15.640

15.650

15.660

15.670

15.680

15.690

15.700

15.710

15.720

15.730

15.740

15.750

15.760

15.770

15.780

15.790

15.800

15.810

15.820

15.830

15.840

15.850

15.860

15.870

15.880

15.890

15.900

15.910

15.920

15.930

15.940

15.950

15.960

15.970

15.980

15.990

Con

ditio

n S

peed

1717

1717

1717

1717

1717

1717

1717

1717

1717

1717

1717

1717

1717

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

Cha

inag

e (k

m)

15.000

15.010

15.020

15.030

15.040

15.050

15.060

15.070

15.080

15.090

15.100

15.110

15.120

15.130

15.140

15.150

15.160

15.170

15.180

15.190

15.200

15.210

15.220

15.230

15.240

15.250

15.260

15.270

15.280

15.290

15.300

15.310

15.320

15.330

15.340

15.350

15.360

15.370

15.380

15.390

15.400

15.410

15.420

15.430

15.440

15.450

15.460

15.470

15.480

15.490

15.500

15.510

15.520

15.530

15.540

15.550

15.560

15.570

15.580

15.590

15.600

15.610

15.620

15.630

15.640

15.650

15.660

15.670

15.680

15.690

15.700

15.710

15.720

15.730

15.740

15.750

15.760

15.770

15.780

15.790

15.800

15.810

15.820

15.830

15.840

15.850

15.860

15.870

15.880

15.890

15.900

15.910

15.920

15.930

15.940

15.950

15.960

15.970

15.980

15.990

Pla

stic

Mat

eria

ls5

55

55

55

55

55

55

55

55

55

55

55

53

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

3

San

dy M

ater

ials

55

55

55

55

55

55

55

55

55

55

55

55

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

1G

rey/

Bla

ckP

last

ic S

oil

2G

rey

Pla

stic

Soi

l

3Li

ght G

rey

Pla

stic

Soi

l

4R

ed S

oil

5Li

ght R

ed

Soi

l

15.000

15.010

15.020

15.030

15.040

15.050

15.060

15.070

15.080

15.090

15.100

15.110

15.120

15.130

15.140

15.150

15.160

15.170

15.180

15.190

15.200

15.210

15.220

15.230

15.240

15.250

15.260

15.270

15.280

15.290

15.300

15.310

15.320

15.330

15.340

15.350

15.360

15.370

15.380

15.390

15.400

15.410

15.420

15.430

15.440

15.450

15.460

15.470

15.480

15.490

15.500

15.510

15.520

15.530

15.540

15.550

15.560

15.570

15.580

15.590

15.600

15.610

15.620

15.630

15.640

15.650

15.660

15.670

15.680

15.690

15.700

15.710

15.720

15.730

15.740

15.750

15.760

15.770

15.780

15.790

15.800

15.810

15.820

15.830

15.840

15.850

15.860

15.870

15.880

15.890

15.900

15.910

15.920

15.930

15.940

15.950

15.960

15.970

15.980

15.990

V.P

oor S

ectio

ns##

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

#1

Exc

avat

e Tr

ial P

its2

1S

mal

l2

Med

ium

3La

rge

Des

ign

Cla

ss7

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

33

33

33

33

33

33

33

33

33

33

33

33

31

Poo

r3

S3

7S

715

S15

Sur

faci

ngS

ealin

g O

ptio

n

Cha

inag

e (k

m)

15.000

15.010

15.020

15.030

15.040

15.050

15.060

15.070

15.080

15.090

15.100

15.110

15.120

15.130

15.140

15.150

15.160

15.170

15.180

15.190

15.200

15.210

15.220

15.230

15.240

15.250

15.260

15.270

15.280

15.290

15.300

15.310

15.320

15.330

15.340

15.350

15.360

15.370

15.380

15.390

15.400

15.410

15.420

15.430

15.440

15.450

15.460

15.470

15.480

15.490

15.500

15.510

15.520

15.530

15.540

15.550

15.560

15.570

15.580

15.590

15.600

15.610

15.620

15.630

15.640

15.650

15.660

15.670

15.680

15.690

15.700

15.710

15.720

15.730

15.740

15.750

15.760

15.770

15.780

15.790

15.800

15.810

15.820

15.830

15.840

15.850

15.860

15.870

15.880

15.890

15.900

15.910

15.920

15.930

15.940

15.950

15.960

15.970

15.980

15.990

Gra

nula

r Pav

emen

t Lay

ers

Laye

rs

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

Sub

base

Sel

ecte

d S

ubgr

ade

Fill

G3

Bas

e

Sur

face

LIG

HT

GR

EY

PLA

STI

C S

OIL

LIG

HT

RE

D S

OIL

HEA

VY G

RA

DIN

G &

EST

AB

LISH

DR

AIN

AG

E

Laye

r Thi

ckne

ss (m

m)

Des

crip

tion

Pho

togr

aphs

Feat

ures

and

Obs

erva

tions

Roa

d C

ondi

tion

(Spe

ed)

Ver

tical

Gra

dien

ts

Sub

grad

e Ty

pe

Vis

ually

Ass

esse

d P

oor S

ectio

ns

Sub

grad

e B

earin

g C

apac

ity

155

160

165

170

175

180

185

190

195 15

.015

.115

.215

.315

.415

.515

.615

.715

.815

.916

.0

Bag

a S

tripm

ap S

trips

.xls

- 15

-16

p.16

Bag

o to

Tal

awan

da R

oad,

Bag

amay

o di

stric

t, Pw

ani R

egio

n

Cha

inag

e (k

m)

16.000

16.010

16.020

16.030

16.040

16.050

16.060

16.070

16.080

16.090

16.100

16.110

16.120

16.130

16.140

16.150

16.160

16.170

16.180

16.190

16.200

16.210

16.220

16.230

16.240

16.250

16.260

16.270

16.280

16.290

16.300

16.310

16.320

16.330

16.340

16.350

16.360

16.370

16.380

16.390

16.400

16.410

16.420

16.430

16.440

16.450

16.460

16.470

16.480

16.490

16.500

16.510

16.520

16.530

16.540

16.550

16.560

16.570

16.580

16.590

16.600

16.610

16.620

16.630

16.640

16.650

16.660

16.670

16.680

16.690

16.700

16.710

16.720

16.730

16.740

16.750

16.760

16.770

16.780

16.790

16.800

16.810

16.820

16.830

16.840

16.850

16.860

16.870

16.880

16.890

16.900

16.910

16.920

16.930

16.940

16.950

16.960

16.970

16.980

16.990

Ø60 cm Culvert

High point

Ø60 cm Culvert

High point

Ø60 cm Culvert

High point

Ø60 cm Culvert

High point

Ø60 cm Culvert

High point

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

High point

Flat section

Flat section

Flat section

Flat section

Flat section

Gra

phs Cha

inag

e (k

m)

16.000

16.010

16.020

16.030

16.040

16.050

16.060

16.070

16.080

16.090

16.100

16.110

16.120

16.130

16.140

16.150

16.160

16.170

16.180

16.190

16.200

16.210

16.220

16.230

16.240

16.250

16.260

16.270

16.280

16.290

16.300

16.310

16.320

16.330

16.340

16.350

16.360

16.370

16.380

16.390

16.400

16.410

16.420

16.430

16.440

16.450

16.460

16.470

16.480

16.490

16.500

16.510

16.520

16.530

16.540

16.550

16.560

16.570

16.580

16.590

16.600

16.610

16.620

16.630

16.640

16.650

16.660

16.670

16.680

16.690

16.700

16.710

16.720

16.730

16.740

16.750

16.760

16.770

16.780

16.790

16.800

16.810

16.820

16.830

16.840

16.850

16.860

16.870

16.880

16.890

16.900

16.910

16.920

16.930

16.940

16.950

16.960

16.970

16.980

16.990

Gra

dien

ts (a

bs)

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.9%

0.9%

0.9%

0.9%

1.1%

4.0%

4.0%

4.0%

2.4%

2.4%

2.4%

6.0%

6.0%

6.0%

6.0%

3.4%

3.4%

3.4%

3.4%

2.7%

2.7%

2.7%

2.7%

2.7%

1.1%

1.1%

1.1%

1.1%

1.1%

1.1%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.8%

0.8%

0.8%

0.8%

0.8%

0.8%

1.7%

1.7%

1.7%

1.7%

3.4%

3.4%

3.4%

3.4%

5.5%

5.5%

5.5%

2.7%

2.7%

2.7%

4.9%

4.9%

4.9%

8.9%

8.9%

1.8%

1.8%

1.8%

1.8%

1.3%

1.3%

1.3%

1.3%

1.2%

1.2%

1.2%

1.2%

1.2%

1.2%

1.2%

0.8%

0.8%

0.8%

0.8%

0.8%

0.8%

Flat

to M

oder

ate

Ste

ep to

V.S

teep

0%3%

3%5%

5%10

%10

%15

%15

%50

%

Cha

inag

e (k

m)

16.000

16.010

16.020

16.030

16.040

16.050

16.060

16.070

16.080

16.090

16.100

16.110

16.120

16.130

16.140

16.150

16.160

16.170

16.180

16.190

16.200

16.210

16.220

16.230

16.240

16.250

16.260

16.270

16.280

16.290

16.300

16.310

16.320

16.330

16.340

16.350

16.360

16.370

16.380

16.390

16.400

16.410

16.420

16.430

16.440

16.450

16.460

16.470

16.480

16.490

16.500

16.510

16.520

16.530

16.540

16.550

16.560

16.570

16.580

16.590

16.600

16.610

16.620

16.630

16.640

16.650

16.660

16.670

16.680

16.690

16.700

16.710

16.720

16.730

16.740

16.750

16.760

16.770

16.780

16.790

16.800

16.810

16.820

16.830

16.840

16.850

16.860

16.870

16.880

16.890

16.900

16.910

16.920

16.930

16.940

16.950

16.960

16.970

16.980

16.990

Con

ditio

n S

peed

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1818

1919

1919

1919

1919

1919

Cha

inag

e (k

m)

