Options Report Sept 09 - 28 Sept, 2009.pdf
Transcript of Options Report Sept 09 - 28 Sept, 2009.pdf
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Dual Standard Design of Gayaza Road section from Ch 0+000 to Ch 1+300 Draft Options Report
____________________________________________________________________________________
Norconsult International AS
Service Contract No. RDP/HW/CS014, Addendum No. xxxxxxxxxxxxxxxxxx, September 2009
1
EXECUTIVE SUMMARY
By letter ref. xxxx, dated xxxxxx, the Consultant was instructed by the Client to commence
the dual design services for the section of Kampala Gayaza Zirobwe road project from
Ch 0+000 to Ch 1+300, i.e. from the Mulago/Bombo road Roundabout to the Gayaza
road/Kampala Northern Bypass Roundabout, pending formal signature of the relevantAddendum no. xxxxx still under preparation..
Having mobilised the proposed staff for this assignment and commenced services as
instructed by the Client, the Consultant has to date executed the following activities:
1.1 Identification, survey and mapping of all existing roads accessing the proposed dualcarriageway section.
1.2 Review of the existing traffic data.
1.3 Study of the current traffic flow patterns and vehicle parking characteristics and
development of traffic flow management options.
1.4 Identification, survey and mapping of existing road drainage facilities
1.5 Identification, survey and mapping of all building structures and visible/overheadutility services within and adjacent to 15m from the existing road centreline.
1.6 Liaison with utility companies and identification of all underground utility serviceslikely to be affected by the proposed works.
1.7 Analysis of the feasible options
1.8 Presentation of the best evaluated two dual design options
1.9 Recommendation of the preferred dual design option
In respect of Activity 1.1 above, it is evident from the information obtained that most of
the existing access roads are minor earth/gravel access roads that are not engineered apart
from Mawanda road access at approximately Ch 0+757 RHS.
In respect of Activity 1.2 above, based on a review of the available 2007 traffic data, the
projected design year (2020) traffic is 26,205 PCUs/day and according to
recommendations by the Uganda Road Design Manual (Road Safety Revision, of July
2004), this level of traffic justifies provision of a dual carriageway in order to meet the
desired level of service standards for category A & B roads in a flat terrain typical of theproject area.
In respect of Activity 1.3 above, traffic surveys conducted by the Consultant during this
assignment have confirmed the following:
The access roads are mainly used by private cars, taxis and commuter matatus asby-passes during the peak-hour traffic congestion periods as opposed to being used
by residents to access their homes.
There is a significant level of parking traffic around the Kalerwe area; these beingmainly commuter taxis/matatus dropping and picking up passengers, private cars
for shoppers and trucks loading and offloading merchandise and that this parking
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Service Contract No. RDP/HW/CS014, Addendum No. xxxxxxxxxxxxxxxxxx, September 2009
2
traffic significantly reduce the available travelled way for the through traffic
resulting in traffic congestion.
In respect of Activity 1.4 above, all existing drainage facilities have been surveyed and
included on drawings in appendix 1.
In respect of Activity 1.5 above, building structures and visible utility services within 15m
from the existing road centreline and adjacent to that 30m corridor, have been surveyed
and included on the existing services drawings in appendix 1.
In respect of Activity 1.6 above, the Consultant has liaised with the respective services
bodies and identified existing underground services likely to be affected by the proposed
works. These services indicated on drawings in appendix 1 are for National Water and
Sewerage Corporation, Uganda Telecom and UMEME. No services were identified for the
remaining utility companies.
In respect of Activity 1.7, the feasible options analysed during this study relate to thetraffic flow / management options, access to the various frontage businesses and markets,
surface water drainage outline options and geometric lay out options.
In respect of Activity 1.8, the Consultants options are summarised below:
Option 1
Traffic flow onto and along the proposed dual carriageway section
This option requires that no right turns are allowed for traffic joining the proposed dual
carriageway section. Consequently, all motorised traffic joining the proposed dual
carriageway would have to follow the general traffic flow direction of the proposed dual
carriageway until the next roundabout where it would turn to join the intended
carriageway.
Surface water drainage layout
This option requires that side drains generally drain surface water towards Gayaza side as
the proposed dual carriageway vertical profile generally falls in that direction.
Dual carriageway geometric layout; including all frontage business service accesses
This option provides that 3.25m wide lanes are used with a 1.2m wide central raised island
(0.2m above the adjacent finished road levels), service roads at selected locations on the
right hand side (in front of the market area) and on the left hand side on the approaches to
the Kalerwe market area. 1.5 m wide raised sidewalks are also proposed on both the LHS
and RHS with accesses to main business premises.
Option 2
Traffic flow onto and along the proposed dual carriageway section
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Service Contract No. RDP/HW/CS014, Addendum No. xxxxxxxxxxxxxxxxxx, September 2009
3
Option 2 provides that since Mawanda road is a major access road, traffic joining the
proposed dual carriageway section from Mawanda road be allowed to make a right turn
and the junction be designed as a partly Channelised T-intersection. Traffic from the rest of
the access roads is prohibited from making any right turn.
Surface water drainage layout
In terms of surface water drainage, this option provides that surface water runoff in the side
drains travels the minimum distance possible before discharging into the nearest cross
culvert and into the discharge channels. This therefore requires that in some instances, the
invert levels for the side drains will be adjusted to force water to flow backwards (towards
Km 0+000).
Dual carriageway geometric layout; including all frontage business service accesses
Like option 1, option 2 also provides that 3.25m wide lanes are used with 1.2m wide
central raised island (0.2m above the adjacent finished road levels), service roads atselected locations on the right hand side (in front of the market area) and 3.25m wide lay-
bys, 50m long, on the left hand side at selected locations, where significant vehicle parking
traffic is anticipated. 1.5 m wide raised sidewalks are also proposed on both the LHS and
RHS with accesses to main business premises.
The Recommended Dual Design Option
Bearing in mind that the underlying reason for the proposed dualling of this first 1.3km of
Gayaza road (through the Kalerwe market area) is the severe traffic congestion at this
location and keeping in mind that draining surface water backwards against the general
longitudinal slope of the road may present undesirably deep side drains, it is the
Consultants opinion that option 1, described in section 4.1 above be adopted and carried to
the detailed engineering design stage.
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4
1.0 Introduction
1.1 Project Background
The upgrading works of Kampala-Gayaza-Zirobwe road commenced on 31 March
2008 under World Bank funding. However, while the proposed upgrading workswill go a long way in improving traffic movement in the north of Kampala, serious
concerns have persisted relating the chronic traffic congestion on the first 1.3km of
this road (i.e. between the Gayaza/Mulago/Bombo road roundabout and the Gayaza
road/Kampala Northern Bypass Roundabout. The traffic flow constriction on this
section of the road has frequently been attributed to the several side road accesses
to Gayaza road which are commonly used as bypasses by commuter taxi drivers;
resulting into traffic flow constrictions at several locations along this road stretch,
as well as the availability of 2 road side markets in this area with all the trucks
offloading their goods by the road side and causing further traffic flow constraints.
