Professional Documents
Culture Documents
Page 1 of 46
4.1.1 Design speed............................................................................................ 14
4.1.2 Cross section............................................................................................. 14
4.1.3 Vertical and horizontal alignment..............................................................14
4.2 Drainage considerations..................................................................................14
4.2.1 Road camber............................................................................................. 14
4.2.2 Side drains................................................................................................ 14
4.2.3 Cross drains.............................................................................................. 14
4.3 Pavement Design............................................................................................ 15
4.3.1 Weinert Number........................................................................................ 15
4.3.2 Design Traffic Class................................................................................... 16
4.3.3 Subgrade Class......................................................................................... 17
4.3.4 Pavement Layer Selection.........................................................................18
4.4 Surface Design................................................................................................ 20
Appendix A: Drawings............................................................................................. 27
Appendix B: DCP Test Results................................................................................... 40
Appendix C: Lab Results.......................................................................................... 45
Table of Tabl
Table 3. 3. 1: Results of traffic survey at the first turn to the Lamwo Headquarter
offices......................................................................................................................... 4
Table 3. 3. 2 Results of traffic survey at the second turn to the Lamwo District
Headquarter offices.................................................................................................... 4
Table 3. 3. 3: ESA values for the different vehicle categories.....................................5
Table 3. 3. 4: Estimation of Daily Equivalent Standard Axle at Chainage 0+140........5
Table 3. 3. 5: Projection of Cumulative ESA at different design period and traffic
growth rate............................................................................................................... 6Y
Table 3.4. 1: climate table or historical weather data of Kitgum.
Page 2 of 46
Table 4.3. 1: Indicative Weinert N Values..................................................................15
Table 4.3. 2 Traffic Bands.......................................................................................... 16
Table 4.3. 3: Pavement Design Life Selection Guidance...........................................16
Table 4.3. 4: Factors for Design Traffic Loading.........................................................17
Table 4.3. 5: Subgrade Class.................................................................................... 17
Table 4.3. 6: Design percentile.................................................................................17
Table 4.3. 7: Design Subgrade class for the roads....................................................18
Table 4.3. 8: Design parameters 1
Table of Figur
Figure 3.1. 1: Road profile Lamwo HDQT Road (Link1 1 st turn from Padibe) Road.......2
Figure 3.1. 2: Road profile of Lamwo HDQT Road (Link2 2 nd turn from Padibe)...........3
Figure 3.1. 3: Road profile of Hillary Onek road
Figure 4.3. 1: Pavement design of Hillary Onek and Lamwo DLG HDQT Roads.........18
List of Acronyms
Page 3 of 46
AASTHO American Association of State Highways and
Transportation Engineers
SN Structural Number
Page 4 of 46
1.1 Introduction
This is a report of the design of Lamwo Headquarter road and Hillary Onek Road in
Lamwo District. The roads are to be upgraded to paved standard using the Low Cost
Sealing technology. The report presents the process leading to the design of the
roads, which involved collection of field data, analysis and eventually design. The
process was based on a number of manuals such as Road design manual for the
Ministry of Works and Transport, the Low Cost Sealing Manual for Low Volume roads
and the Ethiopian Road design manual for Low Volume roads.
1.2 Background
In 2009, the Government of Uganda with support from DANIDA launched the U-
Growth Program, a five year program, in 23 district in eastern and northern Uganda.
The districts comprised Bukedea, Kumi, Ngora, Serere, Soroti, Amuria, Katakwi,
Dokolo, Kaberamaido, Amolata, Lira, Alebtong, Otuke, Oyam, Kole, Apac, Gulu,
Nwoya, Amuru, Lamwo, Kitgum, Pader and Agago. Among the three components of
the U-Growth Program was the Rural Transport Infrastructure (RTI) whose objective
was to improve economic development through improved accessibility to
agricultural products and markets. One of its key outputs was the introduction of
Low Cost Sealing (LCS) technology and upgrading of 300km of district roads to
sealed standards using the LCS technology. In 2010, the LCS was introduced at
MELTC and after successfully being trialed at the demonstration road in Mbale and in
the 23 districts; the districts started rolling it out on their district roads. By June
2016 according to the RTI report by the Ministry of Works and Transport, about
46km of roads had been upgraded to sealed standards with LCS.