16.000

16.010

16.020

16.030

16.040

16.050

16.060

16.070

16.080

16.090

16.100

16.110

16.120

16.130

16.140

16.150

16.160

16.170

16.180

16.190

16.200

16.210

16.220

16.230

16.240

16.250

16.260

16.270

16.280

16.290

16.300

16.310

16.320

16.330

16.340

16.350

16.360

16.370

16.380

16.390

16.400

16.410

16.420

16.430

16.440

16.450

16.460

16.470

16.480

16.490

16.500

16.510

16.520

16.530

16.540

16.550

16.560

16.570

16.580

16.590

16.600

16.610

16.620

16.630

16.640

16.650

16.660

16.670

16.680

16.690

16.700

16.710

16.720

16.730

16.740

16.750

16.760

16.770

16.780

16.790

16.800

16.810

16.820

16.830

16.840

16.850

16.860

16.870

16.880

16.890

16.900

16.910

16.920

16.930

16.940

16.950

16.960

16.970

16.980

16.990

Pla

stic

Mat

eria

ls3

33

33

31

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

22

22

22

2

San

dy M

ater

ials

33

33

33

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

22

22

22

22

1G

rey/

Bla

ckP

last

ic S

oil

2G

rey

Pla

stic

Soi

l

3Li

ght G

rey

Pla

stic

Soi

l

4R

ed S

oil

5Li

ght R

ed

Soi

l

16.000

16.010

16.020

16.030

16.040

16.050

16.060

16.070

16.080

16.090

16.100

16.110

16.120

16.130

16.140

16.150

16.160

16.170

16.180

16.190

16.200

16.210

16.220

16.230

16.240

16.250

16.260

16.270

16.280

16.290

16.300

16.310

16.320

16.330

16.340

16.350

16.360

16.370

16.380

16.390

16.400

16.410

16.420

16.430

16.440

16.450

16.460

16.470

16.480

16.490

16.500

16.510

16.520

16.530

16.540

16.550

16.560

16.570

16.580

16.590

16.600

16.610

16.620

16.630

16.640

16.650

16.660

16.670

16.680

16.690

16.700

16.710

16.720

16.730

16.740

16.750

16.760

16.770

16.780

16.790

16.800

16.810

16.820

16.830

16.840

16.850

16.860

16.870

16.880

16.890

16.900

16.910

16.920

16.930

16.940

16.950

16.960

16.970

16.980

16.990

V.P

oor S

ectio

ns##

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

#1

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

###

###

1E

xcav

ate

Tria

l Pits

21

Sm

all

2M

ediu

m3

Larg

e

Des

ign

Cla

ss3

33

33

31

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

13

33

33

33

31

Poo

r3

S3

7S

715

S15

Sur

faci

ngS

ealin

g O

ptio

n

Cha

inag

e (k

m)

16.000

16.010

16.020

16.030

16.040

16.050

16.060

16.070

16.080

16.090

16.100

16.110

16.120

16.130

16.140

16.150

16.160

16.170

16.180

16.190

16.200

16.210

16.220

16.230

16.240

16.250

16.260

16.270

16.280

16.290

16.300

16.310

16.320

16.330

16.340

16.350

16.360

16.370

16.380

16.390

16.400

16.410

16.420

16.430

16.440

16.450

16.460

16.470

16.480

16.490

16.500

16.510

16.520

16.530

16.540

16.550

16.560

16.570

16.580

16.590

16.600

16.610

16.620

16.630

16.640

16.650

16.660

16.670

16.680

16.690

16.700

16.710

16.720

16.730

16.740

16.750

16.760

16.770

16.780

16.790

16.800

16.810

16.820

16.830

16.840

16.850

16.860

16.870

16.880

16.890

16.900

16.910

16.920

16.930

16.940

16.950

16.960

16.970

16.980

16.990

Gra

nula

r Pav

emen

t Lay

ers

Laye

rs

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

CO

NC

RET

E ST

RIP

S

100 0 0

Laye

r Thi

ckne

ss (m

m)

Sub

base

Sel

ecte

d S

ubgr

ade

Fill

Sur

face

0G

3

150

Pho

togr

aphs

Feat

ures

and

Obs

erva

tions

Roa

d C

ondi

tion

(Spe

ed)

Ver

tical

Gra

dien

ts

Sub

grad

e Ty

pe

Vis

ually

Ass

esse

d P

oor S

ectio

ns

Sub

grad

e B

earin

g C

apac

ity

Bas

e

Des

crip

tion

GR

EY

PLA

STI

C S

OIL

LGP

SG

RE

Y B

LAC

K P

LAS

TIC

SO

IL

0 150 0 100

HEA

VY G

RA

DIN

G

140

145

150

155

160

165 16

.016

.116

.216

.316

.416

.516

.616

.716

.816

.917

.0

Bag

a S

tripm

ap S

trips

.xls

- 16

-17

p.17

Bag

o to

Tal

awan

da R

oad,

Bag

amay

o di

stric

t, Pw

ani R

egio

n

Cha

inag

e (k

m)

17.000

17.010

17.020

17.030

17.040

17.050

17.060

17.070

17.080

17.090

17.100

17.110

17.120

17.130

17.140

17.150

17.160

17.170

17.180

17.190

17.200

17.210

17.220

17.230

17.240

17.250

17.260

17.270

17.280

17.290

17.300

17.310

17.320

17.330

17.340

17.350

17.360

17.370

17.380

17.390

17.400

17.410

17.420

17.430

17.440

17.450

17.460

17.470

17.480

17.490

17.500

17.510

17.520

17.530

17.540

17.550

17.560

17.570

17.580

17.590

17.600

17.610

17.620

17.630

17.640

17.650

17.660

17.670

17.680

17.690

17.700

17.710

17.720

17.730

17.740

17.750

17.760

17.770

17.780

17.790

17.800

17.810

17.820

17.830

17.840

17.850

17.860

17.870

17.880

17.890

17.900

17.910

17.920

17.930

17.940

17.950

17.960

17.970

17.980

17.990

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Ø60 cm Culvert

High point

Ø60 cm Culvert

High point

Ø60 cm Culvert

High point

Ø60 cm Culvert

Ø60 cm Culvert

High point

Ø60 cm Culvert

High point

Ø60 cm Culvert

High point

Ø60 cm Culvert

High point

Ø60 cm Culvert

Gra

phs Cha

inag

e (k

m)

17.000

17.010

17.020

17.030

17.040

17.050

17.060

17.070

17.080

17.090

17.100

17.110

17.120

17.130

17.140

17.150

17.160

17.170

17.180

17.190

17.200

17.210

17.220

17.230

17.240

17.250

17.260

17.270

17.280

17.290

17.300

17.310

17.320

17.330

17.340

17.350

17.360

17.370

17.380

17.390

17.400

17.410

17.420

17.430

17.440

17.450

17.460

17.470

17.480

17.490

17.500

17.510

17.520

17.530

17.540

17.550

17.560

17.570

17.580

17.590

17.600

17.610

17.620

17.630

17.640

17.650

17.660

17.670

17.680

17.690

17.700

17.710

17.720

17.730

17.740

17.750

17.760

17.770

17.780

17.790

17.800

17.810

17.820

17.830

17.840

17.850

17.860

17.870

17.880

17.890

17.900

17.910

17.920

17.930

17.940

17.950

17.960

17.970

17.980

17.990

Gra

dien

ts (a

bs)

0.8%

0.8%

1.2%

1.2%

1.2%

1.2%

1.2%

1.2%

1.2%

1.2%

1.2%

1.2%

1.2%

1.2%

1.2%

1.2%

1.2%

1.2%

1.2%

0.6%

0.6%

0.6%

0.6%

0.6%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.8%

0.8%

0.8%

0.8%

0.8%

0.8%

0.8%

0.8%

0.8%

0.8%

1.5%

1.5%

1.5%

1.5%

1.5%

1.5%

1.5%

1.5%

1.5%

1.5%

2.5%

2.5%

2.5%

2.5%

2.5%

2.5%

2.5%

2.5%

2.5%

2.5%

2.5%

2.3%

2.3%

2.3%

2.3%

2.3%

2.3%

2.3%

2.3%

2.3%

2.3%

2.3%

1.7%

1.7%

1.7%

1.7%

1.7%

1.7%

1.7%

1.7%

1.7%

1.1%

1.1%

1.1%

1.1%

1.1%

1.0%

1.0%

1.0%

1.0%

1.0%

1.0%

1.0%

1.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

Flat

to M

oder

ate

Ste

ep to

V.S

teep

0%3%

3%5%

5%10

%10

%15

%15

%50

%

Cha

inag

e (k

m)

17.000

17.010

17.020

17.030

17.040

17.050

17.060

17.070

17.080

17.090

17.100

17.110

17.120

17.130

17.140

17.150

17.160

17.170

17.180

17.190

17.200

17.210

17.220

17.230

17.240

17.250

17.260

17.270

17.280

17.290

17.300

17.310

17.320

17.330

17.340

17.350

17.360

17.370

17.380

17.390

17.400

17.410

17.420

17.430

17.440

17.450

17.460

17.470

17.480

17.490

17.500

17.510

17.520

17.530

17.540

17.550

17.560

17.570

17.580

17.590

17.600

17.610

17.620

17.630

17.640

17.650

17.660

17.670

17.680

17.690

17.700

17.710

17.720

17.730

17.740

17.750

17.760

17.770

17.780

17.790

17.800

17.810

17.820

17.830

17.840

17.850

17.860

17.870

17.880

17.890

17.900

17.910

17.920

17.930

17.940

17.950

17.960

17.970

17.980

17.990

Con

ditio

n S

peed

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

Cha

inag

e (k

m)

17.000

17.010

17.020

17.030

17.040

17.050

17.060

17.070

17.080

17.090

17.100

17.110

17.120

17.130

17.140

17.150

17.160

17.170

17.180

17.190

17.200

17.210

17.220

17.230

17.240

17.250

17.260

17.270

17.280

17.290

17.300

17.310

17.320

17.330

17.340

17.350

17.360

17.370

17.380

17.390

17.400

17.410

17.420

17.430

17.440

17.450

17.460

17.470

17.480

17.490

17.500

17.510

17.520

17.530

17.540

17.550

17.560

17.570

17.580

17.590

17.600

17.610

17.620

17.630

17.640

17.650

17.660

17.670

17.680

17.690

17.700

17.710

17.720

17.730

17.740

17.750

17.760

17.770

17.780

17.790

17.800

17.810

17.820

17.830

17.840

17.850

17.860

17.870

17.880

17.890

17.900

17.910

17.920

17.930

17.940

17.950

17.960

17.970

17.980

17.990

Pla

stic

Mat

eria

ls2

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

33

33

33

33

33

33

33

33

33

33

33

3

San

dy M

ater

ials

22

22

22

22

22

22

22

22

22

22

22

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

1G

rey/

Bla

ckP

last

ic S

oil

2G

rey

Pla

stic

Soi

l

3Li

ght G

rey

Pla

stic

Soi

l

4R

ed S

oil

5Li

ght R

ed

Soi

l

17.000

17.010

17.020

17.030

17.040

17.050

17.060

17.070

17.080

17.090

17.100

17.110

17.120

17.130

17.140

17.150

17.160

17.170

17.180

17.190

17.200

17.210

17.220

17.230

17.240

17.250

17.260

17.270

17.280

17.290

17.300

17.310

17.320

17.330

17.340

17.350

17.360

17.370

17.380

17.390

17.400

17.410

17.420

17.430

17.440

17.450

17.460

17.470

17.480

17.490

17.500

17.510

17.520

17.530

17.540

17.550

17.560

17.570

17.580

17.590

17.600

17.610

17.620

17.630

17.640

17.650

17.660

17.670

17.680

17.690

17.700

17.710

17.720

17.730

17.740

17.750

17.760

17.770

17.780

17.790

17.800

17.810

17.820

17.830

17.840

17.850

17.860

17.870

17.880

17.890

17.900

17.910

17.920

17.930

17.940

17.950

17.960

17.970

17.980

17.990

V.P

oor S

ectio

ns##

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

#1

Exc

avat

e Tr

ial P

its1

Sm

all

2M

ediu

m3

Larg

e

Des

ign

Cla

ss3

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

31

Poo

r3

S3

7S

715

S15

Sur

faci

ngS

ealin

g O

ptio

n

Cha

inag

e (k

m)