In addition, the rampant poor driver behaviour in this country may also have asignificant compounding effect of this traffic flow problem.
It is therefore perfectly understandable that with the eminent opening of the
Kampala Northern Bypass to public traffic and the likely increase in the traffic
levels on the northern part of the City, more traffic flow problems are envisaged
and therefore the need for a major intervention to alleviate this problem is certainly
timely and justified.
It is on the background of the above that by letter ref. xxxxxx, dated xxxxx, the
Client requested Norconsult to submit a proposal for the dual design of the first
1.3km of Gayaza road.
Having accepted the Consultants proposal for the dual design, by letter ref.
xxxxxx, dated xxxxxx, Norconsult was instructed to commence the dual design
services pending formal signature of the relevant Addendum no. xxxxx still under
preparation.
1.2 Key Project Milestones
Milestone Date
Submission of the proposal for the proposed dual design xxxxxxxUNRAs instruction to commence the dual design xxxxxxx
Scheduled date of submission of the draft options report xxxxxxx
Scheduled date of receipt of the Clients comments on
the draft options report
xxxxxxx
Scheduled date for submission of the final options report xxxxxxx
Scheduled date for submission of the drat final design
report
xxxxxxx
Scheduled date for submission of the final design report xxxxxxx
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2.0 Activities executed by the Consultant to date
2.1 Identification, survey and mapping of all existing roads accessing theproposed dual carriageway section.
Bearing in mind that traffic flow along the proposed dual carriagewaysection is significantly affected by side roads access traffic, the consultant
has already captured all existing motorable side road accesses to the
proposed dual carriageway section. These accesses are indicated on the Plan
and Profile drawings in the appendices.
2.2 Review of the existing traffic data.
Through the Client, the Consultant had previously obtained traffic survey
data from the 2007 traffic counts on the National Road Network project.
The 12hr manual classified traffic count data was taken over a period of
6days (7am to 6pm), commencing on Friday, 9th March 2007 and ending onWednesday, 14
thMarch, 2007. A night expansion factor of 1.2 (evident
from the data collected from the Client) was used to convert the 12hr traffic
counts into Average Daily Traffic (ADT) values. The review and analysis of
the data involved the following:
Analysis of the hourly motorised 6-day total traffic flows in bothdirections (see Template 1 & 2)
Analysis of the weekday average hourly traffic flows for each trafficclass for each direction and for both directions (see Template 3)
Weekend average hourly traffic flows for each traffic class in bothdirections (see Template 4)
Determination of the 6-day average daily traffic flows in PCUs for eachtraffic class and for each direction (see Template 5)
Analysis of the peak hour traffic flows (see Template 6).
From templates 1 & 2 below, it is clear that there are two traffic peak flow
periods everyday; with the morning traffic peaking at around 8am and the
evening traffic peaking after 6pm. The exact peak flow time for the evening
traffic could not be established from the available traffic data as the traffic
counts were conducted up to 6pm. However, observations by the consultant
have suggested that the evening peaking hour occurs at about 8pm. The twotraffic flow peaking periods correspond with the periods when the majority
of the working people are going for work in the morning and when they arereturning home from work in the evening.
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Template 1: Hourly motorised 6-day total traffic flows in both directions
Time 7 8 9 10 11 12 13 14 15 16 17 18 Total
Hourly 6-
day totals
(Motorized)
8597 9661 8258 7296 7204 6782 6964 5834 5453 6885 7559 8126 88619
Equivalent
%age9.7% 10.9% 9.3% 8.2% 8.1% 7.7% 7.9% 6.6% 6.2% 7.8% 8.5% 9.2% 100%
Template 2: 6-day average hourly motorised traffic variation
Variation of Combined Motorised Traffic with Time of
the Day
0
200
400
600
800
1000
1200
1400
1600
1800
0 5 10 15 20
Time of the Day
CombinedMotorisedTraffic
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From template 3 below, its also apparent that different vehicle categories have different
peaking periods during weekdays; with the passenger vehicles (saloon cars, taxis, minibuses
matatus and motorcycles) peaking from 8 to 9am; during which most of the people employed
in the informal sectors such as markets, shops, etc are going for work. On the other hand, the
peaking period for the goods vehicles such as the light, medium, large and articulated trucks
is between 11am and 2pm; corresponding to the period when most the goods are beingdelivered to the various business outfits around Kalerwe area.
Template 3: Weekday average hourly traffic flows for each traffic class for each
direction and for both directionsHour (Starting at:) 7 8 9 10 11 12 13 14 15 16 17 18 TOTAL
DIRECTION A: ToGayazaMotorised
SALOON CARS andTAXIS 48 77 121 81 91 118 129 125 129 130 180 194 1420LIGHT GOODS VANS,
PICKUP and 4WD 36 51 94 69 76 90 92 88 104 92 104 112 1007Small Bus: MINIBUSESand MATATUS 188 207 193 147 153 126 179 104 135 151 182 203 1968Medium Bus: COASTERS 3 2 1 1 2 4 2 2 2 1 4 3 26BUSES 0 1 0 1 0 0 1 2 3 1 1 1 9Light Single Unit Truck:DYNAS and TRACTORs 7 7 11 14 18 15 22 11 14 12 15 19 164Medium-Single UnitTrucks:- 7 4 11 10 10 13 14 7 11 11 11 9 115Large -Single Unit Trucks:-Lories, Fusos 3 4 7 8 7 9 9 3 6 5 6 5 72TRUCK TRAILER ANDSEMI TRAILER 0 0 1 1 1 3 2 0 1 1 1 1 11MOTORCYCLES 307 416 270 235 207 211 233 121 122 191 225 266 2805
Total 599 769 708 567 565 588 682 462 525 593 728 812 7596
Non-motorised
BICYCLES 303 385 295 179 174 151 122 118 128 161 259 300 2572CARTS 3 5 3 5 2 3 3 2 3 2 3 5 39
Total 305 390 298 183 177 154 125 120 130 163 262 305 2611
DIRECTION B: ToKampalaMotorised
SALOON CARS andTAXIS 256 211 154 131 113 114 98 103 79 112 120 103 1592LIGHT GOODS VANS,
PICKUP and 4WD 107 125 94 79 93 83 74 71 60 94 81 71 1029Small Bus: MINIBUSESand MATATUS 253 265 180 155 132 111 131 89 107 139 178 205 1945Medium Bus: COASTERS 6 9 2 1 1 0 0 2 0 1 2 0 22BUSES 0 1 0 0 0 1 0 0 0 0 0 1 3Light Single Unit Truck:DYNAS and Tractors 14 17 17 13 11 13 15 8 7 5 6 6 131Medium-Single UnitTrucks:- 10 10 10 10 10 7 9 9 12 6 6 8 104Large -Single Unit Trucks:-Lories, Fusos 4 10 7 6 10 8 4 6 6 5 2 4 72TRUCK TRAILER ANDSEMI TRAILER 0 2 1 2 2 3 2 0 2 1 1 1 16MOTORCYCLES 405 353 201 164 186 142 120 117 105 141 148 195 2277
Total 1055 1002 664 559 556 481 453 405 377 503 542 593 7190
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Non-motorised
BICYCLES 441 286 134 133 121 95 65 60 73 139 139 178 1863CARTS 12 12 4 1 1 0 0 0 0 1 1 1 32
Total 453 298 138 134 122 95 66 60 73 140 140 179 1895
BOTH DIRECTIONS(A+B)
TypeMotorised excl. M-bikes 941 1003 901 727 728 717 781 628 675 763 897 944 9704Motorised incl. M-bikes 1654 1772 1372 1126 1121 1069 1135 866 902 1096 1270 1406 14786Non-motorised 758 688 435 317 298 249 190 180 203 303 402 484 4506
During weekends, template 4 suggests that although there are generally two peaking traffic
flow periods (during the morning and the evening periods), peaking periods for the
passenger traffic during weekends shifts from 8am (during weekdays) to 9am during the
weekend. Again this is no surprise since most people are more relaxed about travelling to
work on weekends than during weekdays. Another important observation is that the traffic
flow for the weekend is lower than that for the weekday for the minibuses, matatus,
medium buses, large buses, heavy trucks, truck trailers and motorcycles; with the weekdaytraffic for medium buses being as high as 74% more than for the weekend traffic and even
higher (192% more) for the truck trailers and semi trailers.
