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AFCAP TAN 008 Demon Sites Design Report Final
AFCAP TAN 008 Demon Sites Design Report Final
Design Report
November 2010
Roughton International Draft Design Report
EXECUTIVE SUMMARY
Project Aims
This project has a number of different aims and they are as follows:
Provide sustainable access to economic and social opportunities for poor rural
communities;
Provide all weather access to district roads using Environmentally Optimised Design.
Demonstrate alternative pavement surfaces suitable for low volume roads in Tanzania
which will dramatically reduce the demand for gravel;
Change current design ideology for low volume rural roads, which presently involves
extensive re-gravelling works;
Promote the use of locally sourced construction materials and investigate the use of
alternative marginal materials materials presently considered substandard, but which
can actually perform satisfactorily on low volume roads;
Promote the use of labour based construction methods to provide employment for people
in local communities and help maintain the rural road network after construction is
completed;
Aim towards incorporation of these design concepts as part of the Tanzanian Pavement
and Materials Design Manual in the future.
Pavement Structures
Various pavements were considered for use on the project roads. Several of these pavement
types follow on from a similar project in Laos PDR, under the South East Asia Community Access
Programme (SEACAP). The different pavement types being demonstrated in Tanzania include:
1. Double Sand Seal
2. Single Otta Seal with a Sand Seal
3. Double Otta Seal
4. Slurry Seal
5. Double Surface Dressing
6. Bitumen Penetration Macadam
7. Un-reinforced Concrete Slabs
8. Lightly Reinforced Concrete Slabs
9. Concrete Geocells
10. Concrete Strips
11. Hand Packed Stone
Design Issues
Traffic levels were calculated based on data from the relevant District Engineers. Axle loading had
to be assumed due to the lack of an axle load survey. On low volume rural roads, an axle load
survey is not always justified and assumed axle loading may have to be adopted.
The subgrade strength was assessed by means of pin tests. These were useful in terms of giving
a subgrades strength of hard or soft. However, the pin test is a simple tool for gauging in-situ
strength; it should not replace DCP testing or laboratory CBR testing. Laboratory CBR testing was
also carried out for the demonstration roads, and results generally confirmed observations made
during pin testing. These results classified the subgrade bearing capacity for the different sections
of the roads. Jam jar tests were carried out to try to classify the soils, but, these proved to be less
useful. It was difficult determine layer boundaries and the tests provided little additional useful
information.
An initial drainage system for the roads was designed by means of a hand written strip map. By
driving along the road and visually assessing where low points and water crossings were, the field
team recorded the chainage of probable locations for drainage structures on a hand written strip
map and by taking Global Positioning System (GPS) co-ordinates of these locations. Photographs
of these sites were also taken.
The gradient of the roads was assessed using a handheld GPS. The gradient was used as a good
indication of the difficult sections along the roads.
A visual assessment of the most problematic sections along the roads was done. This investigation
required spending time along the road during the wet season and identifying the poor sections and
recording these locations using a handheld GPS and by taking photographs of each of the defects.
The Tanzanian Pavement and Materials Design Manual did not adequately cover all pavement
options however, this was already known to be the case. Modifications were made to the
standard designs and these are deemed appropriate and suited to the locations.
A number of gravel sources were located in the proximity of each of the two roads with the intent of
using natural gravel in the pavement layers, as opposed to crushed rock, when constructing the
demonstration sections. In Siha, a number of volcanic gravels were located. In Bagamoyo, the
local materials found include quarzitic river gravel and decomposed granite gravel. In Bagamoyo,
the area has reasonable quantities of Gneiss stone which is suitable for construction purposes and
efforts were made to include this stone in the design. This stone is to be used in the hand packed
stone pavement, as well as the construction of the culvert headwalls, wingwalls, lined drains and
scour checks.
Strip Maps
It was the aim of the Consultant not to carry out a detailed topographic survey of the road as this
can be both time consuming and expensive and in many cases would only provide minimal
advantage. Instead the Consultant produced a strip map using data from a handheld GPS and
combining a number of different investigations. This strip map was used successfully to tender the
projects.
The data from the investigations was combined and put into a strip map using Microsoft Excel and
used to assess which sections were suitable as demonstration sections. The strip map produced
for this project combines the different profiles from the GPS data with a drainage system for each
of the roads and provides the following information to the designer:
1. Vertical Gradients
2. Subgrade Type
3. Alignment Trial Pits
4. Subgrade Bearing Capacity
5. Road Condition Sections Based on Speed
6. Features and Observations including Drainage System
7. Demonstration Sections
8. Pavement Layers
9. Visually Assessed Poor Sections
10. Photographs
Once the above information was placed into the strip map the following factors were used to
indicate the poor sections along the road:
1. The gradient of the road
2. The in-situ subgrade
3. Visual Assessment
When all three factors were lined up in the strip map with a corresponding chainage it made it
much easier to select the final demonstration sections along the road.
Conclusions
Only limited conclusions can be made at this early stage of the project. The roads will be
monitored for deterioration after construction and as a result of the medium to long term nature of
the project, only preliminary conclusions can be drawn now as to the suitability of the pavements.
The following are the preliminary conclusions for the project so far:
1. During the selection process of the different pavement sections, if more than one option is
considered suitable for a particular section then other than the cost and the availability of
local materials, there is no specific defined methodology for using a particular pavement.
2. Any benefits from the durability and long term performance of a particular pavement will be
assessed after the monitoring phase of the project.
3. It is important for skilled engineers to spend significant time in the field, particularly during
the rain season, to clearly identify the problematic areas along the road and assess where
basic access is being lost. This is an important requirement for the EOD philosophy.
4. It is important to incorporate local materials as much as possible in the design and
selection of the different pavement structures. This is critical for cost-effective and
sustainable solutions for low volume rural roads. This is an important requirement for the
EOD philosophy.
5. The strip map was a low cost alternative to a detailed topographic survey and efforts
should be made to incorporate this method for District Roads.
6. The costs of the bitumen pavements are expected to reduce once small contractors
become more familiar with them.
7. It is clear that small contractors need to be better informed about the different pavement
types and would benefit from training in understanding exactly what is required in the
tender documents.
1. INTRODUCTION
Following the acceptance of the Inception Report2 this report describes the next phase of the work,
the pavement design.
1.1 Project Description
At present, Tanzania has a modern and comprehensive pavement design manual, which details
the design process for major arterial and trunk routes. However, there are a high percentage of
low volume rural roads which are not catered for in current design manuals. These small rural
roads link villages with local amenities such as shops, schools and community health facilities.
Being low volume rural roads, they are generally not given the same priority in maintenance and
rehabilitation schedules, with the costs involved in repairing and maintaining them to the standards
outlined in current design manuals rarely justifiable.
Thus, the purpose of this project is to formulate new design methods and strategies, and
incorporate these in current design standards and practices in Tanzania.
Low volume rural roads should be maintained to a standard which allows year round access to vital
community facilities. Current design philosophies and ideologies promote rehabilitation of
continuous road sections on rural roads; this generally involves re-gravelling the entire length.
This is inefficient, costly and environmentally un-sustainable in the long term.
Providing year round access need not involve maintaining entire road lengths. The proposed
methodology involves selecting areas which in their poor condition prevent year round access, then
rehabilitate only these sections. In addition, these works should incorporate locally sourced
materials, locally sourced labour and labour based construction methods wherever possible. This
allows the roads to be easily maintained by the local residents during its lifetime. The specification
for construction materials may not always meet current accepted standards, but, on these roads,
traffic levels and pavement stresses are low, therefore material specifications can be relaxed. This
is imperative to the success of this methodology, as locally sourced materials invariably cannot
always meet the high standards required by current specifications.
1.2 Tanzanian Rural Roads
Almost half of the 130 roads put forward by the District Councils across the selected regions of
Tanzania were visited by the Consultants Field Engineer over a period of three months. The
following important observations regarding the potential selection of the roads were made:
1. Tanzania is a large country where very long travel times can be expected from one region
to the next;
2. There is no significant variation in topography and geology within small areas of Tanzania
and therefore roads within a group or district often show similar characteristics;
3. Traffic volumes vary dramatically between roads in busy urban areas and low volume rural
roads, and;
4. Infrequent but innovative work was observed to have been conducted by the communities
in order to keep the community access roads open throughout the year.
Many of the roads inspected were found to have very low traffic volumes and the criterion for a
rural access road of 50 vehicles per day (vpd) would be very difficult to meet. It is therefore likely
to be difficult to follow the strict definition of a rural access road, whose purpose is to provide all-
year round vehicular access to a rural community, to connect a village to the main road network.
The Consultant found that roads with high volumes of traffic were often alternative routes to large
communities and simply lacked maintenance. Alternatively the Consultant found many of the roads
2
Inception Report Site Selection, Africa Community Access Programme, Research Consultant
to Support the Design, Construction and Monitoring of Demonstration Sites for District Road
Improvement in Tanzania, Contract Reference AFCAP/TAN/008 The Prime Minister's Office of
Regional Administration and Local Government (PMO-RALG), November 2009.
Research Consultant to Support the Design, 10
Construction and Monitoring of Demonstration
Sites for District Road Improvement in Tanzania
Roughton International Draft Design Report
were little more than tracks to a community and very little community based activities to keep the
road open and traffic free flowing were observed.
