Final Detailed Design Report

GOVERNMENT OF UGANDA
UGANDA NATIONAL ROADS AUTHORITY
CONSULTANCY SERVICES FOR FEASIBILITY STUDY,

DETAILED ENGINEERING DESIGN, TENDER ASSISTANCE
AND PROJECT MANAGEMENT FOR
UPGRADING OF ROADS TO BITUMINOUS STANDARDS
LOT E
FINAL
DETAILED DESIGN REPORT
PKG 1
ROAD E1.1/E1.2
MUSITA-LUMINO/BUSIA-MAJANJI
AUGUST 2012
IN ASSOCIATION WITH
Project Name:
Feasibility Study, Detailed Design, Tender Assistance and Project Management

for Upgrading of Roads to Bituminous Standards
Project Number:
5116004
Report for:
FINAL DETAILED DESIGN REPORT
PREPARATION, REVIEW AND AUTHORISATION

Revision #
Date
31 Aug
2012
Prepared by
Nuruddin
Wajihi/Michael
Ogola/Edward
Byaruhanga
Reviewed by
Various
Approved for Issue by
Nuruddin Wajihi
ISSUE REGISTER
Distribution List
Date Issued
Number of Copies
UNRA
31-08-2012
SMEC staff: Project Manager
31-08-2012
Client:
Associates: NEWPLAN
Office Library (SMEC office location):
SMEC Project File: Kampala
31-08-2012
SMEC COMPANY DETAILS

SMEC INTERNATIONAL PTY LIMITED
Kipro Centre. 3rd Floor, Sports Road, Westlands, Nairobi
Tel:
+254 20 4441541/2
Fax:
+254 20 441543
Email:
Nuruddin.wajihi@smec.com
www.smec.com
The information within this document is and shall remain the property of SMEC INTERNATIONAL PTY LTD.
Detailed Design Report (FINAL)

for
FEASIBILITY STUDY, DETAILED
ENGINEERING DESIGN, TENDER
ASSISTANCE AND PROJECT
MANAGEMENT FOR UPGRADING
ROADS TO BITUMINOUS STANDARDS
LOT E
PACKAGE 1 : ROAD E1.1/E1.2
MUSITA-LUMINO/BUSIA-MAJANJI ROAD
For:
UGANDA NATIONAL ROADS AUTHORITY
AUGUST 2012
| FINAL Detailed Design Report_Rev.1-AUG.2012 |
KUMI
BUKUNGU
PACKAGE 4
PACKAGE 2A
NAMAGUMBA-BUDADIRINALUGUGU
TIRINYI-PALLISA/
PALLISA-KUMI
NALUGUGU
PACKAGE 5
PACKAGE 2B
KAMULI - BUKUNGU
PALLISA
BUDADIRI
PALLISA-KAMONKOLI
NAMAGUMBA
KAMONKOLI
TIRINYI
KAMULI
BUMBOBI
PACKAGE 3
BUMBOBI-BUBULOLWAKHAKHA
BUBULO
LWAKHAKHA
MUSITA
BUSIA
PACKAGE 1
MUSITA-LUMINO/
BUSIA-MAJANJI
LUMINO
MAJANJI
LOCATION OF LOT E ROADS
TABLE OF CONTENTS
EXECUTIVE SUMMARY
ES-1
E1. Introduction
ES-1
E2. Economic Evaluation
ES-2
E3. Topographical Survey
ES-2
E4. Traffic Surveys
ES-3
E5. Traffic Growth and Projected Traffic
ES-3
E6. Axle Load Survey
ES-4
E7. Pavement Design
ES-5
E8. Materials Investigation
ES-6
E9. Hydrology
ES-7
E10. Drainage Design
ES-10
E11. Geometric Design
ES-12
INTRODUCTION
1.1
Background
1.2
Contract Details
1.3
Terms of Reference
1.4
Preliminary Design Report
1.5
Packaging of the Project Roads
1.6
This Report
ENGINEERING STUDIES
2.1
Project Location
2.1.1
Description of Project Road
2.1.2
Topography
2.1.3
Geology
2.1.4
Soils
2.2
Topographical and Aerial Survey
2.2.1
General
2.2.2
References and Datum
2.2.3
Ground Control And GPS Measurements
10
2.2.4
Interim Beacons And Total Station Measurements
10
2.2.5
Aerial Survey
10
2.2.6
Final Products
11
2.3
Traffic Surveys
11
2.3.1
Terms of Reference
11
2.3.2
Existing Traffic
12
i
2.3.3
Traffic Counts
12
2.3.4
Base Traffic
13
2.3.5
Traffic Growth
15
2.3.6
Growth in normal traffic
15
2.3.7
Diverted Traffic
15
2.3.8
Generated traffic
15
2.3.9
Projected Traffic growth
15
2.3.10 Origin/Destination Surveys
16
2.3.11 Axle Load Survey
22
2.3.12 Overloading
23
2.3.13 Cumulative Equivalent Standard Axles (CESA)
24
2.3.14 Summarized Road Usage
25
2.3.15 Sensitivity Analysis
26
2.4
Soils and Materials Investigations
27
2.4.1
General
27
2.4.2
Sub-grade Soil Investigation
27
2.4.3
Gravel and Hardstone Sources
27
2.4.4
Laboratory Testing
28
2.5
Hydrological Studies
29
2.5.1
Objectives
29
2.5.2
General Objective
29
2.53
Specific Objectives
29
2.5.4
Background
29
2.5.5
Hydrological Analysis Criteria and Practices
30
2.5.6
Hydrological Analysis Methodology
30
2.5.7
Data Collection
31
2.5.8
Topography, Catchment Area Delineation and Watershed Parameters
31
2.5.8
Watershed Characteristics
32
2.6
Swamp Investigations
36
2.7
Drainage Investigations
36
2.7.1
Assessment of Existing Drainage Structures
36
2.7.2
Classification of Drainage Structures
36
2.7.3
Side Ditches
37
2.7.4
Pipe Culverts
37
2.7.5
Box Culverts
37
2.7.6
Bridges
37
2.7.7
Existing Bridges
38
ii
2.7.8
2.8
Summary
Environmental and Social Studies
38
38
2.8.1
General
38
2.8.2
Geographical Location
38
2.8.3
Biophysical Environment
39
2.8.4
Socio-economic and Cultural Environment
39
2.8.5
Predicted Environment and Social Impacts
40
DETAILED DESIGN
43
3.1
43
Geometric Design
3.1.1
Introduction
43
3.1.2
Design Standards
43
3.1.3
Design Speed
45
3.1.4
Design Departures
47
3.1.5
Cross-Section
48
3.1.6
Embankment Design
48
3.1.7
Adopted Design Parameters and Standards
49
3.1.7
Summary of Adopted Design Speeds
50
3.1.8
Design Road Alignment
50
3.1.9
Alignment Details
51
3.1.10 Low Lying Area
54
3.1.11 Junctions and Accesses
56
3.1.12 Footpaths, Busbays and Road Furniture
57
3.1.13 Service Roads
57
3.1.14 Climbing Lanes
58
3.2
Pavement Design
61
3.2.1
Introduction
61
3.2.2
Design Period
61
3.2.3
Pavement Design Input Data
62
3.2.3
Subgrade
62
3.2.4
Soft spots and Marshy areas
63
3.2.5
Pavement Materials
63
3.2.6
Pavement Design Catalogue
63
3.2.7
Pavement Structural Design
63
3.2.8
Design Traffic Loading
64
3.2.9
Design Subgrade CBR
64
3.2.10 Design Subgrade Class
66
3.2.11 Proposed Pavement Structure
66
iii
3.3
Drainage Design
67
3.3.1
Design Return Period
67
3.3.2
Frequency Distribution Models
67
3.3.3
Design Flood Estimation
70
3.3.4
Runoff Models
70
3.3.5
Frequency analysis
70
3.3.6
The TRRL East African Flood Model
71
3.1.8
Design Discharges
79
3.4
Structure Selection
80
3.4.1
Design Philosophy
80
3.4.2
Bridges
81
3.4.3
Slab/Box Culverts
84
3.4.4
Pipe Culverts
85
3.4.5
Paved Side Ditches
87
3.5
Hydraulic Design
87
3.5.1
Minor Drainage Structures
87
3.5.2
Major Drainage Structures
88
3.6
Structural Design
90
3.6.1
Minor Drainage Structures
90
3.6.2
Major Drainage Structures
90
Quantity and Cost Estimation
97
3.7
3.7.1
Determination of Quantities
97
3.7.2
Unit Rates
97
3.7.3
Provisions
97
3.7.4
Construction Cost Estimates
98
3.7.5
Road Construction Packages
98
APPENDICES
Appendix 1 Terms of Reference (Detailed Design)
Appendix 2A Survey Location Map
Appendix 2B Daily Count Results
Appendix 2C Estimated AADT
Appendix 2D Derivation of Growth Rates
Appendix 2E Traffic Forecast
Appendix 2F O/D Survey Results
Appendix 2G Sensitivity Analysis Results
Appendix 3 Summaries of Test Results
Appendix 4 Delineated Catchments
iv
Appendix 5A Drainage Inventory

Appendix 5B Photographic Inventory
Appendix 5C - Design Flows and Proposed Structures
Appendix 6 - Structural Design Calculations
Appendix 7 - Geometric Alignment Data
EXECUTIVE SUMMARY
E1. Introduction
The Uganda National Roads Authority (UNRA) became a legal entity in 2006 and began
operations in July 2008 with the following objectives at local level:
1. To improve access to goods/passenger transport services and to reduce transport costs along
the route;
2. To improve access to social and economic development opportunities along the route by
providing high capacity infrastructure;
3. To ensure no roadside communities become worse off as a result of the road upgrading
works
In pursuance of the above objectives, UNRA has embarked on upgrading selected roads in several
districts of Uganda. To this end, in September 2009, UNRA commissioned SMEC International Pty
in association with NEWPLAN Ltd. of Uganda to provide consultancy services for the upgrading
of several roads, referred to as Lot E, in the Eastern districts and comprising the following roads,
Road
Reference
No.
Road Name(s)
E1
Musita-Lumino and Busia-Majanji roads (104 Km)
E2
Tirinyi-Pallisa-Kumi and Pallisa-Mbale roads (114 Km)
E3
Mbale-Bubulo-Lwakhakha road (41 Km)
E4
Namagumba-Budadiri-Nalugugu road (29 Km)
E5
Kamuli-Bukungu road (64 Km)
with the following Terms of Reference:

(i)
Feasibility Study, including consideration of alternative routes and pavement options,

environmental and social impact study, road safety, land acquisition, preliminary
design, economic and financial analysis;
(ii)
Detailed engineering design for the approved road option; including all necessary data
collection, field surveys and analysis to cover all aspects of detailed design;
(iii)
Environmental and Social Impact Assessment (EIA) in accordance with Ugandan

legislation and NEMA guidelines;
(iv)
Preparation of a full Resettlement Action Plan and associated surveys to identify and
value property that will be affected by the road upgrading works and the establishment
of the road reserve;
(v)
Preparation of bidding documents based on the approved detailed designs.
The Feasibility Study and the Preliminary Designs of the five project roads were undertaken
between January 2010 and January 2011 and the Preliminary Reports submitted to UNRA
variously between October 2010 and January 2011.
| FINAL Detailed Design Report_ Rev.1-AUG 2012 |
ES-1
Following consultations with UNRA, the five roads were divided into six (6) packages as follows:
Package 1 : Road E1 :
Musita-Lumino/Busia-Majanji roads
Package 2A : Road E2.1/E2.2 : Tirinyi-Pallisa/Pallisa-Kumi road

Package 2B : Road E2.3 :
Pallisa-Kamonkoli road
Bumbobi-Busumbu-Lwakhakha
Namagumba-Budadiri-Nalugugu
Kamuli-Bukungu road
This Detailed Design report refers to Package 1: Road E1: Musita-Lumino/Busia-Majanji roads.
The Project road starts from Musita trading center along the Jinja-Iganga highway passing through
Mayuge, Nankona, Buyinja and ends at Lumino trading center, another link starts from Busia town
through Lumino ending at Majanji. It acts as a shortcut from Busia town to Jinja and also serves as
a link to a number of landing sites along Lake Victoria including Majanji, Lufudu, Omenya,
Wakawaka and Kigandala.
E2. Economic Evaluation
The economic evaluation of Road E1 indicated the upgrading of these roads to bitumen standards
to be economically viable with the following Economic Internal Rates of Return:
Table 1: Results of the Economic Evaluation (Net Present Value-NPV)
SN
E1
Road name/Road section
Musita-Lumino/Busia/Majanji
1.1-Musita-Lumino
1.2-Busia-Majanji
Type of
HDM 4
analysis
Project
Section
Section
NPV
50.682
28.764
21.918
Table 2: Results of the Economic Evaluation (Internal Rate of Return)

SN
E1
Road name/Road section
Musita-Lumino/Busia/Majanji
1.1-Musita-Lumino
1.2-Busia-Majanji
Type of
HDM 4
analysis
Project
Section
Section
EIRR (%)
19.6
18.0
24.0
E3. Topographical Survey

Aerial photography supplemented by ground control was carried out during the preliminary design
stage and formed the basis of the preliminary and detailed alignment designs.
ES-2
E4. Traffic Surveys

Manual classified counts were carried at seven stations along the route for seven days, from 25th to
31st March 2010. Night counts were carried for one weekday and one weekend day at each station.
The average annual daily traffic (AADT) in the current year (2010) is indicated in the chart below,
with vehicular traffic ranging from 154 to 557 vehicles/day.
2500
2090
AADT
2000
1430
1500
946
1000
1046
829
564
500
154
557
337
272
246
200
0
5km after
Lumino
5km before 5km before 5km from

Busia
Namayingo Mayuge
Sation name
AADT (with Motorcycles)
5km from
Musita
5km before
Lumino
AADT (without motorcycles)
The proportion of motorcycles to the other traffic is high as seen from the chart above.
Origin/Destination (OD) survey was conducted during the month of April 2010 using enumerators
hired and trained from along the project road. Information gathered through road side interviews of
vehicle drivers was analyzed to understand the origin-destination characteristics of traffic plying
the project roads. Since these interviews were conducted on a sample of vehicles, the collected
information was expanded to reflect the total volume of traffic plying on the road on that particular
day. The results are discussed fully in the main text.
E5. Traffic Growth and Projected Traffic
Deriving traffic growth from traffic data involves analysis of the growth of the various traffic
classes over a long period of say 10-20 years. This growth will give a trend in the growth of traffic
over the years. This trend is then used to project the traffic growth in the project period. It was
noted that analysis of historical data was not feasible as there was no adequate historical data.
Traffic growth factors were derived using traffic proxies such as fuel consumption, vehicle
registration trends, GDP growth etc. No data on historical traffic growth was available for this road.
It was assumed that road construction shall commence in the year 2011 and end in 2015.
Projections were made for a design period of 15 years and 20 years. Therefore projections were
made up to the year 2030 and 2035 using the corresponding growth factors.
The following tables gives the forecast growth rates for the varios classes of vehicles for three
scenarios, namely pessimistic (low), realistic (medium) and optimistic (high).
ES-3
Vehicle class
Cars
Pick up and vans (Petrol)
Pick up and vans (Diesel)
Minibuses (Petrol)
Minibuses (Diesel)
Buses & Trucks
Vehicle class
Cars
Minibuses (Petrol)
Minibuses (Diesel)
Buses & Trucks
Vehicle class
Cars
Minibuses (Petrol)
Minibuses (Diesel)
Buses & Trucks
Pessimistic normal traffic growth (%)

2024 and
2010-2013 2014-2018
2019-2023
beyond
4.7
5.7
3.7
2.4
4.7
5.7
3.7
2.4
4.7
6.8
4.4
2.9
4.7
5.7
3.4
2.4
4.7
6.8
4.4
2.9
4.7
6.8
4.4
2.9
Realistic normal traffic growth (%)
2024 and
2010-2013 2014-2018
2019-2023
beyond
4.7
7.2
4.7
3.2
4.7
7.2
4.7
3.2
4.7
8.5
5.6
3.8
4.7
7.2
4.7
3.2
4.7
8.5
5.6
3.8
4.7
8.5
5.6
3.8
Optimistic normal traffic growth (%)

2010-2013 2014-2018 2019-2023 2024 and beyond
4.7
8.6
5.7
3.9
4.7
8.6
5.7
3.9
4.7
10
6.8
4.6
4.7
8.6
5.7
3.9
4.7
10
6.8
4.6
4.7
10
6.8
4.6
E6. Axle Load Survey

A three day traffic axle load survey and counts was carried at Nabigingo along the project road
between 6th May and 22nd May 2010.
Weighing was done for both directions simultaneously using a portable weighbridge to Transport
Research Laboratories (TRRL) specifications.
The vehicles weighed were:
- Medium Buses
- Large Buses
- Light Goods Vehicles
- Medium Goods Vehicles
- Heavy Goods Vehicles
- Very Heavy Goods Vehicles
The tables below shows the summary of axle load equivalence factor for each class of the heavy
vehicles.
ES-4
Vehicle category
MB 1.2
LB 1.2
LGV (1.2)
MGV(1.2)
HGV 1.2
VHGV 1.2
Average
gross
weight
4.77
14.68
4.26
4.10
5.38
18.65
Average
equivalence
factor
(80KN)
0.01
1.69
0.07
0.00
0.11
9.61
E7. Pavement Design

The pavement design of the project roads is based on the Ministry of Works, Housing and
Communications Road Design Manual Vol. 3: Pavement Design, Part I: Flexible Pavements (July
2005).
The economical analysis of the project roads is based on a 20 year analysis period. Hence a 20
year pavement design period has been adopted.
Projected traffic loading for low, medium and hight growth scenarios are:
Estimated traffic growth rate (low)
Estimated traffic growth rate (medium)
Estimated traffic growth rate (high)
= 8.7x106
= 8.99x106
= 9.37x106
Estimated traffic growth rate (medium)