However, an important trend to note is that the hourly traffic flow variation over weekdays
is a lot more pronounced than during the weekend.
Template 4: Weekend average hourly traffic flows for each traffic class in both
directions
Hour (Startingat:) 7
am
8
am
9
am
10am
11am
12pm
1
pm
2
pm
3
pm
4
pm
5
pm
6
pm
TO
TAL
BOTHDIRECTIONS(A+B)
Motorised
SALOON CARSand TAXIS 123 246 368 348 356 329 343 340 269 363 363 350 3796LIGHT GOODSVANS, PICKUPand 4WD 68 141 193 199 189 179 207 186 169 206 213 198 2146Small Bus:
MINIBUSES andMATATUS 339 538 437 386 175 247 420 80 279 224 248 368 3741Medium Bus:COASTERS 1.5 2.5 5.5 4 0.5 2 3.5 0.5 1.5 0.5 3 2.5 27.5BUSES 0 0 0 0 1 0 1 1.5 1.5 2.5 0.5 0.5 8.5Light Single UnitTruck: DYNAS andTRACTORs 20.5 24 24 29.5 27 31 22 25.5 23.5 32 29 20.5 308.5Medium-SingleUnit Trucks:- 15 26 18.5 19 30.5 24.5 14 15 12 16.5 17.5 14.5 223Large -Single UnitTrucks:- Lories,Fusos 6 6 10 12.5 19 14.5 9.5 6.5 7 6.5 7 2.5 107
TRUCK TRAILERAND SEMI 1 1 0 0.5 0 1.5 0.5 1 0.5 0.5 1.5 1 9
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TRAILERMOTORCYCLES 418 515 392 401 357 343 297 277 225 315 272 261 4071
Total 992 1499 1447 1399 1155 1172 1317 932 987 1166 1154 1219 14436
Non-motorised
BICYCLES 373 443 345 327 241 190 188 207 224 260 249 320 3365
CARTS 3 12 9 5.5 2.5 4.5 4 0.5 1 2.5 8.5 0.5 53.5Total 376 455 354 333 244 194 192 208 225 262 258 321 3418
Further analysis of the traffic flow data has been conducted by converting the 12hr. count
traffic into the equivalent passenger car units (PCUs) using PCU factors proposed in the
Kenya Road Design Manual, Part 1 published in 1979. The 12hr PCU values for each
traffic class were expanded into 24hr. PCU values using the Clients accepted 1.2 night
expansion factor. The resulting equivalent PCU values per traffic category are given in
template 5 below; indicating that the total PCUs per day has been estimated at 20,473 for
the year 2007.
Having assumed that the traffic growth rate would remain constant at about 2.8% per yearover the next 10 years after opening the road to traffic (i.e. up to the design year), andassuming that the 2007 traffic would be maintained throughout the construction period up
to 2010 when the road is expected to be commissioned after construction, the 2007 PCU
values, have been used to estimate the design year (2020) traffic (projected at 26,205
PCUs) using relationship given below.
DT =Tc + Tc x (r) x n
Where DT =Design year traffic in PCUs
Tc = 2007 traffic in PCUs.
r = Average traffic growth rate per year estimated at 2.8%
n = 10 years (i.e. the time to elapse from the scheduled year of completion of works to the
design year)
It is therefore evident that based on the 2007 traffic count data availed to the Consultant
and the recommendations of the Uganda Road Design Manual of July, 2004, which inter
alia states The level-of-service standards for Category A and B roads in flat terrain can
only be met by building a dual carriageway road once the design year volume exceeds
about 13000 pcu/day, it technically justifiable that the first 1.3km of Gayaza road be
upgraded to dual carriageway standard.
Template 6 gives a detailed analysis of the peak hour traffic flows for each traffic class.