17.000

17.010

17.020

17.030

17.040

17.050

17.060

17.070

17.080

17.090

17.100

17.110

17.120

17.130

17.140

17.150

17.160

17.170

17.180

17.190

17.200

17.210

17.220

17.230

17.240

17.250

17.260

17.270

17.280

17.290

17.300

17.310

17.320

17.330

17.340

17.350

17.360

17.370

17.380

17.390

17.400

17.410

17.420

17.430

17.440

17.450

17.460

17.470

17.480

17.490

17.500

17.510

17.520

17.530

17.540

17.550

17.560

17.570

17.580

17.590

17.600

17.610

17.620

17.630

17.640

17.650

17.660

17.670

17.680

17.690

17.700

17.710

17.720

17.730

17.740

17.750

17.760

17.770

17.780

17.790

17.800

17.810

17.820

17.830

17.840

17.850

17.860

17.870

17.880

17.890

17.900

17.910

17.920

17.930

17.940

17.950

17.960

17.970

17.980

17.990

Gra

nula

r Pav

emen

t Lay

ers

Laye

rs

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

LIG

HT

GR

EY

PLA

STI

C S

OIL

GR

EY

PLA

STI

C S

OIL

Laye

r Thi

ckne

ss (m

m)

HEA

VY G

RA

DIN

G &

EST

AB

LISH

DR

AIN

AG

E

Sur

face

Bas

e

G3

Sub

base

Sel

ecte

d S

ubgr

ade

Fill

Sub

grad

e Ty

pe

Vis

ually

Ass

esse

d P

oor S

ectio

ns

Sub

grad

e B

earin

g C

apac

ity

Des

crip

tion

Pho

togr

aphs

Feat

ures

and

Obs

erva

tions

Roa

d C

ondi

tion

(Spe

ed)

Ver

tical

Gra

dien

ts

135

140

145

150

155 17

.017

.117

.217

.317

.417

.517

.617

.717

.817

.918

.0

Bag

a S

tripm

ap S

trips

.xls

- 17

-18

p.18

Bag

o to

Tal

awan

da R

oad,

Bag

amay

o di

stric

t, Pw

ani R

egio

n

Cha

inag

e (k

m)

18.000

18.010

18.020

18.030

18.040

18.050

18.060

18.070

18.080

18.090

18.100

18.110

18.120

18.130

18.140

18.150

18.160

18.170

18.180

18.190

18.200

18.210

18.220

18.230

18.240

18.250

18.260

18.270

18.280

18.290

18.300

18.310

18.320

18.330

18.340

18.350

18.360

18.370

18.380

18.390

18.400

18.410

18.420

18.430

18.440

18.450

18.460

18.470

18.480

18.490

18.500

18.510

18.520

18.530

18.540

18.550

18.560

18.570

18.580

18.590

18.600

18.610

18.620

18.630

18.640

18.650

18.660

18.670

18.680

18.690

18.700

18.710

18.720

18.730

18.740

18.750

18.760

18.770

18.780

18.790

18.800

18.810

18.820

18.830

18.840

18.850

18.860

18.870

18.880

18.890

18.900

18.910

18.920

18.930

18.940

18.950

18.960

18.970

18.980

18.990

High point

Ø60 cm Culvert

High point

Small drift 5 X 6 m

High point

Bridge

Small drift 5 X 6 m

Gra

phs Cha

inag

e (k

m)

18.000

18.010

18.020

18.030

18.040

18.050

18.060

18.070

18.080

18.090

18.100

18.110

18.120

18.130

18.140

18.150

18.160

18.170

18.180

18.190

18.200

18.210

18.220

18.230

18.240

18.250

18.260

18.270

18.280

18.290

18.300

18.310

18.320

18.330

18.340

18.350

18.360

18.370

18.380

18.390

18.400

18.410

18.420

18.430

18.440

18.450

18.460

18.470

18.480

18.490

18.500

18.510

18.520

18.530

18.540

18.550

18.560

18.570

18.580

18.590

18.600

18.610

18.620

18.630

18.640

18.650

18.660

18.670

18.680

18.690

18.700

18.710

18.720

18.730

18.740

18.750

18.760

18.770

18.780

18.790

18.800

18.810

18.820

18.830

18.840

18.850

18.860

18.870

18.880

18.890

18.900

18.910

18.920

18.930

18.940

18.950

18.960

18.970

18.980

18.990

Gra

dien

ts (a

bs)

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

1.7%

1.7%

1.7%

1.7%

1.7%

1.7%

1.7%

1.7%

1.3%

1.3%

1.3%

1.3%

1.3%

1.3%

1.3%

1.3%

1.3%

1.7%

1.7%

1.7%

1.7%

1.7%

1.7%

1.7%

1.7%

1.7%

1.7%

1.1%

1.1%

1.1%

1.1%

1.1%

1.1%

1.1%

1.1%

1.1%

1.1%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

1.5%

1.5%

1.5%

1.5%

3.8%

3.8%

3.8%

3.1%

3.1%

3.1%

3.1%

3.9%

3.9%

3.9%

3.9%

3.9%

3.9%

4.0%

4.0%

4.0%

4.0%

5.0%

5.0%

5.0%

0.0%

0.0%

0.0%

24.9%

29.9%

29.9%

29.9%

7.1%

7.1%

7.1%

7.1%

7.1%

1.1%

1.1%

1.1%

1.7%

1.7%

1.7%

4.7%

4.7%

4.7%

4.7%

0.0%

0.0%

0.0%

Flat

to M

oder

ate

Ste

ep to

V.S

teep

0%3%

3%5%

5%10

%10

%15

%15

%50

%

Cha

inag

e (k

m)

18.000

18.010

18.020

18.030

18.040

18.050

18.060

18.070

18.080

18.090

18.100

18.110

18.120

18.130

18.140

18.150

18.160

18.170

18.180

18.190

18.200

18.210

18.220

18.230

18.240

18.250

18.260

18.270

18.280

18.290

18.300

18.310

18.320

18.330

18.340

18.350

18.360

18.370

18.380

18.390

18.400

18.410

18.420

18.430

18.440

18.450

18.460

18.470

18.480

18.490

18.500

18.510

18.520

18.530

18.540

18.550

18.560

18.570

18.580

18.590

18.600

18.610

18.620

18.630

18.640

18.650

18.660

18.670

18.680

18.690

18.700

18.710

18.720

18.730

18.740

18.750

18.760

18.770

18.780

18.790

18.800

18.810

18.820

18.830

18.840

18.850

18.860

18.870

18.880

18.890

18.900

18.910

18.920

18.930

18.940

18.950

18.960

18.970

18.980

18.990

Con

ditio

n S

peed

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

1919

2020

2020

2020

2020

2020

2020

2020

2020

2020

2020

2020

2020

2020

2020

2020

2020

2020

2020

2020

2020

2020

2020

2020

2020

2020

2020

2020

2020

2020

2020

Cha

inag

e (k

m)

18.000

18.010

18.020

18.030

18.040

18.050

18.060

18.070

18.080

18.090

18.100

18.110

18.120

18.130

18.140

18.150

18.160

18.170

18.180

18.190

18.200

18.210

18.220

18.230

18.240

18.250

18.260

18.270

18.280

18.290

18.300

18.310

18.320

18.330

18.340

18.350

18.360

18.370

18.380

18.390

18.400

18.410

18.420

18.430

18.440

18.450

18.460

18.470

18.480

18.490

18.500

18.510

18.520

18.530

18.540

18.550

18.560

18.570

18.580

18.590

18.600

18.610

18.620

18.630

18.640

18.650

18.660

18.670

18.680

18.690

18.700

18.710

18.720

18.730

18.740

18.750

18.760

18.770

18.780

18.790

18.800

18.810

18.820

18.830

18.840

18.850

18.860

18.870

18.880

18.890

18.900

18.910

18.920

18.930

18.940

18.950

18.960

18.970

18.980

18.990

Pla

stic

Mat

eria

ls3

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

1

San

dy M

ater

ials

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

31

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

1G

rey/

Bla

ckP

last

ic S

oil

2G

rey

Pla

stic

Soi

l

3Li

ght G

rey

Pla

stic

Soi

l

4R

ed S

oil

5Li

ght R

ed

Soi

l

18.000

18.010

18.020

18.030

18.040

18.050

18.060

18.070

18.080

18.090

18.100

18.110

18.120

18.130

18.140

18.150

18.160

18.170

18.180

18.190

18.200

18.210

18.220

18.230

18.240

18.250

18.260

18.270

18.280

18.290

18.300

18.310

18.320

18.330

18.340

18.350

18.360

18.370

18.380

18.390

18.400

18.410

18.420

18.430

18.440

18.450

18.460

18.470

18.480

18.490

18.500

18.510

18.520

18.530

18.540

18.550

18.560

18.570

18.580

18.590

18.600

18.610

18.620

18.630

18.640

18.650

18.660

18.670

18.680

18.690

18.700

18.710

18.720

18.730

18.740

18.750

18.760

18.770

18.780

18.790

18.800

18.810

18.820

18.830

18.840

18.850

18.860

18.870

18.880

18.890

18.900

18.910

18.920

18.930

18.940

18.950

18.960

18.970

18.980

18.990

V.P

oor S

ectio

ns##

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

#1

Exc

avat

e Tr

ial P

its1

1S

mal

l2

Med

ium

3La

rge

Des

ign

Cla

ss3

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

Poo

r3

S3

7S

715

S15

Sur

faci

ngS

ealin

g O

ptio

n

Cha

inag

e (k

m)