pavement structure
= 8.99x106 is adopted for the design of the
Traffic class obtained is:
T6
Subgrade Class: Analysis of soaked CBR test results for the road alignment subgrade soil is
presented in summary form as shown below.
Musita - Lumino
Chainage
Road
Length
Road
From
90th percentile
value
Design
CBR (%)
74.0
S3
26.0
S3
To
(Km)
Musita-Lumino
0+000- 74+000
Busia-Majanji
0+000-26+000
Subgrade
Class
Following the submission of the Preliminary Design Report, UNRA instructed the Consultant to
adopt Chart W2 of the Design Manual for the selection of the pavement structure.
ES-5
On the basis of the projected traffic loading, the following pavement structure has been
recommended:
Pavement layer
Type of material
Layer
thickness
SURFACING
BASE COURSE
SUBBASE
IMPROVED SUBGRADE
AC(Asphalt Concrete)
GB(Granular Base)
CSB(Cemented Subbase)
G15 (Natural Gravel CBR >15%)
50 mm
150 mm
175 mm
125 mm
AC Asphalt Concrete
GB Granular Base (Graded Crushed Stone)
CSB Cement Stabilized Base (Gravel)
G15 Gravel Class 15 (min.CBR=15)
E8. Materials Investigation
The preliminary materials investigations were conducted in accordance with the Terms of
Reference. It consisted of site reconnaissance, field exploration and analysis of the findings of the
field exploration.
The sub-grade soil investigation along the existing road alignment comprised sub-grade soil
sampling by means of trail pits, DCP testing and laboratory testing.
Trial Pits
Trial pits were excavated at two (2) kilometre interval on alternate side of the carriageway to
depths of generally 1 m.
The pits were dug to varying depths from the surface to sub-grade level with a total of 34 pits dug
over the total road length of the project road 68 km.
The vertical profile of the pavement in each trial pit was recorded and representative sub-grade
sample taken for laboratory testing.
DCP Investigations
DCP tests were conducted at intervals of 500m as stipulated in the ToR to measure the in-situ
bearing strength (CBR) of the sub-grade.
To avoid weak spots (thin layers) from being overlooked and to identify layer boundaries fairly
accurately, readings were taken at 1-5 blow intervals, depending on the rate of penetration.
-
Assessment of the suitability and extent of the material source.
Excavation of trial pits.
Logging of the layers encountered.
Retrieval of samples for laboratory testing.
Backfilling of the trial pits.
ES-6
At each site, trial pits were excavated and depths of overburden and gravel were logged. In some
instances, material was sampled from rock outcrops, talus, or existing quarries, in which cases, test
pit excavation was not required. The volumes of both overburden and gravel were also estimated.
A total of 20 existing and potential gravel sources and 3 rock sources were identified and
investigated along the five project roads as listed below:
Laboratory Testing
As a requirement under the Contract, the Consultant fabricated a mobile laboratory in a 40-foot
container at its offices in Kampala. Upon completion of fabrication and fitting out the laboratory
was transported and erected at the compound of UNRAs regional offices in Jinja.
Gravel Samples
Samples of sub-grade material recovered from trial pits and samples from the gravel sources were
transported to the mobile laboratory in Jinja where they were subjected to the following tests:
-
Natural moisture content determination
Particle size analysis
Atterberg limits
Moisture content Dry density relationship (BS 1377 test method)
CBR (4-day soak compacted at 90%, 95% and 98% MDD)
Swell tests
Rock Samples
To confirm the test results obtained on surface samples, during the detailed design stage the
existing operational quarry along Musita-Lumino road was drilled at one location down to 15 m.
Samples of cores were taken to the Ministry of Works central testing laboratory at Kireka where
they were tested for:
- Specific Gravity
- Ten Percent Fines Value (TFV) - dry
- Ten Percent Fines Value (TFV) wet
- Water adsorption
- Sodium Sulphate Soundness
- Bitumen Affinity
The investigations and the test results indicate that there is sufficient gravel and rock meeting the
specifications available for the designed pavement structure.
E9. Hydrology
The objectives of the services as per the terms of reference (TOR) issued to the Consultants are:
ES-7
To undertake hydrological and hydraulic assessment for the project roads under Lot E
To prepare Hydrological Reports as per the Terms of Reference
Specific Objectives are:
Collect and compile hydrological data for the project roads
Carry out hydrological analysis for various drainage basins and channels traversed by the
road,
Computation of design discharges for the existing and proposed drainage structures along
the roads
Preparation of hydrological report for the project
The Road Drainage Design Manual (2005) guidelines require a designer to develop a clear
understanding of the existing drainage conditions for a given assignment before determining the
capacity of the existing cross and lateral drainage structures.
Minor drainage structures e.g. side ditches are to be designed to carry a 10-year flood while major
ones must be evaluated for the 25-100 year storm. The RDDM (Table 3.2) suggests suitable return
periods for various structural categories. Whenever possible, it is required that adequate openings
are provided to limit backwater effects and excessive bed scour.
The TRRL East African Model has been widely applied and found to be more relevant in East
Africa since a number of small catchments were extensively studied prior to establishing the
required parameters for its application.
The watersheds draining to project road have distinct characteristics largely due to their
geographical location, climate and land use characteristics. The relatively common aspect is that
the watersheds are intensively cultivated, human settled and predominantly rolling.
The Musita-Lumino/Busia-Majanji roads are characterized by:
Natural vegetation similar to tropical forest/ grassland.
Low-lying areas
Tropical climate with rainfall having two seasons i.e. from March to June and from
September to November (Bimodal)
Agriculture (sugar canes, maize, cassava, sweet potatoes, millet and sorghum), Cattle
rearing and mining like gold, uranium, iron core, lake sand and oil.
Design Discharges
The tables below gives the design discharges of the project road under the project for the different
return periods.
ES-8
Summary of design floods for different return period Road E1.1- Musita-Lumino
Design flood discharge (m3/s)
Chainage
Catch.
Catch.
from
Northing Easting
area
Ref.
(km2)
Musita
10-yr
25-yr
50-yr
100-yr
283
5+060
546926
55901
1.34
6.28
7.02
7.69
8.75
284
5+440
547329
55567
1.18
5.56
6.22
6.80
7.74
286
7+276
548534
54543
8.62
40.47
45.27
49.56
56.36
287
11+250
551778
51971
0.74
3.66
4.09
4.48
5.09
289
11+660
554420
50807
1.24
3.83
4.28
4.69
5.33
290
15+870
556063
50594
4.78
14.72
16.46
18.02
20.50
292
16+833
558983
50334
1.54
7.86
8.79
9.62
10.94
293
18+800
559865
50573
0.42
1.28
1.44
1.57
1.79
294
19+700
561223
50599
0.21
0.64
0.72
0.78
0.89
295
21+100
562439
50433
0.40
1.24
1.39
1.52
1.73
296
24+000
564029
50880
2.03
6.26
7.00
7.66
8.72
297
25+810
565785
50809
0.29
0.88
0.99
1.08
1.23
298
28+640
568503
50122
0.73
2.24
2.50
2.74
3.11
299
29+465
569306
50281
1.18
5.53
6.18
6.77
7.69
300
30+910
570662
50663
0.71
2.17
2.43
2.66
3.03
31+970
571704
50447
0.44
1.29
1.46
1.59
1.99
34+360
574025
50099
14.32
44.12
49.35
54.03
61.44
301
574151
50076
302
37+960
577490
50202
3.75
11.56
12.93
14.16
16.10
40+240
579850
50501
24.97
88.43
98.91 108.29 123.15
303-306
582090
50406
582238
50370
307
45+990
585222
49136
9.09
42.58
47.63
52.14
59.3
308
50+260
588250
46187
11.47
49.98
55.9
61.2
69.6
309
54+130
591146
41090
13.18
42.82
47.89
52.43
59.63
310
54+870
591696
43504
10.54
32.48
36.33
39.77
45.23
311
58+590
594212
40880
12.42
30.38
33.98
37.2
42.31
312
63+270
597842
38019
1.13
7.01
7.84
8.59
9.76
313
73+330
607154
35225
3.26
17.82
19.93
21.82
24.81
314
76+660
610229
36199
0.97
3.00
3.36
3.67
4.18
Summary of design floods for different return period Road E1.2- Busia-Majanji
Chainage
Catch.
Catch. area
from
Northing Easting
(km2)
Ref.
Busia
10-yr 25-yr
50-yr
100-yr
325
1+125
620283
51064
0.19
0.88
0.98
1.07
1.22
324
1+480
619949
50892
0.57
2.87
3.21
3.51
3.99
323
6+970
616014
47143
2.0
10.03
11.22
12.29
13.97
322
10+310
614350
44331
0.88
4.41
4.94
5.4
6.14
0.16
321
10+885
614081
43819
0.81
0.90
0.99
1.12
320
11+860
613606
42931
8.35
24.68
27.61
30.22
34.37
16+310
611423
38133
3.96
17.82
19.94
21.83
24.82
318
17+390
610871
36614
317
21+600
610325
34182
4.96
22.18
24.81
27.16
30.89
ES-9
316
315
23+180
25+500
610300
610374
32610
30420
0.80
1.38
3.12
5.36
3.49
5.99
3.82
6.56
3.12
7.46
E10. Drainage Design

Assessment of Existing Drainage Structures
A visual assessment of the drainage structures was carried out by the Bridge/Drainage Engineer
and the Hydrologist.
Each minor and major drainage structure was inspected and relevant basic measurements were
taken. Data on hydraulic performance and history of any overtopping and history of rehabilitation
measures undertaken were collected from local residents and branch of the ministry of works.
Moreover, observations were made relating to:
Hydraulic performance
Physical condition
Possible causes of damage
Materials used for construction and their performance
Period of service
Possible reasons for poor performance
Possibility of maintenance or repair
Performance in respect to traffic safety
Replacement options
A detailed photographic inventory and assessment of all the existing drainage structures are
prepared following the field inspection.
For the purpose of this project, all drainage structures are classified in two broad classes namely,
minor and major drainage structures.
Minor Structures
Minor drainage structures are those pipes having single or multiple cell opening either made from
concrete or corrugated metal sheet (Armco) and all the road side drainage facilities.
Major Structures
Structures included in Major Structures category are box culverts, slab culverts and reinforced
concrete /composite/ steel / bridges.
Slab culverts are those with top slab resting on abutments done separately, and box culverts are
those having monolithic top slab, bottom slab and the vertical walls.
Side Ditches
Stone pitched side channels and flow checks are found along a certain sections of the project roads.
Some are recently constructed and are in very good condition. But in general it is observed that due
to lack of regular repair, water flows out of the channel damaged the road pavment and make it
difficult for road users. Please refer to table 1 in Appendix 8.2 for details.
Pipe Culverts
According to the structures inventory data, there are over 300 existing pipe culverts along all the
project routes. The majority of the existing pipe culverts are made from either reinforced concrete
ES-10
with internal diameter ranging from 300mm to 1000mm or Armco sheet ranging from 600mm to
2000mm internal diameter.
During assesmsnt of the drainage structures along the project route, thefollowing major
deficiencies or problems were observed at pipe culverts:
Damaged or missing headwalls
Siltation in pipes due to low invert level
Poor workmanship at the head walls and at pipe joints.
Insufficient length of pipes as compared to the width of the road
Insufficient hydraulic capacity
Lack of regular cleaning
Missing or damaged aprons and energy dissipaters at inlets and outlets
Box Culverts
More than six box/slab culverts are found along the entire project route.
The following major deficiencies or problems were observed at box/slab culverts during the
assessment:
Deteriorated slab concrete
Cracked, damaged abutments and wing walls
Eroded bank and scoured bed.
Damaged inlet and outlet aprons (either broken down or dislodged)
Bridges
There are no existing bridges along Musita- Lumino and Busia - Majanji roads.
Recommeded Structures
The list of recommended drainage structures are listed in the Appendix to this report. They
comprise:
Pipe Culverts:
Single 900 mm :
Twin 900 mm :
Single 1050 mm :
Twin 1050 mm :
Single 1200 mm :
Twin 1200 mm :
53 No.
7 No.
7 No.
1 No.
4 No.
4 No.
Box Culverts:
2m x 2m single cell:
4m x 2m twin cell:
4m x 2.5m single cell:
4m x 2.5m twin cell:
6 No.
3 No.
4 No.
3 No.
3 No.
3 No.
ES-11
E11. Geometric Design

Design Standards
In accordance with the requirements of the TOR, and as confirmed by UNRA, the designs were to
be based on the Ugandan MoWH&C Road Design Manual of July 2005. In order to realize the
most economic design solution this Manual was complimented by recognised design manuals from
neighbouring counties including;
Kenyas Road Design Manual Part 1: Geometric Design Manual
Tanzanias Draft Road Manual
Code of Practice for Geometric Design (SATCC-1998) Trunk Road Design Standards
On the basis of the Ugandan Road Design Manual, the ideal functional classification for the project
road is Class C or a Primary road. These are described as roads linking provincially important
centers to each other or to a higher class roads (urban/rural centers). They provide linkage between
districts, local centers of population and development areas with higher class road. Their major
function is to provide both mobility and access
A paved Class II road standard was adopted for design; the applicable geometric design standards
for which are presented in Figure 4.2a and 4.2b of Section 4 of the Design Manual.
Design Speed
For a Bitumen Class II road traversing a flat terrain (max grades of 5.5%), a design speeds of 90
km/h was recommended. It should however be noted that many sections of the existing road are
long and straight and higher speeds than these will be possible.
Through the more populated centres along the route, a design speed of 50 kph has been set. This
speed applies in sections and locations given in the Table 10.2 in the main report.
The traffic speed in the above locations shall be regulated through the installation of road signage,
speed bumps and rumble strips.
Cross-Section
After consultation with UNRA a cross section comprising 3.5 m lanes and 1.5 m shoulders was
adopted for the project road. In towns/urban areas the shoulder width was increased to 2.0 m.
Summary Of Adopted Design Parameters And Standards
The following parameters and standards have been adopted in the designs:
Design life:
20 years.
Cross-section:
7.0 m wide carriageway at 2.5% normal camber

1.50 m wide shoulders at 4.0 % normal crossfall (2.0 m in urban
areas)
1.0 m wide side drain.
ES-12
Design Speed Parameters:

Design Speed
90 Km/h
70 Km/h
Min. Horizontal Radius
320 m
185 m
7%
Max. Superelevation
Max Gradient (Absolute)
5.5%
7.5%
0.4-0.6 max
Rate of Change of
Superelevation
Minimum Crest Curve Kmin
(stopping sight distance)
71
31
Minimum Sag Curve Kmin
41
25
Stopping Sight Distance (SSD)
170 m
111 m
Passing sight Distance
750 m
550 m
Selection Of Alignment
The following principles were adopted during selection of an appropriate alignment for the detailed
design:
Conformity to the specified geometric design parameters.

The alignment was designed to conform to or surpass the geometric design parameters as
recommended in the design manual.
Follow the general corridor of the existing road.
The general approach to the route alignment was to use the corridor of the existing road as
much as possible. This was done to retain the present social function with minimum
disruption to existing and long-term residents. Minor realignments were however introduced
to improve the road geometry and remove potentially dangerous curves. This was also done
at locations of new bridges.
Keep the works within the existing right of way.
In most sections, the alignment design was carried out to follow the existing road as much as
possible to enable the use of existing pavement materials to form new a subgrade.
Improve junctions.
ES-13
In order to improve safety at the approach junctions, the project road has been realigned to
approach the main highway at a right angle.
Re-align at trading centres.

There are a number of large trading centers along the project roads with heavy population
and agricultural activities. The possibility of having a bypass at some of these centers was
investigated. Preliminary realignments outside the centers were designed. These were then
presented to the Resettlement and Land Acquisition specialist who also visited the project
road to evaluate the impact of the bypasses against keeping the alignment through the
centers, compensating where necessary and maintaining the current social function of the
road.
ES-14
1 INTRODUCTION
1.1
Background
The Uganda National Roads Authority (UNRA) became a legal entity in 2006 and
began operations in July 2008 with the mission:
to develop and maintain a national road network that is responsive to the
economic development needs of Uganda, to the safety of all road users, and to
the environmental sustainability of the national road corridors.
At local level UNRAs objectives are:
4. To improve access to goods/passenger transport services and to reduce
transport costs along the route;
5. To improve access to social and economic development opportunities
along the route by providing high capacity infrastructure;
6. To ensure no roadside communities become worse off as a result of the
road upgrading works
On This contract was executed on 1st September 2009. Under the agreed terms
and conditions of the contract the effective date of commencement of the services
was set at 27th November 2009.
In pursuance of the above objectives, UNRA has embarked on upgrading selected
roads in several districts of Uganda.
To this end UNRA accepted the proposal of SMEC International Pty in association
with NEWPLAN Ltd. of Uganda to provide consultancy services for the upgrading
of several roads, referred to as Lot E, in the Eastern districts and comprising the
following roads:
Road
Reference No.
E1.1/E1.2
Road Name(s)
Musita-Lumino and Busia-Majanji roads (104 Km)
E2.1/E2.2/E2.3 Tirinyi-Pallisa-Kumi and Pallisa-Mbale roads (114 Km)

E3
Mbale-Bubulo-Lwakhakha road (41 Km)
E4
Namagumba-Budadiri-Nalugugu road (41 Km)
E5
Kamuli-Bukungu road (64 Km)
| FINAL Detailed Design Report _ Rev.1-AUG.2012 |
1.2
Contract Details
This contract was executed on 1st September 2009. Under the agreed terms and
conditions of the contract the effective date of commencement of the services was
set at 27th November 2009.
CLIENT
Uganda National Roads Authority
CONSULTANT
SMEC International Pty Ltd. In association with

NEWPLAN Ltd
CONTRACT PHASES
Phase 1: Feasibility Study and Detailed

Engineering Design
Phase 2: Tender Assistance
Phase 3 : Project Management
CONTRACT TIME
Phase 1 & Phase 2: 10 months

Phase 3 : 48 months
CONTRACT VALUES
Phase 1 : UGX 320,881,504 + USD 3,307,169

Phase 2 : UGX
7,630,560 + USD
122,557
Phase 3 : UGX 609,074,334 + USD 2,116,351

CONTRACT EXECUTION
DATE
1st September 2009
CONTRACT
COMPLETION DATE
Phase 1 + Phase 2 : 30th September 2010
Phases 2 and 3 were subsequently omitted by the Client.
1.3
Terms of Reference
The main objectives of these Consultancy Services are:
(vi)
Feasibility Study, including consideration of alternative routes and

pavement options, environmental and social impact study, road safety, land
acquisition, preliminary design, economic and financial analysis;
(vii)
Detailed engineering design for the approved road option; including all
necessary data collection, field surveys and analysis to cover all aspects of
detailed design;
(viii)
Environmental and Social Impact Assessment (EIA) in accordance with

Ugandan legislation and NEMA guidelines;
(ix)
Preparation of a full Resettlement Action Plan and associated surveys to

identify and value property that will be affected by the road upgrading
works and the establishment of the road reserve;
(x)
Preparation of bidding documents based on the approved detailed designs.
The Terms of Reference relating to the detailed design phase are included in Appendix 1.
1.4
Preliminary Design Report

The Preliminary Design Report was submitted to UNRA in October 2010. The
Report was submitted in two (2) volumes, namely:
Volume 1A:
Volume 1B:
Volume 2.1:
Volume 2.2:
Volume 2.3:
Volume 2.4:
Volume 2.5:
Main Text
Appendices
Book of Drawings Road 1 (Musita-Lumino/Busia-Majanji)
Book of Drawings Road 2 (Tirinyi-Pallisa-Kumi/PallisaKamonkoli)
Book of Drawings Road 3 (Bumbobi-Bubulo-BusumbuLwakhakha)
Book of Drawings Road 4 (Namagumba-Budadiri-Nalugugu)
Book of Drawings Road 5 (Kamuli-Bukungu)
The Consultant received the Clients comments on the Preliminary Design Report
variously in February and July 2011.
1.5 Packaging of the Project Roads

Based on the preliminary construction cost estimates, the lengths and geographic
locations of the project roads, the Consultant recommended, and agreed by the
Client, that the project be divided into six (6) distinct packages for the purpose of
bidding as follows:
Package 1 :
1.6
Road E1 :
Musita-Lumino/Busia-Majanji roads
Package 2A : Road E2.1/E2.2 :
Tirinyi-Pallisa/Pallisa-Kumi roads
Package 2B : Road E2.3 :
Pallisa-Kamonkoli road
Bumbobi-Busumbu-Lwakhakha road
Namagumba-Budadiri-Nalugugu road
Kamuli-Bukungu road
This Report
This report relates to the Detailed Design for
Package 1 - Road E1.1/E1.2 : Musita-Lumino/Busia-Majanji roads.
ENGINEERING STUDIES
2.1
Project Location
Lot E roads are located in the Eastern districts of Uganda and cover the five roads
as indicated on the frontispiece.
2.1.1
Description of Project Road

The project road is discussed below. The lengths indicated are based on the final
design chainages.
Road Links
Name
(i) Musita Nankoma
(ii) Nankoma - Buyinja
(iii) Buyinja Lumino
(iv) Busia Majanji
TOTAL
Length
(km)
36
26
15
26
103
MUSITA
BUSIA
LUMINO
MAJANJI
Figure 1 : Location of Musita-Lumino/Busia-Majanji Roads
(a) Alignment
The road traverses the Mayuge, Bugiri and
Busia districts, starting at the Musita trading
centre at its junction with the Jinja - Iganga
road.
The terrain is flat to gently rolling terrain Start at Musita Km
and the horizontal and vertical alignments 0+000
are gentle with good visibility.
The riding surface width is generally 5m
5.5m. The Nankoma-Namayingo link has
recently been subjected to periodic
maintenance
by
UNRA
involving
regravelling
Alignment at Km 27
Alignment at Km 2
Alignment and surface at

Km 30.8
(b) Road condition

The road is a gravel road with generally
good riding surface with a few exceptions
where gullies have developed on the road
surface.
Km 5 Gullies in the
road surface
Stretch along BusiaMajanji road
( c) Land use
Basically subsistence agriculture with
maize, potatoes, cassava and rice. Cash
crop grown along the road is sugarcane.
Rice is grown in the marshy areas.
Km 4.5 Sugarcane
being transported
Km 5.5 Rice paddy

in swamp
(d) Drainage
Minor drainage structures consist of
concrete pipes. There are no major
structures in this section. Pipe culverts are
generally silted up due to invert
Levels being below ground level.
There are stretches where erosion in side Erosion in side drain
drains is evident.
Lined Drain at Km
31.6
Typical Mitre Drain
(e) Construction materials

There is an existing rock quarry at Km 2.6
and an existing borrow pit at Km 14. In
addition, potential rock sources exist at Km
2.9, Km 11.8 and Km 18.2.
Existing Rock Quarry
at Km.2.6
(f) Trading Centres
Rock Outcrop at
11.8
Km.
Rock Outcrop at Km Rock Outcrop at Km 31.4

30.6
Km 13 Mayuge Trading
centre
The link passes several trading centres,

namely Buluba at Km 2, Mayuge at Km 13
and Mpungwe at Km 20.7.
Km. 2 Buluba Trading

Centre
-
Namayingo Trading
Centre
2.1.2
Lumino trading centre end

of link
Km 49.3
Topography
The topography of the project area is relatively flat with high ridges and isolated
hills, adulating low lands and perch vents with a few higher residual features.
The hills are linear and of a convex nature scope and almost flat valleys. Some of
the hills include Irimbi, Bululu and Namakoko in Bugiri district.
The lowest point of about 1,200m above sea level is in the south along the Lake
Victoria and the highest 1500m above sea level is found in the north.
The project area has a long shoreline of Lake Victoria in the south with several
islands. (Statistical
2.1.3
Geology
In terms of geology, the project area is made up Precambrian rocks with bare
granitic rocks at several places heavily eroded. Deposits of eroded soil can be
witnessed in some parts of the low lands on farmers gardens and these tend to
increase towards the lowlands.
2.1.4
Soils
The soils covering most of the project area are mainly loamy and sand loams with
spots of clay at the valley areas. These soils have fine texture with rather loose
structure, which are easily eroded and leached. The soil types can be summarized
as;
Yellow-red sandy, clay loam soils varying from dark grey to dark. These occur
on gently undulating hilly topography.
Brown yellow clay loams with laterite horizon with a variety of dark brown to
dark grayish brown. These occur on flat ridge tops or as of undulating
topography.
Light grey- white mottled loamy soils with laterite horizon ground, structuresless loamy sands. These are acidic-allocative and mainly found on lower and
bottom slopes.
Clay soils are limited to the swamps in the valleys.
(Busia District State of Environment Report, 2005 and Bugiri District
Development Plan 2009/10-2011/2012).
2.2
Topographical and Aerial Survey
2.2.1
General
The project roads with a total length of approximately 364 km was covered by
colour aerial photographs to scale 1:8,000 in March 2010. Ground control
designed for aerial triangulation was carried out for subsequent line and
orthophoto mapping.
Two inter-visible permanent beacons with description and photo, consisting of an
iron pin in concrete 30 x 30 x 40 cm or a hole drilled in rock were constructed at
intervals of 3 km along the specified routes i.e. Roads 1, 2, 3, 4, and 5 to serve as
control for the inter-visible interim beacons which were constructed in between
these control beacons along the routes. The interim beacons consists of an iron
pin set in concrete 20 x 20 x 30 cm or a hole in rock when suitable.
2.2.2
References and Datum

Instruments and Software
Three units Leica GPS Receivers System 300
SKI software version 2.3
One Wild NA2 Automatic Level
One Wild A0 Automatic Level
One Zeiss NI2 Automatic Level
Two units Geodimeter 400 Total stations

One Garmin, Etrex, handheld GPS receiver
References
Datum
Projection
Grid
Units
:
:
:
:
Arc 1960 (NEW)

Transverse Mercator
UTM, Zone 36 N
Metric
Datum Points in Plan and Height

UP50
E = 569809.367
N = 51853.173
51X1
E = 485710.686
N = 152493.050
52X2
E = 509491.943
N = 126569.501
52X3
E = 510506.248
N = 113620.011
53X2
E = 598100.184
N = 146594.827
53X8
E = 607124.549
N = 112349.993
53X10
E = 592040.310
N = 131016.272
54X3
E = 635475.290
N = 131108.840
64X1
E = 640423.259
N = 86844.067
64X2
E = 624537.248
N = 109977.442
62GP1 E = 518178.070
N = 110401.090
74GP1 E = 614717.168
N = 35615.815
K2
E = 535978.005
N = 60268.398
K3
E = 532200.518
N = 56074.307
Z = 1148.182 Ground level

Z = 1064.210 Brass bolt
Z = 1179.330 Brass bolt
UP50 Pillar destroyed, but holes in rock after anchor iron found and restored to
within 5 cm.
51X1 Pillar destroyed, but holes in rock after anchor iron found and restored to
within 5 cm.
within 5 cm.
within 5 cm.
within 5 cm.
within 5 cm.
within 5 cm.
within 5 cm.
within 5 cm.
within 5 cm.
62GP1 Short ground pillar with brass bolt found intact.