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Template 5: Determination of the 6-day average daily traffic flows in PCUs for
each traffic class and for each directionDIRECTION A
Vehicle No. per day
PCU
Factors
PCUs per
day
PCUs per day &
NightSALOON CARS and TAXIS 1579 1 1579 1894.4LIGHT GOODS VANS, PICKUP and4WD 1035 1 1035 1242.2
Small Bus: MINIBUSES and MATATUS 1987 1 1987 2384.4
Medium Bus: COASTERS 23 2 45 54
BUSES 8 2 17 20Light Single Unit Truck: DYNAS andTractors 164 2.5 409 491
Medium-Single Unit Trucks:- 120 2.5 300 360Large -Single Unit Trucks:- Lories,Fusos 70 2.5 174 208.5
TRUCK TRAILER AND SEMI TRAILER 8 3.5 29 34.3
MOTORCYCLES 2618 1 2618 3142
BICYCLES 2422 0.5 1211 1453.3
Total 10034 9403 11284
DIRECTION B
Vehicle No. per dayPCUFactors
PCUs perday
PCUs per day &Night
SALOON CARS and TAXIS 1695 1 1695 2034LIGHT GOODS VANS, PICKUP and4WD 1037 1 1037 1244
Small Bus: MINIBUSES and MATATUS 1969 1 1969 2363Medium Bus: COASTERS 19 2 37 44
BUSES 3 2 6 7Light Single Unit Truck: DYNAS andTractors 136 2.5 339 407
Medium-Single Unit Trucks:- 101 2.5 251 302Large -Single Unit Trucks:- Lories,Fusos 62 2.5 155 186
TRUCK TRAILER AND SEMI TRAILER 12 3.5 43 52
MOTORCYCLES 2126 1 2126 2551
BICYCLES 1656 0.5 828 994
Total 8815 7658 9189
Total PCUs per day in both directions 20,473
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Template 6: Analysis of the peak hour traffic flowsHour (Startingat:) 7 8 9 10 11 12 13 14 15 16 17 18 AVERAGE
DIRECTIONA+B
Motorised
SALOON CARSand TAXIS 214 267 321 280 280 280 285 284 238 302 331 324 284LIGHT GOODSVANS, PICKUPand 4WD 105 158 190 173 179 176 186 173 166 196 199 190 174Small Bus:MINIBUSES andMATATUS 390 505 405 344 230 242 365 136 261 257 304 388 319Medium Bus:COASTERS 5 7 4 3 2 3 3 2 2 1 4 3 3
BUSES 0 1 0 0 1 1 1 2 2 2 1 1 1Light Single UnitTruck: DYNAS andTRACTORs 21 24 26 28 28 30 29 22 22 25 25 23 25Medium-SingleUnit Trucks:- 16 20 19 19 25 22 18 15 17 16 17 16 18Large -SingleUnit Trucks:-Lories, Fusos 7 10 12 13 18 16 11 8 10 8 8 6 10TRUCKTRAILER ANDSEMI TRAILER 1 2 1 2 2 4 2 1 2 1 2 1 1MOTORCYCLES 565 642 431 400 375 348 325 257 226 324 322 361 381
Total 1323 1635 1409 1262 1138 1120 1226 899 944 1131 1212 1312 1218
Non-motorised
BICYCLES 558 557 387 319 268 217 188 192 212 280 323 399 325CARTS 9 15 8 6 3 4 3 1 2 2 6 3 5
Total 567 572 394 325 271 221 191 194 214 282 330 402 330
Vehicle Category
PeakHrlytraffic(A)
Avg DailyPerCategory(B) (A/B)*100
SALOON CARS and TAXIS 331 284 117
LIGHT GOODS VANS, PICKUP and 4WD 199 174 114Small Bus: MINIBUSES and MATATUS 505 319 158
Medium Bus: COASTERS 7 3 223
BUSES 2 1 229
Light Single Unit Truck: DYNAS and Tractors 30 25 119
Medium-Single Unit Trucks:- 25 18 136
Large -Single Unit Trucks:- Lories, Fusos 18 10 172
TRUCK TRAILER AND SEMI TRAILER 4 1 272
MOTORCYCLES 642 381 168
BICYCLES 558 325 172
CARTS 15 5 289
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2.3 Study of the current traffic flow patterns and vehicle parking characteristicsand development of traffic flow management options.
As noted in Section 1, the observed traffic flow congestion on the proposed
dual carriageway section has been attributed to the several side road
accesses to Gayaza road which are commonly used as bypasses bycommuter taxi drivers; resulting into traffic flow constrictions at several
locations along this road stretch, as well as the availability of 2 road side
markets in this area with all the trucks offloading their goods by the road
side and causing further traffic flow constraints.
Under this task therefore, the Consultant organised a 2-day, 16hr. traffic
flow study (16th
& 17th
, September 2009) at 6 different locations along the
proposed dual carriageway section. The table 2.1 below gives the locations
of the traffic surveys and nature of the data collected. The detailed analysis
of the traffic survey data obtained is presented in template 7 below.
Table 2.1: Details of the current traffic flow patterns investigated
SNo. Location (Ch) Key parameter
surveyed
Details of data
collected
1 0+310 RHS Traffic flow to &
from access road
Manual classified
junction traffic flows
2 0+625 RHS Traffic flow to &
from access road
Manual classified
junction traffic flows
3 0+635 LHS Traffic flow to &
from access road
Manual classified
junction traffic flows
4 0+757 RHS Traffic flow to &from access road Manual classifiedjunction traffic flows
5 0+800 Traffic flows along
Gayaza Road
Manual Classified
traffic flows through
the Kalerwe area.
6 1+137 RHS Traffic flow to &
from access road
Manual classified
junction traffic flows
To assess the vehicle parking requirements, roadside parking surveys were
also conducted concurrently with the above traffic surveys. These surveys
covered a section from Mawanda Road (Ch 0+757) to Ch. 1+200 and were
aimed at collecting vehicle parking data such as vehicle type, duration ofparking, purpose of parking as well as the perceived adequacy/inadequacy
of the parking (i.e. in the opinion of the parking surveyor, has the driver
parked properly or not).
Analysis of the roadside parking survey data obtained indicates that while
commuter taxis constituted the biggest component of the parking vehicles
(41.9%), the average parking duration for the taxi commuters (matatus) was
only 11minutes compared with the 58minutes of parking for trucks (which
constitute only 12.3% of the parking traffic. Private cars, pajeros and
pickups also posted significant parking durations ranging from 19minutes to
24minutes. Again this data seems consistent with the logic that trucks spenda comparably longer duration offloading agricultural produce and other
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merchandise than commuter taxis (matatus), which only stop for
considerably shorter durations to pick up and drop off passengers.