1.3 Demonstration Road Study
1.3.1 Selection of Demonstration Roads
The Consultant determined that the following points are important and should be, as far as
practicable, considered when selecting the roads:
1. There must be capacity at District Council level to issue tenders and to supervise the
construction;
2. The designs must embrace local resources (materials/contractors/labour and construction
methods)as much as possible;
3. Successful designs should be selected on the basis of life time cost rather than the
construction costs only;
4. It is desirable that the pavement designs are suitable to labour based methods;
5. The demonstration sections must have reasonable traffic levels:
It was the Consultants intention that the demonstration sites for the district road improvements are
selected under the following categories:
The sites are typical of a region;
Accessibility to the sites or proximity to proper utilities;
How difficult it will be to link these roads to other road networks;
The traffic count on the roads, and;
Access to local materials.
Based on the requirements set out by (say what this is in the first instance) PMO-RALG, that a
single road should be considered in each region, the list shown in Table 1 has been compiled. This
list contains the highest rated road in each region, based on the above criteria.
cornerstone of this method is that the chosen solution must be achievable with materials, plant and
contractors available locally3.
2.3 Environmentally Optimised Design Process
Environmentally Optimised Design (EOD) has been defined as a system of road design that
considers the variation of different road environments along the length of the road such as steep
gradients, wet and marshy areas as well as passage over easy terrain.4
The Spot Improvement Design (SID) methodology is applied to the EOD and concentrates on
ensuring that each section of a road is provided with the most suitable pavement type for the
specific circumstances5 to provide basic access along the road.
A typical rural road is shown in Figure 1 where an earth track leads to an isolated community some
distance from a main road. During the dry season the road is passable. During the wet season
much of the road may perform quite well but there will be some difficult problematic sections which
will render the road impassable. As an example, the track, shown in Figure 1, is taken to be in the
following condition:
Good Quality Lengths Approximately 60% of the road length
Standard Lengths Approximately 30% of the road length
Problematic Sections Approximately 10% of the road length
So the EOD philosophy challenges the standard rural access road design of applying a gravel
wearing course from start to finish. The EOD method asks if the standard design is sufficient for
problematic areas (10%) and is the standard design necessary for the good areas (60%). The
most appropriate design needs to be undertaken for the different sections of the road as they are
assessed. An under-design of poor sections can lead to premature failure of problematic areas
and an over-design will often be a waste of funds which would be better spent on the problematic
sections.
The EOD design philosophy proposes using minimal resources on the good sections, some
resources on the standard sections and the majority of resources on the problematic sections.
For example, the EOD design philosophy may lead to the following design:
Good Quality Lengths Engineered Natural Surface (Estimated cost 30% of Standard
Gravel Surface)
Standard Lengths Standard Gravel Surface
Problematic Sections Suitable Economically Viable Robust Pavement Structure
(Estimated Cost 500% of Standard Gravel).
3
Presentation Key Management Issues for Low Volume Rural Roads in Developing Countries,
March 2008.
4
Local Resource Solutions to Problematic Rural Road Access in Lao (PDR), Roughton
International Scientific Paper, April 2009
5
Local Resource Solutions to Problematic Rural Road Access in Lao (PDR), Roughton
International Scientific Paper, April 2009
Research Consultant to Support the Design, 13
Construction and Monitoring of Demonstration
Sites for District Road Improvement in Tanzania
Roughton International Draft Design Report
Main Road
Village
Good
Standard
Problematic
The EOD/SID philosophy aims to replace a standard gravel pavement design with more robust
pavements at specific problematic locations along rural access roads and to replace less expensive
wasteful pavements in areas which are perfectly satisfactory all year round, resulting in a more
economical road design.
The potential savings and benefits from adopting this approach to rural road design are clear.
Gravel roads are becoming uneconomical and practically unsustainable, where gravel is becoming
increasingly scarce and only available at long haulage distances. This design philosophy offers a
more sustainable and economical solution to standard gravel road design.
This design philosophy has been applied for the design of these roads by spending significant time
in the field, understanding which sections perform well in the wet season and which sections
prohibit basic access. Once the problem sections were identified, suitable solutions were applied
to these areas in order to provide basic access during the rain season. By demonstrating this
design philosophy Engineers in Tanzania will be able to follow the procedures taken in this report
to implement an appropriate EOD/SID that suits their particular problems along district roads in the
future.
2.4 Current Research and Knowledge - SEACAP
2.4.1 Introduction
The AFCAP Tanzania project follows on from a previous project in Laos Peoples Democratic
Republic (PDR) in South East Asia, entitled SEACAP 17 Local Resource Solutions to
Problematic Rural Road Access in Laos PDR. The SEACAP project aimed to identify cost-effective
community orientated approaches for improving all year access to remote rural areas through low-
cost and local resource based improvement of roads in Laos PDR. Alternative pavements and
surfacing to the standard gravel pavement were tested by way of trials on short problematic
sections of selected roads. Several of these pavements were previously trialled in Vietnam and
Cambodia through DFID research. The trials were carried out under a normal contract
environment with local supervision.6
2.4.2 Pavement Structures Trialled in Laos PDR
A number of different pavements structures were used in the project in Laos PDR. The pavement
types used in Laos PDR were considered for use in the AFCAP project in Tanzania. The different
pavements used in Laos PDR are as follows:
6
Scientific Paper - Local Resource Solutions to Problematic Rural Road Access in Lao
(PDR), Roughton International, April 2009
Research Consultant to Support the Design, 14
Construction and Monitoring of Demonstration
Sites for District Road Improvement in Tanzania
Roughton International Draft Design Report
These pavements were considered for use in this project along with a number of other different
pavement options. The following points are the general conclusions regarding the pavement trials
highlighting the advantages and disadvantages of each:
Standard NEC Gravel Pavement, Engineered Natural Surface and Sand Seal should
not be used on problematic areas as these surfaces will not withstand constant traffic
on steep gradients or high erosive conditions.
Concrete block paving, concrete pavements and bituminous bound pavement
construction can be undertaken successfully by small scale contractors, as the
technology required is common and does not require sophisticated equipment, using
imported and local materials. These initially expensive pavements are expected to
result in sustainable pavements with reduced maintenance needs.
Hand Packed or Mortared Stone Surfaces appear to offer the best value for money and
due to their labour intensive construction process are appropriate for community based
maintenance. However, unless very experienced artisans are used for the block
preparation, extremely rough surfaces will result. Rough surfaces will in general be
unacceptable to road users except in cases where the road was extremely bad and
mostly impassable previously. The standard of surface should improve as the
community gains experience and will be better with mortared rather than hand packed
stone.
Otta seals can be constructed using natural gravel which is out of specification for
normal surface dressed pavements. It produces a durable surface which can be
applied to all but the most severe areas. This construction is ideal for small contractors
as it requires little plant and expertise, provided that a bitumen distributor is available,
but does require labour intensive care during construction.
The construction process for Geocells and Non-Reinforced Concrete pavements is
suited to small scale operations as concrete can be prepared in small mixers using
local materials. However, the success of Geocells will depend on the local availability
of the Geocell fabric or identifying sources for its importation. Three thicknesses of the
Geocell pavement were used in the trials. These were less than that of concrete slabs
however cost savings from the reduced pavement thickness could be negated by the
cost of the plastic Geocell form. The success of the thin Geocell pavements will be
determined during the monitoring phase.
Double Otta Seals, Concrete Blocks (on light gradients) and Concrete pavements can
be applied to steep gradients and sharp corners where traffic action on the surface is
most severe. These pavements are also suited to high traffic volumes, which
increases their potential use throughout the road network. Sand Seals and Single Otta
Seals are ideally suited to urban conditions with low traffic where dust from gravel
roads is unacceptable.7
The construction cost of the all-weather surface types significantly exceeds the construction cost of
the standard gravel road. It is concluded that these all weather surface types should be applied at
the problematic spots on a rural access road where they are needed to maintain all weather
access. This Spot Improvement pavement design philosophy should be applied as widely as
possible given a shortage of funds to provide improved pavements throughout the road length.7
All of the pavements and surfaces, in particular the Engineered Natural Surface, will perform much
better during the wet season if the drainage is functional. A detailed drainage investigation should
be conducted at the design stage resulting in drainage designed to function with nature ensuring
that water is not routed incorrectly. Routine drainage maintenance before the wet season will be of
great help in ensuring that the road remains open throughout the wet season. 7
It is very important to consider the conclusions from Laos PDR and apply them to this project in
Tanzania. By following on from the successes in Laos PDR and avoiding the failure it can lead to
greater success in Tanzania. Other conclusions from Laos PDR that are relevant to this project in
Tanzania and considered during design are as follows:
The design process has shown the need for experienced engineers to spend time in
the field during the design stage understanding the particular problems of the route(s)
and exploring the various possible solutions. Solutions adopted should take account of
both local materials and any available local skills.
Maintenance considerations should be taken into account when selecting pavement
types, for example gravel surfaces and bituminous seals require significantly more
routine and periodic maintenance than concrete roads. Stone surfaces are potentially
most suited for long term community maintenance without significant outside
assistance or funding.
Maintenance of the roads will depend largely on the willingness of the communities to
contribute their labour and on the government providing technical support and budget
support when necessary. 7
It is important to learn the mistakes and triumphs from this project in Laos PDR and these
conclusions were considered throughout the design process of the roads in Bagamoyo and Siha.