74GP1 Short ground pillar with brass bolt found intact.
2.2.3
K2
Iron pin in concrete found intact.
K3
Iron pin in concrete found intact.
Ground Control And GPS Measurements

A total of 219 GPS Beacons were constructed as inter-visible pairs after every 3
km along the five road alignments divided as follows:
Musita-Lumino Road : ML01 ML44
Busia-Majanji Road : LM1- LM5 and LB1 LB12
A description card + photo was prepared for each of these points. Inter-visible
Beacons were also constructed between the GPS Beacons with a maximum length
not exceeding 500 m between the Beacons.
Static Differential GPS measurements in combination with double run spirit leveling
was deployed to obtain coordinates to cm accuracy in plan and height for the
photo control points as well as GPS Beacons used as control points for the
densification of beacons in between. This was coordinated using a Total station
and measured as traverses between the control points with closing errors not less
than 1:10,000 in plan. Double run spirit leveling was carried out to obtain reliable
heights also for these points.
2.2.4
Interim Beacons And Total Station Measurements Coordinates in

plan are based on the following Trig stations: MusitaLumino/Busia-Majanji Road : UP50, 74GP1, K2 and K3
Heights are based on the following Trig stations:
Musita-Lumino/Busia-Majanji Road : 74GP1 (brass bolt)
Static Differential GPS observations was carried out with observation times
between 20 to 30 minutes on every station to obtain Cartesian coordinates in the
WGS 84 system with subsequent transformation into the UTM System Arc 1960
datum using SKI software based on the control points mentioned above.
Heighting
Double run Spirit Levelling was carried out for all permanent Beacons, with relevels done for cases where error was greater than 10mm/km between forward
and backward levelling.
2.2.5
Aerial Survey
Flight Permission
Permission to fly over the project roads was obtained from Uganda Civil Aviation
Authority on: 8 February 2010 for a 3-month period up to 8 May 2010.
10
Flight Dates
Aerial photography for Musita-Lumino/Busia-Majanji roads was undertaken on
11th March 2010 and completed on 13th March 2010 with flight altitude of 705m
above mean ground level
Equipment
Aircraft: Piper Navajo PA 31 reg. 5Y-MAP, white with blue stripes
Camera equipment: Wild RC-10
Flight planning equipment: IGI WIN MP
Navigation equipment: IGI CCNS NOVATEL DL-V3
Film used: Agfa AVIPHOT X 100PE1
Film processing and printing:FUGRO/BKS, Northern Ireland
2.2.6 Final Products
Final products delivered after aerial photography and post-processing included:
1. Colour aerial photography at 1:8,000 scale inclusive of a ground

GPS station operated simultaneously as the aerial photography was
undertaken.
2. Quick View digital orthophoto for a minimum of 1.5 km width.
3.
Digital photogrammetric line mapping for a 60 m wide corridor inclusive of

mapping streams 500 m upstreams and 500 m downstreams for a 100 m width
at 10 bridge sites.
Other deliverables included:

a) Hard and soft copy of the Aerial Photographs
b) Flight Plans
c) Caliberation Certificates
d) DTM and x, y , z ground points @ 5 m intervals
e) Detailed Survey Report
Both the horizontal and vertical accuracies achieved were within the tolerances
agreed with the Client, namely,
Horizontal :
Vertical :
As per ToR
+/- 70mm
2.3
Traffic Surveys
2.3.1
Terms of Reference
The ToR called for:
Assembling all traffic data on the project roads with a view to determine the
present pattern of traffic growth by vehicle class.
Agreement with UNRA on the location of and the number of traffic count
stations (an average at one per 20km, and at least 5km from major junctions)
where counts of motorized and non motorized vehicles, pedestrians and
animals best represent present road usage.
11
Conducting classified counts at each location for a continuous period of not less
than five days 12-hour and two days (1 week day and 1 weekend) for 24-hour
taking into account fluctuations caused by local factors e.g. market days.
Determining traffic predictions by class for each station, for assumed low,
medium and high growth predictions.
Carrying out axle load survey over a minimum period of 3 days per road, which
was to include information on origin and destination of all vehicles stopped.
Classified counts were carried out in the months of March, April and May 2010.
2.3.2
Existing Traffic
Table 1 shows the historic data obtained from UNRA.
Table 1: Historical data obtained from UNRA
Road name
ADT
excludi
ng
motorcy
cles
ADT
includin
g
motorcy
cles
ADT NMT
Musita-Mayuge-NankomaNamayingo-Lumino (U)
78
552
2628
Busia Majanji (U)
63
263
1540
Table 1 shows that the road has a high number of NMT and motorcycles traffic.
2.3.3
Traffic Counts
Manual classified counts were carried at seven stations for seven days, from 25th
to 31st March 2010. Night counts were carried for one weekday and one weekend
day at each station.
The locations are described in Table 2 below and shown in Appendix 2A. The
scope of non-motorized traffic (NMT) included bicycles, pedestrians and carts. The
results from the study are attached in Appendix 2B.
It was assumed that no traffic would be diverted from the alternative routes since
these routes are shorter than the project road.
12
Table 2: Traffic Count Stations

Locations
Dates
1. 5km after Lumino
th
25
2010
2. 5km before Busia

3. 5km before Namayingo
4. 5km before
(NMT)
Namayingo
st
March,
Classified
Count
th
March,
Classified
Count
(Night
Count)
31
th
Type of survey
26 27
2010
5. 5km from Mayuge

6. 5km from Musita
7. 5km before Lumino
12h counts were expanded to 24h using the ratios of 24h to 12h traffic for each
vehicle type and separately for weekday and weekend traffic. The details are
shown in Table 3.
Table 3: Observed ratio of 12 to 24 hour traffic
Station
number
Station location
Week day
Week end
12 hour traffic as a
percentage of 24 hour
traffic
12 hour traffic as a
percentage of 24 hour
traffic
5km after Lumino
87.3%
80.6%
5km before Busia
90.0%
88.2%
71.0%
74.0%
5km before
Namayingo
5km from Mayuge
76.1%
69.5%
5km from Musita
77.7%
76.4%
5km before Lumino
73.9%
79.7%
2.3.4
Base Traffic
Table 4 shows the observed ADT at each of the counts station.
Table 4: Summary of observed ADT at Count Stations

Station
no
1
2
3
4
5
6
Count
station
5km after
Lumino
5km before
Busia
5km before
Namayi
ngo
5km from
Mayuge
5km from
Musita
5km before
Lumino
Direction A
Direction B
Both directions
Directional
distribution
Vehicles PCU
Vehicles
PCU
Vehicles
PCU
Vehicles
PCU
117
147
120
173
237
319
49:51
46:54
1,010
1,173
1,078
1,274
2,089
2,446
48:52
48:52
472
578
473
671
945
1,249
50:50
46:54
408
539
420
536
828
1,075
49:51
50:50
706
1,153
724
1,236
1,430
2,389
49:51
48:52
607
761
442
579
1,049
1,340
58:42
57:43
13
As noted from Table 4, traffic increases towards the towns and trading centers
such Busia and Musita.
The traffic surveys were conducted in the period February May 2010. Therefore
the observed ADT needed to be factored for the season to arrive at the Annual
Average Daily Traffic (AADT). However due to the absence of such data, a
seasonal factor of 1 was assumed.
Using the assumed seasonal factor of 1 (one), the AADT was calculated using the
equation below.
=
Where
AADT Average Annual Daily Traffic.
ADT Average Daily Traffic.
Figure 2 below shows estimated base year traffic composition at each of the study
locations.
2500
AADT
2000
1500
1000
500
0
5km after
Lumino
5km before 5km before 5km from

Busia
Namayingo Mayuge
Sation name
AADT (with Motorcycles)
5km from
Musita
5km before
Lumino
AADT (without motorcycles)
Figure 2: Base year traffic composition at each of the study locations.
The proportion of motorcycles to the other traffic is high as seen from Figure 2.
Appendix 2C contains details of the estimated AADT at each of the locations along
the project roads.
14
2.3.5
Traffic Growth
In order to estimate the AADT in the project period, the Consultant needed to
determine the traffic growth rate over this period. This growth is represented by a
growth in normal traffic, diverted traffic and generated traffic.
2.3.6
Growth in normal traffic

To derive growth in normal traffic, analysis of either historical traffic data over the
years or traffic proxies can be used.
Deriving traffic growth from traffic data involves analysis of the growth of the
various traffic classes over a long period of say 10-20 years. This growth will give a
trend in the growth of traffic over the years. This trend is then used to project the
traffic growth in the project period. It was noted that analysis of historical data was
not feasible as there was no adequate historical data.
Traffic growth using traffic proxies involves the comparison of traffic growth with
proxies such as fuel consumption, vehicle registration trends, GDP growth etc.
Appendix 4D shows the trends in growth of the various traffic proxies as well as
the derived traffic growth trends.
2.3.7
Diverted Traffic
It was assumed that no traffic would be diverted from the alternative road since the
project road was longer in distance than the alternative road.
2.3.8
Generated traffic
Generated traffic is additional traffic which will occur in response to the provision or
improvement of a road. This will in the short term arise from increased number of
trips of existing vehicles or generation of new trips which were never present
before the improvement of the road. In the long term the traffic generation will be
due to increased economic activity along the project road after it has been
improved / upgraded.
Derivation of generated traffic is shown in Appendix 2D.
These factors were used in the derivation of generated traffic at the various study
locations.
2.3.9
Projected Traffic growth

It was assumed that road construction shall commence in the year 2011 and end
in 2015. Projections were made for a design period of 15 years and 20 years.
Therefore projections were made up to the year 2030 and 2035 using the
corresponding growth factors.
Results obtained are shown in Appendices 2E.
15
2.3.10 Origin/Destination Surveys

OD Survey Locations
Table 5 shows the locations used for the survey.
Table 5: Origin Destination Survey Locations
Station
no.
1
2
3
OD stations, Motorized
traffic
5Km from Musita (Bufulubi)
5km before Busia (Dabani)
OD station, Non motorized

traffic
5Km from Namayingo (Buyima)
At these locations, a 7 day - 12 hour Origin Destination Survey was conducted.
Data Collection and Compilation

The OD survey was carried out during the month of April 2010 using enumerators
hired and trained from along the project road.
Information gathered through road side interviews of vehicle drivers was analyzed
to understand the origin-destination characteristics of traffic plying the project
roads. Since these interviews were conducted on a sample of vehicles, the
collected information was expended to reflect the total volume of traffic plying on
the road on that particular day.
To analyze the traffic interactions between the various sub-regions of the country
and outside of it, the spatial delineation of the entire region is needed for
convenience of analysis. For this study, it was felt that the district/sub county
boundaries would be a convenient unit of spatial delineation as each district/sub
county has documented information about its demographic and socio-economic
indicators.
Station 1: 5km from Musita (Bufulubi)
a. Trip Frequency
Figure 3 shows the frequency of trips made through 5 km from Musita
16
Percent of trips made
100%
90%
Several times a day
80%
Once per day
70%
Several times a week
60%
Once a week
50%
Several times a month
40%
30%
Once a month
20%
Several times a year
10%
Once a year
0%
Rarely
Vehicle type
Figure 3: Frequency of trips made through 5 km from Musita

As seen in Figure 3, Lorries capacity > 3.5 tons and motorcycles make several trips a day
while the large buses make one trip per day through the study point.
b. Trip purpose
Figure 4 shows the purpose of trips made through the study point.
Percentageof trips
As noted in Figure 4, most of the trips are made for business while the least trips are
made for Leisure/Social purposes.
100%
90%
80%
70%
60%
50%
40%
30%
20%
10%
0%
To/from Home
To/From Work
To/From School
Business
Shopping
Government / Official
Leisure / Social
Tourism
Other
Vehicle type
Figure 4: Purpose of trips made through 5km from Musita.
17
c. Vehicle occupancy
Number of passengers
Observed passenger occupancy in various types of vehicles plying through the study
location is shown in Figure 5.
80
70
60
50
40
30
20
10
0
Vehicle type
Figure 5: Observed passenger occupancy per vehicle passing through the study location
It was noted that both the medium buses and the large buses provide motorized transport
along the project road.
Station 2: Dabani (5km before Busia)
a. Trip Frequency
Percentage trips made
Figure 6 shows the frequency of trips made to through the study point.
100%
90%
80%
70%
60%
50%
40%
30%
20%
10%
0%
Several times a day

Once per day
Once a week
Once a month
Once a year
Rarely
Vehicle type
Figure 6: Trip frequency at 5km from Busia
18
As can be seen from the Figure 6, Lorries and motorcycles make several trips a day
b. Trip purpose
Percentagetrips
Figure 7 shows purpose of trips made through the study location.

100%
90%
80%
70%
60%
50%
40%
30%
20%
10%
0%
To/from Home
To/From Work
To / From School
Business
Shopping
Leisure / Social
Tourism
Vehcile type
Other
Figure 7: Purpose of trips made through the study location
From Figure 4.6, the greatest percentage of trips is made for Business followed by
to/from work or home. The least trips are made for Tourism and Leisure/Social.
c. Occupancy of Vehicles
Figure 87 shows the observed passenger occupancy in various types of vehicles

passing through the study point.
19
Number of passengers
50
40
30
20
10
0
Vehicle type
Figure 8: Average Vehicle Occupancy for vehicles through study point

Vehicle occupancy at this station is lower than that at 5km from Musita.
It can be concluded that
Lorries and motorcycles make several trips a day while the large buses make one
trip per day through the study point,
Most of the trips through the project road are made for business while the least
trips are made for Leisure/Social purposes.
Small buses, medium buses and the large buses provide motorized transport
along the project road.
Station 3: 5km from Namayingo (Buyima) NMT
a. Trip Frequency
Figure 9 shows the frequency of trips made to through the study point.
Trips by Non motorized traffic are mostly made several times a day and once a day.
20
Percent of trips made
100%
90%
80%
70%
60%
50%
40%
30%
20%
10%
0%
Several times a day

Once a day
Once a week
Once a month
Once a year
Bicycle
Pedestrian
Cart
Rarely
Vehicle type
Figure 9: Frequency of trips made through the study point.
b.
Trip purpose
Percentage trips made
Figure 10 below shows the purpose of vehicles moving along the project road.
100%
To/from Home
90%
To/From Work
80%
To/From School
70%
Business
60%
50%
Shopping
40%
30%
Leisure/Social
20%
Tourism
10%
Other
0%
Bicycle
Pedestrian
Carts
Vehicle type
Figure 10: Purpose of Non Motorized vehicles moving along the project road
From Figure 10, the greatest percentage of the Non motorized vehicle trips are
made for the Business (45%) and to/from home trips (24%). There are no trips
made for tourism.
Other information derived from this survey included the following;
Origin and Destination characteristics
Cargo type
Traffic generating zones
Passenger origin and destination
21
Passenger trip frequency

Passenger trip purpose
Passenger employment
Appendix 2F contains a summary of the results obtained from this study.
2.3.11 Axle Load Survey

Survey Methodology
A three day traffic axle load survey and counts was carried at Nabigingo out along
the project road between 6th May and 22nd May 2010.
Weighing was done for both directions simultaneously using a portable
weighbridge to Transport Research Laboratories (TRRL) specifications.
The vehicles weighed were:
I.
Medium Buses
II.
Large Buses
III.
Medium Goods Vehicles
IV.
Heavy Goods Vehicles.
V.
Very Heavy Goods Vehicles
Data Collection and Compilation

The axle load survey was carried out during the month of May 2010 using
enumerators hired and trained from along the project road. These were assisted
by trained axle load equipment operators. The logistics and supervision of the
surveys were managed by a Traffic Engineer.
The traffic of eligible vehicles along the project road is not high to warrant
sampling. All vehicles eligible were thus weighed.
Equivalence Factors
The axle load so obtained was used to calculate Equivalence Factors (E.F.) using
Liddle's formula as follows:
E.F = (Ls/8200)4.5 ..........1
In computing the average equivalence factors for each vehicle type, each two lane
was considered separately.
Tables 6 and 7 show the summary of axle load for each direction respectively.
22
Table 6: Axle load for Vehicles from Musita

Vehicle
category
Average gross
weight
Average equivalence
factor (80KN)
Total
vehicles
LGV (1.2)
4.26
0.07
22
MGV(1.2)
4.10
0.00
Total
23
Table 7: Axle load for vehicles to Musita

Vehicle
category
Average gross
weight
Average equivalence
factor (80KN)
Total
vehicles
LB 1.2
14.68
1.69
LT 1.2
5.38
0.11
18
MB 1.2
4.77
0.01
MT 1.2
18.65
9.61
Total
28
2.3.12 Overloading
Figures 11 and 12 show the level of overload for the vehicles weighed at this station.
Figure 11: Level of overload from Musita
23
Figure 12: Level of overload to Musita
Table 8 shows the level of overload for each of the axle load configuration along
this road.
It is deduced that the level of overload from Busia is higher than that to Busia.
Table 8: Level of overload along Musita Nankoma Lumino Busia/Majanji

Axle
configuration
Axle load
Axle load
>5 tons >8 tons

To Busia
>10 tons
LB (1.2)
LT (1.2)
6.8
MB (1.2)
MT (1.2)
>5 tons >8 tons

From Busia
>10 tons
91.7
25
8.3
11.1
50
50
50
2.3.13 Cumulative Equivalent Standard Axles (CESA)

The Cumulative Equivalent Standard Axles were estimated based on the assumed
growth rates as summarized in Table 9.
Table 9: Adopted Traffic Growth rates for LB, LGV, MGV and HGV
Growth Scenario
20102013
20142018
20192023
20242030
20242035
Pessimistic
4.7
6.8
4.4
2.9
2.9
Realistic
4.7
8.5
5.6
3.8
3.8
Optimistic
4.7
10
6.8
4.6
4.6
It was assumed that the construction works will commence in 2011 and last for 4
years.
24
Based on these growth factors the Cumulative Equivalent Axles were determined
by road section using the formula below.
=
365(1 + )
1
Tables 10 and 11 give the equivalent standard axles in the periods 2015-2030 and
2015-2035 respectively.
Table 10: Equivalent Standard axles in the period 2015-2030.
Count station
Equivalent Standard Axles period 2015-2030 (x 1 million)

Direction A
Direction B
Pessimistic
Realistic
Optimistic
Pessimistic
Realistic
Optimistic
5km after Lumino
0.44
0.49
0.56
0.00
0.00
0.00
5km before Busia
2.25
2.57
2.91
0.03
0.03
0.04
5km
before
Namayingo
5km from Mayuge
1.86
2.13
2.41
0.01
0.02
0.02
1.86
2.13
2.41
0.01
0.02
0.02
5km from Musita
10.10
11.57
13.11
0.01
0.01
0.01
5km before Lumino
1.71
1.96
2.22
0.03
0.03
0.04
Table 11: Equivalent Standard axles in the period 2015-2035.

Count station
Equivalent Standard Axles period 2015-2035

Direction A
Direction B
Pessimistic
Realistic
Optimistic
Pessimistic
Realistic
Optimistic
5km after Lumino
0.62
0.73
0.84
0.00
0.00
0.00
5km before Busia
3.22
3.79
4.40
0.04
0.05
0.06
5km
before
Namayingo
5km from Mayuge
2.66
3.13
3.64
0.02
0.02
0.03
2.66
3.13
3.64
0.02
0.02
0.03
5km from Musita
14.43
16.98
19.73
0.02
0.02
0.02
5km before Lumino
2.46
2.89
3.35
0.04
0.05
0.05
2.3.14 Summarized Road Usage

Estimated Number of Passengers using the Road
This was estimated from the Average Annual Daily Traffic (AADT) and the average
vehicle occupancy.
Table 12 shows the number of passengers passing through the study locations
using motorized transport per day.
Table 12: Passengers passing through
the study locations (using motorized transport) per day
Study location
5km from Musita
5km before Busia
Passengers
day
4,177
4,076
per
25
It is noted that there are more passengers moving the 5km from Musita that 5km
from Busia.
Estimated Cargo Tonnage using the Road
This was estimated from the Average Annual Daily Traffic (AADT) as determined
during the traffic survey and axle load weight less the tare weight as determined
from the axle load survey.
Figure 13 shows the cargo passing each study location along the project roads per
day.
Cargo per day, tonnes
1,600
1,400
1,200
1,000
800
600
400
200
0
5km from
Musita
5km from
Mayuge
5km before
Namayingo
5km before
Busia
Station name
5km after
Lumino
towards
Majanji
5km before
Lumino
Figure 13: Cargo passing through each study point along the project roads
2.3.15 Sensitivity Analysis

As part of the ToR, for the final pavement design, the Consultant was required to;
1.
Increase the design axle load by 5% or more if historical and present

overload data does not indicate a progressive tightening of overload
controls.
2.
Carry out a sensitivity analysis on the axle load and traffic ADT variation
(+/-5%, +/-10% and +/-40%) and assess how this affects the pavement
designs.
Appendix 2G shows results from the analysis.
26
2.4
Soils and Materials Investigations
2.4.1
General
The materials investigations were conducted in accordance with the Terms of
Reference. It consisted of site reconnaissance, field exploration and analysis of the
findings of the field exploration.
The Draft Final Soils and Materials Report has been produced as a separate
Volume. The following is the summary.
2.4.2

The sub-grade soil investigation along the existing road alignment comprised subgrade soil sampling by means of trial pits, DCP testing and laboratory testing.
Trial Pits
Trial pits were excavated at two (1) kilometre interval on alternate side of the
carriageway to depths of generally 1 m.
The pits were dug to varying depths from the surface to sub-grade level with a total
of 180 pits dug over the total road length of the five project roads of 365 km.
The vertical profile of the pavement in each trial pit was recorded and
representative sub-grade sample taken for laboratory testing. The trial pit logs are
included in the Soils and Materials Report.
DCP Investigations
DCP tests were conducted at intervals of 500m as stipulated in the ToR to
measure the in-situ bearing strength (CBR) of the sub-grade. Standard DCP
apparatus with the following parameters was employed:
570mm dropping height
8 kg falling weight
60 tipped cone having 20mm diameter
To avoid weak spots (thin layers) from being overlooked and to identify layer
boundaries fairly accurately, readings were taken at 1-5 blow intervals, depending
on the rate of penetration.
There are no major swamps along Musia-Lumino/Busia-Majanji roads.
2.4.3 Gravel and Hardstone Sources

Field Exploration
The field exploration for this project consisted of:
- Assessment of the suitability and extent of the material source.
- Excavation of trial pits.
- Logging of the layers encountered.
27
- Retrieval of samples for laboratory testing.