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Template 7: Analysis of the current access roads traffic survey data
Traffic to access road at 0+635LHS
Time
6-7am
7-8am
8-9am
9-10am
10-11am
11-12pm
12-13pm
13-14pm
14-15pm
SALOON CARS and TAXIS 4 22 21 20 16 12 14 12 14
LIGHT GOODS VANS, PICKUP and 4WD 8 15 25 24 24 26 26 17 21
Small Bus: MINIBUSES and MATATUS 1 4 3 4 3 6 3 2 3
Medium Bus: COASTERS 0 1 1 0 0 0 1 1 0
BUSES 0 0 0 0 0 0 0 0 0
Light Single Unit Truck: DYNAS and Tractors 2 4 9 3 5 3 2 1 3 Medium to Large -Single Unit Trucks:- Lories,Fusos 1 2 3 4 3 4 3 3 4
TRUCK TRAILER AND SEMI TRAILER 0 0 0 0 0 0 0 0 0
MOTORCYCLES 27 86 91 71 67 48 74 56 70
BICYCLES 2 30 30 27 21 18 26 17 25
CARTS 0 2 5 4 3 1 0 1 1
Total 44 164 187 155 141 117 147 107 138
Traffic from access road at 0+635LHS
Time 6-7am
7-8am
8-9am
9-10am
10-11am
11-12pm
12-13pm
13-14pm
14-15pm
15-16pm
SALOON CARS and TAXIS 6 41 34 12 13 15 19 14 17 17
LIGHT GOODS VANS, PICKUP and 4WD 11 48 36 22 18 26 30 22 31 29
Small Bus: MINIBUSES and MATATUS 4 9 7 3 6 4 2 4 11 3
Medium Bus: COASTERS 1 2 2 0 0 1 1 1 0 1
BUSES 0 1 0 0 0 0 0 0 0 0
Light Single Unit Truck: DYNAS and Tractors 4 4 5 5 5 6 4 5 3 3
Large -Single Unit Trucks:- Lories, Fusos 2 4 5 4 4 6 5 4 1 4
TRUCK TRAILER AND SEMI TRAILER 0 0 1 0 0 0 0 0 0 0
MOTORCYCLES 32 103 86 72 54 60 73 52 64 59
BICYCLES 7 15 22 14 17 12 18 7 15 17
CARTS 0 1 1 7 2 1 1 0 1 1
Total 65 226 197 137 118 129 151 108 141 133 1
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Traffic to access road at 0+310RHS
Time
7-8am
8-9am
9-10am
10-11am
11-12am
12-13pm
13-14pm
14-15pm
15-16pm
16-17pm
17-18pm
18-19pm
SALOON CARS and TAXIS 1 2 7 8 4 7 9 6 4 9 11 5
LIGHT GOODS VANS, PICKUP and 4WD 2 4 4 5 7 9 8 4 7 8 8 8
Small Bus: MINIBUSES and MATATUS 0 1 1 2 2 2 1 1 2 1 1 3
Medium Bus: COASTERS 0 1 0 1 0 0 1 0 0 0 0 0
BUSES 0 0 0 0 0 0 0 0 0 0 0 0
Light Single Unit Truck: DYNAS and Tractors 0 0 1 1 0 0 1 1 1 0 0 1
Medium-Single Unit Trucks:- 1 7 1 0 1 1 0 1 1 1 0 1
Large -Single Unit Trucks:- Lories, Fusos 0 1 0 0 0 0 0 2 0 0 0 0
TRUCK TRAILER AND SEMI TRAILER 5 6 21 16 14 15 9 13 11 9 9 15
MOTORCYCLES 8 8 6 6 3 6 8 8 7 6 6 4
BICYCLES 1 2 3 2 4 2 3 1 2 6 1 2
CARTS 0 0 0 0 0 1 0 0 0 0 1 0
Total 17 30 43 40 34 41 37 35 32 39 35 38
Traffic from access road at 0+310RHS
Time
7-8am
8-9am
9-10am
10-11am
11-12am
12-13pm
13-14pm
14-15pm
15-16pm
16-17pm
17-18pm
18-19pm
SALOON CARS and TAXIS 5 11 9 6 6 5 6 3 10 9 7 10
LIGHT GOODS VANS, PICKUP and 4WD 7 7 1 5 7 3 6 6 5 7 3 9
Small Bus: MINIBUSES and MATATUS 2 1 1 3 1 1 1 1 2 1 1 3
Medium Bus: COASTERS 0 0 0 0 0 0 1 0 0 0 0 0
BUSES 0 0 0 0 0 0 0 0 0 0 0 0
Light Single Unit Truck: DYNAS and Tractors 0 0 1 0 0 1 0 0 0 0 0 0
Medium-Single Unit Trucks:- 0 0 0 0 0 1 1 0 1 0 0 0 Large -Single Unit Trucks:- Lories, Fusos 0 0 1 0 1 1 1 0 1 1 0 0
TRUCK TRAILER AND SEMI TRAILER 0 0 0 0 0 0 0 0 0 0 0 0
MOTORCYCLES 8 8 6 6 3 6 8 8 7 6 6 4
BICYCLES 1 7 3 0 1 1 1 0 2
CARTS 1 0 1 0 0 0 0 0 0
Total 23 32 20 19 17 17 22 18 26 23 16 25
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Traffic to access road at 0+625RHS
Time
6-7am
7-8am
8-9am
9-10am
10-11am
11-12pm
12-13pm
13-14pm
14-15pm
15-16pm
16-17pm
17-18pm
18-19pm
SALOON CARS and TAXIS 3 13 11 8 14 5 7 7 10 7 5 14 18
LIGHT GOODS VANS, PICKUP and 4WD 1 2 8 7 7 9 2 5 6 9 6 8 12
Small Bus: MINIBUSES and MATATUS 2 5 4 1 1 1 0 1 1 1 1 0 2
Medium Bus: COASTERS 0 0 1 0 0 0 0 0 0 1 0 0 0
BUSES 0 0 1 0 0 0 0 0 0 0 0 0 0 Light Single Unit Truck: DYNAS andTractors 0 0 1 1 2 0 1 9 2 0 0 2 2
Large -Single Unit Trucks:- Lories, Fusos 1 1 1 1 1 2 1 0 0 1 0 1 1
TRUCK TRAILER AND SEMI TRAILER 0 0 0 1 0 1 1 1 0 0 0 0 0
MOTORCYCLES 18 38 41 41 26 29 26 27 25 26 29 43 36
BICYCLES 4 8 15 14 6 7 4 3 4 8 4 7 4
CARTS 0 4 10 3 1 1 0 0 1 0 0 0 0
Total 28 69 90 75 57 54 41 52 48 52 44 73 74
Traffic from access road at 0+625RHS
Time
6-7am
7-8am
8-9am
9-10am
10-11am
11-12pm
12-13pm
13-14pm
14-15pm
15-16pm
16-17pm
17-18pm
18-19pm
SALOON CARS and TAXIS 3 10 12 13 7 10 9 6 7 8 10 17 22
LIGHT GOODS VANS, PICKUP and 4WD 1 6 8 7 4 7 4 6 7 7 7 14 15
Small Bus: MINIBUSES and MATATUS 1 1 1 0 1 1 2 0 2 1 0 10 45
Medium Bus: COASTERS 0 1 0 1 0 0 0 0 0 0 0 0 1
BUSES 0 0 0 0 0 0 0 0 0 0 0 0 1 Light Single Unit Truck: DYNAS andTractors 1 1 1 1 1 2 1 2 1 1 0 1 3
Large -Single Unit Trucks:- Lories, Fusos 1 0 1 1 1 1 0 0 1 0 0 0 0
TRUCK TRAILER AND SEMI TRAILER 0 0 0 0 0 0 0 0 0 0 1 0 0
MOTORCYCLES 10 14 10 13 17 13 16 17 10 11 12 12 18
BICYCLES 3 1 2 2 2 4 1 2 4 1 2 1 2
CARTS 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 18 32 33 36 32 37 33 32 29 27 30 53 104