18.000

18.010

18.020

18.030

18.040

18.050

18.060

18.070

18.080

18.090

18.100

18.110

18.120

18.130

18.140

18.150

18.160

18.170

18.180

18.190

18.200

18.210

18.220

18.230

18.240

18.250

18.260

18.270

18.280

18.290

18.300

18.310

18.320

18.330

18.340

18.350

18.360

18.370

18.380

18.390

18.400

18.410

18.420

18.430

18.440

18.450

18.460

18.470

18.480

18.490

18.500

18.510

18.520

18.530

18.540

18.550

18.560

18.570

18.580

18.590

18.600

18.610

18.620

18.630

18.640

18.650

18.660

18.670

18.680

18.690

18.700

18.710

18.720

18.730

18.740

18.750

18.760

18.770

18.780

18.790

18.800

18.810

18.820

18.830

18.840

18.850

18.860

18.870

18.880

18.890

18.900

18.910

18.920

18.930

18.940

18.950

18.960

18.970

18.980

18.990

Gra

nula

r Pav

emen

t Lay

ers

Laye

rs

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

GR

EY

BLA

CK

PLA

STI

C S

OIL

LIG

HT

GR

EY

PLA

STI

C S

OIL

Des

crip

tion

Laye

r Thi

ckne

ss (m

m)

HEA

VY G

RA

DIN

G &

EST

AB

LISH

DR

AIN

AG

EC

ON

CR

ETE

STR

IPS

Fill

G3

Sub

base

Sel

ecte

d S

ubgr

ade

Pho

togr

aphs

Feat

ures

and

Obs

erva

tions

Roa

d C

ondi

tion

(Spe

ed)

Ver

tical

Gra

dien

ts

0100 0 0 1500 0 100

150

Sub

grad

e Ty

pe

Vis

ually

Ass

esse

d P

oor S

ectio

ns

Sub

grad

e B

earin

g C

apac

ity

Bas

e

Sur

face

130

135

140

145

150

155 18

.018

.118

.218

.318

.418

.518

.618

.718

.818

.919

.0

Bag

a S

tripm

ap S

trips

.xls

- 18

-19

p.19

Bag

o to

Tal

awan

da R

oad,

Bag

amay

o di

stric

t, Pw

ani R

egio

n

Cha

inag

e (k

m)

19.000

19.010

19.020

19.030

19.040

19.050

19.060

19.070

19.080

19.090

19.100

19.110

19.120

19.130

19.140

19.150

19.160

19.170

19.180

19.190

19.200

19.210

19.220

19.230

19.240

19.250

19.260

19.270

19.280

19.290

19.300

19.310

19.320

19.330

19.340

19.350

19.360

19.370

19.380

19.390

19.400

19.410

19.420

19.430

19.440

19.450

19.460

19.470

19.480

19.490

19.500

19.510

19.520

19.530

19.540

19.550

19.560

19.570

19.580

19.590

19.600

19.610

19.620

19.630

19.640

19.650

19.660

19.670

19.680

19.690

19.700

19.710

19.720

19.730

19.740

19.750

19.760

19.770

19.780

19.790

19.800

19.810

19.820

19.830

19.840

19.850

19.860

19.870

19.880

19.890

19.900

19.910

19.920

19.930

19.940

19.950

19.960

19.970

19.980

19.990

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Flat section

Lift road

Lift road

Lift road

Lift road

Lift road

Lift road

Lift road

Lift road

Lift road

Lift road

Lift road

Rock outcrops

Rock outcrops

Rock outcrops

Rock outcrops

Rock outcrops

Ø60 cm Culvert

High point

Ø60 cm Culvert

High point

Drift 5 X 10 m

Drift 5 X 20 m

High point

Ø60 cm Culvert

Gra

phs Cha

inag

e (k

m)

19.000

19.010

19.020

19.030

19.040

19.050

19.060

19.070

19.080

19.090

19.100

19.110

19.120

19.130

19.140

19.150

19.160

19.170

19.180

19.190

19.200

19.210

19.220

19.230

19.240

19.250

19.260

19.270

19.280

19.290

19.300

19.310

19.320

19.330

19.340

19.350

19.360

19.370

19.380

19.390

19.400

19.410

19.420

19.430

19.440

19.450

19.460

19.470

19.480

19.490

19.500

19.510

19.520

19.530

19.540

19.550

19.560

19.570

19.580

19.590

19.600

19.610

19.620

19.630

19.640

19.650

19.660

19.670

19.680

19.690

19.700

19.710

19.720

19.730

19.740

19.750

19.760

19.770

19.780

19.790

19.800

19.810

19.820

19.830

19.840

19.850

19.860

19.870

19.880

19.890

19.900

19.910

19.920

19.930

19.940

19.950

19.960

19.970

19.980

19.990

Gra

dien

ts (a

bs)

0.0%

0.0%

0.0%

1.7%

1.7%

1.7%

1.7%

1.7%

0.0%

0.0%

0.0%

0.0%

0.0%

1.8%

1.8%

1.8%

1.6%

1.6%

0.0%

0.0%

0.0%

2.1%

2.1%

5.0%

5.0%

2.0%

2.0%

2.0%

2.0%

2.0%

2.0%

2.0%

2.0%

2.0%

2.0%

2.0%

2.0%

2.0%

2.6%

2.6%

2.6%

2.6%

2.6%

2.6%

2.6%

2.0%

2.0%

2.0%

2.0%

1.2%

1.2%

7.4%

7.4%

7.4%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

0.0%

1.5%

1.5%

1.5%

1.5%

1.5%

1.5%

2.7%

2.7%

2.7%

2.7%

1.3%

1.3%

1.3%

1.5%

1.5%

1.5%

5.0%

5.0%

5.0%

4.4%

4.4%

4.4%

2.0%

0.0%

0.0%

3.0%

8.1%

8.1%

8.1%

8.1%

8.1%

2.1%

2.1%

2.1%

2.1%

2.1%

0.0%

0.0%

0.0%

Flat

to M

oder

ate

Ste

ep to

V.S

teep

0%3%

3%5%

5%10

%10

%15

%15

%50

%

Cha

inag

e (k

m)

19.000

19.010

19.020

19.030

19.040

19.050

19.060

19.070

19.080

19.090

19.100

19.110

19.120

19.130

19.140

19.150

19.160

19.170

19.180

19.190

19.200

19.210

19.220

19.230

19.240

19.250

19.260

19.270

19.280

19.290

19.300

19.310

19.320

19.330

19.340

19.350

19.360

19.370

19.380

19.390

19.400

19.410

19.420

19.430

19.440

19.450

19.460

19.470

19.480

19.490

19.500

19.510

19.520

19.530

19.540

19.550

19.560

19.570

19.580

19.590

19.600

19.610

19.620

19.630

19.640

19.650

19.660

19.670

19.680

19.690

19.700

19.710

19.720

19.730

19.740

19.750

19.760

19.770

19.780

19.790

19.800

19.810

19.820

19.830

19.840

19.850

19.860

19.870

19.880

19.890

19.900

19.910

19.920

19.930

19.940

19.950

19.960

19.970

19.980

19.990

Con

ditio

n S

peed

2020

2020

2020

2020

2020

2020

2020

2021

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

2121

Cha

inag

e (k

m)

19.000

19.010

19.020

19.030

19.040

19.050

19.060

19.070

19.080

19.090

19.100

19.110

19.120

19.130

19.140

19.150

19.160

19.170

19.180

19.190

19.200

19.210

19.220

19.230

19.240

19.250

19.260

19.270

19.280

19.290

19.300

19.310

19.320

19.330

19.340

19.350

19.360

19.370

19.380

19.390

19.400

19.410

19.420

19.430

19.440

19.450

19.460

19.470

19.480

19.490

19.500

19.510

19.520

19.530

19.540

19.550

19.560

19.570

19.580

19.590

19.600

19.610

19.620

19.630

19.640

19.650

19.660

19.670

19.680

19.690

19.700

19.710

19.720

19.730

19.740

19.750

19.760

19.770

19.780

19.790

19.800

19.810

19.820

19.830

19.840

19.850

19.860

19.870

19.880

19.890

19.900

19.910

19.920

19.930

19.940

19.950

19.960

19.970

19.980

19.990

Pla

stic

Mat

eria

ls1

11

11

11

11

11

12

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

23

33

32

22

22

22

22

22

22

22

22

22

22

2

San

dy M

ater

ials

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

22

22

22

22

22

33

33

22

22

22

22

22

22

22

22

22

22

22

1G

rey/

Bla

ckP

last

ic S

oil

2G

rey

Pla

stic

Soi

l

3Li

ght G

rey

Pla

stic

Soi

l

4R

ed S

oil

5Li

ght R

ed

Soi

l

19.000

19.010

19.020

19.030

19.040

19.050

19.060

19.070

19.080

19.090

19.100

19.110

19.120

19.130

19.140

19.150

19.160

19.170

19.180

19.190

19.200

19.210

19.220

19.230

19.240

19.250

19.260

19.270

19.280

19.290

19.300

19.310

19.320

19.330

19.340

19.350

19.360

19.370

19.380

19.390

19.400

19.410

19.420

19.430

19.440

19.450

19.460

19.470

19.480

19.490

19.500

19.510

19.520

19.530

19.540

19.550

19.560

19.570

19.580

19.590

19.600

19.610

19.620

19.630

19.640

19.650

19.660

19.670

19.680

19.690

19.700

19.710

19.720

19.730

19.740

19.750

19.760

19.770

19.780

19.790

19.800

19.810

19.820

19.830

19.840

19.850

19.860

19.870

19.880

19.890

19.900

19.910

19.920

19.930

19.940

19.950

19.960

19.970

19.980

19.990

V.P

oor S

ectio

ns##

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

#1

Exc

avat

e Tr

ial P

its1

Sm

all

2M

ediu

m3

Larg

e

Des

ign

Cla

ss1

11

11

11

11

11

13

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

31

Poo

r3

S3

7S

715

S15

Sur

faci

ngS

ealin

g O

ptio

n

Cha

inag

e (k

m)