7
Scientific Paper - Local Resource Solutions to Problematic Rural Road Access in Lao
(PDR), Roughton International, April 2009
Research Consultant to Support the Design, 16
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Sites for District Road Improvement in Tanzania
Roughton International Draft Design Report
Following the identification of poor sections, it is important to select the appropriate solution for
each site. Sites may have more than one solution, incorporating multiple possible methods, which
in combination could resolve the defect.
The EOD and SID philosophy must be considered throughout. Similar defects may require
different solutions depending on region, local resources and environmental changes.
There are many factors which determine the choice of solution. While one solution may appear
most suitable, it may not be financially viable or local expertise and material capabilities may not be
available.
3.3 Subgrade Assessment
3.3.1 In-Situ Strength Assessment
An estimate of the in-situ subgrade strength is required for design purposes. This can be carried
out by means of laboratory testing and in-situ testing. In-situ testing should include Dynamic Cone
Penetrometer (DCP) testing. This is a simple and reliable form of in-situ pavement testing, which
analyses the in-situ strength of the material at its in-situ density and moisture content.
The CBR which is obtained from DCP testing can be correlated with laboratory based CBR tests,
which will give an accurate representation of CBR at all DCP locations.
3.3.2 Trial Pits
Trial pits should be dug to assess the materials in the subgrade and to obtain material for
laboratory testing. These tests should include all CBR testing as defined in the Tanzanian
Pavement and Materials Design Manual.
Laboratory CBR testing should be performed on materials obtained from trial pits along the project
road. These tests shall allow further analysis of subgrade CBR, allowing correlation between
soaked CBR values obtained in the lab and in-situ CBRs obtained from DCP testing.
3.3.3 Soil Profiling
The following parameters are also used to describe the soil profile:
1. Consistency
8
Spot Improvement Manual for Basic Access, TRL, Berkshire, UK, 2006
Research Consultant to Support the Design, 18
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Roughton International Draft Design Report
2. Soil type
3. Moisture
4. Colour
The consistency of a soil is a measure of hardness or toughness of the soil. Consistency gives an
indication of the bearing capacity and shear strength of the soil.
The various types of soil are:
Clay Particles smaller than 0.002 mm. Only visible through an electron
microscope. Clay can be identified by its soapy or greasy feel. If
sufficiently moistened it will also be very sticky and results in the soil
having a high plasticity index.
Silt Particles larger than 0.002 mm and smaller than 0.075 mm. Visible
only through microscope. Silt can be identified by grittiness when
rubbed between the tongue and teeth.
Sand Particles between 0.075 mm and 2.0 mm in size. These particles are
visible. Sand may be further classed as either fine, medium or
coarse. If no clay present the plasticity index will be very low.
Gravel Particles 2.0 mm to 50 mm in size. It is important here to note the
maximum particle size encountered in the horizon (layer). Terms
such as well rounded, rounded or angular to describe the shape of
the particles may also be used if this is a characteristic feature of the
gravel.
Cobbles Particle size varies between 50 mm and 200 mm. It is important
here to note the maximum particle size encountered in the horizon
(layer). Terms such as well rounded, rounded or angular to describe
the shape of the particles may also be used if this is a characteristic
feature of the cobbles.
Boulders These are particles >200 mm. It is important to note
the maximum particle size encountered in the horizon (layer). Terms
such as well rounded, rounded or angular to describe the shape of
the particles may also be used if this is a characteristic feature of
boulders.
Soil types are distinguished on the basis of grain size as identified below. Natural soils, however,
usually consist of two or more of these types and must be noted. The main constituent is
described, and written in capital letters, with adjectives to define the lesser constituents.
For example:
Sandy CLAY is clay with some sand.
SILT SAND is an equal mix of sand and silt.
9
AASHTO, General Specification for Profiling and Describing Trial Pits
10
Pavement and Materials Design Manual, Ministry of Works, The United Republic of Tanzania,
1999
Research Consultant to Support the Design, 20
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An allowance should be made for an increase in traffic, which would occur in response to the
provision and improvement of the road. This is known as generated traffic.11
Following this initial influx of generated traffic along the road, an estimated fixed percentage
increase of constant traffic growth is established. This rate of increase should be applied per
annum over the normal and diverted traffic. Normal traffic is defined as the traffic which would
pass along the existing road even if no new pavement were provided. Diverted traffic is defined as
the traffic that changes from another route to the project road because of the improved pavement,
but still travels between the same origin and destination.11
In order to determine the total traffic over the design life of the road the Average Daily Traffic (ADT)
in the first year following the construction of the road is estimated. The ADT is defined as the total
annual traffic summed for both directions and divided by 365.
3.4.3 Axle Loading
Whenever a major road project is undertaken an axle load survey will provide details for traffic
loading estimates. However, it is not always practical to do an axle load survey for a low volume
rural road project and as a result, axle loads may need to be estimated. An estimate of the vehicle
loads are calculated and then distributed over each of the axles for each of the different vehicle
classes. It should be noted that axle loads are not distributed over a vehicle evenly and the loads
are weighted more heavily on the rear axle of a vehicle.
3.4.4 Equivalence Factors
Once the axle loads are estimated, equivalence factors must be calculated for each of the axles for
each class of vehicle using the following equation:
The damage that vehicles do to a road depends very strongly on the axle loads of the vehicles.
For pavement design purposes the damaging power of axles is related to a standard axle of
8160 kg using equivalence factors which have been derived from empirical studies.
In order to determine the cumulative axle load damage that a pavement will sustain during its
design life, it is necessary to express the total number of heavy vehicles that will use the road over
this period in terms of the cumulative number of equivalent standard axles (ESA or E80).12
In order to determine the cumulative ESAs over the design life of the road, the following procedure
should be followed:
1. Determine the ADT for each class of vehicle estimated to travel along the road;
2. Make a future forecast of the traffic flow for each class of vehicle to determine the total
traffic in each class that will travel during the design life of the road;
3. Determine an estimate for the distribution of axle loads for each class of vehicle;
4. Determine the equivalence factor for each axle of each class of vehicle;
5. Determine the equivalence vehicle factor for each class of vehicle (by adding the
equivalence factors for each axle on the vehicle and taking an average of all such
calculations);
11
Overseas Road Note 31, A guide to the structural design of bitumen-surfaced roads in tropical
and tropical sub-countries, TRL, Crowthorne, Berkshire, UK, 1993
12
Overseas Road Note 31, A guide to the structural design of bitumen-surfaced roads in tropical
and tropical sub-countries, TRL, Crowthorne, Berkshire, UK, 1993
Research Consultant to Support the Design, 21
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6. Multiply the number of vehicles over the design period in each class by the equivalence
factor for that class to arrive at an estimate of the number of Equivalent Standard Axles
(ESA);
7. Then double the sum of ESA in both directions (single carriageway < 3.5m paved width.10)
13
Pavement and Materials Design Manual, Ministry of Works, The United Republic of Tanzania,
1999.
Research Consultant to Support the Design, 22
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Once a complete check has been performed on all structures, an assessment should be made on
their suitability for their continued use in the road. If the drainage is un-satisfactory, it should be
improved to help guarantee the success of the future road. For example, this can include tasks
such as replacing silted-up culverts, clearing and re-forming roadside drainage or provision of new
roadside drainage if required.
3.8 Materials Investigations
3.8.1 General
A thorough investigation should be carried out to locate suitable materials for construction of the
road pavement. These investigations should locate suitable materials for construction of the
selected subgrade, subbase, base and surfacing layers. Materials should be tested to determine
their suitability and then the pavement design should be based on the suitable materials which
have been located in the area.
3.8.2 Location of Borrow Pits
A complete investigation should be undertaken to locate borrow pits with materials of suitable
quality for pavement construction. These investigations should include trial pitting and profiling of
suitable sources and recording of the location with GPS if possible. An assessment should also be
made as to the quantities of material available in each location visited.
3.8.3 Sources of Rock
Rock sources should be located on the project road where possible. These can provide crushed
rock aggregate for base construction, as well as stone for construction of surface dressing and
concrete for surfacing works.
3.8.4 Material Testing
All materials should be tested to determine whether they meet their respective specifications, as
required by the Tanzanian Pavement and Materials Design Manual. This shall determine whether
the current material meets specification, whether it shall require modification and also whether any
specification shall require (or be permitted) relaxation.
It should be noted that material testing cannot determine suitability of all materials. This is because
traditional soil testing methods give results for some materials, which do not reflect its true
performance in-service some volcanic materials, like volcanic tuff, are prime examples. In these
cases, an engineering decision must be made by someone with sufficient experience and
knowledge to determine suitability of the material in question.
3.8.5 Construction Water
A source of construction water should be found as water will be required in large quantities for
works such as compaction of pavement layers, concrete production and dust suppression during
construction.
3.9 Pavement Materials
3.9.1 General
The new ideology being brought through in this project involves the use of suitable, locally sourced
pavement materials, which are fit for purpose and provide a durable pavement structure at a
reduced cost to traditional methods.
Based on what has been located during the materials investigation, consideration must be given to
different pavement materials in addition to what is traditionally used. Materials should be locally
available and also perform well under in-service conditions. Current design standards available to
engineers in Tanzania typically deal with bituminous surfacings such as surface dressing, Otta
Seal, asphalt and also gravel. Pavement materials consist of crushed rock and natural gravels and
stabilisation is an option where gravels do not meet specification for pavement construction.
However, in the construction of rural roads, crushed rock is usually expensive and may not always
be available without incurring considerable haulage distances. Stabilisation is not a viable option
for a low volume road. To stabilise natural gravel with cement, lime or pozzolan is expensive and
requires some specialist knowledge which may not be available to a local contractor.