The U-Growth program ended in June 2016. However, due to some unaccomplished
targets, especially for RTI component yet funding for those activities was still
available with the Ministry of Finance Planning and Economic Development (MFPED),
the execution of the activities were extended until June 2018. Accordingly, this
financial year 2016/2017, Lamwo District planned to construct 1 km of road to
paved standard using LCS technology. And following a council decision of the .th
seating, Lamwo Headquarter road and Hillary Onek Road were selected for sealing.
To expedite the design process, it was thought prudent to internally conduct the
road design but with support from MELTC.
Page 1 of 46
1.4 Low cost sealing
Low Cost Sealing is defined as appropriate sealing of low volume roads while
optimizing the use of locally available materials. By low volume roads, means roads
carrying less than 300 vehicles per day and less than one Million Equivalent
Standard Axles (MESA). Conventionally roads of this nature would not qualify for
sealing using the available methods of project appraisal due to low values of
economic returns. However, new research has shown that it is justifiable to seal
roads with traffic levels less than 100 vehicles per day following the design
approach adopted for Low volume Roads. Whereas on highly trafficked roads the
predominant factors contributing to stress development is due the traffic loads, on
low volume roads, the predominant factors are environment related. Accordingly,
the design approach for highly traffic roads is not perfectly suitable for low volume
roads.
The design. The design approach is based on insitu strength of the subgrade.
Over time due to effect of traffic, the soils underneath the road base undergo
consolidation and gains strength. It is this consolidation which leads to
thinner pavement layer with relatively lower material specifications;
Use of local materials: Design standards have been broadened to cater for
low volume trafficked roads. Accordingly, the materials required for use on
Low Volume Sealed roads are of lower specification compared to those for
high traffic roads. By this, a lot of locally available materials, which would
otherwise not qualify for use on high volume roads, are made use of. This
does not only reduce the transportation cost but also realizes lower cost in
the materials, local materials are generally cheaper;
The method of work involves use of a mix of labour and light equipments.
Substituting labour for equipment has a lot of advantages among which
include reduced costs, creation of employment, and reduced foreign
exchange; and
Page 2 of 46
and Gulu district in the west. Figures 1.5.1 and figure 1.5.2 shows the location of
Lamwo District headquarters and location of the roads respectively.
Project
location
The roads selected are located within the town council. The map below shows the
four roads distinguished by the red colours as shown.
Page 3 of 46
Figure 1.5. 2: Map showing the location of the roads
2.0 Field surveys
The field surveys conducted include preliminary survey, geometrical survey, road
condition survey, DCP test and sampling of gravel, subgrade soil and aggregates.
Page 4 of 46
locations of new structures, special drainage structures and their condition, gravel
depth, crown height and vegetation cover in the road verge.
Page 5 of 46
Three subgrade samples were picked.
One at chainage 0+200 on Lamwo
Headquarter road, and two on Hillary
Onek road at chainages 0+250 and
0+450. The samples were to be tested
for Atteberg limits, compaction and
California Bearing Ratio (CBR) both at
soaked conditions and at optimum
moisture content.
The aggregate sample was picked from Dokolo quarry where aggregates being used
for sealing of the other council roads are sourced. The aggregates shall be tested for
Aggregate Crushing Value (ACV), Aggregate Impact Value (AIV) and bitumen affinity.
Page 6 of 46
Road profile Lamwo HDQT Road (Link1 1st turn)
1040
1020
1000
Elevation
Road Chainage
Figure 3.1. 1: Road profile Lamwo HDQT Road (Link1 1st turn from Padibe) Road
Road Chainage
Figure 3.1. 2: Road profile of Lamwo HDQT Road (Link2 2nd turn from Padibe)
Chainage
Page 7 of 46
Side drains exist on all the roads;
There was n signs of siltation;
The existing camber is both steep at some sections and flat at some sections
necessitating reshaping of the roads to the required camber;
There were rock outcrops near the police post on HDQT link 2 road and at
about chainage 0+150 on HDQT link 1 road;
There were few culverts crossing on the roads.