- Backfilling of the trial pits.
At each site, trial pits were excavated and depths of overburden and gravel were
logged. In some instances, material was sampled from rock outcrops, talus, or
existing quarries, in which cases, test pit excavation was not required. The
volumes of both overburden and gravel were also estimated.
A total of 20 existing or potential gravel sources and 3 rock sources were
identified and investigated along Musita-Lumino/Busia-Majanji road as listed
below:
Table 13: Borrow Pits and Quarries
Road No.
Road/Link Name
No. of
Borrow
Pits
No. of
Quarries
E1.1
Musita Lumino
13
E1.2
Busia Majanji
TOTAL
20
The location of the materials sources are included in Appendix 3.

2.4.4
Laboratory Testing
Mobile Laboratory
As a requirement under the Contract, the Consultant fabricated a mobile laboratory
in a 40-foot container at its offices in Kampala. Upon completion of fabrication and
fitting out the laboratory was transported and erected at the compound of UNRAs
regional offices in Jinja.
Testing
Gravel Samples
Samples of sub-grade material recovered from trial pits and samples from the
gravel sources were transported to the mobile laboratory in Jinja where they were
subjected to the following tests:
- Natural moisture content determination
- Particle size analysis
- Atterberg limits
- Moisture content Dry density relationship (BS 1377 test method)
- CBR (4-day soak compacted at 90%, 95% and 98% MDD)
- Swell tests
28
Rock Samples
During the detailed design stage one potential quarry from each of the five project
roads was drilled down to 15 m.
Along Musita-Lumino road, there is an existing commercial quarry at Km 2+600 at
Lugolole. Besides a sample from a stockpile of existing crushed aggregate, a hole
was drilled down to 15 m. Sample of the crushed aggregate and the rock core
from the drilled hole were taken to the Ministry of Works central testing laboratory
at Kireka where they were tested for:
- Specific Gravity
- Ten Percent Fines Value (TFV) - dry
- Ten Percent Fines Value (TFV) wet
- Water adsorption
- Sodium Sulphate Soundness
- Bitumen affinity
The test results are included in the Soils and Materials Report. Summaries of the
results are given in Appendix 3.
2.5
Hydrological Studies
2.5.1
Objectives
The objectives of the services as per the terms of reference (TOR) issued to the
Consultants are:
2.5.2
General Objective
To undertake hydrological and hydraulic assessment for the project roads
under Lot E
To prepare Hydrological Reports as per the Terms of Reference
2.53
Specific Objectives
Collect and compile hydrological data for the project roads
Carry out hydrological analysis for various drainage basins and channels
traversed by the road,
Computation of design discharges for the existing and proposed drainage
structures along the roads
Preparation of hydrological report for the project
2.5.4
Background
A detailed hydrological study of LoT E roads was carried out in accordance with
the Road Drainage Design Manual (RDDM) - Vol. 2: Drainage Design procedures
29
and methodologies including other hydrological analysis methods. Among the

available methods in the RDDM, the TRRL East African Flood Model and Flood
Frequency Analysis Methods (Log-Pearson III Distribution) have been considered
to be the most appropriate methods given the available data.
2.5.5
Hydrological Analysis Criteria and Practices

The Road Drainage Design Manual (2005) guidelines require a designer to
develop a clear understanding of the existing drainage conditions for a given
assignment before determining the capacity of the existing cross and lateral
drainage structures.
Among the initial understandings is the production of a concept map illustrating the
drainage system, catchment delineation and existing utilities during the
investigation. The manual suggests a wide ranging number of methods that can be
adopted to determine the design discharges for drainage design based on the
circumstances encountered. It is required that the choice of return period to be
selected for the design of drainage structures should be made by the designer in
relation to cost of facility, risk associated with damages associated with large
events etc.
Minor drainage structures e.g. side ditches are to be designed to carry a 10-year
flood while major ones must be evaluated for the 25-100 year storm. The RDDM
(Table 3.2) suggests suitable return periods for various structural categories.
Whenever possible, it is required that adequate openings are provided to limit
backwater effects and excessive bed scour.
The TRRL East African Model has been widely applied and found to be more
relevant in East Africa since a number of small catchments were extensively
studied prior to establishing the required parameters for its application.
2.5.6
Hydrological Analysis Methodology

In undertaking the hydrological study and analysis, the following operations are
undertaken:
(a) Visual inspection and capacity assessment of all existing cross drainage
structures
(b) Review, collection and analysis of all existing data including rainfall and runoff
records
(c) Catchment area delineation
(d) Catchment characteristics determination (e.g. quantification of key catchment
parameters - catchment area, mainstream length and slope for all existing and
proposed road crossings)
(e) Analysis of rainfall and flow data
(f) Selection of hydrologic procedure (e.g. determination of TRRL design
parameters (soil cover, land use, etc.) in accordance with the provisions of the
Road Drainage Design Manual
(g) Return period adoption
30
(h) Peak flow or discharge estimation

2.5.7
Data Collection
The following data sets were collected during the fieldwork in Uganda and some
had already been collected and compiled for the project.
(a) Topographic Maps of scale: 1:50,000 and 1:250,000: [Source: GIS Database SMEC Office in Uganda]
(b) Meteorological data: [Source: Ministry responsible for Meteorological data in
Uganda]
(c) Hydrological and Flood Flow Data: [Source: Ministry responsible for Water
Resources]
(d) Uganda Soil Map of scale 1:1,500,000: [Source: SMEC Office in Uganda]
(e) Digital Elevation Model (DEM): [GIS Database - SMEC Office in Uganda]
(f) Site visit inspection and assessment information
2.5.8
Topography, Catchment Area Delineation and Watershed Parameters

To investigate the information and data, the essential items like relief type,
catchment parameter or the streams along the route, data pertaining to roughness
and runoff coefficients, topographic maps, land use and land cover, soil and
geomorphology maps, the field visit inspection and assessment were used. In the
study of the watershed characteristics, extensive study has been done using
topographic maps (1:50,000) for all the watercourse catchments draining across
the roads.
The catchment areas have been delineated from the topographic maps and Digital
elevation model (DEM) for Uganda. The process includes the digitization of the
stream networks from topographic map, and georeferencing to UTM coordinate
system, datum Arc 1960, Spheroid 1880. The DEM for Uganda and the digitized
river networks are then uploaded in the ArcHydro tool in ArcGIS 9.3 to delineate
the watersheds.
The GPS location for the various roads drainage crossings as determined during
field visit are uploaded and superimposed on the delineated watersheds. Further
onscreen digitization is done to clearly define the watersheds to respective road
drainage points followed by determination of catchment parameters such as area,
catchment length and slope, length of mainstream from the remotest point to the
crossings, elevation differences and stream slope.
The four Districts of Mayuge, Iganga, Bugiri and Busia have two main drainage
systems of Lake Victoria and Lake Kyoga.
The Lake Victoria drainage system consists of Lake Victoria, River Nalioba,
Nasigombe-Nalwire- Hone and Sango-Sio. The Lake Kyoga drainage system is
constituted by River Lumboka and River Malaba wetland system. Other wetland
31
systems can be traced in Mayuge District such as Lumbuye wetland system in

Mpungwe Sub County and Kyankuzi wetland system in Baitabongwe Sub County.
The small streams inform of swamps and marshes cutting across the project road
feed into these wetland systems. The area can therefore be summed as having
wetlands and several networks of swamps.
There are both surface and underground water sources, wetlands and rivers
forming part of the boundaries between villages, Sub Counties and/or Districts in
form of valleys. (Busia District Local Government Three Year Development Plan
2008/9-2009/10).
2.5.8
Watershed Characteristics
General Characteristics
The watersheds draining to project road have distinct characteristics largely due to
their geographical location, climate and land use characteristics. The relatively
common aspect is that the watersheds are intensively cultivated, human settled
and predominantly rolling.
The Musita-Lumino/Busia-Majanji roads are characterized by:
Natural vegetation similar to tropical forest/ grassland.
Swampy areas
Tropical climate with rainfall having two seasons i.e. from March to
June and from September to November (Bimodal)
Agriculture (sugar canes, maize, cassava, sweet potatoes, millet and
sorghum), Cattle rearing and mining like gold, uranium, iron core, lake
sand and oil.
The delineated catchments are given in Appendix 4.
Soil Type
According to Uganda Soil Map, the soil type of the project area are characterized
as Ferrallitic soils (sandy loam and sandy clay loams) especially in lowland areas,
Ferrisols, Humid Ferrallitic and Halomorphic soils in areas surrounding Mt. Elgon.
The soils covering most of the project area are mainly loamy and sand loams with
spots of clay at the valley areas. These soils have fine texture with rather loose
structure, which are easily eroded and leached. The soil types can be summarized
as;
Yellow-red sandy, clay loam soils varying from dark grey to dark. These occur
on gently undulating hilly topography.
Brown yellow clay loams with laterite horizon with a variety of dark brown to
dark grayish brown. These occur on flat ridge tops or as of undulating
topography.
Light grey- white mottled loamy soils with laterite horizon ground, structuresless loamy sands. These are acidic-allocative and mainly found on lower and
bottom slopes.
Clay soils are limited to the swamps in the valleys.
(Busia District State of Environment Report, 2005 and Bugiri District
Development Plan 2009/10-2011/2012).
32
Climate
Uganda has a typically tropical climate with little variation in temperature
throughout the year. Distinctive wet and dry seasons characterize the climate of
Uganda. Uganda's equatorial climate provides plentiful sunshine, moderated by
the relatively high altitude of most areas of the country. Mean annual temperatures
range from about 16C in the southwestern highlands to 25C in the northwest; but
in the northeast, temperatures exceed 30C about 254 days per year. Daytime
temperatures average about eight to ten degrees warmer than nighttime
temperatures in the Lake Victoria region, and temperatures are generally about
fourteen degrees lower in the southwest.
Except in the northeastern corner of the country, rainfall is well distributed. The
southern region has two rainy seasons, usually beginning in early April and again
in October. Little rain falls in June and December. In the north, occasional rains
occur between April and October, while the period from November to March is
often very dry. Mean annual rainfall near Lake Victoria often exceeds 2,100 mm,
and the mountainous regions of the southeast and southwest receive more than
1,500 mm of rainfall yearly. The lowest mean annual rainfall in the northeast
measures about 500 mm.
Temperature
Available temperature data for the project area have been collected. Figure 7.1
provides the monthly Minimum, Maximum, and Average Temperature for the Jinja
Meteorological Station.
35.0
Air Temperature (oC)
30.0
25.0
20.0
15.0
10.0
5.0
0.0
Jan
Feb
Mar
Apr
May
Jun
Jul
Aug
Sep
Oct
Nov
Dec
Max.
29.1
30.1
29.1
28.1
27.6
27.3
27.4
27.9
28.4
28.7
28.3
28.3
Min.
17.0
17.4
18.0
17.9
17.7
17.1
16.4
16.4
16.8
17.2
16.9
16.6
Mean 23.1
23.7
23.6
23.0
22.6
22.2
21.9
22.2
22.6
22.9
22.6
22.5
Figure 14: Mean Monthly Maximum, Minimum and Average Temperature at Jinja
Met. Station for the period (1999 2008)
Rainfall
Available rainfall data for the study area have been collected from the Department
of Water Resources in Uganda. Table 14 presents the mean monthly rainfalls at
the Jinja and Ikulwe stations.
33
These rainfall stations were considered to have data of sufficient length that are
important in deriving statistical information for the determination of the design
rainfall at specific recurrence interval, covering a period of 39 and 22 years,
respectively.
Table 14: Mean monthly rainfall (mm)
Months
Station
Jan
Feb
Mar
Apr
May
Jun
Jul
Jinja
75.9
70.2
144.4
190.7
143.6
64.1
64.6
Ikulwe
63.1
55.4
119.7
151.1
127.0
83.1
56.9
Aug
Sep
Oct
Nov
Dec
Total
97.6
108.9
123.0
153.8
85.5
1322.2
84.6
78.1
115.1
138.2
111.6
1184.0
Table 15 presents the maximum daily (24-hours) rainfall at the six stations. These
rainfall stations were considered to have data of sufficient length that are important
in deriving statistical information for the determination of the design rainfall at
specific recurrence interval. The records for Jinja and Ikulwe cover 39 and 22
years respectively.
Table 15: Maximum daily rainfall data (mm)
Jinja
Year
Rainfall
Year
Rainfall
1960/61
1982/83
56.5
1961/62
1983/84
43.0
1962/63
1984/85
83.0
1963/64
1985/86
60.5
1964/65
1986/87
54.9
1965/66
1987/88
29.7
1966/67
1988/89
43.8
1967/68
1989/90
79.6
1968/69
1990/91
70.8
1969/70
87.4 1991/92
40.8
1970/71
89.8 1992/93
53.7
1971/72
101.3 1993/94
76.6
1972/73
69.9 1994/95
116.7
1973/74
46.4 1995/96
112.1
1974/75
60.5 1996/97
39.9
1975/76
111.0 1997/98
78.6
1976/77
72.9 1998/99
117.5
1977/78
60.4 1999/00
73.2
1978/79
67.0 2000/01
62.1
1979/80
78.0 2001/02
73.1
1980/81
68.5 2002/03
65.7
1981/82
57.6 2003/04
94.8
2004/05
99.7
2005/06
103.4
2006/07
85.1
2007/08
47.5
2008/09
Ikulwe
Year
1960/61
1961/62
1962/63
1963/64
1964/65
1965/66
1966/67
1967/68
1968/69
1969/70
1970/71
1971/72
1972/73
1973/74
1974/75
1975/76
1976/77
1977/78
1978/79
1979/80
1980/81
1981/82
Rainfall
57.0
62.0
60.0
45.3
62.5
36.0
Year
1982/83
1983/84
1984/85
1985/86
1986/87
1987/88
1988/89
1989/90
1990/91
1991/92
1992/93
1993/94
1994/95
1995/96
1996/97
1997/98
1998/99
1999/00
2000/01
2001/02
2002/03
2003/04
2004/05
2005/06
2006/07
2007/08
2008/09
Rainfall
33.9
60.9
56.5
44.5
34.5
56.2
52.1
37.2
31.5
84.6
67.8
49.8
46.2
57.0
62.0
46.2
Table 16 presents the important statistics of the rainfall data from the two stations
with the most reliable and long records.
34
Table16: The important rainfall statistics data

Station
Code
Name
Jinja Met. Station
Ikulwe Farm Institute
89330430
89330390
Highest Lowest
(mm)
117.5
84.6
(mm)
0.0
0.0
Mean
()
(mm)
72.6
52.0
Stdev
Coef. of
()
Variation
(Cv)
(mm)
22.7
0.3
13.0
0.3
Coef. of
Skew
(Cs)
0.970
0.767
300
Rainfall (mm)
250
200
150
100
50
0
Jan
Feb
Mar
Apr
May
Jun
Jul
Aug
Sep
Oct
Nov
Dec
Months
Jinja
Ikulwe
Figure 15: Mean Monthly Rainfall of the stations with good rainfall records
Stream flows
Existence of gauged stream flow data of sufficient length (at least 10 years), permits
estimates of the peak discharge in terms of its probability of frequency of occurrence
by employing statistical methods. In the study area, such data are not readily
available, except for Manafa River that has some gauged data spanning for 11 years
(1999-2009). The yearly maximum daily flow data were extracted from the daily time
series for each year and analysed to estimate the flood design discharges at a specific
return period (e.g. 100 years).
For un-gauged catchments, the rainfall data of the project surrounding area were
used to compute design rainfall and used in the TRRL East African Food Model to
estimate the design flood discharge at their corresponding delineated catchment
crossing points. For catchments with no properly defined channels/streams,
extrapolation of design flow was made using drainage area ratios provided the areas
had similar characteristics and within the same metrological zone.
35
2.6
The locations of swamps or marshy areas along the Musita-Lumino/Busia-Majanji
roads were visited in order to provide a preliminary assessment of their likely
impacts upon the design of these roads.
Along Musita-Lumino road 14 no. low lying marshy areas were identified. There
are no swamps along the route.
2.7
Drainage Investigations
2.7.1 Assessment of Existing Drainage Structures

A visual assessment of the drainage structures was carried out by the
Bridge/Drainage Engineer and the Hydrologist.
Each minor and major drainage structure was inspected and relevant basic
measurements were taken. Data on hydraulic performance and history of any
overtopping and history of rehabilitation measures undertaken were collected from
local residents and branch of the ministry of works.
Moreover, observations were made relating to:
Hydraulic performance
Physical condition
Possible causes of damage
Materials used for construction and their performance
Period of service
Possible reasons for poor performance
Possibility of maintenance or repair
Performance in respect to traffic safety
Replacement options
A detailed photographic inventory and assessment of all the existing drainage

structures are prepared following the field inspection. These schedules are
included in Appendix 5A and 5B.
2.7.2

For the purpose of this project, all drainage structures are classified in two broad
classes namely, minor and major drainage structures.
Minor Structures
Minor drainage structures are those pipes having single or multiple cell opening
either made from concrete or corrugated metal sheet (Armco) and all the road side
drainage facilities.
Major Structures
Structures included in Major Structures category are box culverts, slab culverts
and reinforced concrete /composite/ steel / bridges.
36
Slab culverts are those with top slab resting on abutments done separately, and
box culverts are those having monolithic top slab, bottom slab and the vertical
walls.
2.7.3
Side Ditches
Stone pitched side channels and flow checks are found along a certain sections of
the project roads. Some are recently constructed and are in very good condition.
But in general it is observed that due to lack of regular repair, water flows out of the
channel damaged the road pavement and make it difficult for road users. Please
refer to Appendix 5A for details.
2.7.4
Pipe Culverts
According to the structures inventory data, we found out that there are over 300
existing pipe culverts along all the project routes. The majority of the existing pipe
culverts are made from either reinforced concrete with internal diameter ranging
from 300mm to 1000mm or Armco sheet ranging from 600mm to 2000mm internal
diameter. Please refer to Appendix 5A and 5B for details.
`
During assessment of the drainage structures along the project route, the following
major deficiencies or problems were observed at pipe culverts:
Damaged or missing headwalls
Siltation in pipes due to low invert level
Poor workmanship at the head walls and at pipe joints.
Insufficient length of pipes as compared to the width of the road
Lack of regular cleaning
Missing or damaged aprons and energy dissipaters at inlets and outlets
2.7.5
Box Culverts
More than six box/slab culverts are found along the entire project route. Please
refer to Appendix 5A for details.
The following major deficiencies or problems were observed at box/slab culverts
during the assessment:
Deteriorated slab concrete
Cracked, damaged abutments and wing walls
Eroded bank and scoured bed.
Damaged inlet and outlet aprons (either broken down or dislodged)
2.7.6
Bridges
All drainage structures where the top slab is exposed for direct contact to traffic
wheel load regardless of their span are categorized as bridges. More than 10
bridges are identified for the entire project. The following table demonstrates the
current condition of the existing bridges.
37
2.7.7
Existing Bridges
There are no existing bridges along Musita- Lumino road.
2.7.8
Summary
The following summary is made based on the assessment of drainage structures
along the entire project roads.
Drainage is a major issue along the project roads and it is the prime factor for
the road damage. And almost in all cases existing drainage facilities are found
inadequate.
A certain sections of the roads traverse through major flood plains and marshy
areas. And in most cases these roads are over-topped during the regular rainy
season.
Inadequate opening size of most pipe culverts provided, forced the placement
of additional pipes by the side of the existing ones which has done little in
alleviating the drainage problem but reducing the riding quality of the road.
Luck of enough cover over pipe culverts resulting either broken concrete pipes
or tiered Armco pipes
Insufficient length of structures provided resulting in narrow road section
Poor overall workmanship and lack of regular maintenance
Long year of service
Inadequate structural capacity
2.8
Environmental and Social Studies
2.8.1
General
An Environmental and Social Impact Assessment was carried out for the project
roads and surrounding areas during 2010/2011, with a summary of the findings
presented below.
Detailed assessment of the impacts upon the project and the mitigation measures
are given in the Final ESIA Report.
2.8.2
Geographical Location
The Musita-Lumino/Busia-Majanja roads are situated in the Eastern part of
Uganda. They traverse four already established districts of Mayuge, Iganga, Bugiri
and Busia Districts and the newly approved District of Namayingo which is to be
carved out of Bugiri District.
38
2.8.3
Biophysical Environment
The topography of the project area is relatively flat with high ridges and isolated
hills, adulating lowlands and perch vents with a few higher residual features.
In terms of geology, the project area is made up of Precambrian rocks with bare
granitic rocks at several places heavily eroded. The soils covering most of the
project area are mainly loamy and sand loams with spots of clay at the valley
areas.
It has two main drainage systems of Lake Victoria and Lake Kyoga. According to
Busia District State of Environment Report, 2005.
The area has noted fluctuations in rainfall figures over the last seven years. In
October-December 1997, Busia and the neighboring districts experienced heavy
rains (El-Nino), with figures averaging ten times the normal and resulting in
disastrous flooding.
The mean annual maximum temperature in the project area is 28.70C and the
mean annual minimum is 16.20C. The mean monthly maximum is 270C, while the
mean minimum sometimes falls to 160C especially at dawn (early morning).
The vegetation observed in the project area has undergone considerable changes
and this can be attributed to continuous cultivation, burning or clearing for different
purposes.
The project road is not very rich in faunal diversity given the level of interference
inflicted upon the natural vegetation; the would-be in habitats of this diversity.
2.8.4
Socio-economic and Cultural Environment

According to the 2002 Population and Housing Census, the total population in the
16 Sub Counties through which the road traverses is 123,669 persons of which
59,271 are males and 64,398 are females and the average household size is 5
persons.
The results indicate that the general literacy levels within the project area are very
low as the majority of the households (49.6%) did not exceed primary level.
The majority of the households (80.3%) along the road in all the four districts are
married while 19.7% are not married.
The major ethnic groups in the project area are Basoga (45.4%), Basamia (26.8%),
Banyole (12.5%), Japadhola (4.4%), Iteso (3.1%), and Bagwere (2.5%). Other ethnic
groups in the area include Baganda, Bagisu, Badama, Bakenye and Lugbara.
As regards religion, the majority of the population in the four districts belongs to the
Anglican/protestant and Moslem religions followed by Catholics.
The most common land tenure system in the project area is customary. The land is
comprised of farming land, settlements, manmade forests and swamps. In terms of
size, the results indicate that the average land size owned by the households in
the project area is 2 acres.
The predominant economic activity is subsistence agriculture. The main crops
grown include maize, rice, sugarcanes, bananas, cassava, sweet potatoes and
39
beans. The main cash crops are cassava, rice and sugarcanes. According to the
household survey, the average monthly income for households in the project area
is UGX 163,300 while the average annual income is UGX 1,908,000.
Most (36%) of the households in the project area are temporary made of mud and
wattle, 35.6% are semi permanent and 28.4% are permanent. Most of the
permanent structures are found in trading centres.
The main source of water is public boreholes 56.5%, followed by protected
springs/wells (19.9%), 15.7% depend on unprotected springs/wells, 2.9% depend
on privately owned boreholes. Other water sources include stand posts, valley
tanks/earth dams and others buy from water vendors.
2.8.5
Predicted Environment and Social Impacts

There are several positive impacts that might accrue as a result of the upgraded the
road and these include the following:
Creation of job opportunities to the local unskilled persons as well as

skilled persons in the community.
Improved accessibility to markets.
Easy and comfortable transportation.
Improved transport and communication after construction of the road.
Improved market for locally available resources needed for road
construction e.g. stones, sand, gravel among others.
Land value appreciation
Increased retention of qualified personnel
Increase beauty of the area.
Increased trade between districts, regions and Kenya.
Improved road drainage infrastructure and general discharge of storm
water from the road/carriageway.
However a number of negative impacts were also identified as described below.