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Traffic to access road at 0+757RHS (Mawanda Road)
Time
6-7am
7-8am
8-9am
9-10am
10-11am
11-12pm
12-13pm
13-14pm
14-15pm
15-16pm
SALOON CARS and TAXIS 56 36 55 36 34 37 35 30 37 13
LIGHT GOODS VANS, PICKUP and 4WD 34 23 37 30 44 38 40 33 34 23
Small Bus: MINIBUSES and MATATUS 12 0 2 2 1 13 5 8 14 4
Medium Bus: COASTERS 1 1 0 1 1 1 0 1 1 0
BUSES 0 0 0 0 0 0 3 0 0 0
Light Single Unit Truck: DYNAS and Tractors 9 4 9 7 10 11 10 7 10 6
Large -Single Unit Trucks:- Lories, Fusos 2 2 11 2 13 5 11 10 15 4
TRUCK TRAILER AND SEMI TRAILER 1 8 0 2 7 2 3 1 0 0
MOTORCYCLES 71 47 86 46 80 42 64 51 37 26
BICYCLES 21 7 10 5 12 10 1 12 7 1
CARTS 0 5 2 1 0 0 0 0 0 0
Total 205 131 211 130 199 155 170 151 154 74
Traffic from access road at 0+757RHS (Mawanda Road)
Time
6-7am
7-8am
8-9am
9-10am
10-11am
11-12pm
12-13pm
13-14pm
14-15pm
15-16pm
1 6 1 7
SALOON CARS and TAXIS 114 148 146 50 51 57 92 72 56 44 10
LIGHT GOODS VANS, PICKUP and 4WD 25 9 10 5 10 33 33 33 5 5 4
Small Bus: MINIBUSES and MATATUS 78 41 46 6 1 14 9 3 2 0 4
Medium Bus: COASTERS 3 0 0 1 0 0 0 0 0 0
BUSES 1 0 0 0 0 0 1 2 0 0
Light Single Unit Truck: DYNAS and Tractors 4 5 2 9 10 24 27 9 13 6 1
Large -Single Unit Trucks:- Lories, Fusos 9 4 4 6 6 4 30 8 2 5 TRUCK TRAILER AND SEMI TRAILER 0 0 3 0 0 0 1 0 2 4
MOTORCYCLES 40 26 31 26 46 52 139 67 24 37 9
BICYCLES 8 1 2 0 0 11 3 2 0 0
CARTS 1 2 0 0 0 0 0 0 0 0
Total 281 236 243 101 123 195 333 194 102 100 30
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Traffic to access road at 1+137RHS (Through market)
Time
6-7am
7-8am
8-9am
9-10am
10-11am
11-12pm
12-13pm
13-14pm
14-15pm
15-16pm
16-17pm
17-18pm
SALOON CARS and TAXIS 0 0 0 0 0 1 0 1 0 0 0 1
LIGHT GOODS VANS, PICKUP and 4WD 0 0 0 0 0 0 1 1 0 0 1 1
Small Bus: MINIBUSES and MATATUS 0 0 0 0 0 0 0 0 0 0 0 0
Medium Bus: COASTERS 0 0 0 0 0 0 0 0 0 0 0 0
BUSES 0 0 0 0 0 0 0 0 0 0 0 0
Light Single Unit Truck: DYNAS and Tractors 0 0 1 0 0 0 0 0 0 0 0 0
Large -Single Unit Trucks:- Lories, Fusos 0 0 0 0 0 0 0 1 0 0 0 1
TRUCK TRAILER AND SEMI TRAILER 0 0 0 0 0 0 0 0 0 0 0 0
MOTORCYCLES 28 35 32 19 25 18 11 8 7 9 14 15
BICYCLES 25 19 24 21 19 15 13 10 7 7 9 12
CARTS 21 34 32 17 13 10 1 3 1 3 2 4
Total 74 87 88 57 56 44 26 23 15 19 26 33
Traffic to access road at 1+137RHS (Through market)
Time
6-7am
7-8am
8-9am
9-10am
10-11am
11-12pm
12-13pm
13-14pm
14-15pm
15-16pm
16-17pm
17-18pm
SALOON CARS and TAXIS 0 0 0 0 0 1 1 2 2 1 4 24
LIGHT GOODS VANS, PICKUP and 4WD 1 0 0 0 3 0 0 1 2 1 3 14
Small Bus: MINIBUSES and MATATUS 1 0 0 0 0 0 0 0 0 1 3 8
Medium Bus: COASTERS 0 0 0 0 0 0 0 0 0 0 0 1
BUSES 0 0 0 0 0 0 0 0 0 0 0 0
Light Single Unit Truck: DYNAS and TRACTORs 1 0 1 0 0 0 0 0 0 0 0 1
Large -Single Unit Trucks:- Lories, Fusos 0 1 0 0 0 0 0 0 1 0 1 1 TRUCK TRAILER AND SEMI TRAILER 0 0 0 0 0 0 0 0 0 0 0 0
MOTORCYCLES 17 30 40 22 19 12 19 10 4 8 10 21
BICYCLES 18 22 26 18 24 19 7 8 3 4 5 11
CARTS 21 23 22 11 8 3 1 0 1 0 2 3
Total 57 75 88 51 53 35 26 20 12 14 26 81
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Template 8: Analysis of the roadside parking survey data
Vehiclecategory
No. documented insurvey
%age of totalAverage duration of
parking (min)
Taxis 246 41.9 11
Cars 205 34.9 19
Trucks 72 12.3 58Pickups 52 8.9 24
Pajero 9 1.5 22
Mini Buses 3 0.5 17
Total 587 100
2.4 Identification, survey and mapping of existing road drainage facilities
The proposed dual carriageway section of Gayaza road being in a low-lying flat
area, surface water drainage is likely to be a major design problem. In order toassess the existing surface drainage facilities, the consultant has identified,
surveyed and mapped all existing road drainage facilities along the proposed dual
carriageway section. The details captured at this stage include the following:
The location of all drainage channels crossing the existing road (in terms oftheir X, Y and Z coordinates)
The existing cross drainage culverts, including their location, sizes, condition,inlet and outlet invert levels as well as invert levels of the immediate inlet and
outlet channels draining into and out of the culverts respectively.
Location, type and condition of the existing side drainage channels along theexisting road; including their invert levels.
This information has been included on drawings in appendix 1. Notable from
information obtained from this activity is the following:
The existing side drains clearly fall within the limits of the proposed dualcarriageway pavement and will inevitably have to be shifted outwards.
