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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)
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
Roughton International Draft Design Report
Research Consultant to Support the Design, 3 Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
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
Roughton International Draft Design Report
Research Consultant to Support the Design, 4 Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
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
Roughton International Draft Design Report
Research Consultant to Support the Design, 5 Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
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
Roughton International Draft Design Report
Research Consultant to Support the Design, 6 Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
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
Roughton International Draft Design Report
Research Consultant to Support the Design, 7 Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
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.
Roughton International Draft Design Report
Research Consultant to Support the Design, 8 Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
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.
Roughton International Draft Design Report
Research Consultant to Support the Design, 10 Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
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.
Roughton International Draft Design Report
Research Consultant to Support the Design, 11 Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
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
Roughton International Draft Design Report
Research Consultant to Support the Design, 12 Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
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
Roughton International Draft Design Report
Research Consultant to Support the Design, 13 Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
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
Roughton International Draft Design Report
Research Consultant to Support the Design, 14 Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
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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Research Consultant to Support the Design, 15 Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
• 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.
14 Pavement and Materials Design Manual, Ministry of Works, The United Republic of Tanzania,
1999
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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
23 Pavement and Materials Design Manual, Ministry of Works, The United Republic of Tanzania,
1999
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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.
Roughton International Draft Design Report
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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
28 Pavement and Materials Design Manual, Ministry of Works, The United Republic of Tanzania,
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
Photograph Description
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
4 2.79 3.07 Very Steep 18.5 Robust Pavement
5 3.23 3.62 Very Steep/ Sharp bends 19.4 Robust Pavement
6 4.38 5.52 Very Steep/ Sharp bends 20.8 Robust Pavement
7 5.74 5.94 Very Steep 19.4 Robust Pavement
8 6.43 6.64 Very Steep 28.5 Robust Pavement
9 7.23 7.37 Very Steep 23.3 Robust Pavement
10 8.72 8.79 Steep 14.7 Robust Pavement
11 9.72 9.95 Very Steep/ Sharp bends 23.8 Robust Pavement
12 10.14 10.19 Very Steep 16.8 Robust Pavement
12 10.51 10.60 Steep 13.4 Robust Pavement
13 10.69 11.23 Steep/ Sharp bends 17.4 Robust Pavement
14 11.72 12.16 Steep/ Sharp bends 19.6 Robust Pavement
14 12.33 12.56 Steep/ Sharp bends 19.3 Robust Pavement
15 12.7 13.06 Very Steep/ Sharp bends 30.0 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.
Photograph Description
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.
Ro
ug
hto
n In
tern
atio
nal
Ltd
Des
ign
Rep
ort
Afr
ica
Co
mm
un
ity
Acc
ess
Pro
gra
mm
e (A
FC
AP
8)
48
Res
earc
h C
on
sult
ant
to S
up
po
rt t
he
Des
ign
, Co
nst
ruct
ion
an
d M
on
ito
rin
g
of
Dem
on
stra
tio
n S
ites
fo
r D
istr
ict
Ro
ad Im
pro
vem
ent
in T
anza
nia
Tab
le 1
0 R
oad
Sec
tio
ns
by
Vis
ual
Iden
tifi
cati
on
of
Su
rfac
e M
ater
ial (
Su
bg
rad
e) –
Law
ate
to K
ibo
ng
oto
Sec
tio
n
Sta
rt(k
m)
En
d
(km
) D
escr
ipti
on
of
the
Ro
ad S
urf
ace
Su
bg
rad
e an
d S
ecti
on
in G
ener
al
1 0.
000
0.17
0B
row
n S
ilty
CLA
Y w
ith s
ome
ston
es a
nd r
ock
outc
rops
2 0.
170
1.36
0B
row
n S
ilty
CLA
Y w
ith s
ome
sand
and
sm
all s
tone
s
3 1.
360
1.54
0B
row
n S
ilty
CLA
Y w
ith s
ome
sand
and
sm
all s
tone
s. T
his
sect
ion
cros
ses
a sm
all r
iver
and
ther
e ar
e la
rge
rock
out
crop
s on
bo
th s
ides
of t
he r
iver
4 1.
540
1.98
0B
row
n S
ilty
CLA
Y w
ith s
ome
sand
and
sm
all s
tone
s un
dern
eath
an
impo
rted
gra
vel s
urfa
ce la
yer
5 1.
980
2.47
0B
row
n S
ilty
CLA
Y w
ith r
ocks
vis
ible
at t
he s
urfa
ce.
Rem
nant
s of
pre
viou
sly
impo
rted
gra
vel s
urfa
ce.
Long
gra
dien
t.
6 2.
470
12.4
40R
ed C
LAY
7 12
.44 0
13.1
10Li
ght b
row
n C
LAY
with
har
d ou
tcro
ps (
wea
ther
ed r
ock)
. S
teep
sec
tion
both
sid
es o
f a s
mal
l brid
ge.
8 13
.11 0
13.4
80R
ed C
LAY
Ro
ug
hto
n In
tern
atio
nal Ltd
D
esig
n R
epo
rt
Afr
ica
Co
mm
un
ity
Acc
ess
Pro
gra
mm
e (A
FC
AP
8)
49
Res
earc
h C
on
sult
ant
to S
up
po
rt t
he
Des
ign
, Co
nst
ruct
ion
an
d M
on
ito
rin
g
of
Dem
on
stra
tio
n S
ites
fo
r D
istr
ict
Ro
ad Im
pro
vem
ent
in T
anza
nia
Tab
le 1
1 R
oad
Sec
tio
ns
by
Vis
ual
Iden
tifi
cati
on
of
Su
rfac
e M
ater
ial (
Su
bg
rad
e) –
Bag
o t
o T
alaw
and
a
Sec
tio
n
Sta
rt(k
m)
En
d
(km
) D
escr
ipti
on
of
the
Ro
ad S
urf
ace
Su
bg
rad
e an
d S
ecti
on
in G
ener
al
1 0.
000
0.47
9R
ed s
andy
cla
yey
SIL
T.
Som
e w
ashe
d ou
t san
d of
abo
ut 5
0 -
100
mm
dep
th o
n th
e su
rfac
e
2 0.