Biophysical impacts will include increased noise, deterioration of air quality,
aesthetics, vegetation clearing ,forest degradation in areas as in KyebandoMayuge,Mpumu and Lumino having planted forests of bamboo, pines and
ornamental trees by the road side, impacts from quarrying and gravel mining
activities.
Social impacts identified include high social expectations, loss of structures which
will include graves, about 1,561 structures which are temporary, semi permanent
and permanent in nature. In addition, several institutions will also be affected
through loss of land, structures and these include about 51 educational institutions,
13 health centres, and religious places among others. The acquisition of about 1,285
acres of land will lead to loss of land for many households and this will greatly affect
their livelihood as the majority depends on agriculture as the main source of income.
Note: The actual number of affected property will be established during the
preparation of the Resettlement Action Plan.
Other potential negative impacts include the influx of people especially during the
construction. This will bring about an increase in the spread of sexually transmitted
diseases like HIV/AIDS, syphilis, gonorrhea among others, increased stress on
social services like education, water and health. Community or public infrastructure
like water sources, electricity lines will be disrupted.
40
However, all the social impacts represent a potentially more serious effect of the
project. All impacts of the project have however been found to be manageable
provided mitigation measures which have been proposed are implemented.
Table 17 below shows the predicted negative environmental and social impacts
without mitigation.
Table 17:Overall Impact Assessment

Study
Value/vulnerability
of the
Environment
Component
Magnitude of impacts
Overall impact
Assessment (without
mitigation measures)
Scale
Low/Med./High
Negative
Positive
High Medium Little/No Med. High
-Planning Phase
Social Expectations
--
Land use
--
--
Large negative impact(---)

--
Medium negative (--)
Construction Phase
Employment
--
--
Medium positive (++)
Increased market
--
--
Soil erosion
Installation of road
furniture
Aesthetic value
Waste generation
(soil
&vegetation
material and
other solid
waste)
Potential cont. of
water sources
Drainage &
wetlands
Air quality
Noise
Impacts of quarry
devt.
Vegetation &
forests
Disruption of
wildlife
Influx of people
Increased STDs &
HIV/AIDS
Displacement &
loss of
housing
-----
--
--
Minimal/No impact (0)
--
---
Small negative (-)

--
Minimal or No impact (0)
--
--
--
---
--

Large negative (---)
---
--
--
--
Small negative (-)

--
--
---

41
Study
Value/vulnerability
of the
Environment
Component
Magnitude of impacts
Overall impact
Assessment (without
mitigation measures)
Scale
Low/Med./High
Negative
Positive
High Medium Little/No Med. High
-Land acquisition
Educational
vulnerable groups
Disruption of
water supply
Disruption of other
infrastructure
Agriculture
Health and Safety
other economic
activities
Impact on Gender
-----

-
---
--
---
--
---
--

Small negative (-)
---
Cultural Heritage
-Operational and Maintenance (O&M)
Transport & com.
Staff retention
Land appreciation
Access to HC
Loss of livelihood
Community
conflicts
Increased
Accidents
Air pollution from
bitumen
during resurfacing
Poor silt disposal
--
--
Small negative
--
----
----
------
--
Large positive (++)

Small positive (+)
Medium negative (++)
Small positive (+)
Minimal or No impacts (0)
--
Medium negative(--)
--
--
--
--
Medium negative(--)
Details of proposed mitigation measures are detailed in the Final ESIA Report.
42
DETAILED DESIGN
3.1
Geometric Design
3.1.1
Introduction
In developing the design for the upgrading of Musita-Lumino and Busia-Majanji
roads, the objectives as set out in the Terms of Reference were considered in
detail.
A number of alignment options were developed with due regard to the following
considerations;
Design manual criteria
Balance between cut and fill
Minimise land take
Affordable and acceptable accommodation works for frontages
Minimise utility protection/relocation
Avoid geological, hydrological and environmental problems
Avoid extensive and expensive bridge works
Protect vulnerable road users
Provide in-build safety measures
Provide adequate road users facilities
The resulting alignment options were further assessed by our resettlement and land
acquisition team and discussed extensively with the Client before a final option was
approved and considered for detailed design.
3.1.2
Design Standards
The geometric design of the project road was carried out as per the guidelines
contained in the Ugandan MoWH&C Road Design Manual of July 2005. This was
in accordance with the requirements of the TOR, and as confirmed by UNRA.
The Manual was complimented by recognized design manuals from neighboring
counties including;
Kenyas Road Design Manual Part 1: Geometric Design Manual
Tanzanias Draft Road Manual
Code of Practice for Geometric Design (SATCC-1998) Trunk Road
Design Standards
43
Lot E roads have been packaged into the following contracts;

1. Package 1:
Road E1.1 Musita-Lumino and Road E1.2 Busia

Majanji
2. Package 2A: Road E2.1 Tirinyi Pallisa and Road E2.2 Pallisa
Kumi
3. Package 2B: Road E2.3 Pallisa Kamonkoli
4. Package 3: Road E3 Bumbobi - Bubulo Busumbu Lwakhakha
5. Package 4: Road E4 Namagumba Budadiri Nalugugu
6. Package 5: Road E5 Kamuli - Bukungu
Package 1 comprises two links, Musita Lumino and Busia Majanji.
The Musita Lumino link starts from Musita trading center along the Jinja-Iganga
highway. It continues on an eastwards direction passing through Mayuge,
Nankona, Buyinja and ends at Lumino trading center.
The Busia Majanji link commences at Busia town continuing southwards
through Dabani, Masafu Lumino and ending at Majanji on the shores of Lake
Victoria.
The project road is an alternative link between Jinja and Busia town and also
serves as a link to a number of landing sites along Lake Victoria including
Majanji, Lufudu, Omenya, Wakawaka and Kigandala. From Lumino, one can also
access Lwanda border post which has been earmarked for upgrading by Uganda
Revenue Authority (URA).
On the basis of the Design Manual, the project road can be classified as Class C
or a Primary road. These are described as roads linking provincially important
centers to each other or to a higher class roads (urban/rural centers). They
provide linkage between districts, local centers of population and development
areas with higher class road. Their major function is to provide both mobility and
access
A paved Class II road standard was adopted for the geometric design of the
project road; the applicable geometric design standards for which are presented
in Figure 4.2a and 4.2b of Section 4 of the Design Manual and reproduced below
as Table 18 and Table 19 for ease of reference.
44
Table 18:
Road Design Classes

Maximum Design speed
Capacity
[pcu x
1,000/day]
Road-way
width[m]
Ia Paved
12 - 20
Ib Paved
Design
Class
Functional
Classification
Kph
Level
Rolling
Mountainous
20.80-24.60
120
100
80
6 10
11.0
110
100
80
II Paved
48
10.0
90
70
60
III Paved
26
8.6
80
70
50
A Gravel
48
10.0
90
80
70
B Gravel
26
8.6
80
60
50
6.4
60
50
40
C Gravel
Table 19 :
Road Design Classes (continued)
Design class
Right of Way
width [m]
Road way
width [m]
Ia Paved
Ib Paved
II Paved
III Paved
A Gravel
B Gravel
C Gravel
60
60
50
50
40
30
30
20.80-24.60
11.0
10.0
8.6
10.0
8.6
6.4
3.1.3
Carriage way
Lane
No. of
Width
width
lane
[m]
[m]
14.6
3.65
4
7.0
3.5
2
6.0
3.0
2
5.6
2.8
2
6.0
3.0
2
5.6
2.8
2
4.0
4.0
1
Shoulder
width [m]
Median
width
[m]
2 x 2.5
2 x 2.0
2 x 2.0
2 x 1.5
2 x 2.0
2 x 1.5
2 x 1.2
1.2 5.0
-
Design Speed
The road sections between Musita and Lumino and Busia Majanji has been
classified as flat, having gradients not exceeding 5.5%. A design speed of 90 kph
has been recommended as per the Design Manual Table 6-15. It should however
be noted that many sections of the existing road are long and straight and higher
speeds than these will be possible.
Through the more populated centres along the route, the design speed of 90 kph
has been maintained for the selection of appropriate geometric elements,
however the posted speed limit of 50 kph has been set for pedestrian safety.
Table 20 is a schedule of centers where it has been proposed that the traffic
speed be regulated through the installation of road signage, speed bumps and
rumble strips. Other centres noted along the project road and for which the
45
design speed may only be regulated by installing appropriate traffic signs are
listed in Table 20 below.
TABLE 20 -
SECTIONS WITH DESIGN SPEED OF 50 Km/h

REGULATED BY BUMPS AND RUMBLE STRIPS
Road E 1.1 Musita-Lumino

FROM
Km
TO
0 + 000
Km
0 + 400
LOCATION
Musita Bypass
Km 12 + 800
Km 14 + 000
Mayuge Township
Km 35 + 100
Km 37 + 500
Nankoma Township
Km 46 + 900
Km 48 + 600
Muterere
Km 50 + 500
Km 52 + 100
Bukoli
Km 56 + 500
Km 57 + 600
Namavundu
Km 62 + 400
Km 63 + 500
Buyinja
Road E1.2 : Busia-Majanji

FROM
TO
LOCATION
Km
0 + 000
Km
1 + 300
Busia Town
Km
5 + 800
Km
6 + 500
Dabani
Km
7 + 800
Km
9 + 300
Masafu
Km
19 + 100
Km 19 + 600
Lumino
Km
26 + 500
Km 26 + 732
Majanji
TABLE 21
SECTIONS WITH 50Km/h REGULATED SPEED USING ONLY

TRAFFIC SIGNS
Road E1.1 : Musita-Lumino

FROM
TO
LOCATION
Km
1 + 700
Km
2 + 600
Lugolole
Km
6 + 000
Km
6 + 500
Bufulumbi
46
Km 16 + 300
Km 16 + 800
Maina
Km 20 + 200
Km 21 + 300
Mpunge
Km 26 + 100
Km 26 + 600
Bunalwenyi
Km 30 + 100
Km 30 + 700
Bwamula
Km 32 + 700
Km 33 + 600
Itakaibolu
Km 41 + 200
Km 42 + 000
Namabingo.
Km 66 + 700
Km 67 + 300
Lunyo
Km 72 + 200
Km 72 + 500
Bwaniha
Road E1.2 : Busia-Majanji

FROM
TO
LOCATION
Km 13 + 700
Km 14 + 600
Mailo Eight
Km 15 + 700
Km 16 + 100
Mailo Seven
Given these design speeds, the horizontal alignment adopted has been chosen
to suit the topography and minimize overall cost, whilst the vertical alignment is
very much governed by drainage requirements and the need to raise
embankments at low lying areas or wetlands.
3.1.4 Design Departures

The design speed and the recommended geometric elements were adopted as
much as possible, however in sections where the terrain required expensive and
uneconomical earthworks or the resulting cost of acquisition became too high,
design departures were recommended.
As stated above both Musita Lumino and Busia Majanji roads can be
classified as flat with a recommended design speed of 90 km/h.
However along the Musita Lumino road at Km 0+250 a horizontal curve of
200m radius has been proposed as opposed to the minimum of 320m
recommended for a 90 km/h. This has been done to provide a straight approach
to the main junction with adequate sight distance. This has been mitigated by
recommending 50 km/h speed limit signs.
47
Between Km 44+700 and 45+900 a steep grade of 6.7% is encountered. It has

therefore been necessary to reduce the design speed at this section to 70 km/h
in order to save on expensive earthworks that may be required to maintain a 90
km/h design speed over the section.
3.1.5
Cross-Section
The Road Design manual proposes a cross section of 3m lanes and 2m
shoulders totaling 10m for a Design Class II Paved road. This is presented in
Table 4-2b of the manual. However, in consideration of safety, the anticipated
traffic growth and further consultations with UNRA, it was agreed that a cross
section comprising 3.5m lanes and 1.5m shoulders in the rural areas and 2m in
Urban/Trading areas be adopted for the project road..
Additional separated Service Lanes and Pedestrian walkways have been
proposed at locations given in Table 22 below:
TABLE 22 SECTIONS WITH PEDESTRIAN WALKWAYS
FROM
TO
LOCATION
Km 12 + 800
Km 14 + 000
Mayuge Township
Km 35 + 100
Km 37 + 500
Nankoma Township
Km 46 + 900
Km 48 + 600
Muterere
Km 50 + 500
Km 52 + 100
Bukoli
Km 56 + 500
Km 57 + 600
Namavundu
3.1.6 Embankment Design

In order to reduce earthworks and shoulder works to a minimum, the following
embankment slopes have been proposed
for fill height hf < 1 m = 1:4 (vertical:horizontal)
for fill height hf > 1 m = 1:2
for cut height hc < 1 m = 1:2
for cut height hc > 1 m = 1:2
48
It should be noted, however, that such an approach does have safety

ramifications. From a safety perspective side slopes of 1 in 6 for embankment
are recommended to reduce the likelihood of vehicle overturning. In terms of
stability, a slope of 1 in 2 is stable for the embankments heights proposed for the
project.
The steeper slopes tend to perform better in terms of erosion, as the quantity of
water landing on the slope during rain is less. The water running off the road
clearly travels faster down the slope and causes an erosion channel, probably
more so than on a flatter slope. Where this occurs, chutes are to be provided to
cater for the run-off.
It has also been recommended that the pavement layer construction should be
extended to cover the full width of the shoulders in order to meet the following
principal objectives:
(a) to enable heavy goods vehicles to pass each other safely making use of the
full road width;
(b) to make provision for the high level of cycle and pedestrian traffic along the
project road; and
(c) to prevent damage to and erosion of the shoulder and carriageway edge.
3.1.7 Adopted Design Parameters and Standards
The following parameters and standards have been adopted in the designs:
Design life:
20 years.
Cross-section:
7.0 m wide carriageway at 2.5% normal camber (3% at flat

sections)
2.0 m wide shoulders at 4.0 % normal crossfall
1.0 m wide side drain.
Design Speed Parameters:

Design Speed
90 Km/h
70 Km/h
Min. Horizontal Radius
320 m
185 m
7%
Max. Superelevation
Max Gradient (Absolute)
5.5%
7.5%
49
0.4-0.6 max
Rate of Change of
Superelevation
71
31
90 Km/h
70 Km/h
41
25
Stopping Sight Distance (SSD)
170 m
111 m
Passing sight Distance
750 m
550 m
Minimum Crest Curve Kmin

(stopping sight distance)
Design Speed
Minimum Sag Curve Kmin
3.1.7
Summary of Adopted Design Speeds

Musita Lumino:
Km 0+000 44+700: Flat terrain - Design speed = 90 km/h
Km 44+700 45+900: Rolling terrain Design speed = 70 km/h
Km 45+900 77+140: Flat terrain Design speed = 90 km/h
Busia Majanji:
Km 0+000 26+811: Flat terrain Design speed = 90 km/h
3.1.8
Design Road Alignment
3.1.8.1 General
The geometric characteristics of the existing road alignment were obtained from
ground data capture generated from aerial photography surveys.
During this exercise, control points were established alongside the road. This
data was ultimately tied onto the National grid system. Ground data capture was
generated at 5 m square grids and covering a corridor of 35m either side of the
existing centreline. This data was then imported into AutoCAD Civil 3D software
to generate a digital ground model of the route corridor.
A geometric record of the plan and profile of the existing road, both for the
assessment and creation of a model to act as the basis for the alignment designs
were then carried out.
50
3.1.8.2 Selection of Alignment
The following principles were adopted during selection of the appropriate

alignment for the preliminary design:
Conformity to the specified geometric design parameters.
The alignment was designed to conform to or surpass the geometric
design parameters as recommended in the design manual.
Follow the general corridor of the existing road.
The general approach to the route alignment was to use the corridor of
the existing road as much as possible. This was done to retain the
present social function with minimum disruption to existing and long-term
residents. Minor realignments were however introduced to improve the
road geometry and remove potentially dangerous curves. This was also
done at locations of new bridges.
Keep the works within the existing right of way.
In most sections, the alignment design was carried out to follow the
existing road as much as possible to enable the use of existing
pavement materials to form new a subgrade.
Improve junctions.
In order to improve safety at the approach junctions, the project road
has been realigned to approach the main highway at a right angles.
Re-align at trading centres.
There are a number of large trading centers along some of the project
roads with heavy population and agricultural activities. The possibility of
having a bypass at some of these centers was investigated. Preliminary
realignments outside the centers were designed. These were then
presented to the Resettlement and Land Acquisition specialist who also
visited the project road to evaluate the impact of the bypasses against
keeping the alignment through the centers, compensating where
necessary and maintaining the current social function of the road.
A section-by-section description of the existing road features and proposed
realignments follows.
3.1.9
Alignment Details
3.1.9.1 Road E1.1 : Musita-Lumino

(A)
Horizontal Alignment
51
(1)
Realignment of the junction at Musita (Km 0 + 000 to Km 0+400)
The project road joins the Jinja Iganga highway at a skew angle. The taxis
stop at the junction to pick up passengers and despite the provision of
deceleration and acceleration lanes, the junction still remains a safety hazard.
In order to improve safety at the approach junction, the following solution has
been proposed:
The project road has been realigned to approach the main highway at a
right angle with the junction some 200m from the existing junction;
Care was taken to locate the realignment where there would be minimal
compensation and affected buildings;
A 6 m wide service road with 1 m shoulder has been proposed for Musita
trading center, however to restrict motorist from joining the main road
through this access road it has been proposed that it be blocked at the
current junction by constructing a deep lined-side drain.
A right-turn lane has been provided to enable safe maneuver of heavy
goods vehicles. Acceleration and deceleration lanes have also been
provided and appropriate taxi-bays.
(2)
End of Musita Bypass to the start of Lumino Bypass