Given the flat low-lying terrain of the proposed dual carriageway section, itsvirtually impossible to drain most of the surface water into the main drainage
channel near Ch 1+300. It may therefore be preferable to drain most of the
surface water into the identified 8 no. intermediate drainage channels identifiedalong this section.
Most of the existing cross drainage culverts are 900mm dia size culverts in asilted condition and therefore it is likely that these will need replacement
2.5 Identification, survey and mapping of all building structures and visible/overheadutility services within and adjacent to 15m from the existing road centreline.
Item 6(c) of the Clients letter of request for proposal requires that the dual
carriageway options to be proposed by the Consultant should fit within the 30m
corridor currently being expropriated. In view of this, under this task, the
Consultant has pickup the locations (x and y coordinates) of all building structuresas well as visible/overhead utility services within the 30m corridor (i.e. 15 m on
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either side of the existing road centerline). Results from this activity indicate no
major building structures shall be affected by the proposed dual carriageway works.
However, from the drawings of the existing buildings (refer to the appendices),
some minor roadside temporary shop buildings are affected between the access
road to the Kampala Northern Bypass foot bridge (approx Ch 1+000 LHS) and Ch
1+137 (access road into Kalerwe Market on RHS). Another minor building is also
affected at Ch 1+175 RHS.
2.6 Liaison with utility companies and identification of all underground utility serviceslikely to be affected by the proposed works.
In addition to the visible/overhead utility services identified and mapped above, the
Consultant has to date held meetings with NWSC (existing services identified and
included on the existing services drawings), UTL (existing services identified and
included on the existing services drawings), UMEME (existing services identified
and included on the existing services drawings). Zain and MTN did confirm their
services were not affected by the proposed works. The Identified existing servicesare also indicated on the drawings in appendix 1. This information shall also be
used later in determining the space requirements for the relocation of these
services.
3.0 Analysis of the feasible options
3.1 Traffic Flow Options
3.1.1 Options for traffic flow from / to all access roads connecting to theproposed dual carriageway section.
From the traffic survey results in section 2.3, it is evident that the various side road
accesses to the proposed Gayaza road dual carriageway section are mainly used as
bypasses during peak hour flow traffic congestion periods by especially saloon
cars, taxis, light goods vans, pickups, 4WD vehicles and Minibuses/Matatus. This
is evident from the access roads traffic survey data presented in section 2.3;
indicating a significant increase in the above traffic flows into access roads near the
sections where the traffic congestion usually starts in the evening (approx 300
400m from the Roundabout at Ch 0+000) and an equally significant increase in the
traffic flows from the access roads towards the end of the proposed dual
carriageway section (presumably where the traffic flow congestion is considered to
be easing). To streamline the traffic flow along the proposed dual carriageway, it istherefore essential that either very limited (for only a major access like Mawanda
road Ch 0+757 RHS) or absolutely no right turns should be permitted for traffic
joining the proposed dual carriageway. In view of this, the proposed traffic flow
options for traffic moving onto, along and off the proposed dual carriageway is as
indicated on drawings in appendices 2 and 3.
3.1.2 Options for traffic accessing the various frontage businesses and markets
Having analysed the vehicle parking characteristics (section 2.3 of this report), the
following is evident about the traffic congestion at the Kalerwe market area:
There is no dedicated parking facilities (lay-bys) for the commutertaxis, around Kalerwe area yet many shoppers embark and
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disembark at this location. This has resulted into inappropriate
parking habits by the commuter taxi drivers; resulting into
obstruction of through traffic by the commuter taxis and more traffic
congestion.
There are no dedicated parking facilities (lay-bys) for the trucks
delivering merchandise at the Kalerwe market area; resulting inlight, medium and heavy trucks parking by the roadside for extended
long hours during offloading of agricultural produce and other
merchandise. This further reduces on the available carriageway
width for the through traffic and results in inevitable traffic
congestion.
The 2 no. markets at Kalerwe area attract a significant number ofpeople delivering fresh food stuffs to the market vendors and buyers
of the food stuffs. Indeed a significant portion of the vehicles parked
at Kalerwe area are private cars belonging to people buying things
from the markets. This has also compounded the traffic flowproblem, resulting into serious traffic congestion at the Kalerwe
market area.
In view of the above observations, decongesting the traffic at the proposed dual
carriageway section will inevitably involve provision of dedicated facilities for
accessing the various frontage businesses and markets at Kalerwe and the following
options have been considered:
1. Provision of service roads at selected locations (as indicated on drawingsno. KG/PP/TD101, KG/PP/TD1-02, KG/PP/TD2-01 & KG/PP/TD2-02 in
appendices 4 & 5), to provide access to markets or other frontage
businesses (where adequate space is considered available). This option is
considered to be suitable where it is considered necessary to remove parked
trucks delivering merchandise, from the carriageway and increase the
capacity of the road for the through traffic.
2. Provision of lay-bys for parking of commuter taxis and other small cars.Details of these are also given on drawings no. KG/PP/TD101,
KG/PP/TD1-02, KG/PP/TD2-01 & KG/PP/TD2-02 in appendices 4 & 5).
3. Provision of access roads to the market area where deemed appropriate.Details of these are given on drawings no. KG/PP/TD101, KG/PP/TD1-
02, KG/PP/TD2-01 & KG/PP/TD2-02 in appendices 4 & 5).
3.1.3 Options for pedestrian sidewalks and crossings
The proposed dual carriageway area has got a significant level of pedestrian traffic
activity; being a heavily built up area. The Uganda Road Geometric Design Manual
(2005), Section 7.15.2, recommends that raised, kerbed footways (sidewalks)
should be provided in the larger built-up areas. Having carefully examined the
existing situation along the proposed dual carriageway section, the locations
proposed for the provision of the sidewalks is indicated on the typical cross
sections in appendix 6.
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3.2 Drainage layout options
3.2.1 Median drainage option
Given that the proposed dual carriageway road is located in a low-lying area to the
left of the Mulago/Kyebando hills, the major catchment area for the surface water
anticipated onto the proposed dual carriageway is coming from the higher grounds
on the RHS of the proposed dual carriageway. In view of this, it would be
technically unwise to locate the surface water drainage channel in the median area
as this would allow all the storm water onto the RHS carriageway, with its
attendant problems of storm water becoming a nuisance to road users and possible
undermining of the pavement structural integrity.
Secondly, with a median drain, there would be no temporary refuge for pedestrians
crossing the dual carriageway; increasing the risk of injury to pedestrians.
In view of the above concerns, the option of the median drain has been ruled out ofconsideration.