19.000

19.010

19.020

19.030

19.040

19.050

19.060

19.070

19.080

19.090

19.100

19.110

19.120

19.130

19.140

19.150

19.160

19.170

19.180

19.190

19.200

19.210

19.220

19.230

19.240

19.250

19.260

19.270

19.280

19.290

19.300

19.310

19.320

19.330

19.340

19.350

19.360

19.370

19.380

19.390

19.400

19.410

19.420

19.430

19.440

19.450

19.460

19.470

19.480

19.490

19.500

19.510

19.520

19.530

19.540

19.550

19.560

19.570

19.580

19.590

19.600

19.610

19.620

19.630

19.640

19.650

19.660

19.670

19.680

19.690

19.700

19.710

19.720

19.730

19.740

19.750

19.760

19.770

19.780

19.790

19.800

19.810

19.820

19.830

19.840

19.850

19.860

19.870

19.880

19.890

19.900

19.910

19.920

19.930

19.940

19.950

19.960

19.970

19.980

19.990

Gra

nula

r Pav

emen

t Lay

ers

Laye

rs

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

GR

EY

PLA

STI

C S

OIL

LGP

SG

RE

Y P

LAS

TIC

SO

IL

HEA

VY G

RA

DIN

G &

EST

AB

LISH

DR

AIN

AG

E

Sel

ecte

d S

ubgr

ade

Fill

GR

EY

BLA

CK

PLA

STI

C S

OIL

G3

Des

crip

tion

00100 0

Pho

togr

aphs

Feat

ures

and

Obs

erva

tions

Roa

d C

ondi

tion

(Spe

ed)

Ver

tical

Gra

dien

ts

Sub

grad

e Ty

pe

Vis

ually

Ass

esse

d P

oor S

ectio

ns

Sub

grad

e B

earin

g C

apac

ity

Sub

base

Bas

e

Sur

face

Laye

r Thi

ckne

ss (m

m)

0 100

150

150 0

0 0 0 0150 0 0 00

GR

AVE

L W

EAR

ING

CO

UR

SE &

EST

AB

LISH

DR

AIN

AG

EC

ON

CR

ETE

STR

IPS

HEA

VY G

RA

DIN

G

130

135

140

145

150

155 19

.019

.119

.219

.319

.419

.519

.619

.719

.819

.920

.0

Bag

a S

tripm

ap S

trips

.xls

- 19

-20

p.20

Bag

o to

Tal

awan

da R

oad,

Bag

amay

o di

stric

t, Pw

ani R

egio

n

Cha

inag

e (k

m)

20.000

20.010

20.020

20.030

20.040

20.050

20.060

20.070

20.080

20.090

20.100

20.110

20.120

20.130

20.140

20.150

20.160

20.170

20.180

20.190

20.200

20.210

20.220

20.230

20.240

20.250

20.260

20.270

20.280

20.290

20.300

20.310

20.320

20.330

20.340

20.350

20.360

20.370

20.380

20.390

20.400

20.410

20.420

20.430

20.440

20.450

20.460

20.470

20.480

20.490

20.500

20.510

20.520

20.530

20.540

20.550

20.560

20.570

20.580

20.590

20.600

20.610

20.620

20.630

20.640

20.650

20.660

20.670

20.680

20.690

20.700

20.710

20.720

20.730

20.740

20.750

20.760

20.770

20.780

20.790

20.800

20.810

20.820

20.830

20.840

20.850

20.860

20.870

20.880

20.890

20.900

20.910

20.920

20.930

20.940

20.950

20.960

20.970

20.980

20.990

End of road

Talawanda Village

Talawanda Village

Talawanda Village

Talawanda Village

Talawanda Village

Talawanda Village

Talawanda Village

Talawanda Village

Talawanda Village

Talawanda Village

Talawanda Village

Talawanda Village

Talawanda Village

Talawanda Village

Talawanda Village

Talawanda Village

Talawanda Village

Talawanda Village

Talawanda Village

High point

Ø60 cm Culvert

T junction at Talawanda

High point

Gra

phs Cha

inag

e (k

m)

20.000

20.010

20.020

20.030

20.040

20.050

20.060

20.070

20.080

20.090

20.100

20.110

20.120

20.130

20.140

20.150

20.160

20.170

20.180

20.190

20.200

20.210

20.220

20.230

20.240

20.250

20.260

20.270

20.280

20.290

20.300

20.310

20.320

20.330

20.340

20.350

20.360

20.370

20.380

20.390

20.400

20.410

20.420

20.430

20.440

20.450

20.460

20.470

20.480

20.490

20.500

20.510

20.520

20.530

20.540

20.550

20.560

20.570

20.580

20.590

20.600

20.610

20.620

20.630

20.640

20.650

20.660

20.670

20.680

20.690

20.700

20.710

20.720

20.730

20.740

20.750

20.760

20.770

20.780

20.790

20.800

20.810

20.820

20.830

20.840

20.850

20.860

20.870

20.880

20.890

20.900

20.910

20.920

20.930

20.940

20.950

20.960

20.970

20.980

20.990

Gra

dien

ts (a

bs)

0.0%

1.4%

1.4%

1.4%

1.4%

1.4%

1.4%

0.0%

0.0%

0.0%

0.0%

1.0%

1.0%

1.0%

0.0%

0.0%

0.0%

1.8%

1.8%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

6.2%

Flat

to M

oder

ate

Ste

ep to

V.S

teep

0%3%

3%5%

5%10

%10

%15

%15

%50

%

Cha

inag

e (k

m)

20.000

20.010

20.020

20.030

20.040

20.050

20.060

20.070

20.080

20.090

20.100

20.110

20.120

20.130

20.140

20.150

20.160

20.170

20.180

20.190

20.200

20.210

20.220

20.230

20.240

20.250

20.260

20.270

20.280

20.290

20.300

20.310

20.320

20.330

20.340

20.350

20.360

20.370

20.380

20.390

20.400

20.410

20.420

20.430

20.440

20.450

20.460

20.470

20.480

20.490

20.500

20.510

20.520

20.530

20.540

20.550

20.560

20.570

20.580

20.590

20.600

20.610

20.620

20.630

20.640

20.650

20.660

20.670

20.680

20.690

20.700

20.710

20.720

20.730

20.740

20.750

20.760

20.770

20.780

20.790

20.800

20.810

20.820

20.830

20.840

20.850

20.860

20.870

20.880

20.890

20.900

20.910

20.920

20.930

20.940

20.950

20.960

20.970

20.980

20.990

Con

ditio

n S

peed

2121

2121

2121

2121

2121

2121

2121

2121

2121

2122

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

2222

Cha

inag

e (k

m)

20.000

20.010

20.020

20.030

20.040

20.050

20.060

20.070

20.080

20.090

20.100

20.110

20.120

20.130

20.140

20.150

20.160

20.170

20.180

20.190

20.200

20.210

20.220

20.230

20.240

20.250

20.260

20.270

20.280

20.290

20.300

20.310

20.320

20.330

20.340

20.350

20.360

20.370

20.380

20.390

20.400

20.410

20.420

20.430

20.440

20.450

20.460

20.470

20.480

20.490

20.500

20.510

20.520

20.530

20.540

20.550

20.560

20.570

20.580

20.590

20.600

20.610

20.620

20.630

20.640

20.650

20.660

20.670

20.680

20.690

20.700

20.710

20.720

20.730

20.740

20.750

20.760

20.770

20.780

20.790

20.800

20.810

20.820

20.830

20.840

20.850

20.860

20.870

20.880

20.890

20.900

20.910

20.920

20.930

20.940

20.950

20.960

20.970

20.980

20.990

Pla

stic

Mat

eria

ls2

22

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

San

dy M

ater

ials

22

21

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

1G

rey/

Bla

ckP

last

ic S

oil

2G

rey

Pla

stic

Soi

l

3Li

ght G

rey

Pla

stic

Soi

l

4R

ed S

oil

5Li

ght R

ed

Soi

l

20.000

20.010

20.020

20.030

20.040

20.050

20.060

20.070

20.080

20.090

20.100

20.110

20.120

20.130

20.140

20.150

20.160

20.170

20.180

20.190

20.200

20.210

20.220

20.230

20.240

20.250

20.260

20.270

20.280

20.290

20.300

20.310

20.320

20.330

20.340

20.350

20.360

20.370

20.380

20.390

20.400

20.410

20.420

20.430

20.440

20.450

20.460

20.470

20.480

20.490

20.500

20.510

20.520

20.530

20.540

20.550

20.560

20.570

20.580

20.590

20.600

20.610

20.620

20.630

20.640

20.650

20.660

20.670

20.680

20.690

20.700

20.710

20.720

20.730

20.740

20.750

20.760

20.770

20.780

20.790

20.800

20.810

20.820

20.830

20.840

20.850

20.860

20.870

20.880

20.890

20.900

20.910

20.920

20.930

20.940

20.950

20.960

20.970

20.980

20.990

V.P

oor S

ectio

ns##

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

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###

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###

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###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

###

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###

###

###

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###

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###

#1

Exc

avat

e Tr

ial P

its2

1S

mal

l2

Med

ium

3La

rge

Des

ign

Cla

ss3

33

44

44

44

44

44

44

44

44

44

33

33

33

33

33

33

33

33

33

33

33

33

33

31

Poo

r3

S3

7S

715

S15

Sur

faci

ngS

ealin

g O

ptio

n

Cha

inag

e (k

m)

20.000

20.010

20.020

20.030

20.040

20.050

20.060

20.070

20.080

20.090

20.100

20.110

20.120

20.130

20.140

20.150

20.160

20.170

20.180

20.190

20.200

20.210

20.220

20.230

20.240

20.250

20.260

20.270

20.280

20.290

20.300

20.310

20.320

20.330

20.340

20.350

20.360

20.370

20.380

20.390

20.400

20.410

20.420

20.430

20.440

20.450

20.460

20.470

20.480

20.490

20.500

20.510

20.520

20.530

20.540

20.550

20.560

20.570

20.580

20.590

20.600

20.610

20.620

20.630

20.640

20.650

20.660

20.670

20.680

20.690

20.700

20.710

20.720

20.730

20.740

20.750

20.760

20.770

20.780

20.790

20.800

20.810

20.820

20.830

20.840

20.850

20.860

20.870

20.880

20.890

20.900

20.910

20.920

20.930

20.940

20.950

20.960

20.970

20.980

20.990

Gra

nula

r Pav

emen

t Lay

ers

Laye

rs

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

G3

Laye

r Thi

ckne

ss (m

m)

Des

crip

tion

GR

EY

BLA

CK

PLA

STI

C S

OIL

GR

EY

PS

0

Pho

togr

aphs

Feat

ures

and

Obs

erva

tions

Roa

d C

ondi

tion

(Spe

ed)