The new design philosophy requires the use of what is available allowing the provision of a suitable
pavement structure with minimal costs. However, it must be stressed that while material
specifications can be relaxed, the pavement must still perform over its design life.
3.10 Pavement Design
3.10.1 General
Initial pavement design should be based on the Tanzanian Pavement and Materials Design
Manual. Changes may be required to allow for variations in material, depending on what is
available in the respective regions. Additionally, surface materials such as concrete and segmental
block surfaces must be considered in the designs and these are not covered in the TPMDM at
present.
Therefore, the TPDM is used to get the traditional pavement design, with suitable alterations made
as required to obtain the modified environmentally optimised design. It should be noted that all
changes to the design must be justified and any relaxation of material specification must not be
detrimental to the performance of the pavement.
3.10.2 Design Subgrade Classification
Design CBR values of subgrade and pavement materials shall be specified at the moistures
contents presented in Table 2 below14
As seen in Table 2, roads which are in a wet or moderate climate must have all materials specified
by their soaked CBR value. Therefore, all materials used in these pavements must meet the
required soaked CBR value as per the TPMDM. Soaking generally results in a much lower CBR
value for materials, sometimes making the sourcing of suitable local material more difficult. Hence
the reason for relaxation of some specifications quoted in the TPMDM if it is justifiable.
Materials used in roads construction in a dry region must have their base, subbase and subgrade
specified by the CBR at optimum moisture content. However, if the surfacing is gravel, this must
meet soaked CBR requirements.
The subgrade design class (i.e. S3, S7 or S15) should be classified as per the TPMDM. This is
outlined in Table 3 below.
14
Pavement and Materials Design Manual, Ministry of Works, The United Republic of Tanzania,
1999
Research Consultant to Support the Design, 24
Construction and Monitoring of Demonstration
Sites for District Road Improvement in Tanzania
Roughton International Draft Design Report
Dry Soaked
Additional requirements for minimum CBR after 4 days
soaking. Both CBR requirements, soaked and un-soaked,
shall be met.
Range
Subgrade Classes*
Wet/Moderate CBR (%)
S3 36
S7 7 14
S15 Min 15
Slurry Seal
Slurry seal is a thin bituminous surfacing, constructed from a mixture of fine aggregate and bitumen
emulsion. A photograph and further description is shown in Figure 4 below.
Otta Seals
Single Otta Seal
Single Otta seal consists of one relatively thick (~16 mm), single bituminous binder layer, overlain
with graded aggregate. Aggregate is compacted into the binder through rolling and the effects of
trafficking. Single seals are not commonly used due to the high quality workmanship required for
satisfactory performance. Typical instances where they may be used include diversions, haul
roads, temporary accesses or for maintenance resealing work on traditional chip seals15.
Single Otta Seal with Sand Seal
This is a Single Otta seal blinded with a bitumen/sand mix. The added sand seal layer gives extra
protection against moisture ingress and environmental effects on the underlying layers.
Construction involves bitumen being sprayed over the finished seal followed by a layer of sand with
a grading of 0-2 mm. Compaction is carried out by a tyred roller or loaded truck to form the
finished single - sand seal surface16 17.
Double Otta Seal
Double Otta seal involves two applications of Single Seal to give two combined bituminous layers
giving a total thickness of 32 mm. An 8 12 week gap between construction of both layers should
be observed. It is recommended for use on high stress areas, such as those with high traffic
volumes, steep gradients or zones with repeated acceleration and braking actions. Extensive
rolling is required for both layers during and after construction16.
Otta seal construction is shown in Figure 5.
Otta Seals
15
The Otta Seal Surfacing: An Economic Practical Alternative to Traditional Bituminous Surface
Treatments, Norwegian Public Roads Administration and InfraAfrica Consultants, October
2007.
16
The Otta Seal Surfacing: An Economic Practical Alternative to Traditional Bituminous Surface
Treatments, Norwegian Public Roads Administration and InfraAfrica Consultants, October
2007.
17
The Design, Construction and Maintenance of Otta Seals, Guideline no. 1, Botswana Roads
Department, June 1999.
Research Consultant to Support the Design, 27
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Surface Dressings
Double Surface Dressing
This method involves 2 spray applications. A primary coat is sprayed onto the road followed by a
large single sized aggregate. Following this, the secondary bituminous application and dressing
with smaller sized aggregate. Typical aggregate sizes are 19 10 mm for larger aggregate and 13
6 mm for smaller aggregate. Typical dressed surface can be seen in Figure 6 below.
Surface Dressing
Penetration Macadam
Penetration macadam shall be considered for areas where there are steep gradients, sharp turns
and/or where dust pollution is an issue. A description and photograph of this option is shown in
Figure 7 below.
Penetration Macadam
Concrete Surfaces
Un-reinforced Concrete Slab
Un-reinforced concrete slabs provide a strong durable road pavement, with the lack of
reinforcement eliminating excessive costs relating to steel. Concrete pavements are suited to
small contractors as concrete can be manufactured using small mixers and local materials for use
on the projects. Elimination of reinforcement means continuous pours are possible, with delays
only incurred from the provision of contraction joints, which are spaced at closer intervals than in a
reinforced slab. More suited to areas with good quality sub-grade, in areas of weakness
reinforcement may have to be considered18.
Lightly Reinforced Concrete Slab
Similar to above, slightly more expensive due to the added reinforcement but this gives added
strength and higher load bearing capacity. Useful in areas of relatively weak sub-grade to improve
pavement strength, preventing excess stress and cracking. A photograph of a lightly reinforced
slab under construction is available in Figure 8.
Concrete Geocells
Concrete Geocells are an inexpensive and versatile method for placing concrete in a number of
situations, one of these being road construction. This method of construction can be used in
highway, urban and rural road construction. The Geocell comes as a cellular mat, in which the
interstices are filled with concrete. The cells provide formwork for the concrete slab as it is being
poured and allows for quick progress in construction.
Installation of the product is quick and it can be used as an overlay on the previous pavement,
suitable for steep roads, has a 20 year life with minimum maintenance and can take loads up to
200 tonne axles. This product can utilise small local contractors, local work force and local
materials to provide employment and positive local benefits19.
A photograph of concrete Geocells is shown in Figure 8 below.
Concrete Strips
Concrete strips use concrete under the wheel tracks of a vehicle. The strips also contain
transverse concrete strips between the wheel tracks to help stop excessive erosion down the
centre of the strips. A photograph of concrete strip is shown below in Figure 8.
18
Low Volume Concrete Roads, Bryan Perrie, Cement and Concrete Institute, Midrand, South
Africa, 2000.
19
Website: Hyson Cells: http://www.hysoncells.co.za/apps/apps.html, accessed December 3rd
2009.
Research Consultant to Support the Design, 29
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Photograph Description
20
South East Asia Community Access Programme (SEACAP), Completion of Construction
Report, Roughton International, March 2008.
Research Consultant to Support the Design, 31
Construction and Monitoring of Demonstration
Sites for District Road Improvement in Tanzania
Roughton International Draft Design Report
The average moisture in a roadbed beneath a black topped pavement usually approximates to
optimum, and slight seasonal changes produce some movement. It follows that, if the exposed
roadbed is in either a very wet or a very dry condition when the pavement is constructed, excessive
movement will take place soon after, as the roadbed nears its optimum moisture content, and this
initial movement can be much greater than subsequent seasonal movement. Both of these
conditions should be avoided.
Ideally, expansive soils should be excavated to their full depth. Where this is not economically
feasible, such as on low volume rural roads, there are two practical alternatives:
1. The expansive soil should be excavated to at least 600 mm depth as shown in Figure 10,
since moisture changes decrease in magnitude with increasing depth, and be replaced
with non-expansive, non-plastic fill. The excavated soil should be spread on the shoulders
to lengthen their slope, thereby extending the distance from the sides of the road over
which transpiration will be reduced.
2. Where a short life is acceptable as in the case of most minor roads, and maintenance
funds are available, the method is to treat the soil as non-expansive and to reshape and re-
compact the base and surface every few years.
In all these cases, care must be taken to keep side drains as far as possible from the road and to
keep them as shallow as possible, since deep drains aggravate the effects of seasonal change in
moisture conditions.23
23
Pavement and Materials Design Manual, Ministry of Works, The United Republic of Tanzania,
1999
Research Consultant to Support the Design, 33
Construction and Monitoring of Demonstration
Sites for District Road Improvement in Tanzania
Roughton International Draft Design Report
24
Overseas Road Note 6 A Guide to Geometric Design, Overseas Unit Transport Research
Laboratory, Crowthorne, United Kingdom, 1988.
25
Minutes of Road Selection Meeting and Site Visits that were held from Friday
20 November 2009 to Monday 23 November 2009, Africa Community Access Programme
(AFCAP), Research Consultant to Support the Design, Construction and Monitoring of
Demonstration Sites for District Road Improvement in Tanzania, 2009
26
SEACAP 3 Maintaining Appropriate Local Road Standards and Specifications and
Developing a Strategy for the MPWT Research Capacity, Low Volume Rural Roads
Standards and Specifications, Project Report, Transport Research Laboratory, Crowthorne,
United Kingdom, January 2008.
Research Consultant to Support the Design, 34
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Roughton International Draft Design Report
1. Gradients up to 15% permitted in cases where lower gradients would incur excessive earthworks and
construction cost and where lengths of alignment >10% are kept to <300m.