479
0.51
2T
he r
oad
pass
es th
roug
h a
smal
l for
est a
nd g
radu
ally
cha
nges
from
a r
ed s
andy
cla
yey
SIL
T to
a s
hort
, sof
t sec
tion
of b
lack
co
tton
soil
3 0.
512
0.77
9R
ed s
andy
cla
yey
SIL
T
4 0.
779
0.84
1S
oft s
ectio
n of
bla
ck c
otto
n so
il m
ixed
with
som
e re
d sa
ndy
SIL
T
5 0.
841
1.33
3R
ed s
andy
cla
yey
SIL
T
6 1.
333
1.38
3R
ed s
ilty
CLA
Y m
ixed
with
bla
ck c
otto
n so
il
7 1.
383
1.91
5R
ed s
andy
cla
yey
SIL
T w
ith a
thin
laye
r of
san
d on
the
road
sur
face
8 1.
915
1.96
6S
oft s
andy
silt
y C
LAY
9 1.
966
2.99
8R
ed c
laye
y sa
ndy
SIL
T w
ith u
p to
50
mm
of s
and
on th
e su
rfac
e of
som
e ar
eas
10
2.99
83.
256
Red
cla
yey
SIL
T w
ith a
laye
r of
up
to 1
00 m
m o
f san
d on
the
surf
ace
11
3.25
63.
801
Red
san
dy c
laye
y S
ILT
with
a th
in la
yer
of s
and
on th
e ro
ad s
urfa
ce
12
3.80
13.
885
Dar
k br
own
clay
with
som
e sa
nd o
n th
e su
rfac
e w
ith a
sm
all h
ill c
onta
inin
g up
to a
1 m
thic
k la
yer
of n
atur
al g
rave
l.
13
3.88
54.
015
Sho
rt, f
lat s
ectio
n of
dar
k br
own
sand
y S
ILT
14
4.01
55.
272
Dar
k br
own
clay
with
som
e sa
nd o
r si
lt on
or
near
the
road
sur
face
. La
rge
part
s of
the
sect
ion
also
incl
ude
a la
yer
of u
p to
50
0 m
m o
f nat
ural
gra
vel w
hich
can
be
seen
spo
radi
cally
on
or n
ear
the
road
sur
face
15
5.27
25.
333
Sho
rt, f
lat s
ectio
n w
ith n
atur
al g
rave
l on
the
surf
ace
with
a g
radu
al c
hang
e to
war
ds b
lack
cot
ton
soil,
pos
sibl
y w
ith s
ome
silt
16
5.33
35.
981
Sof
t sec
tion
of b
lack
cot
ton
soil
with
som
e sa
nd o
r si
lt
17
5.98
16.
121
Sla
ck h
ill w
ith d
ark
brow
n cl
ay w
ith tr
aces
of n
atur
al g
rave
l und
erne
ath
18
6.12
16.
539
Bla
ck c
otto
n so
il se
ctio
n in
sla
ck, h
illy
terr
ain.
Dee
p er
osio
n of
the
road
sur
face
(up
to 1
m u
nder
the
terr
ain)
. T
here
is a
lso
smal
l tra
ces
of g
neis
s
19
6.53
96.
669
Bla
ck c
otto
n so
il w
ith s
pora
dic
occu
rren
ce o
f san
dsto
ne c
obbl
es, b
ould
ers
and
bed
rock
20
6.66
96.
869
Bla
ck c
otto
n so
il w
ith s
light
ly le
ss s
ands
tone
but
with
som
e la
rge
boul
ders
on
the
surf
ace.
The
re is
als
o de
ep e
rosi
on o
f the
ca
rria
gew
ay
Ro
ug
hto
n In
tern
atio
nal ltd
Des
ign
Rep
ort
Afr
ica
Co
mm
un
ity
Acc
ess
Pro
gra
mm
e (A
FC
AP
8)
50
Res
earc
h C
on
sult
ant
to S
up
po
rt t
he
Des
ign
, Co
nst
ruct
ion
an
d M
on
ito
rin
g
of
Dem
on
stra
tio
n S
ites
fo
r D
istr
ict
Ro
ad Im
pro
vem
ent
in T
anza
nia
Sec
tio
n
Sta
rt(k
m)
En
d
(km
) D
escr
ipti
on
of
the
Ro
ad S
urf
ace
Su
bg
rad
e an
d S
ecti
on
in G
ener
al
21
6.86
96.
946
Bla
ck c
otto
n so
il w
ith la
terit
ic g
rave
l on
the
surf
ace.
Als
o, s
ands
tone
cob
bles
and
bou
lder
s ar
e pr
esen
t as
bed
rock
and
on
the
surf
ace
22
6.94
67.
768
Bla
ck c
otto
n so
il w
ith s
mal
l am
ount
s of
late
ritic
gra
vel f
or th
e fir
st h
undr
ed m
eter
s. T
his
sect
ion
cros
ses
the
old
arch
brid
ge
with
bla
ck c
otto
n so
il bo
th s
ides
of t
he b
ridge
23
7.76
87.
896
Bla
ck s
ilty
CLA
Y g
radu
ally
cha
ngin
g to
ligh
t bro
wn
late
ritic
silt
y C
LAY
with
a s
light
ly s
andy
roa
d su
rfac
e
24
7.89
68.
132
Ligh
t bro
wn
silt
with
a la
rge
num
ber
of la
terit
ic c
obbl
es a
nd b
ould
ers
embe
dded
in th
e ro
ad s
urfa
ce
25
8.13
28.
563
The
re is
a g
radu
al c
hang
e to
bla
ck c
otto
n so
il w
ith s
ome
late
ritic
gra
vel n
ear
the
road
sur
face
26
8.56
38.
838
Fla
t, so
ft bl
ack
cotto
n so
il se
ctio
n
27
8.83
88.
905
Gra
dual
cha
nge
from
pur
e bl
ack
cotto
n to
a b
row
n cl
ay w
ith s
ome
late
ritic
gra
vel
28
8.90
59.