(Km 0+400 to Km 76 + 400)
The existing alignment along this section of the road is generally has long
straights with gentle curves. A roundabout has been proposed at Mayuge Km
13+166 to improve the traffic flow at the four intersecting roads.
Mayuge
A bypass was initially proposed between Km 12+800 to 15+100. A review of
the proposed bypass by the Resettlement and Land Acquisition Specialist
revealed that it impacted a health center at Km 12+800 together with several
buildings, a mosque and a church at Km 13+400 and a heavily populated area
with homesteads and cultivated land. It was agreed that the alignment be
passed through the available 25m ROW through the center, set the Right of
Way at 30m and at least compensate for the affected structures on one side.
Nankoma
A bypass was proposed from Km 34+750 to 37+200. It was found to impacted
Nankoma Primary school, Nankona HC-IV including a new outpatient
department as well as buildings and cultivated land.
After confirming that the existing road corridor within the town was between 22
to 29m, it was agreed that the centreline be passed through the town and
affected structures be compensated.
52
Namavundu
The proposed bypass at this center was between Km 56+100 to 58+100. It was
found to impact Kifuyo CoU Primary School as well as a church and many
homesteads. The existing road corridor within the town was found to vary
between 24 to 30m. It was therefore agreed that the alignment be passed
through the town and after fixing the ROW at 30m, the affected structures be
compensated.
(3)
Lumino By-pass (Km 76 + 400 to Km 77 + 129)
The existing road through Lumino trading center is very narrow and
inappropriate for the anticipated high volume of traffic and pedestrian safety.
A bypass has been proposed to connect to the Busia Majanji road at a right
angle improving the visibility splay at the junction and road user safety. A
roundabout has been recommended for this junction to provide a link
connecting to the existing Lumino-Lwanda road.
A service road comprising 6 m carriageway and 1 m shoulders have been
proposed to serve the shops and the business community at Lumino.
(4)
Lwanda Link Road
A link road connecting to the existing Lumino Lwanda road from the end of
the Musita Lumino road has been proposed. This is in anticipation of the
soon-to-be expanded Lwanda border post.
(B) Vertical Alignment
The terrain along the Musita Lumino road can be classified as follows;
Km 0+000 44+700: Flat Recommended design speed = 90 kph
Km 44+700 45+900: Rolling Recommended design speed = 70 kph
Km 45+900 77+140: Rolling Recommended design speed = 90 kph
The digital terrain model (DTM) generated from survey data was used to
produce the existing ground profile along the centreline of the horizontal
alignment.
A vertical alignment was then designed to comply with the recommended
design speeds and the vertical profile parameters as provided for in the
Geometric Design Standard for Type II paved road.
(C) Gradients
Km 0+000 44+700
53
The terrain between Km 0+000 and 64+000 of the project road is generally flat
with gradients between 0.0 and 5.2%, however the section from Km 44+780 and
45+880 has a steep drop with a gradient of 6.7%. This is still within the
recommended maximum gradient for rolling terrain.
Km 44+700 45+900
The section has a steep drop of 6.7% grade and can therefore be classified as
rolling. This has necessitated a design departure as earlier discussed.
Km 45+900 77+140
The road section between Km 45+900 and 73+700 is generally flat with
gradients ranging between 0.5 and 5.0%.
3.1.9.2 Road E1.2 : Busia-Majanji
(A)
Horizontal Alignment
No major realignment has been proposed for this road. The existing alignment
has gentle curves which accommodated the design parameters. A roundabout
has been proposed at the start of the project along the Busia Iganga road to
control the traffic flow from the border post, Tororo and Iganga.
A second roundabout has been proposed for the junction at Lumino to control
the traffic to Lumino center, Majanji and Lwanda.
At Majanji the administration had earlier requested the design consultant to
consider extending the project road upto the existing landing site which has
recently been rehabilitated. On subsequent discussions with UNRA, it was
agreed that the request be considered.
The road section ends at Km 26+847.
(B) Vertical Alignment
Km 0+000 26+847
As mentioned before, the terrain over this road section is generally flat with
gradients ranging from 0.0 to 4.1%.
Details of the horizontal and vertical alignment design for the entire project are
presented in 3.1.10 Low Lying Area
The project route traverses substantial stretches of lowlying areas nd
marshland. The upgraded road has been designed to have an embankment
54
height of at least 2.5 m in height to minimize the effects of water rising up

beneath the sealed pavement through capillary action. The embankments
supporting the existing gravel surfaced road are generally only one to one and
a half metres in height.
The wetlands and low lying areas were noted at the following sections of
Musita Lumino road:
From Km
To Km
Length
(m)
DESCRIPTION
4 + 900
5 + 200
300
Marsh
6+650
7+350
700
Marsh
10+400
10+600
200
Marsh
15+800
15+950
150
Marsh
18+700
18+900
200
19+600
19+800
200
Marsh
21+050
21+150
100
Marsh
22+250
22+400
150
Marsh
23+700
24+200
500
Marsh
28+550
28+870
150
Marsh
34+100
34+600
500
Marsh
37+650
38+050
400
Marsh(Rice
Paddies)
40+000
40+400
400
Marsh(Rice
Paddies)
54+050
54+150
100
Marsh
54+800
54+950
150
Marsh
Swamp(seasonal)
SOIL TYPE
Silty/Sandy
Clay
Silty/Sandy
Clay
Silty/Sandy
Clay
Silty/Sandy
Clay
Silty/Sandy
Clay
Silty/Sandy
Clay
Silty/Sandy
Clay
Silty/Sandy
Clay
Silty/Sandy
Clay
Silty/Sandy
Clay
Silty/Sandy
Clay
Silty/Sandy
Clay
Silty/Sandy
Clay
Silty/Sandy
Clay
Silty/Sandy
Clay
Along Busia Majanji road, the following low lying areas were identified:
55
Km 6+800 7+100 : 300m

Km 14+750 12+000 : 250m
Km 17+250 17+500 : 250m
Km 21+400 21+700 : 300m
3.1.11 Junctions and Accesses

Intersections have been proposed as per the Design manual guidelines as well
as considering the traffic flows and the design speed.
The following intersections/junctions have been proposed for Musita Lumino
link. In addition, several access junctions providing access to properties adjacent
to the project road have also been proposed.
CHAINAGE
SIDE
JUNCTION TYPE
DESCRIPTION
Km 0+000
START
Type-C
Start of the Project road
Km 0+140
LHS
Type-B
Access to Musita
Km 2+100
CROSS
Type-A
At Lugolole
Km 13+166
R/ABOUT
Type-D
At Mayuge
Km 20+925
CROSS
Type-A
At Mpuge
Km 26+210
CROSS
Type-A
At Bunalwenyi
Km 30+490
LHS
Type-A
At Bwamula
Km 35+800
LHS
Type-A
To Buwunga
Km 36+160
RHS
Type-A
At Nankoma
Km 47+470
CROSS
Type-A
At Muterere
Km 51+540
LHS
Type-A
At Bukoli
Km 63+300
LHS
Type-A
To Bulesa
Km 63+300
RHS
Type-A
To Lugala
56
Km 66+760
RHS
Type-A
At Lunyo
Km 76+670
LHS
Type-B
To Lumino
Km 77+129
R/ABOUT
Type-D
At Lumino
Along the Busia Majanji road intersections have been proposed at the following
locations:
CHAINAGE
SIDE
JUNCTION TYPE
DESCRIPTION
Km 0+000
START
Type-D (roundabout)
At Busia
Km 19+660
RHS/LHS
Type-D (roundabout)
To Musita/Lwanda
Km 26+732
RHS
Cross junction
To Landing site
3.1.12 Footpaths, Busbays and Road Furniture

3.1.12.1 General
Segregated 2m wide footpaths/cycle paths are proposed at trading centres with

high level of non-motorized traffic (NMT) and pedestrian traffic.
The footpaths/cycle paths will be separated from the main carriageway and
shoulders by an open Invert Block Drain (IBD).
Bus bays will be provided at all trading centres, near institutions (e.g. schools,
colleges, health clinics, etc) and near all major junctions.
Traffic calming measures including rumble strips, bumps and appropriate
warning signs will be provided where considered necessary to enhance safety.
3.1.13 Service Roads
Due to ROW constraints and safety requirements, the horizontal alignment has
been designed to bypass both Musita and Lumino trading centers. In order to
access these centers 6m wide access roads with 1m shoulders have been
proposed as follows:
Musita 460m
Lumino 588m
57
In addition, service roads have also been proposed at the following trading
centers to minimise conflict between local traffic and through traffic. Table
below lists the locations and centres where service roads are proposed.
Location
MAYUGE
NANKOMA
MUTERERE
BUKOLI
NAMAVUNDU
Position
From Km To Km
LHS
RHS
LHS
RHS
LHS
RHS
LHS
RHS
LHS
RHS
13+300
13+300
35+200
35+200
47+250
47+250
50+800
50+800
56+800
56+800
13+900
13+900
36+000
36+000
47+800
47+800
51+400
51+400
57+500
57+500
TOTAL
Length (m)
600
600
800
800
550
550
600
600
700
700
6,500
Along the Busia Majanji section service roads have been proposed at Busia
town and Majanji trading center.
3.1.14 Climbing Lanes
3.1.14.1 Introduction
The need for Climbing Lanes has been assessed using guidelines contained in
the Kenyas Road Design Manual Part 1: Geometric Design of Rural Roads.
The Manual stipulates that Climbing lanes should be introduced where
longitudinal gradients are long enough and steep enough to cause significant
increase in speed difference between cars and heavy vehicles.
In assessment of the need for a Climbing Lane the following guidelines are
considered:
i.
Climbing lanes are NOT required for roads with AADT < 2000 p.c.u. in
Design year 10 and in all Class D(secondary) and E(minor) roads even if
AADT exceeds 2000 p.c.u. in Design Year 10.
ii. Where passing opportunities are limited on the gradients, then Climbing
lanes must be considered on all A(International trunk roads),B(National
trunk roads) and C(primary roads) Class roads with AADT between 2000
and 6000 p.c.u.
iii. Climbing Lanes is required on roads with AADT>6000 in Design Year 10.
58
3.1.14.2 Assumptions and Application
Where Climbing lanes are required, they shall be introduced as follows:

In Class A roads, where the speed of a typical heavy vehicle falls by 15
kph from that speed which the same vehicle would maintain in a level or
downhill section of the same road.
In Classes B and C roads they are applied where speed drops by 20 kph.
For design purpose, it may be assumed that the highest obtainable speed
on a level or downhill section of road for a typical heavy vehicle will be
80% of the Design Speed or 80 kph whichever is the lower.
Climbing lane shall be terminated when the speed of a typical heavy
vehicle reaches the speed at which the Climbing lane was introduced.
Where Climbing Lanes are required, the widths of the traffic lanes and
adjacent shoulders shall be reduced.
The introduction and termination of a Climbing lane shall be effected by
tapers of 60m but this not considered as part of the Climbing Lane.
The start and end of Climbing lane section is calculated based on the
performance of a typical heavy vehicle of power to weight ratio 90 kg/h.p.
on various gradients.
For the Year 10 Design traffic in p.c.u., the highest forecast traffic flow for
each road section was used and converted to p.c.u. using conversion
factors listed in Chapter 3 page 3.9 and considering rolling terrain of the
Kenya Design Manual Part 1.
i.
ii.
iii.
iv.
v.
Passenger cars 1.0

Light Goods vehicle 1.5
Medium Goods Vehicle 5.0
Heavy Goods vehicle 8.0
Buses 4.0
3.1.14.3 Assessment of Climbing Lane Need
Lot E roads have been assessed based on Class C road as specified in the
Kenya Design Manual.
ROAD E1.1: MUSITA LUMINO
Road Class C
Year 10 Traffic = (4x34+1.5x342+5x812+8x44) = 5061 p.c.u. in Year 20
(2030)
Need for CL evaluation = Yes
Assume Design Speed = 90 km/h
59
Typical heavy vehicle speed on level or downhill section = 80% of 90

km/h = 72 km/h
CL to be introduced when heavy vehicle speed drops to = 72 20 = 52
km/h
LENGTH
(m)
SLOPE
(%)
DISTANCE
TO START
OF CL (m)
MINIMUM
LENGTH
OF CL (m)
4+900
1100
400
700
Provide 900m
Climbing
Lane-LHS?
10+800
11+240
440
300
140
Not Economical
16+000
16+400
400
400
NA
Not required
16+900
17+400
500
400
100
Not Economical
21+200
21+500
300
400
NA
Not required
27+700
28+100
400
400
NA
Not required
30+000
30+360
360
300
60
Not Economical
30+600
30+900
300
400
NA
Not required
30+900
31+300
400
300
100
Not Economical
31+000
31+300
300
300
NA
Not required
31+400
32+000
600
400
200
Not Economical
39+500
40+000
500
300
200
Not Economical
40+500
41+200
700
400
300
Not Economical
43+300
44+500
1200
400
800
Provide 1000m
Climbing LaneLHS
44+700
46+000
1300
200
1100
Provide 1400m
Climbing LaneRHS
46+100
46+600
500
400
100
Not Economical
55+100
55+600
500
400
100
Not Economical
58+800
59+200
400
400
NA
Not required
76+700
77+000
300
300
NA
Not required
FROM
TO
(Km)
(Km)
3+800
COMMENT
60
ROAD-1.2: BUSIA MAJANJI

Road Class C
Year 10 Traffic = (4x15+1.5x360+5x134+8x11) = 1358 pcu in Year 20
(2030)
Need for CL evaluation = No
Assume Design Speed = 90 km/h
Typical heavy vehicle speed on level or downhill section = 80% of 90
km/h = 72 km/h
CL to be introduced when heavy vehicle speed drops to = (72 20) = 52
km/h
LENGTH
(m)
SLOPE
(%)
DISTANCE
TO START
OF CL (m)
MINIMUM
LENGTH
OF CL (m)
10+840
240
400
NA
Not required
17+340
540
400
140
Not Economical
FROM
TO
(Km)
(Km)
10+600
16+800
3.2
Pavement Design
3.2.1
Introduction
COMMENT
The project roads are intended to be upgraded to bitumen standard with 7.0m
carriageway and 2.0m wide shoulders both sides.
The pavement design of the project roads is based on the Ministry of Works,
Housing and Communications Road Design Manual Vol. 3: Pavement Design,
Part I: Flexible Pavements (July 2005).
3.2.2
Design Period
The economical analysis of the project roads is based on a 20 year analysis
period. Hence a 20 year pavement design period has been adopted.
It does not mean that at the end of the design period the pavement will be
completely worn out, but strengthening may be required so that it continues to
carry traffic satisfactorily for a further period. However, some routine
61
maintenance is expected to be performed on regular basis throughout the design

period to curtail major distress propagation.
3.2.3
Pavement Design Input Data

Climate
All the project roads fall in the tropical rain zone and have most rains in March to
June and August to November. They are therefore in the predominantly wet
regions.
Traffic Loading Class
The traffic loading classes for the different roads were obtained from the traffic
count studies. It is found that all the project roads fall between T1 and T4 Traffic
Load Classes.
Traffic Loading classes are as stipulated in the design manual:
Design traffic
loading
(E80 x 106
<0.3
0.3-0.7
0.7-1.5
1.5-3.0
3.0-6.0
6.0-10
10-17
17-30
Traffic
load
class
T1
T2
T3
T4
T5
T6
T7
T8
3.2.3 Subgrade
The subgrade soils were tested for soaked CBR determination. These CBR
values were analysed and design CBR and soil subgrade classes were obtained.
Subgrade Strength Classes are as stipulated in the design manual:
Design
CBR %
Subgrade
Strength
Class
2
3-4
5-7
8-14
S1
S2
S3
S4
62
15-29
30+
S5
S6
3.2.4 Soft spots and Marshy areas

Where such sections are encountered (outside swampy sections) a selected fill
material or rock fill is assumed necessary to raise the subgrade design CBR to
8%. The selected fill material shall need to be a minimum depth of 450mm, and
care should be taken to ensure that there are no weak materials underlying this
layer which may lead to detrimental performance.
3.2.5
Pavement Materials
Pavement materials were obtained during field investigation. It was found that
plenty of lateritic gravels are available along the project roads. These gravels are
suitable for stabilization with cement or lime.
Field investigation also revealed the availability of rock sources along the project
roads, these rocks will be suitable for crushed stone base, and bituminous
pavement works.
3.2.6
Pavement Design Catalogue

The pavement design catalogue to be adopted for the design shall be as
obtained from Chart W2 (Granular base/Cemented subbase) and Chart W3
(Cemented base/Cemented subase). (Road Design Manual Vol. 3: Pavement
Design, Part I: Flexible Pavements).
The pavement layer thicknesses given in charts shall be adjusted to provide layer
thickness which is convenient during construction, and also increase thicknesses
of lower layers which are cheaper than the upper layers.
However care has to be taken to ensure that the proposed layers are structurally
superior to those of the charts.
The pavement structures presented in these charts represent alternate
construction approaches differing basically in base course and surfacing
materials. These are expected to render equal quality to road user perception
cost.
3.2.7
Pavement Structural Design

Two options for the pavement structure have been provided.
Option no. 1:
63
The pavement structure is composed of Granular Base Course on Cemented

Subbase Course. The surfacing given is asphalt concrete.
This pavement is much durable with minimal maintenance. However, the
construction cost for the asphalt concrete is much higher compared to that of
surface dressing.
Option 2:
The pavement structure in this option is composed of Cemented base and
Cemented subbase, the surfacing is Double surface dressing.
This option was not considered further during the detailed stage as the Client
indicated its preference for Option 1 that uses asphalt concrete for bituminous
surfacing
3.2.8
Design Traffic Loading

Traffic studies show cumulative number of standard axles as follows:
Estimated traffic growth rate (pessimistic) = 8.7x106
Estimated traffic growth rate (realistic)
= 8.99x106
Estimated traffic growth rate (optimistic)
= 9.37x106
Estimated traffic growth rate (realistic)
of the pavement structure
Traffic class obtained is:
3.2.9
= 8.99x106 is adopted for the design
T6
Design Subgrade CBR

Analysis of soaked CBR test results for the road alignment subgrade soil
involves establishing the design CBR for the section as obtained from 90%-ile
chart.
The 90%-ile value for a section is the CBR value which 10% of the test results
fall below. This is obtained by plotting a graph of CBR values (arranged in
ascending order) against the test number and obtain the CBR value
corresponding to
d = 0.1 x (n-1)
where d = is the value in the horizontal axis starting from sample 1
n = number of tests used in the design.
64
70
65
60
55
50
45
40
35
30
25
20
15
10
5
0
n = 34 tests
d = 0.1 x (n-1)
= 3.3
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
CBR (%)
DESIGN CBR (Road no.1 Musita-Lumino)
TEST
Figure 16 : Musita-Lumino Subgrade Analysis

From the above figure, the design CBR = 6%
DESIGN CBR FOR (Road no. 1 Busia - Majanji)
70
60
CBR (%)
50
40
30
n = 9 tests
d = 0.1 x (n-1)
= 0.8
20
10
0
1
TEST
Figure 17 : Busia-Majanji Subgrade Analysis
65
From the above figure, the design subgrade CBR = 6%

3.2.10 Design Subgrade Class
The design subgrade class is presented in summary below.
Musita -Lumino
Chainage
S/No
From
Design
CBR
(%)
Subgrade
Class
(Km)
90th
percentile
value
74
S3
Road
Length
90th
percentile
value
Design
CBR
(%)
Subgrade
Class
To
0+000- 74+000
Busia Majanji
Chainage
S/No
1
Road
Length
From
To
(Km)
2+000- 26+000
24
S3
3.2.11 Proposed Pavement Structure

From design chart Chart W2 (T6, S3), the following has been adopted.
Pavement layer
Type of material
Layer
thickness
50 mm
SURFACING
AC(Asphalt Concrete)
BASE COURSE
GB(Granular Base)
150 mm
SUBBASE
CSB(Cemented Subbase)
175 mm
IMPROVED SUBGRADE
G15 (Natural Gravel CBR >15%)
125 mm
66
3.3
Drainage Design
3.3.1
Design Return Period

The frequency of the flood for the design of drainage structures depends on the
risk to be taken, that defines the degree of risk that we run in designing a
structure during the anticipated service life. Therefore, the estimation of the
design floods considered the ERA Drainage Design Manual, 2002 (in Road
Design Manual, Vol.2 Drainage Design, 2005) which is summarized in Table 23.
Table 23: Design Average Recurrence Intervals for Flood/Storm (yrs) by Geometric
Design Criteria (Source: ERA Drainage Design Manual, 2002 in Road
Design Manual, Vol.2 Drainage Design, 2005)
Structure Type
Gutters and Inlets*

Side Ditches
Ford/Low-Water Bridge
Culvert, pipe (see Note)
Span < 2m
Culvert, 2m < span < 6m
Short Span Bridges 6m < span < 15m
Medium Span Bridges 15m < span <
50m
Long Span Bridges spans > 50m
Check/Review Flood
Paved Ia,
Paved Ib,
Paved II
10/5
10
25
Geometric Design Standard

Paved III,
Paved III,
Gravel A
Gravel B
Gravel C
2
10
10
2
5
5
5
5
5
50
50
100
25
50
50
10
25
50
10
25
50
100
200
100
200
100
100
100
100
Note 1: Span in the above table is the total clear-opening length of a structure. For example, the span
for a double 1.2-meter diameter pipe is 2.4 meters, and the design storm frequency is therefore
culvert, 2m<span <6m. Similarly a double box culvert having two 4.5 meter barrels should use the
applicable design storm frequency for a short span bridge and a bridge having two 10-meter spans is a
medium span bridge.
3.3.2
Frequency Distribution Models

In flood frequency analysis, the objective is to estimate a flood magnitude
corresponding to any required return period of occurrence. The resulting
relationship between magnitude and return period is referred as the Q-T
relationship. Return period, T, may be defined as the time-interval (on the
average) for which a particular flood having magnitude Q T (also known as
quantile) is expected to be exceeded.
67
In this work, a compatible distribution model has been considered for

hydrological analysis. The comparison between the goodness of fit assessments
for different distributions indicate that the Gumbel Extreme Type I distribution is
more reasonable and reliable to the hydrologic events and has been widely used
for estimating the design rainfall at any given return period. Therefore, the rainfall
frequency analysis has been carried out using Gumbel Type I frequency
distribution.
A general equation for frequency analysis of hydrologic events is given as
(Chow, 1964).
The equation for the quantile estimate is given by:
RT = + KT
[Equation 1]
where
RT = daily rainfall amount for return period T
= central tendency from fitted probability distribution
= standard deviation from fitted probability distribution
KT = reduced variate of the probability distribution depending on
return period and sample size read from probability distribution
tables
For Generalized Extreme Value (GEV) distribution which best fitted the data for
most stations, KT can be estimated from:
= (= )
[Equation 2]
The analysis has been carried out for return period of 10, 25, 50 & 100 years as
per design standard of the project. Table 24 presents the estimated design
rainfall
at
different
return
period.
68
Table 24: Estimates of design rainfall at different return periods

Quantile for Return Period (T), QT [mm]
Station
Name
Jinja
Station
Code
89330430
Statis.
Distrib.
T
10000
1000
100
20
10
1.5
1.33
1.3
1.11
1.05
1.02
0.01
0.1
10
20
50
67
75
80
90
95
98
GEV
157.2
142.9
125.6
110.1
101.8
82.3
72.6
62.9
57.3
53.5
43.5
35.2
25.9
69
3.3.3
Design Flood Estimation