Ver

tical

Gra

dien

ts

Sub

grad

e Ty

pe

Vis

ually

Ass

esse

d P

oor S

ectio

ns

Fill

Sur

face

Bas

e

Sub

base

Sel

ecte

d S

ubgr

ade

Sub

grad

e B

earin

g C

apac

ity

0 0 0 0 0 0 0

GR

EY

PLA

STI

C S

OIL

150 0

SLU

RR

Y SE

AL

GR

AVE

L W

EAR

ING

CO

UR

SE A

ND

EST

AB

LISH

DR

AIN

AG

E

100 0 150

1508 0 0 150

130

135

140

145

150

155 20

.020

.120

.220

.320

.420

.520

.620

.720

.820

.921

.0

Bag

a S

tripm

ap S

trips

.xls

- 20

-21

p.21

Siha Stripmaps

'Kili

man

jaro

Reg

ion

- S

iha

Dis

tric

t, L

awat

e to

Kib

ong

oto

Ro

ad

Cha

inag

e (k

m)

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

Small drift 5 X 6 m

Small drift 5 X 6 m

Old triple culvert 3 X Ø60 cm

Junction

High point

Existing drift

High point

Gra

phs Cha

inag

e (k

m)

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

dien

t (%

)

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

Mod

erat

eS

teep

to V

.Ste

ep0%

3%3%

5%5%

10%

10%

15%

15%

50%

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

inag

e (k

m)

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

Mat

eria

l Typ

e1

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

1

1B

row

n C

laye

y S

ILT

2R

ed C

lay

3Li

ght

Bro

wn

Cla

y

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

Sec

tions

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

avat

e T

rial P

its1

21

Sm

all

2M

ediu

mLa

rge

Des

ign

Cla

ss7

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

71

Poo

r3

S3

7S

715

S15

Sur

faci

ng

Sea

ling

Opt

ion

Cha

inag

e (k

m)

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 P

avem

ent L

ayer

sL

ayer

s

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

0 150 0 0

Fill

G3

Sel

ecte

d S

ubgr

ade

Sur

face

Lay

er T

hick

ness

(m

m)

32 0 150

1000

SC

AR

IFIC

AT

ION

OF

EX

IST

ING

GR

AV

EL

& E

ST

AB

LIS

H D

RA

INA

GE

DO

UB

LE

OT

TA

SE

AL

Sih

a_S

ubgr

ade

Typ

e

Vis

ually

Ass

esse

d S

iha_

Poo

r S

ectio

ns

Sub

grad

e B

earin

g C

apac

ity

Bas

e

Sub

base

Pho

togr

aphs

Fea

ture

s an

d O

bser

vatio

ns

Roa

d C

ondi

tion

(Sih

a_S

peed

)

Ver

tical

Gra

dien

ts10

00

1050

1100

1150

1200

1250

1300

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

Sih

a S

trip

map

10s

c.xl

s -

0-1

'Kili

man

jaro

Reg

ion

- S

iha

Dis

tric

t, L

awat

e to

Kib

ong

oto

Ro

ad

Cha

inag

e (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

Ø60 cm Culvert

Small rock outcrop

High point

Ø60 cm Culvert

Bridge

High point

High point

Small drift 5 X 5 m

Gra

phs Cha

inag

e (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

dien

t (%

)

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

Mod

erat

eS

teep

to V

.Ste

ep0%

3%3%

5%5%

10%

10%

15%

15%

50%

Cha

inag

e (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

Cha

inag

e (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

Mat

eria

l Typ

e1

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

1

1B

row

n C

laye

y S

ILT

2R

ed C

lay

3Li

ght

Bro

wn

Cla

y

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

Sec

tions

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

1T

rial P

itsE

xcav

ate

1S

mal

l2

Larg

eM

ediu

mLa

rge

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

1P

oor

3S

37

S7

15S

15S

urfa

cing

S

ealin

g O

ptio

n

Cha

inag

e (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 P

avem

ent L

ayer

sL

ayer

s

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

0

100 0 100 0

100 0 0 100 0

150 0

UN

-RE

INF

OR

CE

D C

ON

CR

ET

E S

LA

B

00

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

Lay

er T

hick

ness

(m

m)

SC

AR

IFIC

AT

ION

OF

EX

IST

ING

GR

AV

EL

& E

ST

AB

LIS

H D

RA

INA

GE

0 150

Des

crip

tion

Sub

grad

e B

earin

g C

apac

ity

Sih

a_S

ubgr

ade

Typ

e

Vis

ually

Ass

esse

d S

iha_

Poo

r S

ectio

ns

Des

ign

Cla

ss

Pho

togr

aphs

Fea

ture

s an

d O

bser

vatio

ns

Roa

d C

ondi

tion

(Sih

a_S

peed

)

Ver

tical

Gra

dien

ts

Fill

Sur

face

Bas

e

Sub

base

Sel

ecte

d S

ubgr

ade

G3

0 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

Sih

a S

trip

map

10s

c.xl

s -

1-2

'Kili

man

jaro

Reg

ion

- S

iha

Dis

tric

t, L

awat

e to

Kib

ong

oto

Ro

ad

Cha

inag

e (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

Ø60 cm Culvert

Gra

phs Cha

inag

e (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

dien

t (%

)

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

Mod

erat

eS

teep

to V

.Ste

ep0%

3%3%

5%5%

10%

10%

15%

15%

50%

Cha

inag

e (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

Cha

inag

e (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

Mat

eria

l Typ

e1

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

11

12

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

2

1B

row

n C

laye

y S

ILT

2R

ed C

lay

3Li

ght

Bro

wn

Cla

y

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

Sec

tions

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

1T

rial P

itsE

xcav

ate

21

Sm

all

2La

rge

Med

ium

Larg

e7

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

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

31

Poo

r3

S3

7S

715

S15

Sur

faci

ng

Sea

ling

Opt

ion

Cha

inag

e (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 P

avem

ent L

ayer

sL

ayer

s

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

0

150

Sih

a_S

ubgr

ade

Typ

e

Vis

ually

Ass

esse

d S

iha_

Poo

r S

ectio

ns

0

75 0 0 150 0 100

150

Pho

togr

aphs

Fea

ture

s an

d O

bser

vatio

ns

Roa

d C

ondi

tion

(Sih

a_S

peed

)

Ver

tical

Gra

dien

ts

Sur

face

FL

EX

IBL

E G

EO

CE

LL

S (

100

mm

)

Sub

grad

e B

earin

g C

apac

ityD

esig

n C

lass

Lay

er T

hick

ness

(m

m)

100

Des

crip

tion

G3

GR

AV

EL

WE

AR

ING

CO

UR

SE

FL

EX

IBL

E G

EO

CE

LL

S (

75 m

m)

0 0

0 100 0 0

Sel

ecte

d S

ubgr

ade

Fill

150 00

00

Sub

base

Bas

e0 0 0 0

0

1150

1170

1190

1210

1230

1250

1270

1290

2.0

2.1

2.2

2.3

2.4

2.5

2.6

2.7

2.8

2.9

3.0

Sih

a S

trip

map

10s

c.xl

s -

2-3

'Kili

man

jaro

Reg

ion

- Sih

a D

istr

ict,

Law

ate

to K

ibo

ngo

to R

oad

Cha

inag

e (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

Ø60 cm Culvert

End of gravel

Ø60 cm Culvert

Gra

phs Cha

inag

e (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

dien

t (%

)

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

Mod

erat

eS

teep

to V

.Ste

ep0%

3%3%

5%5%

10%

10%

15%

15%

50%

Cha

inag

e (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

Cha

inag

e (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

Mat

eria

l Typ

e2

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

2

1B

row

n C

laye

y S

ILT

2R

ed C

lay

3Li

ght

Bro

wn

Cla

y

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

Sec

tions

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

1T

rial P

itsE

xcav

ate

1S

mal

l2

Larg

eM

ediu

mLa

rge

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

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

37

S7

15S

15S

urfa

cing

S

ealin

g O

ptio

n

Cha

inag

e (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 P

avem

ent L

ayer

sL

ayer

s

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

0

FL

EX

IBL

E G

EO

CE

LL

S (7

5 m

m)

75 0 0

Lay

er T

hick

ness

(mm

)

0150

Pho

togr

aphs

Fea

ture

s an

d O

bser

vatio

ns

Roa

d C

ondi

tion

(Sih

a_S

peed

)

Ver

tical

Gra

dien

ts

Des

crip

tion

Sub

grad

e B

earin

g C

apac

ityD

esig

n C

lass

GR

AV

EL

WE

AR

ING

CO

UR

SE

& E

ST

AB

LIS

H D

RA

INA

GE

Sih

a_S

ubgr

ade

Typ

e

Vis

ually

Ass

esse

d S

iha_

Poo

r S

ectio

ns

010

015

000 0

150 0

0 0

Sur

face

Bas

e

Sub

base

Sel

ecte

d S

ubgr

ade

G3

Fill

00

1250

1260

1270

1280

1290

1300

1310

1320

1330

1340

1350

3.0

3.1

3.2

3.3

3.4

3.5

3.6

3.7

3.8

3.9

4.0

Sih

a S

trip

map

10s

c.xl

s -

3-4

'Kili

man

jaro

Reg

ion

- Sih

a D

istr

ict,

Law

ate

to K

ibo

ngo

to R

oad

Cha

inag

e (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

Ø60 cm Culvert

Ø60 cm Culvert

Gra

phs Cha

inag

e (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

dien

t (%

)

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

Mod

erat

eS

teep

to V

.Ste

ep0%

3%3%

5%5%

10%

10%

15%

15%

50%

Cha

inag

e (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

Cha

inag

e (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

Mat

eria

l Typ

e2

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

2

1B

row

n C

laye

y S

ILT

2R

ed C

lay

3Li

ght

Bro

wn

Cla

y

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

Sec

tions

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

1T

rial P

itsE

xcav

ate

11

Sm

all

2La

rge

Med

ium

Larg

e3

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

31

Poo

r3

S3

7S

715

S15

Sur

faci

ng

Sea

ling

Opt

ion

Cha

inag

e (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 P

avem

ent L

ayer

sL

ayer

s

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

150 0

Lay

er T

hick

ness

(mm

)

150 0 0

65 0 0

CO

NC

RE

TE

PA

VIN

G B

LO

CK

S

0 0 0

150 0 150

15

Pho

togr

aphs

Fea

ture

s an

d O

bser

vatio

ns

Roa

d C

ondi

tion

(Sih

a_S

peed

)