029
Mix
ture
of b
row
n cl
ay a
nd la
terit
ic g
rave
l and
a g
radu
al c
hang
e to
bla
ck c
otto
n so
il w
ith s
ome
silt
and
sand
29
9.02
99.
069
Sho
rt, f
lat,
soft
blac
k co
tton
soil
sect
ion
30
9.06
99.
735
Hill
y se
ctio
n co
nsis
ting
of b
row
n la
terit
ic S
ILT
- C
LAY
31
9.73
510
.263
The
roa
d cr
osse
s a
smal
l hill
with
a r
elat
ivel
y fir
m la
terit
ic S
ILT
- C
LAY
32
10.2
6310
.315
Sho
rt, f
lat s
ectio
n w
ith a
bout
100
mm
was
hed
dow
n sa
nd o
n th
e su
rfac
e. B
lack
cot
ton
soil
or a
dar
k br
own
clay
is e
xpec
ted
unde
rnea
th
33
10.3
1512
.172
Long
hill
y se
ctio
n co
ntai
ning
red
silt
y C
LAY
12.1
7212
.679
34
12.6
7912
.883
Bro
wn
clay
and
bla
ck c
otto
n so
il se
ctio
n. T
he s
ectio
n is
mai
nly
flat w
ith a
hill
at t
he e
nd o
f the
sec
tion
35
12.8
8313
.060
Fla
t sec
tion
cons
istin
g of
bro
wn
clay
and
bla
ck c
otto
n so
il w
ith s
ome
late
ritic
gra
vel o
n th
e su
rfac
e
36
13.0
6013
.645
Dar
k br
own
silty
CLA
Y g
radu
ally
con
tain
ing
mor
e si
lt an
d la
terit
ic g
rave
l
37
13.6
4514
.518
Late
ritic
gra
vel s
ectio
n w
ith b
ed r
ocks
and
roc
ks o
n th
e su
rfac
e to
war
ds th
e en
d of
the
sect
ion
14.5
1815
.235
38
15.2
3516
.006
San
dy S
ILT
with
late
ritic
gra
vel.
Isol
ated
spo
ts o
f dar
k br
own
clay
als
o
39
16.0
0616
.053
Sm
all h
ill c
onta
inin
g la
rge
amou
nts
of la
terit
ic g
rave
l
40
16.0
5316
.912
Bla
ck c
otto
n so
il se
ctio
n w
ith s
ome
late
ritic
gra
vel a
nd s
and
Ro
ug
hto
n In
tern
atio
nal Ltd
D
esig
n R
epo
rt
Afr
ica
Co
mm
un
ity
Acc
ess
Pro
gra
mm
e (A
FC
AP
8)
51
Res
earc
h C
on
sult
ant
to S
up
po
rt t
he
Des
ign
, Co
nst
ruct
ion
an
d M
on
ito
rin
g
of
Dem
on
stra
tio
n S
ites
fo
r D
istr
ict
Ro
ad Im
pro
vem
ent
in T
anza
nia
Sec
tio
n
Sta
rt(k
m)
En
d
(km
) D
escr
ipti
on
of
the
Ro
ad S
urf
ace
Su
bg
rad
e an
d S
ecti
on
in G
ener
al
41
16.9
1217
.211
Bla
ck c
otto
n so
il se
ctio
n w
ith s
ome
sand
and
silt
on
the
surf
ace
17.2
1118
.602
42
18.6
0219
.114
Bla
ck c
otto
n so
il se
ctio
n w
ith s
ome
sand
and
silt
on
the
surf
ace.
Thi
s se
ctio
n cr
osse
s th
e riv
er n
ear
Tal
awan
da a
nd th
e so
il ch
ange
s to
pur
e bl
ack
cotto
n on
bot
h si
des
of th
e riv
er
43
19.1
1419
.739
Dar
k br
own
sand
y si
lty C
LAY
. T
he s
ectio
n al
so c
onta
ins
one
smal
l hill
with
late
ritic
gra
vel
44
19.7
3919
.778
Sm
all o
utcr
op o
f lat
eriti
c be
d ro
ck
45
19.7
7820
.022
Bla
ck c
otto
n so
il se
ctio
n w
ith s
ome
sand
and
silt
46
20.0
2220
.087
The
sec
tion
cont
ains
a s
mal
l hill
con
sist
ing
of b
lack
cot
ton
soil
with
som
e sa
nd a
nd s
ilt
47
20.0
8720
.205
Bla
ck c
otto
n so
il se
ctio
n w
ith s
ome
sand
and
silt
48
20.2
0520
.48
Bla
ck c
otto
n so
il se
ctio
n w
ith s
ome
sand
and
silt
. W
ell m
aint
aine
d se
ctio
n w
hich
was
rec
ently
bee
n gr
aded
and
has
ditc
hes
lead
ing
to T
alaw
anda
Roughton International Draft Design Report
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.
30 Pavement and Materials Design Manual, Ministry of Works, The United Republic of Tanzania,
1999
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Africa Community Access Programme (AFCAP8) 55 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
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.
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 57 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
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
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 58 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
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.
Photograph Description
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.
Photograph Description
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.
35 Spot Improvements Manual for Basic Access, TRL Ltd., United Kingdom, 2006.
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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.
Photograph Description
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.
36 Spot Improvements Manual for Basic Access, TRL Ltd., United Kingdom, 2006.
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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.
Photograph Description
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.
Photograph Description
37 Spot Improvements Manual for Basic Access, TRL Ltd., United Kingdom, 2006.
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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
Photograph Description
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
38 Spot Improvements Manual for Basic Access, TRL Ltd., United Kingdom, 2006.
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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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Table 28 Profiling Parameters for Borrow Pit 2
Borrow Pit 2 -Red Quarzitic Gravel
Soil Type Natural Gravel - Quartzitic Gravel
Consistency Dense
Moisture Slightly Moist
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
Borrow Pit 2 0 11.48 Volcanic Tuff
Borrow Pit 3 0 20.6 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.