Table 3. 3. 1: Results of traffic survey at the first turn to the Lamwo Headquarter
offices
Location First Turn off Padibe Lokung road
Medium
Small Trucks (2 Heavy
Small Truck (2 Axles with Heavy Truck (4 or
Motorcycle Car buses + axle single Large twin rear Trucks (3 more Others
Vehicle Class s (taxi) Jeeps etc rear tyres) Buses tyre) Axles) Axles) (specify)
1 81 21 7
Day 1 0 0 0 0
2 42 15 5
Day 2 0 0 0 0
3 65 15 2
Day 3 0 0 0 0
4 26 22 1
Day 4 0
5 123 41 7
Day 5 0
Total for 5 15 337 114 22
days 0 0
Factored 19.5 438.1 148.2 28.6
total x1.3
ADT=(facto
red
total/5days 3.9 87.62 29.64 5.72
)
Page 8 of 46
1 90 41 6
Day 1
2 102 40 0
Day 2
3 101 72 3
Day 3
4 112 22 4
Day 4
5 18 64 10
Day 5
Total for 5 15 423 239 23
days
Factored 19.5 549.9 310.7 29.9
total x1.3
ADT=(fa
ctored
total/7da 3.9 109.98 62.14 5.98
ys)
Because traffic is really fully loaded in both directions, the ESA values for half
loaded were considered for the analysis. Accordingly, the table below shows the
estimation of the average total Daily Equivalent Standards Axles (DESA).
Page 9 of 46
Small
Small Truck (2 Medium
buses axle Trucks (2 Heavy Heavy
+ single Axles with Trucks Truck (4 or
Motorcycle Car Jeeps rear Large twin rear (3 more Others
Vehicle Class s (taxi) etc tyres) Buses tyre) Axles) Axles) (specify)
ADT=(factor 109.9
ed 3.9 8 62.14 5.98
total/7days)
ESA
Value/Vehicl
e 0 0.0 0.15 0.7
DESA
Value
/vehicle 0 0 9.321 4.186
Total DESA 13.507
] [( ) ] ..
x+ y y
[ A 365 100
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3.3.1
5 25148 25656 26174 26703 26971 27242 27515 27791 28070 2835
6 30330 31099 31890 32701 33115 33534 33958 34389 34825 3526
7 35563 36651 37776 38939 39535 40141 40756 41382 42018 4266
8 40849 42315 43840 45427 46244 47078 47928 48795 49679 5058
Page 10 of 46
9 46187 48091 50085 52174 53255 54362 55494 56653 57839 5905
10 51579 53983 56518 59191 60582 62010 63476 64982 66528 6811
11 57025 59992 63143 66488 68238 70040 71897 73811 75783 7781
12 62525 66122 69967 74078 76239 78472 80782 83170 85639 8819
13 68081 72375 76997 81971 84599 87326 90155 93090 96135 9929
14 73692 78752 84237 90180 93336 96622 100043 103605 107314 1111
15 79359 85257 91694 98717 102467 106384 110476 114752 119219 1238
The climate of Kitgum is tropical. When compared with winter, the summers have
much more rainfall. This climate is considered to be Aw according to the Kppen-
Geiger climate classification. The temperature averages 24.1 C. About 1125 mm of
precipitation falls annually. Figure 3.4.1 shows the climate graph of Kitgum.
Page 11 of 46
The driest month is January. There is 9 mm of precipitation in January. In August, the
precipitation reaches its peak, with an average of 171 mm. Figure 3.4.2 shows the
climate table or historical weather data of Kitgum.
The total annual rainfall is 9mm + 24mm + 61mm + 129mm + 147mm + 129mm +
158mm + 171mm + 112mm + 95mm + 61mm + 29mm = 1125mm
Page 12 of 46
lower two layers were both treated as subgrade. Having two layers as subgrade is
advantageous that the weaker spots can be isolated. Further, the results from the
software, cumulative frequency curves were drawn from which percentile readings
can be determined. The results are presented in the table 3.5.1 through 3.5.4 and
the cumulative percentiles presented in Figures 3.5.1 and 3.5.2.
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Page 13 of 46
Percentile of Hillary Onek Road
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Page 14 of 46
Cummulative percentile of Lamwo DLG HDQT road
100
80
60
Percentile values
40
20
0
5 10 15 20 25 30 35 40 45 50
CBR Values
Figure 3.5. 2 Cummulative Percentiles for CBR value of Lamwo DLG HDQT Road
Gravel was tested for soaked CBR, Compaction, Atterberg limits, gradation
and chemical stabilization with lime;
Subgrade Samples were tested for Soaked CBR, compaction, Atterberg limits
and gradation.