The term design flood refers to the flood hydrograph or peak discharge value that
is finally adopted as the basis for design after giving due consideration to the
flood characteristics, frequency and damage potential, including economic and
other related factors.
By make use of the estimated design rainfall, watershed characteristics and
physical data from field visit, the design floods for the different road drainage
watersheds were calculated. The adopted models are discussed hereunder.
3.3.4
Runoff Models
Despite of the model used, accurate estimation of the design discharge depends
on accurate assessment of the various parameters used in the model. Among
the parameters include the flow data, rainfall data, catchments area and
characteristics such as mainstream length and slope, curve number, coefficient
roughness, time of concentration, length of the channel and slope and catchment
land use and cover. In this study, the TRRL East African Flood Model (ungauged catchment) and Frequency analysis (gauged catchment) were used.
3.3.5 Frequency analysis

There exist different types of frequency distributions in frequency analysis
models. The most applicable type of models for peak flood analysis, Log Pearson
Type III distribution programmed in Excel spreadsheet was used.
Table 25: Estimate of design floods at different return period
Flood Frequency Calculations using log-Pearson Analysis III
(period of record 1999-2009)
Return Period
(years)
2
5
10
25
50
100
200
Skew Coefficient
K (-0.0403)
0.0068
0.8436
1.2772
1.7369
2.0322
2.2962
2.5381
Discharge
Q (m3/s)
46
64
76
91
102
113
125
70
3.3.6
The TRRL East African Flood Model

The TRRL East African Flood Model has been recommended as the most
appropriate model for the estimation of design floods for the different un-gauged
catchments in East Africa and has been widely used.
In the TRRL model, the base time is assumed to be the time from 1 per cent of
peak flow on the rising limb to 10 per cent of peak flow on the falling limb of the
hydrograph. For East African catchments, it has been found to vary between 2.7
and 11.0 unlike the US hydrographs, where the ratio of base time to time to peak
is approximately 3.0. Owing to wide range, the use of a single hydrograph base
on time to peak was therefore considered not appropriate.
A much more stable ratio was found to be the peak flow (Q) divided by the
average flow measured over the base time (Q) (Peak Flow Factor).
F=
[Equation 3]
Q
The peak flow was estimated if the average flow during the base time of the
hydrograph can be calculated.
The total volume of runoff is given by:
RO = (P
Where:
Y )C A * A *10 3 (m3)
[Equation 4]
P = rainfall (mm) during time period equal to the base time

Y = initial retention
CA = contributing are coefficient
A = catchment area (km2)
If the hydrograph base time is measured to a point on the recession curve at

which the flow is one tenth of the peak flow, then the volume under the
hydrograph is approximately 7 per cent less than the total runoff.
The average flow (Q) is therefore given by:
Q=
0.93 * RO
3600 * TB
[Equation 5]
Where:
TB = hydrograph base time (hrs.)
71
Estimates of Y and CA are required to calculate RO and lag time K to calculate

TB.
Initial Retention (Y)
In arid and semi arid zones an initial retention of 5 mm is considered, and zero
elsewhere
Contributing Area Coefficient (CA)

Contributing area coefficient is a coefficient that reflects the effects of the
catchment wetness and the land use. A grassed catchment at field capacity is
taken as a standard value of contributing area coefficient. The design value of
the contributing area coefficient was estimated from the following equation.
C A = C S * CW * C L
[Equation 6]
Where: CS = the standard value of contributing area coefficient for a grassed

catchment at field capacity
CW = the catchment wetness factor
CL = the land use factor
The three factors are given in Tables 5.2, 5.3, and 5.4 of the TRRL Laboratory
Report 706 (Tables 26, 27 and 28 below).
Table 26: Standard Contributing Area Coefficient (wet zone catchment, short grass
cover)
(Source: TRRL Laboratory Report 706)
Soil Type
Catchment Slope
Very Flat
< 1.0 %
Moderate
1-4 %
Rolling
4-10 %
Hilly
10-20 %
Mountainous > 20 %
Well Drained
0.09
0.10
0.11
0.12
Slightly Impeded
Drainage
0.15
0.38
0.45
0.50
Impeded Drainage
0.30
0.40
0.50
72
Table 27: Catchment Wetness Factor (Source: TRRL Laboratory Report 706)
Catchment Wetness Factor
Rainfall Zone
Perennial Streams
Ephemera Streams
1.0
1.0
0.75
0.60
1.0
1.0
0.50
0.30
Wet Zone
Semi Arid Zone
Dry Zones (except West.
Uganda)
West Uganda
Table 28: Land Use Factor (Base assumes short grass cover)
(Source: TRRL Laboratory Report 706)
Land Use
Largely bare soil
Intense cultivation (particularly in valleys)
Grass cover
Dense vegetation (particularly in valleys)
Ephemeral steam, sand filled valley
Swamp filled valley
Forest
Land Use Factor

1.50
1.50
1.00
0.50
0.50
0.33
0.33
Catchment lag Time (K)

The appropriate values of lag time were estimated from Table 29. Care was take
in assessing which category to place a given catchment, as generally only small
areas on either side of the stream are contributing to the flood hydrograph.
Table 29: Catchment Lag Time (Source: Table 5.5 of TRRL Laboratory Report 706)
Catchment Type
Arid
Very steep small catchments (slope > 20 %)
Semi arid scrub (large bare soil patches)
Poor pasture
Good pasture
Cultivated land (down to river bank)
Forest, overgrown valley bottom
Papyrus swamp in valley bottom
Lag Time (K) in hrs

0.1
0.1
0.3
0.5
1.5
3.0
8.0
20.0
73
Base Time
The rainfall time (TP) is the time during which the rainfall intensity remains at high
level. This was approximated by the time during which 60 per cent of the total
rainfall occurs. Using the general intensity duration frequency equation,
i=
a
(0.33 + t d ) c
[Equation 7]
The time to give 60 per cent of the total rainfall is given by solving equation 7.
c
t 24.33
0.6 = d
24 td + 0.33
[Equation 8]
Values for the various rainfall zones of East Africa are given in Table 30.
Table 30:
Rainfall Time (TP) for East African 10 year Storm

(Source: Table 5.6: TRRL Laboratory Report 706)
Zone
Index 'c'
Inland zone
Coastal zone
Kenya Aberdare Uluguru Zone
0.96
0.76
0.85
Rainfall time (TP)

(hr)
0.75
4.0
2.0
The flood wave attenuation (TA) was estimated from equation 9.
TA =
0.028 L
1
[Equation 9]
Where:
L = length of main stream (km)
Q = average flow during base time (m3/s)
S = average slope along main stream
The base time was estimated as:
TB = TP + 2.3K + T A
[Equation 10]
74
The iterative/ trial and error solution was carried out. Initially TA was assumed
zero, and two iterations were considered adequate. Knowing Q and F, the peak
was calculated using equation 3.
The following pages illustrate the computation process using the TRRL East African
Flood Model in one of the drainage catchment. The same approach programmed in
excel spreadsheet was used in the computation of the design floods in other
watersheds.
75
a)
Catchment characteristics:
Catchment area, A (km2)
8.623
km2
Land slope, S =
0.045
Main stream average Slope, Sc =
0.032
Major stream flow length, L (m)
4016
m
Land use: Gently sloping catchment, cultivated down to river channel banks (sugarcane, maize, cassava)
and settlement
b)
Catchment Lag time (K):
Arid
Very steep small catchments (>20%)
Semi arid scrub (bare soil patches) =
Poor Pasture =
Good pasture =
Cultivated land (down to river banks)
Forest, overgrown valley bottom
Papyrus swamp in valley bottom
0.1
0.1
0.3
0.5
1.5
3
8
20
c)
STD Contributing area coefficient Cs =

Soil type (Slightly impended drainage)
Catchment slope (Rolling 4-10%)
0.45
d)
Antecedent Rainfall zone

NYANZA UG
e)
hr
TRRL Table 4 pp 18
TRRL Fig 15: soil zones
Potential ET
5.6
mm/day
2 day antecedent
7 day antecedent
Soil Moisture recharge
21.1
48.4
60.9
mm
mm
Mm
Catchment wetness factor, Cw

Rainfall Zones
Wet zones
Semi arid zone
Dry zones
(exept West
Uganda)
West Uganda
TRRL 706_Table 7
pp 20
TRRL Table 3 pp
17
TRRL Fig.
14
TRRL 706_
Table 3-pp17 &
Table 5-pp 19
Catchment wetness factor (Cw)

Perennial Ephemeral
streams
strea
ms
1
1
1
1
0.75
0.5
0.6
0.3
76
f)
Land use factor CL

Largely bare soil
Intense cultivation (Particularly in valleys)
Grass cover
Dense vegetation (particularly in valleys)
Ephemeral stream, sand filled valley
Swamp filled valley
Forest
1.5
1.5
1.5
1
0.5
0.5
0.33
0.33
g)
Contributing area coefficient, CA = (Cs*Cw*CL)
0.675
h)
Initial Retention, Y
If
Semi arid or West Uganda
5
5
Elsewhere, Y =
i)
0.75
Rainfall time, Tp for EA 10 year storms:
mm
TRRL 706
Page 11 (summary,
(h)) and Fig.14
hrs
TRRL 706_Fig 16 &

Table 8
0.75
0.96
Design rainfall during time interval (TB), P (mm):

10 year daily point rainfall =
k)
Eqn 8 , TRRL
Inland zone Tp =
Index, "n" =
j)
TRRL Table 6 pp 19
108.16
mm
1st Iteration of Base time, TB (hr): (Tp + 2.3K + TA)
7.65
hr
Assuming 1st Iteration

Rainfall during base time RTB =
TA =
RTB = (TB/24)*(24/(TB + 0.33))^n * R10/24
100.53
mm/d
Index, n for 10 yr design storm
0.96
hr
10 yr max average daily rainfall, R10/24
108.16
mm/d
TRRL Eq 12
Where:
Area Reduction Factor, ARF =

1- 0.04*T^(-1/3) *A^(0.5)
Area, A
8.62
Time, T = TB =
7.65
ARF =
0.94
Average rainfall, (P) = ARF * RTB
94.53
l)
Volume of runoff, RO (m3) = (CA * (P - Y) * A * 1000)
TRRL 706_Fig 16 &

Table 8
km2
hr
mm/d
521125.67 m3
TRRL Eqn 6
77
m) Average flow
Qav =
(0.93*RO/(3600*TB)
=17.60 m3/sec
TRRL Eq 13
nd
TB (2 approximation iterative procedure)

ITERATION OF Qav and TB
TB
Qav
17.5979
7.65
17.5959
7.6509
17.5959
7.6509
TA
0
0.0009
0.0009
New values after Iteration:

10
year daily point rainfall R10/24 =
Rainfall during base time, RTB = (TB/24)*(24/(TB + 0.33))^n * R10/24
n)
Area Reduction Factor, ARF =

1- 0.04*T^(-1/3) *A^(0.5)
Area, A
Time, T = TB =
8.62
7.65
km2
hr
ARF =
Average rainfall, (P) = ARF * RTB
0.94
94.53
mm
Volume of runoff, RO (m3) =
521131.95 m3
(CA * (P - Y) * A * 1000)
Average flow, Qav =

o)
108.16 mm/d
= 100.53 mm/d
(F* Qav)
DESIGN PEAK FLOW , Q =
Where peak flood factor, F is given as:
Computed
For K < 0.5 hr,
For K > 1.0 hr,
Therefore
Design Peak flow for T= 25, 50, 100 years
Peak Discharge Factor
K=
F=
F=
Q10 =
Q100:Q2
2.075
Q50:Q2
1.825
Q25:Q2
Q10:Q2
Q100:Q10
Q50:Q10
Q25:Q10
1.667
1.490
1.393
1.225
1.119
17.60
m3/sec
40.47
2.3
3
2.8
2.3
40.47
m3/sec
TRRL Eqn 6
TRRL Eqn 5
hr
m3/sec
TRRL
Laboratory
Report 623
Appendix
1,
Fig. 3
Q100
Q50
Q25
56.36
49.56
45.27
m3/s
m3/s
m3/s
78
3.1.8
Design Discharges
Tables 31 and 32 present the design discharges of the project road under the
project for the different return periods.
Table 31: Summary of design floods for different return period

Road E1.1- Musita-Lumino
Chainage
Catch.
Catch.
from
Northing Easting
area
Ref.
(km2)
Musita
10-yr
25-yr
50-yr
100-yr
283
5+060
546926
55901
1.34
6.28
7.02
7.69
8.75
284
5+440
547329
55567
1.18
5.56
6.22
6.80
7.74
286
7+276
548534
54543
8.62
40.47
45.27
49.56
56.36
287
11+250
551778
51971
0.74
3.66
4.09
4.48
5.09
289
11+660
554420
50807
1.24
3.83
4.28
4.69
5.33
290
15+870
556063
50594
4.78
14.72
16.46
18.02
20.50
292
16+833
558983
50334
1.54
7.86
8.79
9.62
10.94
293
18+800
559865
50573
0.42
1.28
1.44
1.57
1.79
294
19+700
561223
50599
0.21
0.64
0.72
0.78
0.89
295
21+100
562439
50433
0.40
1.24
1.39
1.52
1.73
296
24+000
564029
50880
2.03
6.26
7.00
7.66
8.72
297
25+810
565785
50809
0.29
0.88
0.99
1.08
1.23
298
28+640
568503
50122
0.73
2.24
2.50
2.74
3.11
299
29+465
569306
50281
1.18
5.53
6.18
6.77
7.69
300
30+910
570662
50663
0.71
2.17
2.43
2.66
3.03
31+970
571704
50447
0.44
1.29
1.46
1.59
1.99
34+360
574025
50099
14.32
44.12
49.35
54.03
61.44
301
574151
50076
302
37+960
577490
50202
3.75
11.56
12.93
14.16
16.10
40+240
579850
50501
24.97
88.43
98.91 108.29 123.15
303-306
582090
50406
582238
50370
307
45+990
585222
49136
9.09
42.58
47.63
52.14
59.3
308
50+260
588250
46187
11.47
49.98
55.9
61.2
69.6
309
54+130
591146
41090
13.18
42.82
47.89
52.43
59.63
310
54+870
591696
43504
10.54
32.48
36.33
39.77
45.23
311
58+590
594212
40880
12.42
30.38
33.98
37.2
42.31
7.01
7.84
8.59
9.76
312
63+270
597842
38019
1.13
313
73+330
607154
35225
3.26
17.82
19.93
21.82
24.81
314
76+660
610229
36199
0.97
3.00
3.36
3.67
4.18
79
Table 32: Summary of design floods for different return period

Road E1.2- Busia-Majanji
Chainage
Catch.
Catch. area
from
Northing Easting
(km2)
Ref.
Busia
10-yr 25-yr
50-yr
100-yr
325
1+125
620283
51064
0.19
0.88
0.98
1.07
1.22
324
1+480
619949
50892
0.57
2.87
3.21
3.51
3.99
323
6+970
616014
47143
2.0
10.03
11.22
12.29
13.97
322
10+310
614350
44331
0.88
4.41
4.94
5.4
6.14
0.16
321
10+885
614081
43819
0.81
0.90
0.99
1.12
320
11+860
613606
42931
8.35
24.68
27.61
30.22
34.37
16+310
611423
38133
3.96
17.82
19.94
21.83
24.82
318
17+390
610871
36614
317
21+600
610325
34182
4.96
22.18
24.81
27.16
30.89
316
23+180
610300
32610
0.80
3.12
3.49
3.82
3.12
315
25+500
610374
30420
1.38
5.36
5.99
6.56
7.46
3.4 Structure Selection

3.4.1 Design Philosophy
Provision of efficient and adequate drainage system is extremely important for the
life of the road in terms of reducing maintenance cost and preventing adverse
environmental impacts. Inadequate drainage design will contribute highly to the
deterioration of the pavement structure. Areas to which attention should be given
could be categorized as surface and subsurface drainage along the road and
cross drainage.
The design of side ditches, culvert capacities and bridge waterway openings are
governed by the criteria specified in the UNRA manual.
The surface drainage system, which will take care of rain water from the
pavement surface, adjacent cut slopes and the ground cross fall will be treated by
proper cambering of the roadway and by the introduction of side ditches.
Minor drainage structures are specified as standard structures and are
recommended based on hydraulic efficiency, terrain condition, type of foundation
material, the safety of the surrounding dwellers and road traffickers.
Except for the bridges, standard drawings are adopted unless there is a call for
site specific design.
The type and size of drainage structure specified for a particular location is often
determined based on site specific conditions. But a generalized structures
80
selection effort is made to initially identify the benefits of a certain types of

structure based on the general prevailing local condition, like availability of local
material at the project vicinity, skilled labour, capacity of the construction industry
and cost efficiency.
Bridge is recommended where it is more economical than a culvert, perhaps due
to the need to bury a culvert under a high level of fill. They are also employed to
satisfy land use requirements, to mitigate possible environmental harm with a
culvert, to avoid floodway or irrigation canal encroachments, and to
accommodate large debris.
Culverts are used where bridges are not hydraulically required, where debris is
tolerable, and where they are more economical than a bridge. Culverts can be
concrete box culverts, concrete slab, reinforced concrete pipe culverts, or
corrugated metal culverts or plastic.
Concrete box/slab culverts are constructed with a square or rectangular opening,
and with wing walls at both ends. They are usually specified for larger flows,
where the area of the opening is larger than a practical pre-cast circular concrete
pipes. There may also be the case where the cost estimate of concrete box/slab
culverts constructed on site are less expensive than manufactured and/or

imported pipe culverts.
3.4.2 Bridges
The choice of a bridge type is a matter of
Safety
Environmental factors
Economics
Availability of local construction materials in enough quantity and quality
Availability of semi skilled and skilled labour in enough number to be
deployed for the project work
The current capacity of the construction industry
The possibility and ease of construction
The possibility, ease and frequency of regular maintenance
3.4.2.1 Bridge Material
The following table highlights the comparison of various bridge construction

materials that the consultant has taken into account in reaching a decision on the
81
Reinforced Concrete
Composite /steel& concrete/
Sand /available at the project route/
Availability
Aggregate /can be crashed from
Aggregate /can be crashed from
of material
quarry within the project site/
quarry within the project site/
Cement /locally produced at Tororo/
Reinforcement bars/ imported/
Steel
Steel profiles all /imported/
Steel profiles/imported/
Advantage
Disadvantage
Low cost
Structural advantage to reduce dead
Fast to assemble
Flexibility in design
load
No
Common practice
False work not required
work
Heavy self weight
Relatively higher cost
Higher cost
Takes quite some time to build
Needs regular maintenance effort
Needs regular maintenance
shuttering
and
false
Requires false work to be erected in
effort
the river course unless precast used
Some times required special

welding task
First
second
Priority &
can easily be done by the available
reason
skilled labor in the market
third
Concrete inputs are very easily

available within the project route
which can result in higher cost
reduction
Labour
intensive
hence
creates
money temporary jobs
Abutment/Wing walls
Reinforced Concrete
Masonry
Stone /available at the project route/
Availability
Aggregate /can be crashed from quarry within the project
of material
site/

82
Advantages
Freedom of having taller heights
Lower cost
Reduced self weight
economical for height less than 10m
Good to distribute load to weak foundation material
masonry work is a common practice can be done
No risk of quality, concrete is mixed at batching plants.
easily
do not require shuttering work
Disadvantage
Relative higher cost
Supervision difficulty in controlling the quality of
Requires shuttering & scaffolding work
mortar used
First
Priority
&
Better quality, long live despite the relative higher cost
reason
Second
Relative lower costs due to quality masonry
stone is available within the project route
selection of the type of material for the construction of all bridges in the project.
Incorporating the general factors for the choice of a bridge type above and taking
into consideration the following points:
1. evaluating the result of existing structures assessment
2. results of the detail geotechnical foundation investigation
3. discussions and approval made by the client /UNRA/
reinforced concrete for both super structure and abutments/wing walls is selected
for all new bridges of the entire project roads.
3.4.2.3 Bridge Structural System
Though the selection of the bridge system is mostly site specific, simply
supported structural bridge system with 12 meter length and its multiple, is
selected as a standard bridge for the entire project roads. The following important
points were considered in selecting the bridge system.
1. Standardizing is the TOR requirement
2. Standardizing minimizes cost by allowing repeated us of
forms, reduced effort in bar bending and easy to master the
details for the construction task force
3. Discussions made with UNRA bridge team
83
3.4.2.5 Bridge Construction System
In view of the topographic formation of the project routes and river crossings, the
design consultant opts to adopt precast superstructure standard system of
construction for all the new bridges for the entire project roads.
The following important additional points are also taken into consideration in
selecting the standard precast system.
1. The existence of new bridges in swamps crossings, demands
fast way of construction to finalize the construction of the
bridges during the dry period where the water flow is low
2. Risk of settlement and difficulty in using props to support
formworks on the soft bed material unless replaced.
3. The availability of hauling and lifting equipments, capacity of
the construction industry is assessed, discussed and agreed
with UNRA bridge team.
3.4.3 Slab/Box Culverts

As defined earlier, slab culverts are those with top slab resting on gravity type
abutments (usually masonry) each done separately, and box culverts are those
having monolithic top slab, bottom slab and the vertical walls.
Slab culverts are usually recommended in road sections having good foundation
or bed material with minimum risk of settlement and scouring at abutment
foundation.
Box culverts are proposed on areas where the foundation material is found weak
and to avoid any possibility of foundation failure.
After putting in to consideration the following points:
Considerable number culverts are required in areas where the
project roads intercept the swamps and their detail
geothechnical investigation revealed that the foundation
material at shallow depth is weak.
Having difficulty to control the quality of mortar to be used in
the formation of masonry abutments in case of slab culverts
The better quality and rigidity of the box culverts is demanded
and approved by the client.
Box culverts are selected for the entire project roads.
84
To allow a repeated use of formwork and minimize cost and time, standard span
box sizes are adopted for the entire project roads. Their detailing is shown on the
standard box culverts in the book of drawings.
3.4.4 Pipe Culverts