Table 30 Profiling Parameters for Borrow Pit 1
Profiling Parameters
Material type Volcanic Tuff
Colour Pale Red
Moisture Slightly Moist
Consistency Dense
Origin Volcanic
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Table 31 Profiling Parameters for Borrow Pit 2
Profiling Parameters
Material type Volcanic tuff
Colour Light Grey
Moisture Slightly Moist
Consistency Dense
Origin Volcanic
Table 32 Profiling Parameters for Borrow Pit 3
Profiling Parameters
Material type Volcanic tuff
Colour Dark Brown
Moisture Slightly Moist
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
39 Pavement and Materials Design Manual, Ministry of Works, The United Republic of Tanzania,
1999
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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.
41 Pavement and Materials Design Manual, Ministry of Works, The United Republic of Tanzania,
1999
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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
• Atterberg Limits
• Grading
A small sample included the following tests:
• Atterberg Limits
• 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
7 11.51 12.18 0.67 Heavy Grading and Establish Drainage
8 12.68 13.07 0.39 Heavy Grading and Establish Drainage
9 13.65 16.11 2.46 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
Photograph Description
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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.
Photograph Description
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
Demonstration Section 3
Section 3:
Concrete strips shall be used here.
Photograph Description
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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.
Figure 27 Surfacing Option for Demonstration Site 4
Demonstration Section 4
Section 4:
Concrete geocells shall be provided in this location.
Photograph Description
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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Figure 28 Surfacing Option for Demonstration Site 5
Demonstration Section 5
Section 5:
Double Surface Dressing shall be provided in this location.
Photograph Description
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.
Figure 29 Surfacing Option for Demonstration Site 6
Demonstration Section 6
Section 6:
Concrete geocells shall be provided in this location.
Photograph Description
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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,
Demonstration Section 7
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
Photograph Description
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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
8 6.84 7.01 0.17 Short Steep Section Un-reinforced Concrete Slab
9 7.22 7.37 0.15 Short Steep Section Un-reinforced Concrete Slab
10 7.7 8.3 0.60 Steep Gradient/ Sharp Bend Concrete Strips
11 8.7 8.8 0.10 Short Steep Section Un-reinforced Concrete Slab
12 9.71 9.95 0.24 Short Steep Section Un-reinforced Concrete Slab
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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Figure 34 Surfacing Option for Demonstration Site 1
Demonstration Section 1
Demonstration Section 1:
Dust pollution issues to be rectified through application of a double otta seal.
Photograph Description
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
Photograph Description
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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.
Photograph Description
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.
Figure 38 Surfacing Option for Demonstration Site 6
Demonstration Site 6
Demonstration Sites 6:
Has moderate gradients and sharp bends. Shall receive a double surface dressing.
Photograph Description
7.3.6 Demonstration Site 10 - Steep Gradients and Sharp Bends
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.
Figure 39 Surfacing Option for Demonstration Site 10
Demonstration Site 10
Demonstration Site 10:
Has steep gradients and sharp bends. Shall receive concrete strips to allow easier ascent of hill sections.
Photograph Description
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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.
Figure 40 Surfacing Option for Demonstration Site 14
Demonstration Site 14
Demonstration Site 14:
Has a moderate gradient, sharp bends and dust pollution problems. It shall receive a penetration macadam surface.
Photograph Description
7.3.8 Demonstration Site 15 - Steep Gradients and Sharp Bends
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.
Figure 41 Surfacing Option for Demonstration Site 15
Demonstration Site 15
Demonstration Site 15:
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.
Photograph Description
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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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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
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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.
APPENDIX A – Photographs at 500m Intervals along the Road
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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
Chainage 2.0 km Chainage 2.5 km
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Chainage 3.0 km Chainage 3.5 km
Chainage 4.0 km Chainage 4.5 km
Chainage 5.0 km Chainage 5.5 km
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Chainage 6.0 km Chainage 6.5 km
Chainage 7.0 km Chainage 7.5 km
Chainage 8.0 km Chainage 8.5 km
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Chainage 9.0 km Chainage 9.5 km
Chainage 10.0 km Chainage 10.5 km
Chainage 11.0 km Chainage 11.5 km
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Chainage 12.0 km Chainage 12.5 km
Chainage 13.0 km Chainage 13.48 km
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Photographs for Bagomoyo District
Chainage 0 km Chainage 0.5 km
Chainage 1.0 km Chainage 1.5 km
Chainage 2.0 km Chainage 2.5 km
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Chainage 3.0 km Chainage 3.5 km
Chainage 4.0 km Chainage 4.5 km
Chainage 5.0 km Chainage 5.5 km
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 115 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
Chainage 6.0 km Chainage 6.5 km
Chainage 7.0 km Chainage 7.5 km
Chainage 8.0 km Chainage 8.5 km
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 116 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
Chainage 9.0 km Chainage 9.5 km
Chainage 10.0 km Chainage 10.5 km
Chainage 11.0 km Chainage 11.5 km
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 117 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
Chainage 12.0 km Chainage 12.5 km
Chainage 13.0 km Chainage 13.5 km
Chainage 14.0 km Chainage 14.5 km
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 118 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
Chainage 15.0 km Chainage 15.5 km
Chainage 15.0 km Chainage 15.5 km
Chainage 16.0 km Chainage 17.0 km
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 119 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
Chainage 18.0 km Chainage 18.5 km
Chainage 19.0 km Chainage 19.5 km
Chainage 20.0 km
APPENDIX B – Pin Test Results
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 120 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
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
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 121 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
Section Chainage (km) Result of Pin Test
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
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 122 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
Section Chainage (km) Result of Pin Test
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
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 123 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
Section Chainage (km) Result of Pin Test
47 20.113 Soft
47 20.173 Soft
48 20.470 Soft
Results of Pin Test in Siha
Section Chainage (km) Result of Pin Test
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
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 124 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
Section Chainage (km) Result of Pin Test
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
APPENDIX C – Jar Test Results
Ro
ug
hto
n In
tern
atio
nal Ltd
D
esig
n R
epo
rt
Afr
ica
Co
mm
un
ity
Acc
ess
Pro
gra
mm
e (A
FC
AP
8)
126
Res
earc
h C
on
sult
ant
to S
up
po
rt t
he
Des
ign
, Co
nst
ruct
ion
an
d M
on
ito
rin
g
of
Dem
on
stra
tio
n S
ites
fo
r D
istr
ict
Ro
ad Im
pro
vem
ent
in T
anza
nia
Ap
pen
dix
C
Jar
Tes
t R
esu
lts
Est
imat
ed M
ater
ial Q
uan
tity
(%
) P
rofi
ling
Par
amet
ers
Mat
eria
l Typ
e C
hai
nag
e (k
m)
Off
set
(km
) D
epth
(mm
) G
rave
l S
and
S
ilt
Cla
y C
on
sist
ency
So
il ty
pe
Mo
istu
re
Co
lou
r
Riv
er-s
and
18.8
00
0.02
0 20
00
- 75
19
6
Non
C
ohes
ive
Silt
y S
AN
D
Slig
htly
Moi
st
Dar
k O
live
Gra
vel S
ourc
e 1
15.5
6 1.