2. Gravel crossfall must be maintained between 4 and 6%.
Values for crossfall/camber are 6% for unpaved roads (must be maintained between 4-6%) and 4%
for paved roads Table 5.
The SEACAP criteria for selecting low volume rural road widths are detailed in Table 6 following
this. It outlines different road widths or methods of obtaining the road width, depending on vehicle
size and traffic volume.
Criteria Decision
If maximum vehicle width >1.8 m and <2.3 m Use 1 m+3.5 m+1 m, total 5.5 m road width
27
Rural Road Design, Guide to the Design of Rural Roads, Austroads, Sydney Australia, 1993
Research Consultant to Support the Design, 36
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28 Moshi (Siha)
27
26
25
24
23
22
21
20
Aug Sept Oct Nov Dec Jan Feb March April May June July
For the purpose of pavement design, Tanzania is divided into three climatic zones:
A dry zone in the interior;
A large moderate zone;
Several wet zones, mainly at high altitudes28.
The climatic zones are demarcated on the basis of the number of months in a year with surplus
rainfall over potential evaporation as presented in Table 7.28
Climatic zone Number of months per year with higher rainfall than evaporation
28
Pavement and Materials Design Manual, Ministry of Works, The United Republic of Tanzania,
1999
Research Consultant to Support the Design, 40
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Although there is some difference in the annual rainfall for the two different project roads, both
roads are located in a moderate climate zone.
4.3 Geological Survey
4.3.1 General
A number of geological maps were obtained from Geological Survey of Tanzania in Dodoma. The
maps were then studied to give an indication of the subsurface materials located in the proximity of
the project roads.
4.3.2 Bagomoyo
The project road in Bagamoyo passes through a number of lithological sections described in the
geological index of the map. The geological survey suggests that the following soils and materials
should be present between Bago and Talawanda:
Alluvial coastal sands
Coastal red grey sands
Alluvial river gravel, sands and river terrace sediments and black soils
Coarse white sands and grits with quartz pebble beds and low percentage of clays.
Cemented horizons occur at the base of the sequence
Grey Sands (with superficial black cotton soils and mbuga)
Red mauve sands with thin basal quartz pebble beds
On further investigation of the road in Bagamoyo, these descriptions from the geological maps
describe the area adequately. Quartzitic river gravels, washed out sand, black soils and red and
grey sands are all commonplace between Bago and Talawanda.
4.3.3 Siha
Similarly, the geological survey suggests that the following soils and materials should be present in
Siha:
Thick red soil
Undifferentiated (volcanic deposits)
Outwash from lahars and other volcanic rocks
The road in Siha is surrounded by thick red soils for its entirety. The map also describes the area
as undifferentiated which refers to volcanic deposits such as volcanic tuff which is available in the
area.
Lahar refers to deposits from volcanic mud flows. This material was washed towards the slope of
Kilimanjaro when Mt. Meru exploded and filled the entire plain around the area, mostly on the slope
towards Kilimanjaro. These volcanic deposits were later investigated for their use in pavement
layers.
4.4 Conclusions
From the description of both roads, it is clear that both require spot improvement to ensure year
round access for local communities, which otherwise would be cut off during certain times of the
year when the roads are impassable.
The issues are outlined below:
1. The road from Bago to Talawanda suffers predominantly from issues stemming from the
lack of drainage and poor subgrade materials. Areas with black cotton soil are impassable
in wet conditions, while large erosion channels also make travelling along this road very
difficult. Provision of an improved cross section and drainage structures would alleviate a
lot of these problems;
2. In Siha the primary issue is steep gradients and slippery road surfaces. In these areas,
vehicles struggle to ascend these grades in wet slippery conditions. Surfacing options
need to be considered to accommodate this.
3. Careful consideration needs to be given to these surface options as steep grades and
sharp turns create high stresses, which some surfaces cannot handle;
4. Both roads fall within the Moderate climate as defined in the TPDM. This climate category
shall be required for the pavement design;
5. Geological data shows sands and gravels are available in Bagomoyo and these should be
used in construction of any new pavements.
6. Red soils and volcanic materials are available in the Siha region; these can also be
investigated for use in construction of the pavement in this area.
Max.
Section Chainage (km) Problem Gradient Possible Solution
(%)
Start End
Diversion Humps/ Concave
1 2.75 3.56 Erosion Channels 5.8%
Pavement
Deep Erosion of the Change Road Alignment/
2 5.36 7.22 10%
Carriageway Suitable Pavement Option
Slippery Surface/
3 16.57 16.97 8.9% Suitable Pavement Option
Erosion Channels
Section 1
The red soil shown in Figure 15 is highly erosive. During the rain season, the water flows directly
down the road and requires an immediate solution. The proposed solution here is to use a
concrete pavement, put a reverse camber on the road and use the pavement to act as a drain
allowing the water to pass down the centre of the road and then lead the water to mitre drains at
suitable locations. Alternatively, diversion humps could be used here to divert the flow of water off
the road and reducing the effect of erosion and/or raise the road and provide earth side drains.
Section 2
As can be seen in Figure 15, this black plastic soil is also erosive. The carriageway has been
eroded more than 500 mm below the surrounding land. In this case, it is considered more
appropriate to change the alignment of the road than to try and build the road back up. Once the
alignment is changed, a suitable pavement structure will be applied.
Section 3
In Figure 15 grey/black clay can be seen on the road, which becomes very slippery in periods of
rain. This combined with a max gradient of 8.9% causes the road to be impassable. The solution
is to provide a suitable pavement structure to the section.
Section 1:
Erosion Channels
Section 2:
Deep erosion of the carriageway
Section 3:
Slippery surface and erosion channels
Photograph Description
Max.
Section Chainage (km) Problem Gradient Possible Solution
(%)
Start End
Examples of a robust pavement include various concrete pavements and concrete paving blocks.
Section 1
The marketplace at the beginning of the road in Siha is shown in Figure 16. The marketplace has
pedestrians constantly travelling through it and the area suffers from high levels of dust during the
dry season. The proposed solution here is to use a bitumen pavement to reduce dust and provide
a more durable solution than the existing gravel pavement shown.
Section 12
The photograph in Figure 16 is the typical scenario along the road in Siha. The road is very steep
and winding in nature. With gradients over 30% along this road, the solution to most of the
problems along this road is to use various concrete pavements. In many locations, the road is too
steep to use bitumen pavements. When spraying bitumen, too many problems would develop with
bitumen flowing down the steep hills. As a result, concrete is considered a better solution.
Section 1:
Dust pollution for residents of the
village.
Section 2:
Steep gradient making climbing and
descending the hill risky and/or
extremely difficult in wet conditions.
Photograph Description
Table 10 Road Sections by Visual Identification of Surface Material (Subgrade) Lawate to Kibongoto
Start End
Section Description of the Road Surface Subgrade and Section in General
(km) (km)
1 0.000 0.170 Brown Silty CLAY with some stones and rock outcrops
2 0.170 1.360 Brown Silty CLAY with some sand and small stones
Brown Silty CLAY with some sand and small stones. This section crosses a small river and there are large rock outcrops on
3 1.360 1.540
both sides of the river
4 1.540 1.980 Brown Silty CLAY with some sand and small stones underneath an imported gravel surface layer
5 1.980 2.470 Brown Silty CLAY with rocks visible at the surface. Remnants of previously imported gravel surface. Long gradient.
6 2.470 12.440 Red CLAY
12.44
7 13.110 Light brown CLAY with hard outcrops (weathered rock). Steep section both sides of a small bridge.
0
13.11
8 13.480 Red CLAY
0
Table 11 Road Sections by Visual Identification of Surface Material (Subgrade) Bago to Talawanda
Start End
Section Description of the Road Surface Subgrade and Section in General
(km) (km)
1 0.000 0.479 Red sandy clayey SILT. Some washed out sand of about 50 - 100 mm depth on the surface
The road passes through a small forest and gradually changes from a red sandy clayey SILT to a short, soft section of black
2 0.479 0.512
cotton soil
3 0.512 0.779 Red sandy clayey SILT
4 0.779 0.841 Soft section of black cotton soil mixed with some red sandy SILT
5 0.841 1.333 Red sandy clayey SILT
6 1.333 1.383 Red silty CLAY mixed with black cotton soil
7 1.383 1.915 Red sandy clayey SILT with a thin layer of sand on the road surface
8 1.915 1.966 Soft sandy silty CLAY
9 1.966 2.998 Red clayey sandy SILT with up to 50 mm of sand on the surface of some areas
10 2.998 3.256 Red clayey SILT with a layer of up to 100 mm of sand on the surface
11 3.256 3.801 Red sandy clayey SILT with a thin layer of sand on the road surface
12 3.801 3.885 Dark brown clay with some sand on the surface with a small hill containing up to a 1 m thick layer of natural gravel.