Page 15 of 46
Lamwo
Headquarte
r Road
Ch
0+250,Hilla
Sample 4 5 6 1630 20 0.65
ry Onek
Road
Ch o+450,
Hillary 3 4 5 1620 17 0.65
Onek Road
More details of the test results are presented in the test report appended at the
back of this report.
3.6.1 Subgrade
The minimum soaked subgrade CBR was 5% at 100%MDD. This was lower than 9%
that was obtained using the DCP. This was expected given that the laboratory
samples were tested after 4 days of soaking. The PI for the subgrade samples was
between 17% and 20%. This means that the subgrade material is not very sensitive
to moisture changes, otherwise the PI would have been in the range of over 30%.
In accordance to the Roads manual of the Ministry of Works and Transport, the
design subgrade CBR is taken that at 100%MDD (light compaction).
3.6.2.1 Gradation
Grading requirement for material for Low volume roads are presented in the table
3.6.2 below.
Page 16 of 46
Table 3.6. 0: Grading envelopes of gravel material for Low Volume Roads
Sieve size
Page 17 of 46
Figure 3.6. 1: Grading Curves for Gravel material
As it can be noted from the figure 3.6.1, in the size range above 8mm, the gravel
material coincides with the lower limit of the Envelope A for nominal size of 20mm
whereas in the size range below 8mm, the material is a bit coarser. Accordingly, the
grading of the material is acceptable.
3.6.2.2 CBR
The CBR of the gravel is presented in table 3.6.1, the best CBR achieved was 48% at
4% lime content compacted at 98%MDD. However, with a much higher compaction,
CBR of 50% can be achieved.
Page 18 of 46
Subgrade are non-expansive
Separate notes are provided covering the use of laterites, calcretes (N>4) and
weather basalts
Ip Plasticity Limit
GM Grading Modulus
n/s Not specified
Whereas the grading of the material satisfies the grading requirements, the PI and
the PM of the material in its natural state does not. The PI and PM of the natural
material is 18 and 504 respectively. This is above the maximum requirement of 15
and 450 for PI and PM respectively.
4.0 Design
4.1 Geometric design
4.1.1 Design speed
The design speed of 50km/h was adopted in accordance with the Ministry of Works
and Transport Road Design Manual Volume 1: Geometric Design, January 2010
edition for Urban/Peri-Urban roads.
The carriageway width was increased from 4m to 4.5m and the shoulders were
reduces from 1.2 to 0.95m. This was because of low traffic levels. The camber cross
fall of 3% was adopted for design. This was increased from 2.5% to drain surface
water faster given the nature of the thin surfaces to be provided.
Page 19 of 46
4.2.1 Road camber
A road camber cross fall of 3% was provided to drain water from the carriageway to
the side drain.
Ey
N=12
Pa
..3.4.1
Page 20 of 46
Pa is the annual precipitation; in mm.
A guide of the Weinert values for various climates is shown in table 4.3.1. According
to the rainfall assessment for the project area, it was found that the annual rainfall
was 1125mm. This falls in the region of > 1000mm; hence, giving the Weinert Value
of <2.
To select the design MESA, two factors have to be determined, the traffic growth
rate and the design period.
According to the Design Manual, where there is no reliable data, the recommended
growth rate should be a factor of the economic growth rate for the region or country.
On average, for the last four years, the GPD of Uganda has been growing at 4.58%,
according to data from World Bank at www.data.worldbank.org. However, for this
particular project, it is not anticipated that traffic will grow at such a high rate given
that the roads lead to headquarter offices with other link beyond the offices.
Accordingly, a growth rate of 4.0% was considered as appropriate for this project.
From table 3.2.1, it can also be noted that for a particular design period, varying the
traffic growth rate doe not have significant effect on the design traffic class or band.
Page 21 of 46
Design period of 10 years was adopted. For thin surfaces and low volume trafficked
roads, the recommended design period is between 10 15 years as presented in
the table 4.3.3.
Higher design periods are discouraged because of the uncertainty in the projection
of traffic. Further, at high design periods, the pavement is more costly to construct
than at low design period and funds may not be there. Likewise as noted from table
3.2.1, for a particular traffic growth rate, varying the design period has no
significant effect on the design traffic class or band.