62
200
90
10
- -
Non
C
ohes
ive
Gra
vel
Slig
htly
Mos
it D
ark
Oliv
e
Gra
vel S
ourc
e 2
2.72
1.
25
200
- -
18
3 N
on
Coh
esiv
e G
rave
l S
light
ly M
oist
D
ark
Red
dish
B
row
n
Res
ult
s fo
r B
ago
mo
yo
Est
imat
ed M
ater
ial Q
uan
tity
(%
) P
rofi
ling
Par
amet
ers
Tes
t N
o.
Sec
tio
n
No
. D
epth
(mm
) G
rave
l S
and
S
ilt
Cla
y C
on
sist
ency
S
oil
typ
e M
ois
ture
C
olo
ur
1 1
200
- 50
39
11
C
ohes
ive
San
dy S
ILT
S
light
ly M
oist
D
ark
Red
dish
Bro
wn
2 3
150
- 9
71
20
Coh
esiv
e S
andy
SIL
T
Slig
htly
Moi
st
Dar
k B
row
n
3 3
200
- 15
65
20
C
ohes
ive
Silt
S
light
ly M
oist
D
ark
Bro
wn
4 4
250
- -
80
20
Coh
esiv
e S
ilt
Slig
htly
Moi
st
Dar
k R
eddi
sh B
row
n
5 5
150
- 5
80
15
Coh
esiv
e S
ilt
Slig
htly
Moi
st
Dar
k R
eddi
sh O
rang
e
6 6
300
- 60
20
20
C
ohes
ive
Cla
yey
silty
SA
ND
S
light
ly M
oist
D
ark
Red
dish
Ora
nge
7 7
250
- 49
41
10
C
ohes
ive
San
dy s
ilt
Slig
htly
Moi
st
Dar
k B
row
n
8 8
300
- 2
85
13
Coh
esiv
e S
ilt
Slig
htly
Moi
st
Dar
k B
row
n
9 9
200
- 17
70
13
C
ohes
ive
Silt
S
light
ly M
oist
D
ark
Bro
wn
10
10
100
- 40
46
14
N
on C
ohes
ive
San
dy S
ILT
S
light
ly M
oist
Li
ght R
eddi
sh O
rang
e
11
11
300
- 67
15
18
C
ohes
ive
Silt
y S
AN
D
Slig
htly
Moi
st
Dar
k R
eddi
sh B
row
n
12
12
350
50
24
13
13
Non
Coh
esiv
e S
andy
GR
AV
EL
Slig
htly
Moi
st
Dar
k R
ed
13
13
100
80
20
- -
Non
Coh
esiv
e S
andy
GR
AV
EL
Slig
htly
Moi
st
Ligh
t Gre
y
14
14
200
- 10
81
9
Coh
esiv
e S
ilt
Slig
htly
Moi
st
Dar
k G
rey
15
14
350
40
30
30
- N
on C
ohes
ive
Silt
y G
RA
VE
L S
light
ly M
oist
D
ark
Gre
y
16
15
150
- 50
25
25
C
ohes
ive
Silt
y S
AN
D
Slig
htly
Moi
st
Dar
k G
rey
Ro
ug
hto
n In
tern
atio
nal
Ltd
Des
ign
Rep
ort
Afr
ica
Co
mm
un
ity
Acc
ess
Pro
gra
mm
e (A
FC
AP
8)
127
Res
earc
h C
on
sult
ant
to S
up
po
rt t
he
Des
ign
, Co
nst
ruct
ion
an
d M
on
ito
rin
g
of
Dem
on
stra
tio
n S
ites
fo
r D
istr
ict
Ro
ad Im
pro
vem
ent
in T
anza
nia
17
21
300
35
20
33
12
Non
Coh
esiv
e S
andy
silt
y G
RA
VE
LS
light
ly M
oist
D
ark
Oliv
e
18
22
100
- 5
72
23
Coh
esiv
e C
laye
y S
ILT
S
light
ly M
oist
D
usky
Gre
en
19
24
50
- 3
72
25
Coh
esiv
e C
laye
y S
ILT
S
light
ly M
oist
D
ark
Gre
y
20
25
100
- 3
71
26
Coh
esiv
e C
laye
y S
ILT
S
light
ly M
oist
D
ark
Gre
y
21
28
100
- 17
60
23
C
ohes
ive
Cla
yey
SIL
T
Slig
htly
Moi
st
Dar
k G
rey
22
30
100
- -
77
23
Coh
esiv
e C
laye
y S
ILT
S
light
ly M
oist
Li
ght B
row
n
23
31
100
- 10
20
70
C
ohes
ive
Cla
y S
light
ly M
oist
D
ark
Red
dish
Bro
wn
24
32
100
- 10
81
9
Coh
esiv
e S
ilt
Slig
htly
Moi
st
Dar
k B
row
n
25
33
100
- 75
18
7
Coh
esiv
e S
ilty
SA
ND
S
light
ly M
oist
D
ark
Red
dish
Bro
wn
26
35
100
30
27
31
12
Coh
esiv
e S
andy
GR
AV
EL
Slig
htly
Moi
st
Dar
k G
rey
27
36
100
- 50
49
11
C
ohes
ive
San
dy S
ILT
S
light
ly M
oist
D
ark
Gre
y
28
38
50
- 5
92
3 C
ohes
ive
Cla
yey
SIL
T
Slig
htly
Moi
st
Dar
k G
ray
29
38
50
- 5
76
19
Coh
esiv
e C
laye
y S
ILT
S
light
ly M
oist
D
ark
Gre
y
30
39
50
50
32
12
6 N
on C
ohes
ive
San
dy G
RA
VE
L S
light
ly M
oist
D
ark
Oliv
e
31
40
100
- -
20
80
Coh
esiv
e S
ilty
CLA
Y
Slig
htly
Moi
st
Dar
k G
rey
32
41
100
- 5
14
81
Coh
esiv
e S
ilty
CLA
Y
Slig
htly
Moi
st
Dar
k G
rey
33
42
50
- 10
15
75
C
ohes
ive
Silt
y C
LAY
S
light
ly M
oist
D
ark
Bro
wn
34
42
50
- -
20
80
Coh
esiv
e S
ilty
CLA
Y
Slig
htly
Moi
st
Dar
k O
live
35
43
50
- 5
13
82
Coh
esiv
e S
ilty
CLA
Y
Slig
htly
Moi
st
Dar
k G
rey
Ro
ug
hto
n In
tern
atio
nal Ltd
D
esig
n R
epo
rt
Afr
ica
Co
mm
un
ity
Acc
ess
Pro
gra
mm
e (A
FC
AP
8)
128
Res
earc
h C
on
sult
ant
to S
up
po
rt t
he
Des
ign
, Co
nst
ruct
ion
an
d M
on
ito
rin
g
of
Dem
on
stra
tio
n S
ites
fo
r D
istr
ict
Ro
ad Im
pro
vem
ent
in T
anza
nia
Res
ult
s fo
r S
iha
Est
imat
ed M
ater
ial Q
uan
tity
(%
) P
rofi
ling
par
amet
ers
Tes
t N
o.