13 3.885 4.015 Short, flat section of dark brown sandy SILT
Dark brown clay with some sand or silt on or near the road surface. Large parts of the section also include a layer of up to
14 4.015 5.272
500 mm of natural gravel which can be seen sporadically on or near the road surface
15 5.272 5.333 Short, flat section with natural gravel on the surface with a gradual change towards black cotton soil, possibly with some silt
16 5.333 5.981 Soft section of black cotton soil with some sand or silt
17 5.981 6.121 Slack hill with dark brown clay with traces of natural gravel underneath
Black cotton soil section in slack, hilly terrain. Deep erosion of the road surface (up to 1 m under the terrain). There is also
18 6.121 6.539
small traces of gneiss
19 6.539 6.669 Black cotton soil with sporadic occurrence of sandstone cobbles, boulders and bed rock
Black cotton soil with slightly less sandstone but with some large boulders on the surface. There is also deep erosion of the
20 6.669 6.869
carriageway
Start End
Section Description of the Road Surface Subgrade and Section in General
(km) (km)
Black cotton soil with lateritic gravel on the surface. Also, sandstone cobbles and boulders are present as bed rock and on
21 6.869 6.946
the surface
Black cotton soil with small amounts of lateritic gravel for the first hundred meters. This section crosses the old arch bridge
22 6.946 7.768
with black cotton soil both sides of the bridge
23 7.768 7.896 Black silty CLAY gradually changing to light brown lateritic silty CLAY with a slightly sandy road surface
24 7.896 8.132 Light brown silt with a large number of lateritic cobbles and boulders embedded in the road surface
25 8.132 8.563 There is a gradual change to black cotton soil with some lateritic gravel near the road surface
26 8.563 8.838 Flat, soft black cotton soil section
27 8.838 8.905 Gradual change from pure black cotton to a brown clay with some lateritic gravel
28 8.905 9.029 Mixture of brown clay and lateritic gravel and a gradual change to black cotton soil with some silt and sand
29 9.029 9.069 Short, flat, soft black cotton soil section
30 9.069 9.735 Hilly section consisting of brown lateritic SILT - CLAY
31 9.735 10.263 The road crosses a small hill with a relatively firm lateritic SILT - CLAY
Short, flat section with about 100 mm washed down sand on the surface. Black cotton soil or a dark brown clay is expected
32 10.263 10.315
underneath
33 10.315 12.172 Long hilly section containing red silty CLAY
12.172 12.679
34 Brown clay and black cotton soil section. The section is mainly flat with a hill at the end of the section
12.679 12.883
35 12.883 13.060 Flat section consisting of brown clay and black cotton soil with some lateritic gravel on the surface
36 13.060 13.645 Dark brown silty CLAY gradually containing more silt and lateritic gravel
37 13.645 14.518 Lateritic gravel section with bed rocks and rocks on the surface towards the end of the section
14.518 15.235
38 Sandy SILT with lateritic gravel. Isolated spots of dark brown clay also
15.235 16.006
39 16.006 16.053 Small hill containing large amounts of lateritic gravel
40 16.053 16.912 Black cotton soil section with some lateritic gravel and sand
Start End
Section Description of the Road Surface Subgrade and Section in General
(km) (km)
41 16.912 17.211 Black cotton soil section with some sand and silt on the surface
17.211 18.602 Black cotton soil section with some sand and silt on the surface. This section crosses the river near Talawanda and the soil
42
18.602 19.114 changes to pure black cotton on both sides of the river
43 19.114 19.739 Dark brown sandy silty CLAY. The section also contains one small hill with lateritic gravel
44 19.739 19.778 Small outcrop of lateritic bed rock
45 19.778 20.022 Black cotton soil section with some sand and silt
46 20.022 20.087 The section contains a small hill consisting of black cotton soil with some sand and silt
47 20.087 20.205 Black cotton soil section with some sand and silt
Black cotton soil section with some sand and silt. Well maintained section which was recently been graded and has ditches
48 20.205 20.48
leading to Talawanda
Section Result
1 Hard
2 Soft
3 Hard
4 Soft
5 Hard
6 Soft
7 Soft
8 Soft
Using a DCP is a much more accurate way of calculating the strength of the subgrade. The pin test
method is only to give a preliminary indication, or expected strength of the subgrade. It is not
expected to replace the DCP test or taking alignment trial pits.
29
Spot Improvement Manual for Basic Access, TRL, Berkshire, UK, 2006
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The soil samples were taken using a mattock. At least one jar test was taken in each subgrade
section along the road between Lawate and Kibongoto. The points at which the jar tests were
taken were recorded by taking a waypoint from a handheld GPS and by placing a gold spray paint
marking on the nearest tree.
The road between Bago and Talawanda had too many sections and there were too few jars to take
tests at every section. As a result, it was felt that the best course of action was to pay particular
attention to the sections where the soil type is uncertain. A jar test was also carried out on two of
the gravel sources and the river sand along the Bago to Talawanda road.
The results of this test were not very accurate for the alignment materials. It was very difficult to tell
the difference between clay, silt and sand. The border lines were very unclear and very difficult to
tell by visual inspection. The above-mentioned jar tests are much better suited as an initial form of
testing when looking for suitable gravel materials (when checking prospective gravel pits), than as
a reliable and final material testing tool for road design.
The results of the jar tests are available in Appendix C.
5.2.4 Subgrade Classification
CBR Classification
Both the road in Siha and Bagamoyo are located in a moderate climatic zone. As a result, the
subgrade class is based on the 4 day soaked CBR value. Table 14, below, shows how the
subgrade is classified based on the CBR value.
CBRdesign [%]
Density for
Subgrade Wet or determination
Dry climatic zones (both requirements
class moderate of CBRdesign [%
shall be met)
climatic zones of MDD]
4 day soaked
Tested at OMC 4 days soaked value
value
S15 Min 15 Min 15 Min 7 95 BS-Heavy
S7 7 -14 7 -14 3 - 14 93 BS-Heavy
S3 3-6 3-6 2-6 100 BS-Light
30
Pavement and Materials Design Manual, Ministry of Works, The United Republic of Tanzania,
1999
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This material is an S3 soil according to the TPMDM, with a CBR value of 3% at 93% compaction.
However, if higher compaction can be achieved in the field can probably be classified as a higher S
class.
Bagamoyo - Alignment Material Type 5 (Light Red soil)
The light red soil is very similar to the latter but is more fine grained which results in a lower MDD
and slightly lower CBR at OMC. Surprisingly, the material exhibits higher soaked CBR than the
previous. This material is an S7 subgrade according to the TPMDM, with a CBR value of 9% at
93% compaction.
Alignment Trial Pits and Laboratory Tests in Siha
Similarly, the road from Lawate to Kibongoto, in Siha, was split into three different alignment
material types as seen in Table 16. A full list of laboratory tests and results for the alignment
materials are available in Appendix D.
For this project, the number of vehicles travelling along the road in both directions was estimated
by the field team based on their experience of spending significant time on the project roads during
the design phase of the project and being aware of a realistic traffic flow along the roads.
It was then estimated that there would be a sudden increase in traffic along the roads which would
occur in response to the provision and improvement of the road, called generated traffic.31 This
generated traffic was estimated as at being 50% of the initial traffic during the design phase of the
project and 200% in the first year after construction.
Following this initial influx of generated traffic along the road, an estimated fixed percentage
increase of constant traffic growth was established. This fixed rate of increase was chosen as 10%
per annum over the design life of the road. The figure of 10% is to represent the increase in
normal traffic and diverted traffic.
In order to determine the total traffic over the design life of the road the Average Daily Traffic (ADT)
in the first year following the construction of the road was estimated. The ADT is defined as the
total annual traffic summed for both directions and divided by 365.
5.3.3 Axle Loading
It was impractical to do an axle load survey and as a result, axle loads were estimated. An axle
load survey was available to the Consultant from the Chalinze-Segere-Tanga project in Tanzania.
This gave a good, realistic indication of the axle loads for each of the different vehicle classes. The
axle loads estimated are available in Appendix E.
It was estimated that the vehicles travelling along the road would be full 50% of the time, empty
30% of the time and overloaded 20% of the time. An estimate of the vehicle loads were then
distributed over each of the axles, for each of the different vehicle classes. Axle loads are not
distributed over a vehicle evenly and the loads are weighted more heavily on the rear axle of a
vehicle.
5.3.4 Equivalence Factors
Once the axle loads were estimated, the equivalence factors were calculated for each of the axles
for each class of vehicle using the following equation31:
The damage that vehicles do to a road depends very strongly on the axle loads of the vehicles.
For pavement design purposes the damaging power of axles is related to a standard axle of
8160 kg, using equivalence factors which have been derived from empirical studies.
5.3.5 Design Traffic Loading
The above methods were used to calculate the design traffic loading for both roads. The
calculations for design traffic loading are contained Appendix E and a summary is shown below in
Table 17.
31
Overseas Road Note 31, A guide to the structural design of bitumen-surfaced roads in tropical
and tropical sub-countries, TRL, Crowthorne, Berkshire, UK, 1993
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Vertical Gradient
0% 3% Flat
3% 5% Slight
5% 10% Moderate
10% 15% Steep
15% 50% Very Steep
The road in Siha is extremely steep, with gradients of over 30% and with over 60% of the road
being moderate, steep or very steep. The road in Bagamoyo is not steep with almost 80% of the
road having a gradient of 5% or less. Graphs of the gradient versus chainage are available in
Appendix F. These graphs were used in the selection of the trial section in Siha, where any
gradient above 5% requires a robust pavement.
Due to the steep nature of the road in Siha, the gradient alone was enough to assess the various
demonstration sections. A visual assessment was also done, but this only highlighted and
confirmed the problems related to the gradient. In Bagamoyo, there is only one moderate to steep
gradient.
A summary of gradient categories for both road sections is shown in Table 19.