The minimum size of pipe culvert proprosed to be used as cross-drainage on
entire project roads is 900mm in conformity with the UNRA drainage design
manual.
Because of economy, easy of production at site and durability standard concrete
pipe is selected to be used for the entire project roads. Their detail is shown in
the standard pipe culverts drawings
Concrete headwall is selected to be used for the pipe culverts in the entire road
project roads despite its relative higher cost after considering the following facts.
Better quality at relative higher cost than brick or masonry
Demanded and agreed by the client/UNRA/
The concrete head wall is designed in three different models to suite the smooth
inflow of water into the pipes. The selection is made site specific to avoid
potential scour at the inlet and outlet. Their detail is shown on the standard pipe
culverts in the book of drawings.
The table below highlights the comparison made between the various material
alternatives proposed for pipe culverts.
85
Pipe options
Concrete
Material
Sand /available at the

project route/
Availability
Plastic
Imported
Head wall options

Armco
Imported
Aggregate /can be
crashed from quarry
within the project site/
Cement /locally
produced at Tororo/
Reinforcement bars/
imported/
Low cost
Advantage
Can be produced at
site
durable
Masonry
Stone /available at the
project route/
project route/
Cement /locally
produced at Tororo/
Brick
Concrete
Brick /everywhere
available at the project
route/

project route/

project route/
Cement /locally
produced at Tororo/
easy handling
easy handling
low cost
moderate cost
and transport
and transport
manageable to build
several culverts along
the route
manageable to build
several culverts along the
route
Aggregate /can be
crashed from quarry
within the project site/
Cement /locally
produced at Tororo/
Reinforcement bars/
imported/
better quality
extended life
easy to control material
quality
Disadvantage
handling
higher cost
could be
attacked by
chemicals
First
priority &
reason
Second
lower cost due to

availability of local
materials within the
project vicinity
higher cost
could be
attacked by
chemicals
possibility of
corrosion
mostly stolen
Third
difficult to control
requires plastering
relative higher cost
quality of mortar
lower durability
reqiures shattering
difficult to control quality

of mortar
First
Second
relative lower cost
higher durability
avoids at large hard
currency requirement
86
Third
3.4.5 Paved Side Ditches

Grouted stone pitching side ditches/ road gutters/, if well done and maintained
regularly, can serve the purpose they are intended for as the design consultant
looked around at the existing roads and on the main trunk roads.
Grouted stone pitching trapezoidal open channel side ditches are selected as
standard paved side ditches for road gradient exceeding 3% in the entire project
roads outside of town or trading centres. Very low relative cost as compared to a
precast or cast-insitu concrete paved ditch is the prime factor for the selection of
grouted stone pitching side ditches as standard.
However, paved side ditches in towns and trading centres need to be covered to
allow access for pedestrians and traffic at selected locations. To secure safe and
long lasting covered paved ditches the design consultant selected rectangular
reinforced concrete paved side ditches with cover at selected positions as
standard for all the towns and trading centres in the entire project roads. The
selection was also discussed and agreed with clients engineer team. Please refer
to book of drawings for the Standard Paved Side Ditches and Standard Paved
Side Ditches for Urban and Trading Centres for details.
3.5
Hydraulic Design
3.5.1 Minor Drainage Structures

3.5.1.1 Paved Side Ditches
The size of side drains is determined from the Mannings open channel equation,
Q=
(1/n)*A*(R2/3)*S1/2
Q=
A=
R=
s=
n=
discharge in m3/s
area of flow in m2
hydraulic radius
bed slope
roughness coefficient
Where,
And the depth of flow is kept 0.4m according to UNRA Drainage Manual to protect
possible saturation and erosion of road pavement. The channels from the road
surface are estimated using the rational formula:
Q=0.278*C*I*A
Where,
Q=
C=
I=
A=
Discharge in m3/s
Run off coefficient
Intensity of rainfall in mm/hr for 10min storm with ten years
return period
Area contributing to channel flow in Km2
Flow from connecting channels to these side drains is determined according to the
specific situation.
87
3.5.1.2 Pipe Culverts
The hydraulic capacity of existing pipe culverts has been obtained from the tables
in the UNRA Drainage Manual against their opening sizes, bed roughness of 0.015
and bed slop of 1% and allowing only 50% efficiency; please find these tables in
Appendix 9.19 of the same manual.
The discharge capacity of each and every pipe is compared with calculated
channel design discharge with 25 years recurrent period. We found that in most of
the cases the existing pipe culverts have inadequate hydraulic capacity to
accommodate the anticipated design discharge.
A table incorporating the opening sizes, type and hydraulic capacity of existing
pipe culverts, the corresponding design discharge, the new structure opening size
and its hydraulic capacity is prepared for detail clarification and presentation.
Except for the relief and local pipes all the new pipe culverts are checked against
head water depth ratio (Hw/D) greater than 1.2 to avoid scour damage to the inlet
side of the road embankment and also to avoid excessive flooding upstream
allowing 250mm free board below the road final level on the same table using HY8 computer software.
Please refer to the table in Appendix-6.
3.5.2 Major Drainage Structures

3.5.2.1 Box Culverts
Where the design discharge is found over the capacity of the maxmum size of
double pipe culverts, the box culvert is selected.
The preliminary size of all box culverts is verified using HY-8 computer software
after having the final road levels and bed slop. Both inlet and outlet control flows
shall be checked by applying the final invert level and available upstream flow
head after allowing 250mm free board below the road final level.
Based on the result obtained from the computer program and soil particle size of
the flow bed channel, bed protection work shall be recommended to avoid or
minimize bed erosion. Please refer Appendix 6.
The project box culverts schedule showing the following details of each and every
box is prepare:
the invert level,
culverts slope
flow direction
skew angle if any
culverts length and head wall quantities
additional protection work if there is any
| FINAL Detailed Design Report_Rev.1-AUG 2012 |
88
3.5.2.2 Bridges
Bridges are selected in defined river flows where there are existing bridges, the
design flow couldnt be accommodated by box culverts and at least to maintain the
opening size of the existing bridge and told by the local community repeated over
flooding even though not supported by the hydrology analysis. And in swamps
where, the design discharge is over the capacity of box culverts in series, to allow
passage of expected debris and to assure free movement of the aquatic life,
bridges are also recommended.
The capacity of the existing bridges and the preliminary opening size of the new
bridge required to accommodate the design discharge for each particular bridge
location is determined from the Mannings Equation for open channel flow and
allowing free board of 1.5m according to UNRA Manual.
Q=
(1/n) .A. R2/3 . S1/2
However, the preliminary bridge opening size is verified using WSPRO or HEC-2
software to insure the provided opening is safe against upstream flooding and
excessive flow velocity. Please refer to the bridge hydraulic calculations and
results in Appendix-4.
Scour at bridge location is very important for the safety of bridge. We studied the
local scour problems at those bridges where the bed material is other than rock
bed. The local scour at pier is a function of bed material size, flow characteristics,
fluid properties and the geometry of the pier.
The scour depth at pier as given by the CSU (Colorado State University) equation
is;
a
Ys = 2Y1K1K 2 K 3
Y1
0.65
Fr 0.43
Where;
Ys = scour depth
Y1 = flow depth directly upstream of the pier, [ft]
K1 = Correction factor for pier nose shape
K2 = Correction factor for angle of attack of flow
K3 = Correction factor for bed condition
a
= Pier width, [ft]
V1 = mean velocity of flow directly upstream of the pier, [ft/sec]
1/2
Fr1 = Froude number = V1/ (gy1)
For the constants and detail of the formula please refer to UNRAs drainage manual
section 10.8.3.
Where the demand for scouring protection, river training and bank protection work
exists their design is explained on the same sheet of the bridge hydraulic design.
89
3.6
Structural Design
3.6.1 Minor Drainage Structures

3.6.1.1 Paved Side Ditches
Paved side ditches are constructed as v-shaped channel following the natural
stable soil slope except at towns and trading centres where rectangular channels
used. The rectangular channels are designed to resist lateral earth pressure and
traffic live loading at places where covering slab required. The concrete covers are
also designed to withstand the traffic live loading safely. Please refer to Appendix
6-Structural Design Calculations.
3.6.1.2 Pipe Culverts
Structural design of concrete pipes usually done at standard level so that they can
withstand the design live loading and the surrounding soil pressure safely. And
these designs are confirmed by laboratory testing according to standard
specification.
Standard concrete pipes sizes, detailed and specified according to AASHTO
standard specification M-170 or M-242 are adopted for this project.
Basically a minimum soil cover of 600mm is adopted to reduce the effect of
concentrated live load unless otherwise an additional slab is put on the top of the
pipe.
Class-C bedding is adopted for all concrete culvert pipes bedding for the entire
project unless otherwise Class-A or Class-B bedding is approved by the engineer
according to specific need.
3.6.2 Major Drainage Structures

3.6.2.1 Box Culverts
Box culvert structures are designed as rigid frame structural system. The following
loadings are considered in the design.
1.
2.
3.
4.
Earth pressure from surrounding backfill material

Weight of soil above
Design live loading
Weight of water if exists.
Design calculation is carried out for all box culverts which are selected as standard
for the project all according to UNRA Manual and BS5400 Standard. SAP 2000
software is used for the structural frame analysis. Please refer to Appendix 6Structural Design Calculations.
3.6.2.2 Bridges
List of New Bridges
No new bridges are required on Musita-Lumino/Busia-Majnaji roads.
90
Material Quality
a) Concrete Quality
Concrete quality of Grade 30 (with characteristic strength 30MPa of 150mm cube
at 28 days according to BS 5400 section 5.1.4 table-5) is adopted for all the bridge
super and substructures in the entire project.
b) Reinforcement Quality
Reinforcement steel quality of Grade 460 (with minimum characteristic strength of
460MPa according to BS Cl 5.1.4 table-6) is adopted for all the bridge super and
substructures in the entire project.
Design Method
The bridge reinforced concrete members are design to the ultimate limit state
design and checked for crack width control and servicibility limit state all according
BS5400 Part-4 for concrete structures.
Bridge Loading
All the structural design loadings of the new bridges are considered according to
UNRA Bridge Design Manual together with BS5400 Part-2 for loading.
a) Live Loading
The bridge structure and its elements are designed to resist the more severe
effects of either:
Design HA loading (see UNRA 6.4.1) or
Design HA loading combined with design HB loading (see UNRA 6.4.2).
Where,
b) HA loadings
HA loadings are a formula loading representing normal traffic. It consists of a
uniformly distributed load/UDL/ and knife edge load /KEL/combined, or of a single
wheel load, including 25% impact.
The UDL shall be taken as 30kN per linear meter of notional lane for loaded lengths up to
30m, and for loaded lengths in excess of 30m it shall be derived from the equation.
( L)
W = 151 1
0.475
but not less than 9
Where, L is the loaded length (in m) and W is the load per meter of lane (in KN)
The KEL per notional lane shall be taken as 120kN.
c) Single Nominal Wheel

One 100kN wheel placed on the carriageway and uniformly distributed over a
circular contact area assuming an effective pressure of 1.1N/mm2 (i.e 340 mm
91
diameters) shall be considered. Alternatively, a square contact area may be assumed,

using the same effective pressure (i.e. 300mm side).
d) HB loadings
Those derived from the nature of exceptional industrial loads (e.g. electrical
transformers, generators, pressure vessels, machine presses, etc.) One unit shall
be taken as equal to 10 KN per axle (i.e. 2.5 KN per wheel).
The overall length of the H B vehicle shall be taken as 10, 15, 20, 25 or 30 m for
inner axle spacing of 6, 11, 16, 21 or 26 m respectively, and the effects of the most
severe of these cases shall be adopted. The overall width shall be taken as 3.5 m.
The minimum number of units to be used shall be 25 units for all public highway
bridges. After having discussion and approval by UNRA 37.5 units of HB loading
are used for the design all the bridges in the entire project.
Fig 16: Dimensions of HB vehicles

e) Longitudinal Loading
The longitudinal load resulting from traction or braking of vehicles and shall be
taken the more severe of
1) The nominal load for HA shall be 8 kN/m of loaded length plus 200 kN,
subject to a maximum of 700 kN, applied to an area one notional lane
wide x the loaded length or
2) The nominal load for HB shall be 25 % of the total nominal HB load
adopted, applied as equally distributed between the eight wheels of two
axles of the vehicle, 1.8 m apart
and applied at the road surface in one notional lane only.
f) Accidental Load Due to Skidding
A single nominal point load of 250KN is considered in one notional lane only, acting
in any direction parallel to the surface of the highway.
92
g) Wind Load
All the project bridges are categorized into terrain category 1 with velocity pressure
of 0.81KN/m2 structure height of 5m. However, wind load is not considered in our
design since all the bridges in the entire project are small at low level and wind
loading doesnt govern.
h) Live Load Surcharge
Live load surcharge for properly consolidated backfill material:
(a)
(b)
(c)
for HA loading : 10kN/m2;

for HB loading 37.5 units : 16.25kN/m2
i) Earthquake Loading
The project bridges are located in Zone 2 with acceleration coefficient (A) = 0.07
and iImportant classification(IC) of class I. Seismic performance category (SPC) =
2 and soil profile type II with site coefficient(S) = 1.2.
Detailed seismic analysis is not required for a single span bridge or for bridges
classified as SPC 1 & 2 (Cl.9.4.2 UNRA).
But the connection of the superstructure to the substructure shall be designed to
resist a horizontal seismic force equal to 0.20 times the dead load reaction force in
the restrained directions.
Bearing seats supporting the expansion ends of girders shall be designed to
provide a minimum support length N (in mm) measured normal to the face of an
abutment or pier, not less than that specified below:
N = 203 + 1.67L + 6.66H (mm)
where
L = length, in meters of the bridge deck to the adjacent expansion joint, or to
the end of the bridge deck.
H = average height, in meters of columns supporting the bridge deck to the next
expansion joint for abutments
H = column or pier height in meters for columns and/or piers
3.6.2.3 Substructure
Reinforced concrete type substructures designed to safely transfer all loads from
the superstructure to the underlying soil strata within its bearing capacity without
excessive setlement.
a) Pier
Twin wall type reinforced concrete pier with common footing pad and independent
hammer head beam seat is designed to safely transfer superstructure loads to the
foundation material for all the bridges in the entire. In the design all fractional
values are taken to the full numbers which allow us to have a few sizes for
construction simplicity and economy. Simi-circular shape edge is provided for a
better hydraulic performance and durability.
93
The following loads are considered in the design processes.

1.
2.
3.
4.
Earthquake forces from the superstructure and the pier itself

Longitudinal forces from the superstructure
Self weight and dead load from superstructure
Live load reaction
Please refer to Appendix 6-Structural Design Calculations.
Figure 17 : Longitudinal Elevation
b) Abutment
Cantilever reinforced concrete abutment with 45 degrees flared wing walls is
designed to safely transfer all loads from the superstructure and the back fill soil to
the foundation material.
The following loads are considered in the design processes of abutments:
1.
2.
3.
4.
5.
Self weight and dead load reaction from superstructure

Live load reaction from superstructure
Traffic surcharge load
Lateral earth pressure
Longitudinal forces from the superstructure
Please refer to Appendix 6-Structural Design Calculations.

Figure 18 : Elevation
94
3.6.2.4 Superstructure
Voided slab type superstructure is used for the standard bridge superstructure for
the entire project. The voided slab is split into mid and end pre-cast units to
facilitate the pre-cast production and having reduced lifting weight.
Figure 19 : Precast Units
Raised walkway with removable cover utility channel is provided on bothsides of

the carriage way.
Figure 20 : Precast Units
The lifting weight of the end unit is around 10 tons and 11 tons for the mid unit.
Carriage way width of 7.5meters with sidewalks way of 2.0meters width each side
is agreed with UNRA bridge engineers and provided for all the bridges in the entire
project. The total bridge width is therefore 11.5 meters. Accordingly two end units
and eight units of mid units are put side by side to formulate the total bridge width.
95
Figure 21 : Bridge Cross-section
The pre-cast voided slab units are modeled and designed as single beam each
shearing the live load as the same way it is assumed distributed in sold slab. It is
assumed that the 10cm thick cast-insitu slab will fully helps in distributing the
wheel loads. Please refer to Appendix 6-Structural Design Calculations.
3.6.2.5 Bearings
No special type of bearing except PTFE/similar pads at each precast voided slab
beam at one of the two ends is provided to insure horizontal load transfer at one
end only. At the other end fixity can be achieved using steel dowels or any other
suitable system which be worked with the precast units.
3.6.2.6 Expansion Joints
No expansion joint detail is required for short span bridges like 12m span bridges.
3.6.2.7 Railings
Prefabricated steel tube sections which can be assembled at site and bolted to the
precast end unit are selected for the bridge railing. This can help to facilitate the
early completion of the bridge work. The steel railing is simple looking and can
easily be maintained after traffic damage.
All the railing components are designed to resist the specified design load
according to the manual. Please refer to Appendix 6-Structural Design
Calculations.
3.6.2.8 Deck Drainage
Deck drainages at every end quarter point of the span on both sides are provided.
200mm by 75mm rectangular galvanized steel hollow section is selected to allow
enough opening without clogging by silt for the perfect flow of water which is a
common major problem at most bridge sites.
96
3.7
Quantity and Cost Estimation
3.7.1
Determination of Quantities
Determination of the quantities for the various aspects of the design has been
made for each of the five project roads.
Civil 3D road design programme has been used to produce the various road
component quantities up to wearing course level.
The cross-section costed is that detailed in the Book of Drawings, incorporating a
7.0 m wide carriageway with 1.5 m shoulders.
For all other items, quantities have been calculated based on preliminary design
requirements as determined from the site investigations.
3.7.2
Unit Rates
Considering the nature and extent of the Works to be undertaken for this project, it
is deemed that only highly experienced and well-equipped contractors could
successfully undertake and complete the works in a competent and satisfactory
manner. All costing, therefore, are based on this assumption.
The unit rates are based on the presumption of a non-restricted tender in which
contractors from countries with low foreign personnel costs and overheads, who
are - or have been - active in Uganda or elsewhere in the region, can be expected
to submit very competitive bids, with rates appreciably below conventionally
derived unit rates.
For the major construction items the unit rates have been derived from first
principles and compared with the rates in force on an ongoing project of a similar
nature being undertaken by the Client.
The breakdown of unit rates was presented in a separate volume during the
Preliminary Design stage and remains unchanged.
3.7.3
Provisions
Preliminary and General Items have been estimated at 10% of the Works Items,
whilst Dayworks have been estimated at 2% of the Works Items.
A 10% allowance has been made for physical contingencies and a 5% allowance
for financial contingencies during the period of construction.
The estimate is in Uganda Shillings and no separate provision is made for
escalation between the present and commencement of construction.
The cost of design has been omitted, whilst a 5% provision has been made for
construction supervision.
The estimated costs for land take, environmental mitigation and removal and
relocation of services have also been taken into account.
97
3.7.4
Construction Cost Estimates

The draft final cost estimates for Musita-Lumino/Busia-Majanji roads are presented
separately in Volume 3A.
3.7.5
Road Construction Packages

Determination of the contract strategy to be adopted and the number of contract
packages will be undertaken in consultation with UNRA during detailed design
phase.
However, for the purposes of the study and taking due account of the geographical
locations of the five project roads and their respective lengths and the estimated
value of the construction works, it is anticipated that four contract packages will be
required, namely:
Package 1:
Musita-Lumino & Busia-Majanji roads (Total length = 101 km)
Package 2A: Tirinyi-Pallisa/Pallisa-Kumi roads (Total length = 64 km)

Package 2B: Pallisa-Kamonkoli road (Total length = 45 km)
Package 3:
Bumbobi-Bubulo-Busumbu-Lwakhakha (Total length = 44 km)
Package 4:
Namagumba-Budadiri-Nalugugu roads (Total Length = 29 km)
Package 5: Kamuli-Bukungu road (Total Length = (68 km)
Such an arrangement would allow smaller local or regionally based companies to

tender, whilst providing packages which individually or in combination would still
remain attractive for internationally based contractors. It would also enable
implementation and financing to be phased, should this prove to be more
attractive.
98

Final Detailed Design Report - Musita - Majanji Road

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Final Detailed Design Report - Musita - Majanji Road

Uploaded by

Copyright:

Available Formats

GOVERNMENT OF UGANDA

UGANDA NATIONAL ROADS AUTHORITY

CONSULTANCY SERVICES FOR FEASIBILITY STUDY,

Feasibility Study, Detailed Design, Tender Assistance and Project Management

PREPARATION, REVIEW AND AUTHORISATION

Approved for Issue by

SMEC staff: Project Manager

SMEC COMPANY DETAILS

Detailed Design Report (FINAL)

| FINAL Detailed Design Report_Rev.1-AUG.2012 |

LOCATION OF LOT E ROADS

E2. Economic Evaluation

E3. Topographical Survey

E4. Traffic Surveys

E5. Traffic Growth and Projected Traffic

E6. Axle Load Survey

E7. Pavement Design

E8. Materials Investigation

E10. Drainage Design

E11. Geometric Design

Preliminary Design Report

Packaging of the Project Roads

Description of Project Road

Topographical and Aerial Survey

References and Datum

Ground Control And GPS Measurements

Interim Beacons And Total Station Measurements

Growth in normal traffic

Projected Traffic growth

2.3.10 Origin/Destination Surveys

2.3.11 Axle Load Survey

2.3.13 Cumulative Equivalent Standard Axles (CESA)

2.3.14 Summarized Road Usage

2.3.15 Sensitivity Analysis

Soils and Materials Investigations

Sub-grade Soil Investigation

Gravel and Hardstone Sources

Hydrological Analysis Criteria and Practices

Hydrological Analysis Methodology

Topography, Catchment Area Delineation and Watershed Parameters

Assessment of Existing Drainage Structures

Classification of Drainage Structures

Environmental and Social Studies

Socio-economic and Cultural Environment

Predicted Environment and Social Impacts

Adopted Design Parameters and Standards

Summary of Adopted Design Speeds

Design Road Alignment

3.1.10 Low Lying Area

3.1.11 Junctions and Accesses

3.1.12 Footpaths, Busbays and Road Furniture

3.1.13 Service Roads

3.1.14 Climbing Lanes

Pavement Design Input Data

Soft spots and Marshy areas

Pavement Design Catalogue

Pavement Structural Design

Design Traffic Loading

Design Subgrade CBR

3.2.10 Design Subgrade Class

3.2.11 Proposed Pavement Structure

Design Return Period