Sec
tio
n
No
. D
epth
(m
m)
Gra
vel
San
d
Silt
C
lay
Co
nsi
sten
cy
So
il ty
pe
Mo
istu
re
Co
lou
r
1 1
150
5 55
35
5
Coh
esiv
e S
AN
D -
SIL
T
Slig
htly
Moi
stD
usky
Blu
e
2 2
200
- 40
42
18
C
ohes
ive
San
dy S
ILT
S
light
ly M
oist
Dar
k Y
ello
w
3 3
150
30
25
40
5 N
on C
ohes
ive
San
dy g
rave
lly S
ILT
S
light
ly M
oist
Dar
k G
rey
4 4
100
60
- 27
13
N
on C
ohes
ive
Silt
y G
RA
VE
L S
light
ly M
oist
Dus
ky B
lue
5 5
150
- 56
24
20
C
ohes
ive
Cla
yey
silty
SA
ND
S
light
ly M
oist
Dus
ky R
ed
6 6
100
- 9
82
9 C
ohes
ive
Silt
S
light
ly M
oist
Dar
k R
ed
7 6
150
- 40
52
8
Coh
esiv
e S
andy
SIL
T
Slig
htly
Moi
stD
ark
Red
8 6
100
- 2
90
8 C
ohes
ive
Silt
S
light
ly M
oist
Dus
ky R
ed
9 7
100
- 68
21
11
C
ohes
ive
Silt
y S
AN
D
Slig
htly
Moi
stD
usky
Blu
e
10
7 15
0 -
20
73
7 C
ohes
ive
Silt
S
light
ly M
oist
Dus
ky R
ed
11
8 10
0 -
80
16
4 C
ohes
ive
Silt
y S
AN
D
Slig
htly
Moi
stR
eddi
sh B
row
n
APPENDIX D – Material Investigations (Alignment Material)
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 130 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
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
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 131 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
Start Chainage (km) End Chainage (km) Material Alignment No.
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
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 132 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
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 -
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 133 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
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
Start Chainage (km) End Chainage (km) Material Alignment No.
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
APPENDIX E – Traffic Calculations
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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 2Year 3Year 4Year 5
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
Axle Load (103 kg) Equivalence Factor No. vehicles 106 ESA50% Full Front 3 0.01 18364 0.000203
Rear 6 0.25 18364 0.00460330% Empty Front 2 0.00 11018 0.000020
Rear 3 0.01 11018 0.00012220% Overload Front 6 0.25 7346 0.001841
Rear 12 5.67 7346 0.0416620.048451
Axle Load (103 kg) Equivalence Factor No. vehicles 106 ESA50% Full Front 5 0.11 2909 0.000321
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
Year 6Year 7Year 8Year 9
Year 2Year 3Year 4Year 5
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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
Axle Load (103 kg) Equivalence Factor No. vehicles 106 ESA50% Full Front 2 0.00 36733 0.000066
Rear 2.5 0.00 36733 0.00017930% Empty Front 1.5 0.00 11020 0.000005
Rear 2 0.00 11020 0.00002020% Overload Front 3 0.01 2204 0.000024
Rear 4 0.04 2204 0.0000890.000383
Axle Load (103 kg) Equivalence Factor No. vehicles 106 ESA50% Full Front 3 0.01 18364 0.000203
Rear 6 0.25 18364 0.00460330% Empty Front 2 0.00 11018 0.000020
Rear 3 0.01 11018 0.00012220% Overload Front 6 0.25 7346 0.001841
Rear 12 5.67 7346 0.0416620.048451
Axle Load (103 kg) Equivalence Factor No. vehicles 106 ESA50% Full Front 5 0.11 2909 0.000321
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
APPENDIX F – Condition Assessment
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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
APPENDIX G – Drainage Schedule
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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
Drift - 6 12 5+530Drift - 20 26 5+610Drift - 8 14 5+920
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
Drift - 6 12 12+270Drift - 6 12 12+600Drift - 5 11 13+590
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
APPENDIX H – Material Investigations (Construction Material)
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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 - - - - -
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 159 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
Bagamoyo - Borrow Pit 1 Location
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 160 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
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:
Material 'Gravel' Type:
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
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 161 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
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
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 162 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
BP1A – Trial Pit Profile
Project Title: AFCAP - Bago to Talawanda Date of Visit:
Chainage: Offset:
Trial Pit No: Waypoint Number:
Terrain Description:
Method of Excavation:
Depth of Excavation:
Reason for Stopping Excavation:
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
Sufficient information was gained
Tests Required/ Sample No.