5.4.3 Speed
The speed and the time taken to travel along the road give an indication of the roughness of the
road and indicate the quality of the road surface. By assessing the speed before and after
construction of each of the roads, it will give a good indication of the improvement of the different
sections. Table 20 gives a summary of the average speed and the average time taken to travel up
and down each of the two roads.
It is important to note that even though the road in Siha is much steeper, and the height differential
is much greater than the road in Bagamoyo, the average speed travelling along the road in Siha is
significantly greater. This gives an indication that the road surface in Bagamoyo is rougher than
that in Siha.
5.5 CuSum Analyses
5.5.1 General
The CuSum Analysis is a method of establishing homogenous sections by analysing one
parameter at a time. In summary, it involves comparing a specified parameter to its average value.
Areas of homogeneity are shown on a graph as a section with a similar gradient. Where the
gradient of the graph line changes, so does the parameter which is being analysed, therefore, that
is where the section properties change. By locating the sections with similar gradients, the
corresponding homogenous sections can be defined.
5.5.2 CuSum Analysis Based on Speed
For this project, speed was the parameter used to define homogenous sections. It was originally
hoped to use these different sections to select the different demonstration sections but in the end
the data was not used to its full potential.
The theory behind using this to select the demonstration sections is that where the average speed
is slow, the section is poor and where the average is fast, the section is good. Limited analysis
was done on this possible method of selecting trial sections and further work will have to be done
to assess how valid an indicator this is.
It was simpler to use the gradient, the subgrade and a visual assessment to select the
demonstration sections. The different homogenous sections defined by speed are shown in
Table 21 and Table 22 on the following page. The average speed will be assessed for each
section after construction so a comparison of the roughness before and after construction can be
done.
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Photograph Description
32
Low Cost Structures for Rural Roads (Final Draft): A Practical Planning Design, Construction
and Maintenance Guide, Global Transport Knowledge Partnership, United Kingdom, June
2009.
33
Spot Improvements Manual for Basic Access, TRL Ltd., United Kingdom, 2006.
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5.6.2 Drifts
Drifts are a basic, inexpensive form of watercourse crossing. They are designed to provide a firm
driving surface in a river bed so as traffic can pass in periods of moderately high water levels, while
also causing minimal disturbance to flow. They come in two forms, either relief drifts or small
watercourse drifts. Relief drifts take water from side drains where the road is on sloping ground
and the uphill section cannot be drained using mitre drains. Small watercourse drifts are used
where flows are very small or perennial and both allow the water cross the road34 35
Types of drift construction include concrete slabs, cement bonded stone paving, dry pitched stone
paving and gabions with gravel or broken stone. Selection depends on factors such as the nature
of the river bed, expected water volume and flow rates, availability of different construction
materials and cost of labour34. See Figure 18, showing a small concrete drift structure on the
Lawate to Kibongoto road in Kilimanjaro region.
Variations such as vented drifts, causeways or Irish bridges, allow water pass through openings in
a similar fashion to a culvert, but can withstand overtopping without damage. Openings in vented
drifts should also be constructed large enough to help prevent blockages and allow entrance when
cleaning or periodic maintenance is required34.
All drifts should have guide stones to inform road users of the drift width when flooded. They
should also have an entrance and exiting ramp, sloped at 510%, which extends above the annual
flood water level. Selection of the gradient depends on the expected traffic type using the road,
10% for cars and light trucks, 7.5% for minibuses and medium trucks and 5% for heavy lorries and
other large vehicles. All drift structures also require proper foundations and anchoring as well as
scour protection to the road prism34.
Drift Structure
Photograph Description
34
Low Cost Structures for Rural Roads (Final Draft): A Practical Planning Design, Construction
and Maintenance Guide, Global Transport Knowledge Partnership, United Kingdom, June
2009.
35
Spot Improvements Manual for Basic Access, TRL Ltd., United Kingdom, 2006.
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Un-lined Drains
Photograph Description
Lined Drains
Drains can be protected against erosion by lining with an erosion resistant material, such as stone
pitching, masonry or bricks, as seen in Figure 20. In such situations it is also important to ensure
that water can enter the drain, unimpeded from the road surface. If water cannot enter the drain, it
will erode the soil between the edge of the road and the side drain, eventually undermining the
drain structure36.
36
Spot Improvements Manual for Basic Access, TRL Ltd., United Kingdom, 2006.
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Lined Drains
Photograph Description
Scour Checks
Photograph Description
37
Spot Improvements Manual for Basic Access, TRL Ltd., United Kingdom, 2006.
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Mitre Drains
Photograph Description
38
Spot Improvements Manual for Basic Access, TRL Ltd., United Kingdom, 2006.
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A hand written map with the location of the borrow pits is available in Appendix H. A detailed trial
pit investigation was taken for the borrow pits in Bagamoyo. Samples were taken for testing to
assess their suitability for their use in pavement layers. Trial pit logging forms, as shown in
Appendix H were used in Bagamoyo and quantities of material were estimated for each of the
borrow pits. The profiling parameters for each of the borrow pits are shown in Table 27 and
Table 28.
Initial investigations on borrow pit 1 indicated that there is 3000-5000 m3 of grey decomposed
granite gravel. Based on the visual inspection, this material may be suitable for use in an otta seal
or a sand seal. Investigations on borrow pit 2 indicated that there is approximately 5000 m3 of red
quarzitic gravel.
Samples for each of these materials were taken to the Central Materials Lab in Dar es Salaam for
testing.
The profiling parameters for each of the borrow pits are shown in Table 30, Table 31 and Table 32.
This material had also been previously used by the District Engineer on other projects and shown
to be of good quality. The materials were tested for suitability for use in Otta Seal surfacing. The
following tests were carried out on this material: MDD/OMC, CBR at OMC, CBR 4 day soaked,
Atterberg Limits, Grading, Linear Shrinkage, Swell (%) and Ten Percent Fines.
PI (General
Material CBR
Req)
Wet/Mod Climate dmax Field Density
Wet/Moderate
Granular at
4 day soak Climate
OMC
G80 80 8 2/3 98% MDD, BS-heavy
G60 60 10 compacted 98% MDD, BS-heavy
G45 45 14 layer 95% MDD, BS-heavy
G25 25 16 thickness 95% MDD, BS-heavy
Borrow Pit 2
The laboratory test results for borrow pit 2 are located in Appendix H. The Atterberg limits for the
material from borrow pit 2 show large variation in the samples tested. The material is marginal for
an Otta seal, with a high percentage of fine and coarse material and the PI is also high.
Apart from this material being on the borderline for G25 requirements, it does not comply with the
Tanzanian Design Manual for unbound materials. At OMC, 98% compaction the material achieves
a CBR of 62% and has an average PI value of 20.4%. The GM is relatively high, around 2.0 and
the material should not be ruled out to be used in pavement layers. Visual assessment of
stockpiled material will determine whether the material can be used or not as there is a rather large
variation in the test results.
As a gravel wearing course the material satisfies the requirements for minor roads. The shrinkage
product is about 350 and the material should preferably be used in built up areas due to dust
problems.
Construction Materials Siha
Borrow Pit 1
The low dry density of 1536kg/m3 confirms that this is material is volcanic tuff. In general, volcanic
tuff has a different behaviour to other normal types of material. The workability during
construction may be different and in particular they are sensitive to moisture.
Apart from some oversize material in the grading, the material falls within the Otta seal grading
envelope (medium high to dense low). However, as this is a volcanic tuff, it yields high voids and
the binder content will have to be adjusted upwards to be used in an Otta seal. The 10% FACT
values of 7 kN and 9 kN, wet and dry respectively, are very low but unfortunately, commonly used
soil testing methods do not really reflect the properties of these types of volcanic materials. This is
based on the experience of the Consultant. The water absorption value of 20.7% is also very high.
The material satisfies the G45 CBR criteria and G60 at 100% compaction. It is non-plastic and
should be considered for use in both subbase and base layers. Practically, this material can not be
considered for use as an Otta seal aggregate because the water absorption is so high and would
require too much bitumen to make it work.
Borrow Pit 2
The fines content for this material is quite high, but the GM value is reasonable, at 2.0. It has a
high PI value of 11 and has a soaked CBR of 91% at 98% compaction. Based on the test results
the material satisfies the G60 criteria and can be considered to be used in both subbase and base
layers. The material is too fine to be used in an Otta seal but in practice could be more workable
than the borrow pit 1 material if the some of the fine material is screened.
Borrow Pit 3
This material has a high soaked CBR of 113% at 100% compaction and low PI value of 7% and
can be used in all pavement layers. The grading also indicates that it can also be used as an Otta
seal aggregate with some screening of oversize material and also as a gravel wearing course,
preferably with a sand cushioning layer.
5.7.4 Conclusions
Bagomoyo
In Bagamoyo, the availability of good gravel material was limited. Initial tests showed that the red
quarzitic gravel was only marginal for G25. As a result, other options were explored. The idea of
using the red sandy soils or the red quartzitic gravel in Bagamoyo for subbase and base was
considered. By using these materials, the shoulders of the road would also need to be sealed, and
then a dry climate approach to the pavement design would be adopted instead of a moderate
climate. By sealing the shoulders this would reduce the seasonal moisture variation in the
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pavement. However, sealing the shoulders of the road was not considered a practical, cost
effective solution for low volume rural roads. By sealing the shoulders, in effect you are just
widening the road.