Therefore, according to Table 3.3.5, for 10 year design period at the traffic growth
rate of 4%, the cumulative equivalent standard axle is 59,191.
Further, according to the design manual, depending on the cross section of the
road, a distribution factor is applied to cater for the distribution of traffic loading on
the carriageway as per table 4.3.4.
Page 22 of 46
More than 2,000 80% of the total ESAs in The majority of heavy vehicles will
commercial vehicles the direction still
per travel in one lane effectively, but
day in one direction greater congestion leads to more
than switching
* Judicious to use double the total ESAs expected, as normally these are low
trafficked roads and this may give title difference in pavement structure.
Source: Road Design Manual Volume III: Flexible pavement design manual for the Ministry of
Works and Transport
For the selected cross section, the paved with including the shoulders is about 6.4
metres, which is more than 6 metres. A factor of 80% of traffic in both directions
was adopted for design. Therefore, the design MESA was 50% x (59,191/1000000) =
0.047. Accordingly, the design class was taken be LV2 (MESA: 0.01 0.05).
According to the Road Design Manual Volume III, the design subgrade CBR is the
lower 10th percentile of the tested samples. However, for Low Volume Roads, the
design guideline recommended different percentile values based on the projected
traffic. Table 4.3.6 below gives the recommended percentiles for design of low
volume roads.
Accordingly, for this project, the 15 th percentile was adopted for design. From Figure
3.5.1 and Figure 3.5.2, the subgrade CBR is about 16% and 17% for Hillary Onek
and Lamwo HDQT roads respectively. However, in comparison with the results from
the laboratory, the soaked CBR was 5 and 6. This was far lower than that obtained
using the DCP. So as a compromise, a subgrade class S4 (CBR 8 15) was
considered for design.
Accordingly, the design subgrade classes for these roads are as presented in the
table 4.3.7 below.
Page 23 of 46
Table 4.3. 7: Design Subgrade class for the roads
Name of Road Design Subgrade Class
Hillary Onek Road S4
Lamwo DLG HDQT Road S4
Accordingly, the pavements layers were determined and are presented in Figures
4.3.1 and 4.3.2.
Page 24 of 46
Figure 4.3. 2: Pavement design chart for N < 4
Page 25 of 46
Figure 4.3. 3 Colour keys
From the figure, it can be deducted that the most suitable options for these type of
road under the prevailing condition of low traffic are Sand Seal (SS), Slurry Seal (SIS)
and Single Chip seal (SCS). However, due to scarcity of good sand for sealing in the
region, only SCS (Single Surface dressing) was considered.
The design of the Single Surface Dressing involves first, determination of the
grading of the aggregates that have been identified for the sealing works. This then
is followed with determination of the Average Least Dimension (ALD) of the
aggregate particles.
The binder application rate can then be estimated using the formula
And the aggregates spread rate can be estimated using the formula;
Page 26 of 46
Figure 4.4. 1: Guide to selection of seal option
The factor F is selected from the table 4.4.2. And the ALD can be determined using
the figure 4.4.2 affer determining the medium and the flakiness index of the
aggregates.
The grading requirement for surfacing aggregates is as presented in the table 4.4.1.
Page 27 of 46
Table 4.4. 1: Grading requirements for Aggregate for surfacing
Page 28 of 46
Figure 4.4. 2: Chart for determination of Average least Dimension
For this project, it was not possible to identify aggregates for use and so the design
is based on assumption that aggregates to be used shall be in accordance with the
specified grading. For SCS, the grading for nominal size of 14 mm is used and the
following assumptions have been made.
Using those assumptions, from figure 4.4.2, the ALD for 10 - 14 mm aggregates was
determined to be 8.4 mm.
The bitumen application rate for the first layer R = 1.166 Litre/m 2;
Aggregate application rate for the first layer = 1.166 x 8.4 = 9.8litre/m 2;
Page 29 of 46
The bitumen application rate calculated are for bitumen cutback MC3000 which is
about 90% bitumen. For bitumen emulsion, the commonest being K160 which is
60% bitumen, the application rates are:
References
2) Design manual for Low Volume Roads for Ethiopian Road Authority
(ERA);
Page 30 of 46
Appendix A: Drawings
Appendix B: DCP Test Results
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