Ver

tical

Gra

dien

ts

Des

crip

tion

Sub

grad

e B

earin

g C

apac

ityD

esig

n C

lass

Sih

a_S

ubgr

ade

Typ

e

Vis

ually

Ass

esse

d S

iha_

Poo

r S

ectio

ns

GR

AV

EL

WE

AR

ING

CO

UR

SE

& E

ST

AB

LIS

H D

RA

INA

GE

Sub

base

Sel

ecte

d S

ubgr

ade

Fill

Sur

face

Bas

e

0 0G

3

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

Sih

a S

trip

map

10s

c.xl

s -

4-5

'Kili

man

jaro

Reg

ion

- Sih

a D

istr

ict,

Law

ate

to K

ibo

ngo

to R

oad

Cha

inag

e (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 Cha

inag

e (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

dien

t (%

)

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

Mod

erat

eS

teep

to V

.Ste

ep0%

3%3%

5%5%

10%

10%

15%

15%

50%

Cha

inag

e (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

Cha

inag

e (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

Mat

eria

l Typ

e2

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

2

1B

row

n C

laye

y S

ILT

2R

ed C

lay

3Li

ght

Bro

wn

Cla

y

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

Sec

tions

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

1T

rial P

itsE

xcav

ate

1S

mal

l2

Larg

eM

ediu

mLa

rge

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

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

37

S7

15S

15S

urfa

cing

S

ealin

g O

ptio

n

Cha

inag

e (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 P

avem

ent L

ayer

sL

ayer

s

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

0

0 0 0 0 0

100 0 150

150

Bas

e

Lay

er T

hick

ness

(mm

)

20 0 150

150 0

0

GW

CS

TA

ND

AR

D D

OU

BL

E S

UR

FA

CE

DR

ES

SIN

G

0 0

Pho

togr

aphs

Fea

ture

s an

d O

bser

vatio

ns

Roa

d C

ondi

tion

(Sih

a_S

peed

)

Ver

tical

Gra

dien

ts

Sih

a_S

ubgr

ade

Typ

e

Vis

ually

Ass

esse

d S

iha_

Poo

r S

ectio

ns

G3

Sub

base

Sel

ecte

d S

ubgr

ade

Fill

Des

crip

tion

Sub

grad

e B

earin

g C

apac

ityD

esig

n C

lass

Sur

face

1420

1440

1460

1480

1500

1520

1540

5.0

5.1

5.2

5.3

5.4

5.5

5.6

5.7

5.8

5.9

6.0

Sih

a S

trip

map

10s

c.xl

s -

5-6

'Kili

man

jaro

Reg

ion

- Sih

a D

istr

ict,

Law

ate

to K

ibo

ngo

to R

oad

Cha

inag

e (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

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

Ø60 cm Culvert

High point

Gra

phs Cha

inag

e (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

dien

t (%

)

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

Mod

erat

eS

teep

to V

.Ste

ep0%

3%3%

5%5%

10%

10%

15%

15%

50%

Cha

inag

e (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

Cha

inag

e (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

Mat

eria

l Typ

e2

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

2

1B

row

n C

laye

y S

ILT

2R

ed C

lay

3Li

ght

Bro

wn

Cla

y

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

Sec

tions

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

1T

rial P

itsE

xcav

ate

1S

mal

l2

Larg

eM

ediu

mLa

rge

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

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

37

S7

15S

15S

urfa

cing

S

ealin

g O

ptio

n

Cha

inag

e (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 P

avem

ent L

ayer

sL

ayer

s

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

00

100 0 100 0

00 15

015

0

Lay

er T

hick

ness

(mm

)

150 0 0

100 0 100

150 0 0

0

0 0 0 0

0 0 150

150

UN

RE

INF

OR

CE

D C

ON

CR

ET

EG

RA

VE

L W

EA

RIN

G C

OU

RS

E &

ES

TA

BL

ISH

DR

AIN

AG

EU

NR

EIN

FO

RC

ED

CO

NC

RE

TE

GR

AV

EL

WE

AR

ING

CO

UR

SE

& E

ST

AB

LIS

H D

RA

INA

GE

Sur

face

Bas

e

00

Pho

togr

aphs

Fea

ture

s an

d O

bser

vatio

ns

Roa

d C

ondi

tion

(Sih

a_S

peed

)

Ver

tical

Gra

dien

ts

Des

crip

tion

Sub

grad

e B

earin

g C

apac

ityD

esig

n C

lass

Sih

a_S

ubgr

ade

Typ

e

Vis

ually

Ass

esse

d S

iha_

Poo

r S

ectio

ns

0

G3

Sub

base

Sel

ecte

d S

ubgr

ade

Fill

0 0 00

0

1520

1530

1540

1550

1560

1570

1580

1590

6.0

6.1

6.2

6.3

6.4

6.5

6.6

6.7

6.8

6.9

7.0

Sih

a S

trip

map

10s

c.xl

s -

6-7

'Kili

man

jaro

Reg

ion

- Sih

a D

istr

ict,

Law

ate

to K

ibo

ngo

to R

oad

Cha

inag

e (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

Ø60 cm Culvert

Ø60 cm Culvert

High point

High point

Gra

phs Cha

inag

e (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

dien

t (%

)

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

Mod

erat

eS

teep

to V

.Ste

ep0%

3%3%

5%5%

10%

10%

15%

15%

50%

Cha

inag

e (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

Cha

inag

e (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

Mat

eria

l Typ

e2

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

2

1B

row

n C

laye

y S

ILT

2R

ed C

lay

3Li

ght

Bro

wn

Cla

y

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

Sec

tions

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

1T

rial P

itsE

xcav

ate

21

Sm

all

2La

rge

Med

ium

Larg

e3

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

31

Poo

r3

S3

7S

715

S15

Sur

faci

ng

Sea

ling

Opt

ion

Cha

inag

e (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 P

avem

ent L

ayer

sL

ayer

s

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

0

0 0

00

0 100

150

100 0 0 1500

150

0 150

150

0 0 150

150

0 0

0

Lay

er T

hick

ness

(mm

)

100 0 100

75 0 100

0 0

UC 0

150 0 0 0

0 0 150

150

CO

NC

RE

TE

ST

RIP

S

GR

AV

EL

WE

AR

ING

CO

UR

SE

& E

ST

AB

LIS

H D

RA

INA

GE

GR

AV

EL

WE

AR

ING

CO

UR

SE

UN

RE

INF

OR

CE

D C

ON

CR

ET

E

Sur

face

Bas

e

Pho

togr

aphs

Fea

ture

s an

d O

bser

vatio

ns

Roa

d C

ondi

tion

(Sih

a_S

peed

)

Ver

tical

Gra

dien

ts

Des

crip

tion

Sub

grad

e B

earin

g C

apac

ityD

esig

n C

lass

Sih

a_S

ubgr

ade

Typ

e

Vis

ually

Ass

esse

d S

iha_

Poo

r S

ectio

ns

G3

Sub

base

Sel

ecte

d S

ubgr

ade

Fill

00

00

1550

1560

1570

1580

1590

1600

1610

1620

1630

1640

1650

7.0

7.1

7.2

7.3

7.4

7.5

7.6

7.7

7.8

7.9

8.0

Sih

a S

trip

map

10s

c.xl

s -

7-8

'Kili

man

jaro

Reg

ion

- Sih

a D

istr

ict,

Law

ate

to K

ibo

ngo

to R

oad

Cha

inag

e (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

High point

Ø60 cm Culvert

Gra

phs Cha

inag

e (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

dien

t (%

)

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

Mod

erat

eS

teep

to V

.Ste

ep0%

3%3%

5%5%

10%

10%

15%

15%

50%

Cha

inag

e (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

1010

1010

1010

1010

1010

1010

1010

1010

1010

1011

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

Cha

inag

e (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

Mat

eria

l Typ

e2

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

2

1B

row

n C

laye

y S

ILT

2R

ed C

lay

3Li

ght

Bro

wn

Cla

y

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

Sec

tions

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

1T

rial P

itsE

xcav

ate

1S

mal

l2

Larg

eM

ediu

mLa

rge

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

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

37

S7

15S

15S

urfa

cing

S

ealin

g O

ptio

n

Cha

inag

e (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 P

avem

ent L

ayer

sL

ayer

s

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

00 0 0 0150

0 0 150

0 0 0

0150

Lay

er T

hick

ness

(mm

)

100 0 100

0 100

0 0

7515

0

0 0 100

150 0

0 0 0 0

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

EG

RA

VE

L W

EA

RIN

G C

OU

RS

E &

ES

TA

BL

ISH

DR

AIN

AG

EC

ON

CR

ET

E S

TR

IPS

Sur

face

Bas

e

Pho

togr

aphs

Fea

ture

s an

d O

bser

vatio

ns

Roa

d C

ondi

tion

(Sih

a_S

peed

)

Ver

tical

Gra

dien

ts

Des

crip

tion

Sub

grad

e B

earin

g C

apac

ityD

esig

n C

lass

Sih

a_S

ubgr

ade

Typ

e

Vis

ually

Ass

esse

d S

iha_

Poo

r S

ectio

ns

G3

Sub

base

Sel

ecte

d S

ubgr

ade

Fill

00

00

1600

1610

1620

1630

1640

1650

1660

1670

1680

1690

1700

8.0

8.1

8.2

8.3

8.4

8.5

8.6

8.7

8.8

8.9

9.0

Sih

a S

trip

map

10s

c.xl

s -

8-9

'Kili

man

jaro

Reg

ion

- Sih

a D

istr

ict,

Law

ate

to K

ibo

ngo

to R

oad

Cha

inag

e (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

Ø60 cm Culvert

Gra

phs Cha

inag

e (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

dien

t (%

)

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

Mod

erat

eS

teep

to V

.Ste

ep0%

3%3%

5%5%

10%

10%

15%

15%

50%

Cha

inag

e (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

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1111

1112

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

Cha

inag

e (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

Mat

eria

l Typ

e2

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

2

1B

row

n C

laye

y S

ILT

2R

ed C

lay

3Li

ght

Bro

wn

Cla

y

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

Sec

tions

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

1T

rial P

itsE

xcav

ate

1S

mal

l2

Larg

eM

ediu

mLa

rge

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

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

37

S7

15S

15S

urfa

cing

S

ealin

g O

ptio

n

Cha

inag

e (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 P

avem

ent L

ayer

sL

ayer

s

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

0 0

Lay

er T

hick

ness

(mm

)

150 0 0

75 0 100

150

0

0 0 0 0 00

Pho

togr

aphs

Fea

ture

s an

d O

bser

vatio

ns

Roa

d C

ondi

tion

(Sih

a_S

peed

)