3.2.2 Side drainage option
In view of the above observed short-comings of median drains, the preferred
surface water drainage option is the side drains. Because of the flat low-lying
nature of the terrain for the proposed dual carriageway and the urban nature of the
proposed road section, the key principles to be considered in the design of these
drains are as follows:
There should be sufficient discharge points and culverts to ensure that the drainnever gets very deep
In built-up/urban areas channel drains deeper than 250 mm should be coveredfor the safety and convenience of both pedestrians and vehicles
The drains should terminate or discharge in a satisfactory manner without riskof causing erosion or other problems
The drain should be capable of being cleaned and maintained easily.
With the above considerations taken into account, the 2 considered surface water
drainage system lay-outs are presented in appendices 2 & 3.
3.3 Dual carriageway geometric layout options
3.3.1 Typical cross section options
A review of the design report by M/S Phoenix Engineering and Research Ltd
clearly defines the proposed dual carriageway section as an urban road section,
with a design speed of 50kph. Indeed the 2005 Ministry of Works, Housing and
Communications Road Design Manual (Table 4-3) also specifies a design speed of
50kph for urban and peri-urban dual carriageway roads; the recommended Right of
Way from table 4-3 is 40m (i.e. more than the 30m corridor available for this
project).
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In view of this severe land access problem and given the urban environment of the
proposed dual carriageway section, recourse has been made to the July, 2004 Road
Safety Revision of the Road Design Manual (prepared by TRL Ltd), section 4.3.2,
cross section class T2, which, for a design speed of 50kph, allows for the lane
widths to be reduced up to 3.0m each and the median island to be as narrow as
1.2m. For the proposed dual carriageway however, the Consultant proposes lane
widths of 3.25m each.
The typical cross sections for the following scenarios are given in appendix 6:
Scenario 1 Sidewalks on both LHS & RHS
Scenario 2 Sidewalk on LHS & RHS plus service road to frontage
businesses on LHS
Scenario 3 Sidewalk on LHS & RHS plus service road to frontage
Businesses on RHS
Scenario 4 Section with lay-bys on LHS plus service road on RHSScenario 5 Section with lay-bys on RHS plus service road on LHS
3.3.2 Access roads junction layout options
Given the minor nature of most of the access roads junctions, it is considered that
these junctions be designed as unchannelised T-intersections with the proposed
dual carriageway traffic having the priority over the side road traffic, probably with
the exception of the Mawanda road junction which may be suitable for part -
channelisation
4.0 Presentation of the best evaluated two dual design options
4.1 Option 1
4.1.1 Traffic flow onto and along the proposed dual carriageway section
This option requires that no right turns are allowed for traffic joining the proposed
dual carriageway section. Consequently, all motorised traffic joining the proposed
dual carriageway would have to follow the general traffic flow direction of the
proposed dual carriageway until the next roundabout where it would turn to join the
intended carriageway. Drawings no. KG/PP/TD1-01 & KG/PP/TD1-02 illustrate
this option.
4.1.2 Surface water drainage layout
This option requires that side drains generally drain surface water towards Gayaza
side as the proposed dual carriageway vertical profile generally falls in that
direction. However, as previously noted, the following additional considerations are
also characteristic of this option:
Sufficient discharge points and culverts are to be provided to ensure that thedrain never gets very deep
Channel drains deeper than 250 mm shall be covered for the safety andconvenience of both pedestrians and vehicles
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The drains are to terminate or discharge in a satisfactory manner without therisk of causing erosion or other problems
The drains should be capable of being cleaned and maintained easily.
Drawings no. KG/PP/DR01-1 & KG/PP/DR1-02 present the general layout of the
proposed drainage system.
4.1.3 Dual carriageway geometric layout; including all frontage business serviceaccesses
This option provides that 3.25m wide lanes are used with a 1.2m wide central
raised island (0.2m above the adjacent finished road levels), service roads at
selected locations on the right hand side (in front of the market area) and on the left
hand side on the approaches to the Kalerwe market area. 1.5 m wide raised
sidewalks are also proposed on both the LHS and RHS with accesses to main
business premises. Typical drawings for this option are included in the appendices.
4.2 Option 2
4.2.1 Traffic flow onto and along the proposed dual carriageway section
Option 2 provides that since Mawanda road is a major access road, traffic joining
the proposed dual carriageway section from Mawanda road be allowed to make a
right turn and the junction be designed as a partly Channelised T-intersection.
Traffic from the rest of the access roads is prohibited from making any right turn.
Drawings no. KG/PP/TD2-01& KG/PP/TD2-02 illustrate this option.
4.2.2 Surface water drainage layout
In terms of surface water drainage, this option provides that surface water runoff in
the side drains travels the minimum distance possible before discharging into the
nearest cross culvert and into the discharge channels. This therefore requires that in
some instances, the invert levels for the side drains will be adjusted to force water
to flow backwards (towards Km 0+000). However, as previously noted, the
following additional considerations are also typical of this option:
Sufficient discharge points and culverts are to be provided to ensure that the
drain never gets very deep
Channel drains deeper than 250 mm shall be covered for the safety andconvenience of both pedestrians and vehicles
The drains are to terminate or discharge in a satisfactory manner without therisk of causing erosion or other problems
The drains should be capable of being cleaned and maintained easily.
4.2.3 Dual carriageway geometric layout; including all frontage business servicelanes
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Like option 1, option 2 also provides that 3.25m wide lanes are used with 1.2m
wide central raised island (0.2m above the adjacent finished road levels), service
roads at selected locations on the right hand side (in front of the market area) and
3.25m wide lay-bys, 50m long, on the left hand side at selected locations, where
significant vehicle parking traffic is anticipated. 1.5 m wide raised sidewalks are
also proposed on both the LHS and RHS with accesses to main business premises.
Typical drawings for this option are presented in the appendices.
5.0 The recommended dual design option
Bearing in mind that the underlying reason for the proposed dualling of this first 1.3km of
Gayaza road (through the Kalerwe market area) is the severe traffic congestion at this
location and keeping in mind that draining surface water backwards against the general
longitudinal slope of the road may present undesirably deep side drains, it is the
Consultants opinion that option 1, described in section 4.1 above be adopted and carried to
the detailed engineering design stage.
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APPENDICES
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APPENDIX 1:PLAN & PROFILE DRAWINGS INDICATING
EXISTING BUILDINGS AND UTILITY
SERVICES
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APPENDIX 2:OPTION 1 DRAINAGE OUTLINE DRAWINGS
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APPENDIX 3:OPTION 2 DRAINAGE OUTLINE DRAWINGS
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APPENDIX 4:OPTION 1 GEOMETRIC LAY-OUT AND
TRAFFIC FLOW DRAWINGS
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APPENDIX 5:OPTION 2 GEOMETRIC LAY-OUT AND
TRAFFIC FLOW DRAWINGS
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APPENDIX 6:TYPICAL CROSS SECTIONS FOR 5
DIFFERENT SCENARIOS