500
700
Loose Atterberg LimitsClayey Sandy GRAVEL Grading
0 500
TopsoilVery LooseSilty CLAYSlightly MoistDark Brown
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:
Other Observations:Layer:
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:
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 163 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
BP1B – Trial Pit Profile
Project Title: AFCAP - Bago to Talawanda Date of Visit:
Chainage: Offset:
Trial Pit No: Waypoint Number:
Terrain Description:
Method of Excavation:
Depth of Excavation:
Reason for Stopping Excavation:
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:
Other Observations:Layer:
Consistency:
Colour:Structure:
Origin:
Other Observations:
Consistency:Layer:
Soil Type:Moisture:
Other Observations:
Proposed Borrow Pit 1 - Grey Decomposed Granite Gravel
Consistency:
Colour:Structure:
Origin:
Slightly Moist Linear Shrinkage
0 150
TopsoilVery LooseSilty CLAYSlightly MoistDark Brown
Soil Type:Moisture:
Loose Atterberg LimitsClayey Sandy GRAVEL Grading
150
600
No laboratory tests
Pick and Shovel
0.6 m
Sufficient information was gained
Tests Required/ Sample No.
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
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 164 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
BP1C – Trial Pit Profile
Project Title: AFCAP - Bago to Talawanda Date of Visit:
Chainage: Offset:
Trial Pit No: Waypoint Number:
Terrain Description:
Method of Excavation:
Depth of Excavation:
Reason for Stopping Excavation:
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
Sufficient information was gained
Tests Required/ Sample No.
400
700
Loose Atterberg LimitsClayey Sandy GRAVEL Grading
0 400
TopsoilVery LooseSilty CLAYSlightly MoistDark Brown
Soil Type:Moisture:
Other Observations:
Proposed Borrow Pit 1 - Grey Decomposed Granite Gravel
Consistency:
Colour:Structure:
Origin:
Slightly Moist Linear Shrinkage
Soil Type:Moisture:
Consistency:Layer:
Structure:Origin:
Other Observations:
Other Observations:Layer:
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:
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 165 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
BP1D – Trial Pit Profile
Project Title: AFCAP - Bago to Talawanda Date of Visit:
Chainage: Offset:
Trial Pit No: Waypoint Number:
Terrain Description:
Method of Excavation:
Depth of Excavation:
Reason for Stopping Excavation:
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:
Other Observations:Layer:
Consistency:
Colour:Structure:
Origin:
Other Observations:
Consistency:Layer:
Soil Type:Moisture:
Other Observations:
Proposed Borrow Pit 1 - Grey Decomposed Granite Gravel
Consistency:
Colour:Structure:
Origin:
Slightly Moist Linear Shrinkage
0 400
TopsoilVery LooseSilty CLAYSlightly MoistDark Brown
Soil Type:Moisture:
Loose Atterberg LimitsClayey Sandy GRAVEL Grading
400
700
No laboratory tests
Pick and Shovel
0.7 m
Sufficient information was gained
Tests Required/ Sample No.
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
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 166 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
Bagamoyo Trial Pit BP1
Bagamoyo Trial Pit BP1A
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 167 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
Bagamoyo Trial Pit BP1B
Bagamoyo Trial Pit BP1C
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 168 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
Bagamoyo Trial Pit BP1D
Bagamoyo Trial Pit BP1E
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 169 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
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 - - - -
TFV (10% FACT) (kN) (Dry)
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 - - - -
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 170 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
BP2 – Location
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 171 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
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:
Material 'Gravel' Type:
Underlying Material:
Estimated Quantities:Area to be Used:
Overburden:
Material 'Gravel' Type:
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
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 172 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
BP2 – Trial Pit Profile
Project Title: AFCAP - Bago to Talawanda Date of Visit:
Chainage: Offset:
Trial Pit No: Waypoint Number:
Terrain Description:
Method of Excavation:
Depth of Excavation:
Reason for Stopping Excavation:
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
Sufficient information was gained
Tests Required/ Sample No.
50
1,25
0
Loose Atterberg LimitsClayey Sandy GRAVEL Grading
0 50
TopsoilVery LooseSilty CLAYSlightly MoistDark Brown
Soil Type:Moisture:
Other Observations:
Proposed Borrow Pit 2 - Red Quartzitic Gravel
Consistency:
Colour:Structure:
Origin:
Slightly Moist Linear Shrinkage
Soil Type:Moisture:
Consistency:Layer:
Structure:Origin:
Other Observations:
Other Observations:Layer:
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:
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 173 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
BP2A – Trial Pit Profile
Project Title: AFCAP - Bago to Talawanda Date of Visit:
Chainage: Offset:
Trial Pit No: Waypoint Number:
Terrain Description:
Method of Excavation:
Depth of Excavation:
Reason for Stopping Excavation:
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:
Other Observations:Layer:
Consistency:
Colour:Structure:
Origin:
Other Observations:
Consistency:Layer:
Soil Type:Moisture:
Other Observations:
Proposed Borrow Pit 2 - Red Quartzitic Gravel
Consistency:
Colour:Structure:
Origin:
Slightly Moist Linear Shrinkage
0 200
TopsoilVery LooseSilty CLAYSlightly MoistDark Brown
Soil Type:Moisture:
Loose Atterberg LimitsClayey Sandy GRAVEL Grading
200
500
No laboratory tests
Pick and Shovel
0.5 m
Sufficient information was gained
Tests Required/ Sample No.
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
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 174 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
BP2B – Trial Pit Profile
Project Title: AFCAP - Bago to Talawanda Date of Visit:
Chainage: Offset:
Trial Pit No: Waypoint Number:
Terrain Description:
Method of Excavation:
Depth of Excavation:
Reason for Stopping Excavation:
02/02/2010
37 M 450246 9291841
BP 2B
Transported
Good Quality Gravel
Description
Cementation: N/A
Cementation:
Cementation:
Natural Gravel - Quartzitic Gravel
Cementation: N/A
N/ATransported
Overburden Material
No laboratory tests
Pick and Shovel
0.7 m
Sufficient information was gained
Tests Required/ Sample No.