Ver

tical

Gra

dien

ts

Sub

base

Sel

ecte

d S

ubgr

ade

Fill

Des

crip

tion

Sub

grad

e B

earin

g C

apac

ity

0

Des

ign

Cla

ss

Sih

a_S

ubgr

ade

Typ

e

Vis

ually

Ass

esse

d S

iha_

Poo

r S

ectio

ns

Sur

face

00

GW

CU

NR

EIN

FO

RC

ED

CO

NC

RE

TE

GR

AV

EL

WE

AR

ING

CO

UR

SE

& E

ST

AB

LIS

H D

RA

INA

GE

0B

ase

0

G3

0 0 150

150

0 0

1550

1560

1570

1580

1590

1600

1610

1620

1630

1640

1650

9.0

9.1

9.2

9.3

9.4

9.5

9.6

9.7

9.8

9.9

10.0

Sih

a S

trip

map

10s

c.xl

s -

9-10

'Kili

man

jaro

Reg

ion

- Sih

a D

istr

ict,

Law

ate

to K

ibo

ngo

to R

oad

Cha

inag

e (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 Cha

inag

e (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

dien

t (%

)

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

Mod

erat

eS

teep

to V

.Ste

ep0%

3%3%

5%5%

10%

10%

15%

15%

50%

Cha

inag

e (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

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1212

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

Cha

inag

e (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

Mat

eria

l Typ

e2

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

2

1B

row

n C

laye

y S

ILT

2R

ed C

lay

3Li

ght

Bro

wn

Cla

y

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

Sec

tions

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

1T

rial P

itsE

xcav

ate

11

Sm

all

2La

rge

Med

ium

Larg

e3

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

31

Poo

r3

S3

7S

715

S15

Sur

faci

ng

Sea

ling

Opt

ion

Cha

inag

e (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 P

avem

ent L

ayer

sL

ayer

s

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

150 0

RIG

ID G

EO

CE

LL

S (7

5 m

m)

75 0 0 150 0 100

Lay

er T

hick

ness

(mm

)

GR

AV

EL

WE

AR

ING

CO

UR

SE

150 0 00

Sur

face

Bas

e

Pho

togr

aphs

Fea

ture

s an

d O

bser

vatio

ns

Roa

d C

ondi

tion

(Sih

a_S

peed

)

Ver

tical

Gra

dien

ts

Sub

grad

e B

earin

g C

apac

ityD

esig

n C

lass

Sih

a_S

ubgr

ade

Typ

e

Vis

ually

Ass

esse

d S

iha_

Poo

r S

ectio

ns

Des

crip

tion

0

G3

Sub

base

Sel

ecte

d S

ubgr

ade

Fill

00 0 00

1450

1470

1490

1510

1530

1550

1570

1590

10.0

10.1

10.2

10.3

10.4

10.5

10.6

10.7

10.8

10.9

11.0

Sih

a S

trip

map

10s

c.xl

s -

10-1

1

'Kili

man

jaro

Reg

ion

- S

iha

Dis

tric

t, L

awat

e to

Kib

ong

oto

Ro

ad

Cha

inag

e (k

m)

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

Ø60 cm Culvert

Ø60 cm Culvert

Ø60 cm Culvert

Gra

phs Cha

inag

e (k

m)

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

dien

t (%

)

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

Mod

erat

eS

teep

to V

.Ste

ep

Cha

inag

e (k

m)

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

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1313

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

1414

Cha

inag

e (k

m)

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

Mat

eria

l Typ

e2

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

2

1B

row

n C

laye

y S

ILT

2R

ed C

lay

3Li

ght

Bro

wn

Cla

y

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

Sec

tions

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

1T

rial P

itsE

xcav

ate

1S

mal

l2

Larg

eM

ediu

mLa

rge

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

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

37

S7

15S

15S

urfa

cing

S

ealin

g O

ptio

n

Cha

inag

e (k

m)

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 P

avem

ent L

ayer

sL

ayer

s

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

00 100 0 0 150

150

0 0

50 0 150

00 0

150 0 100

150

RIG

ID G

EO

CE

LL

S (

75 m

m)

BIT

UM

INO

US

PE

NE

TR

AT

ION

MA

CA

DA

ML

IGH

TL

Y R

EIN

FO

RC

ED

CO

NC

RE

TE

SL

AB

75

Lay

er T

hick

ness

(m

m)

75S

urfa

ce

Bas

e

Pho

togr

aphs

Fea

ture

s an

d O

bser

vatio

ns

Roa

d C

ondi

tion

(Sih

a_S

peed

)

Ver

tical

Gra

dien

ts

Des

crip

tion

Sub

grad

e B

earin

g C

apac

ityD

esig

n C

lass

Sih

a_S

ubgr

ade

Typ

e

Vis

ually

Ass

esse

d S

iha_

Poo

r S

ectio

ns

0

G3

Sub

base

Sel

ecte

d S

ubgr

ade

Fill

100 0 150

0

150

1350

1370

1390

1410

1430

1450

1470

1490

11.0

11.1

11.2

11.3

11.4

11.5

11.6

11.7

11.8

11.9

12.0

Sih

a S

trip

map

10s

c.xl

s -

11-1

2

'Kili

man

jaro

Reg

ion

- Sih

a D

istr

ict,

Law

ate

to K

ibo

ngo

to R

oad

Cha

inag

e (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

Ø60 cm Culvert

Possible Ø60 cm Culvert

Small drift 5 X 5 m

Old bridge

Gra

phs Cha

inag

e (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

dien

t (%

)

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

Mod

erat

eS

teep

to V

.Ste

ep0%

3%3%

5%5%

10%

10%

15%

15%

50%

Cha

inag

e (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

1414

1414

1414

1414

1414

1414

1414

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

1515

Cha

inag

e (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

Mat

eria

l Typ

e2

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

22

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

3

1B

row

n C

laye

y S

ILT

2R

ed C

lay

3Li

ght

Bro

wn

Cla

y

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

Sec

tions

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

1T

rial P

itsE

xcav

ate

21

Sm

all

2La

rge

Med

ium

Larg

e3

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

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

71

Poo

r3

S3

7S

715

S15

Sur

faci

ng

Sea

ling

Opt

ion

Cha

inag

e (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 P

avem

ent L

ayer

sL

ayer

s

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

0 0 0150 0 0 0

0 0 150

100 0

100 0

0 0

0

Pho

togr

aphs

Fea

ture

s an

d O

bser

vatio

ns

Roa

d C

ondi

tion

(Sih

a_S

peed

)

Ver

tical

Gra

dien

ts

Des

crip

tion

Sub

grad

e B

earin

g C

apac

ityD

esig

n C

lass

Sih

a_S

ubgr

ade

Typ

e

Vis

ually

Ass

esse

d S

iha_

Poo

r S

ectio

ns

Sub

base

Sel

ecte

d S

ubgr

ade

LIG

HT

LY

RE

INF

OR

CE

D C

ON

CR

ET

E S

LA

B

Fill

Sur

face

Bas

e

150 0

Lay

er T

hick

ness

(mm

)

00

RIG

ID G

EO

CE

LL

S (1

00 m

m)

G3

GR

AV

EL

WE

AR

ING

CO

UR

SE

150 0 100 0 0

100

1300

1310

1320

1330

1340

1350

1360

1370

1380

1390

1400

12.0

12.1

12.2

12.3

12.4

12.5

12.6

12.7

12.8

12.9

13.0

Sih

a S

trip

map

10s

c.xl

s -

12-1

3

'Kili

man

jaro

Reg

ion

- S

iha

Dis

tric

t, L

awat

e to

Kib

on

go

to R

oad

Cha

inag

e (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

Old culvert

Ø60 cm Culvert

High point

High point

Small drift 5 X 5 m

Gra

phs Cha

inag

e (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

dien

t (%

)

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

Mod

erat

eS

teep

to V

.Ste

ep0%

3%3%

5%5%

10%

10%

15%

15%

50%

Cha

inag

e (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

1616

1616

1616

1616

1616

1616

1616

1616

1616

1616

1616

1616

1616

1616

1616

1616

1616

1616

1616

1616

1616

1616

1717

1717

1717

1717

1717

1717

1717

1717

1717

1717

1717

1717

1717

1717

1717

1717

1717

1717

1717

1717

1717

1717

1717

1717

1717

1717

1717

1717

Cha

inag

e (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

Mat

eria

l Typ

e2

22

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

33

3

1B

row

n C

laye

y S

ILT

2R

ed C

lay

3Li

ght

Bro

wn

Cla

y

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

Sec

tions

11

11

11

10

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

00

01

Tria

l Pits

Exc

avat

e1

1S

mal

l2

Larg

eM

ediu

mLa

rge

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

37

S7

15S

15S

urfa

cing

S

ealin

g O

ptio

n

Cha

inag

e (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 P

avem

ent L

ayer

sL

ayer

s

Bed

ding

San

dG

80G

60G

45G

25G

15 G7

Lay

er T

hic

knes

s (m

m)

100 0 0

Sur

face

Bas

e0 0

Pho

togr

aphs

Fea

ture

s an

d O

bser

vatio

ns

Roa

d C

ondi

tion

(Sih

a_S

peed

)

Ver

tical

Gra

dien

ts

Des

crip

tion

Sub

grad

e B

earin

g C

apac

ityD

esig

n C

lass

0

Sih

a_S

ubgr

ade

Typ

e

Vis

ually

Ass

esse

d S

iha_

Poo

r S

ectio

ns

GR

AV

EL

WE

AR

ING

CO

UR

SE

& E

ST

AB

LIS

H D

RA

INA

GE

150

RIG

ID G

EO

CE

LL

S

0

G3

Sub

base

Sel

ecte

d S

ubgr

ade

Fill

00

0015

0 0 100

0 0 0

1330

1335

1340

1345

1350

1355

1360

1365

1370

1375

1380

13.0

13.1

13.2

13.3

13.4

13.5

13.6

13.7

13.8

13.9

14.0

Sih

a S

trip

map

10s

c.xl

s -

13-1

4

APPENDIX J – Drawings

lio

na

rna

inte

t

Southam

pton, United K

ingdom.

tel: 0044 23 8027 8600 fax: 0044 23 8027 8601 email: hq@

roughton.com

04.02.2010

AFC

AP

PM

O-R

ALG

AFC

AP

Dem

onstration Roads

Tanzania

Pavem

ent Structures

Issued for Com

ment

TAN

022

K. K

ellyS

.Gillett

S.G

illett

02.02.10n/a

0111

lio

na

rna

inte

t

Southam

pton, United K

ingdom.

tel: 0044 23 8027 8600 fax: 0044 23 8027 8601 email: hq@

roughton.com

04.02.2010

AFC

AP

PM

O-R

ALG

AFC

AP

Dem

onstration Roads

Tanzania

Scour C

hecks

Final Version

TAN

022

K. K

ellyS

.Gillett

S.G

illett

02.02.10n/a

0121

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