450
700
Loose Atterberg LimitsClayey Sandy GRAVEL Grading
0 450
TopsoilVery LooseSilty CLAYSlightly MoistDark Brown
Soil Type:Moisture:
Other Observations:
Proposed Borrow Pit 2 - Red Quartzitic Gravel
Consistency:
Colour:Structure:
Origin:
Slightly Moist Linear Shrinkage
Soil Type:Moisture:
Consistency:Layer:
Structure:Origin:
Other Observations:
Other Observations:Layer:
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:
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 175 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
BP2C – Trial Pit Profile
Project Title: AFCAP - Bago to Talawanda Date of Visit:
Chainage: Offset:
Trial Pit No: Waypoint Number:
Terrain Description:
Method of Excavation:
Depth of Excavation:
Reason for Stopping Excavation:
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:
Other Observations:Layer:
Consistency:
Colour:Structure:
Origin:
Other Observations:
Consistency:Layer:
Soil Type:Moisture:
Other Observations:
Proposed Borrow Pit 2 - Red Quartzitic Gravel
Consistency:
Colour:Structure:
Origin:
Slightly Moist Linear Shrinkage
0 100
TopsoilVery LooseSilty CLAYSlightly MoistDark Brown
Soil Type:Moisture:
Loose Atterberg LimitsClayey Sandy GRAVEL Grading
100
500
No laboratory tests
Pick and Shovel
0.6 m
Sufficient information was gained
Tests Required/ Sample No.
N/ATransported
Overburden MaterialNatural Gravel - Quartzitic Gravel
Cementation: N/A
Cementation:
Cementation: N/A
Cementation:
02/02/2010
37 M 450222 9291810
BP 2C
Transported
Good Quality Gravel
Description
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 176 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
BP2D – Trial Pit Profile
Project Title: AFCAP - Bago to Talawanda Date of Visit:
Chainage: Offset:
Trial Pit No: Waypoint Number:
Terrain Description:
Method of Excavation:
Depth of Excavation:
Reason for Stopping Excavation:
02/02/2010
37 M 450263 9291869
BP 2D
Transported
Good Quality Gravel
Description
Cementation: N/A
Cementation:
Cementation:
Natural Gravel - Quartzitic Gravel
Cementation: N/A
N/ATransported
Overburden Material
No laboratory tests
Pick and Shovel
0.8 m
Sufficient information was gained
Tests Required/ Sample No.
500
800
Loose Atterberg LimitsClayey Sandy GRAVEL Grading
0 500
TopsoilVery LooseSilty CLAYSlightly MoistDark Brown
Soil Type:Moisture:
Other Observations:
Proposed Borrow Pit 2 - Red Quartzitic Gravel
Consistency:
Colour:Structure:
Origin:
Slightly Moist Linear Shrinkage
Soil Type:Moisture:
Consistency:Layer:
Structure:Origin:
Other Observations:
Other Observations:Layer:
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:
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 177 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
BP2E – Trial Pit Profile
Project Title: AFCAP - Bago to Talawanda Date of Visit:
Chainage: Offset:
Trial Pit No: Waypoint Number:
Terrain Description:
Method of Excavation:
Depth of Excavation:
Reason for Stopping Excavation:
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:
Other Observations:Layer:
Consistency:
Colour:Structure:
Origin:
Other Observations:
Consistency:Layer:
Soil Type:Moisture:
Other Observations:
Proposed Borrow Pit 2 - Red Quartzitic Gravel
Consistency:
Colour:Structure:
Origin:
Slightly Moist Linear Shrinkage
0 250
TopsoilVery LooseSilty CLAYSlightly MoistDark Brown
Soil Type:Moisture:
Loose Atterberg LimitsClayey Sandy GRAVEL Grading
250
700
No laboratory tests
Pick and Shovel
0.8 m
Sufficient information was gained
Tests Required/ Sample No.
N/ATransported
Overburden MaterialNatural Gravel - Quartzitic Gravel
Cementation: N/A
Cementation:
Cementation: N/A
Cementation:
02/02/2010
37 M 450263 9291869
BP 2E
Transported
Good Quality Gravel
Description
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 178 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
Bagamoyo Trial Pit BP2
Bagamoyo Trial Pit BP2A
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 179 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
Bagamoyo Trial Pit BP2B
Bagamoyo Trial Pit BP2C
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 180 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
Bagamoyo Trial Pit BP2D
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 181 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
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 -
TFV (10% FACT) (kN) (Dry)
9 -
Water absorption Water absorption (%) 20.7 -
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 182 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
Siha – Borrow Pit 2 – Volcanic Tuff
Sample No. BP 2 Sieve size (mm) % Passing
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 -
TFV (10% FACT) (kN) (Dry)
80 -
Water absorption Water absorption (%) 10.6 -
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 183 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
Siha - Borrow Pit 1 and 2 Location
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 184 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
Photograph of Borrow Pit 1 – Siha
Photograph of Borrow Pit 2 – Siha
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 185 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
Siha – Borrow Pit 3 – Volcanic Tuff
Sample No. BP 3 Sieve size (mm) % Passing
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
TFV (10% FACT) (kN) (Dry)
90
Water absorption Water absorption (%) 3.9 Swell (%) Swell (%) 0.02
Siha - Borrow Pit 3 Location
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 186 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
Roughton International Draft Design Report
Africa Community Access Programme (AFCAP8) 187 Research Consultant to Support the Design, Construction and Monitoring of Demonstration Sites for District Road Improvement in Tanzania
Photograph of Borrow Pit 3 – Siha
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##
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
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###
###
###
###
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###
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###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
#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
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
Some gravel under hill
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##
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###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
###
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###
###
###
###
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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
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
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
Flat black cotton soil section
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
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
High point
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
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
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Change alignment of road
Foot of hill
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
Deep erosion of carraigew
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##
###
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###
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###
###
###
###
###
###
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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
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##
###
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###
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###
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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
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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###
#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