Also, the use of lime and cement to stabilise the pavement layers was considered. This proved to
be uneconomical for low volume rural roads. It was decided to continue with the project without any
suitable gravel material for pavement layers in Bagamoyo and further testing would be carried out
on locally available materials once they are stockpiled. Following the tender of the project, further
investigations indicated more gravel sources available for the road in Bagamoyo. Tests are
currently being carried out on recently discovered materials. This new gravel material will not be
discussed in this report but will be discussed in the Construction Report for the project once full
analysis of the material is carried out.
Siha
In Siha a number of good gravel pits were found in the preliminary investigations. Three borrow pits
were found and between the three different materials, we found material suitable for G45, G60 and
G80 pavement layers. All results are available in Appendix H.
5.8 Pavement Materials
Selection should be based on availability of local material and effectiveness as an appropriate
solution. A guide to surfacing suitability is set out in Table 34 below.
Maintenance Reduction
Likely Cost Advantage
Small Contractor
Populated Areas
Local Materials
Marshy Areas
Steep Terrain
Low Strength
Pavement Type
Subgrades
Flat terrain
Suitability
Gravel Pavement + + - - - + + + -
Un-reinforced Concrete - + + + + - + + +
Reinforced Concrete - + + + + - + + +
Concrete Geocells - + + + + + + + +
Concrete Strips - + + + + + + + +
Concrete Paving Blocks - + + + + - + - +
Hand Packed Stone + + + - + + + + -
Single Otta Seal with a Sand Seal - + - + + - + - +
Double Otta Seal - + + + + - + - +
Double Sand Seal - + - + - - + - +
Slurry Seal - + - + + - + - -
Double Surface Dressing - + + + + - + - +
Bitumen Penetration Macadam - + + + + - + - +
Engineered Natural Surface + + - - - - + + -
Note: + indicates positive advantage; - indicates a probable disadvantage
5.8.1 Surfacing
The following surfacing materials were chosen for use on the demonstration sites. A brief
description of the surfacing and reason for use is given below.
Double Sand Seal
A double sand seal is a simple bituminous surface, suitable for use on low volume rural roads. It
shall be used in residential locations to limit dust pollution.
Slurry Seal
Slurry seal is a thin bituminous surfacing, constructed from a mixture of fine aggregate and bitumen
emulsion. It shall also be constructed in some residential areas to limit dust pollution.
Otta Seals
Otta Seal surfaces shall be used in areas which have higher traffic volumes and also in areas
where dust control is an issue.
Surface Dressings
The only surface dressing option chosen was a double surface dressing as shown in below. It
shall be used in areas where traffic levels may be above average or areas with a moderate
gradient.
Penetration Macadam
Penetration macadam shall be used in areas where there are steep gradients, sharp turns and/or
where dust pollution is an issue. A description and photograph of this option is shown in below.
Concrete Surfaces
All concrete construction shall be implemented in areas which have steep gradients, poor
subgrades, erosion issues or other problems under which a bituminous surface would not perform.
Un-reinforced slabs shall be used where there problems are mostly involving steep
gradients.
Lightly reinforced slabs shall be used in areas with steep gradients, however, they shall be
able tolerate slightly weaker subgrades than an un-reinforced slab.
Concrete geocells shall be used in areas with steep gradients on which a bituminous
surface cannot be placed. They shall also be used in areas affected by erosion issues.
Concrete strips shall be implemented in areas which have poor subgrades, steep gradient
or areas which suffer the effects of erosion.
Segmental Block Surfaces
Hand packed stone shall be used on areas of expansive soil or areas of soft ground, where a
flexible surface is required. Hand packed stone shall allow some movement of the surface, and
this is important when constructing on expansive soils. Concrete paving blocks shall be used in
areas with a steep gradient or where there are sharp bends.
5.8.2 Pavement Layers
The pavement layers generally consist of the base, subbase and sometimes a selected subgrade
layer. The following materials were considered for use on the project roads:
Natural Gravel
For major roads natural gravel can be used as subbase material where it provides a strong
foundation layer to resist vertical forces and being cohesion-less material, it inhibits capillary action
preventing water rising to the layers above. For this project, considering low volume rural roads,
natural gravel is considered appropriate for base and subbase.
Stabilised Gravel
Lime and cement stabilised gravels were dismissed as a viable pavement material. This was
because of high costs which were not justified for a rural road.
5.9 Demonstration Pavement Design
5.9.1 General
The TPMDM requires that all subgrade is brought up to a design strength of CBR minimum 15% by
constructing one or more improved subgrade layers. A subgrade class S3 requires a G7 improved
subgrade layer and a G15 improved subgrade layer to bring the subgrade up to a CBR of 15%. An
S7 subgrade requires a G15 improved subgrade layer to bring the subgrade up to a CBR of 15. An
S15 subgrade requires no improved subgrade layers.
After carrying out the materials investigation, some pavement designs required modification to suit
the materials which were available in the local areas. These modified designs are outlined below.
5.9.2 Bitumen Pavement Design
The bituminous pavement design was modified from the original as the TPMDM does not have
sufficient sample data for low volume rural roads with a traffic load <0.2 mesa, making it difficult to
achieve a pavement design. For these low volume rural roads in Tanzania, the majority of the ESA
comes from heavy vehicles which are often overloaded and as a result, it was decided to increase
the subbase requirement from G25 to G45 to accommodate the overloaded heavy vehicles.
Subsequently, the thickness was reduced from 150mm to 100mm. The amended design for a
bitumen surface is shown in Table 35.
39
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1999
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For minor roads, pavement and improved subgrade for minor gravel roads should be constructed in
accordance with Table 3740.This design shall be limited to roads with a maximum of 50 AADT.
40
Pavement and Materials Design Manual, Ministry of Works, The United Republic of Tanzania,
1999
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Table 38 Pavement Layers for Hand Packed Stone, Geocells and Concrete Strips
Pavement Layers for a Hand Packed Stone, Geocells and Concrete Strips
Climate Zone Moderate
Traffic Class TLC 02
Design Traffic Loading ESA 0.2 million ESA
Low
Subgrade Class S3 S7 S15
strength
Max. Design Subgrade Strength (CBR) 2 6 14 30
Surfacing
Hand Packed Stone 200 200 200 200
Geocells 75/100 75/100 75/100 75/100
Concrete Strips 100 100 100 100
Granular Pavement Layers
G80 0 0 0 0
Base
G60 0 0 0 0
G45 150 150 150 150
Subbase
G25 0 0 0 0
G15 100 100 100 0
Improved Subgrade
G7 150 150 0 0
41
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It was agreed that for the project in Siha, the carriageway width would be reduced to 3.1m for the
first 3.0km of the road. The traffic along this road tends to reduce after km 2.5-3.0. The road width
will then remain as it stands presently and will not be widened. This solution was suggested by the
Technical Manager of AFCAP and agreed by all parties involved.
5.11 Conclusions
TPMDM does not adequately cover all pavement options however, this was already
known to be the case.
Modifications were made to the standard designs and these are deemed appropriate and
suited to the locations.
The material investigations in the two regions for this project cannot simply be applied to
other regions in Tanzania and a detailed materials investigation should be carried out
before any similar project
Lime/cement stabilisation of natural gravel and sealing the shoulders of the road are not
considered cost effective solutions for low volume rural roads
A single lane carriageway with passing bays at regular intervals is considered suitable for
low volume rural roads
6. STRIP MAPS
6.1 General
The data from the investigations was combined and put into a strip map provided in Appendix I and
used to assess which sections were suitable as trial sections. The strip map produced for this
project combines the different profiles from the GPS data with a drainage system for each of the
roads and provides the following information to the designer:
Vertical Gradients
Subgrade Type
Alignment Trial Pits
Subgrade Bearing Capacity
Road Condition Sections Based on Speed
Features and Observations including Drainage System
Demonstration Sections
Pavement Layers
Visually Assessed Poor Sections
Photographs
Once the above in formation was placed into the strip map the following factors were the main
factors used to indicate the poor sections along the road:
Vertical Gradient
From To Colour Code Gradient Description
0% 3% Flat
3% 5% Slight
5% 10% Moderate
10% 15% Steep
15% 50% Very Steep
Subgrade Type
Brown Clayey SILT
Red Clay
Light Brown Clay
MDD/OMC
CBR at OMC
CBR 4 day soaked
Atterberg Limits
Grading
A medium sample included the following tests:
MDD/OMC
CBR 4 day soaked
Atterberg Limits
Grading
A small sample included the following tests:
Atterberg Limits
Grading
A large sample was taken for the sandy soils in Bagamoyo. A medium sample was taken for the
plastic soils, it was not considered necessary to test the CBR at OMC for these materials as they
would not be used for base and subbase materials. A small sample was taken to relate the
properties of different soils to either a medium sample or a large sample where CBR tests were
taken. At least one large or medium sample was taken for each different material type and small
sample was taken to try and relate other sections by means of grading and Atterberg limits.
6.2.6 Subgrade Bearing Capacity
The subgrade bearing capacity is indicated in the strip map. The different subgrade classes are as
defined in the Tanzanian Pavement and Materials Design Manual. A legend for the subgrade
bearing capacity is shown in Table 45. The subgrade bearing capacity determines the number of
improved subgrade layers and which pavement type should be used.
6.3 Conclusions
In conclusion, the strip maps were very successful and were easily understood by tenderers and
contractors. The strip map was a low cost alternative to doing a detailed road survey and was
successfully used for tendering purposes.
The strip map was done entirely on Microsoft Excel 2003. The strip maps are to be used by the
designer to assist in the design of the road and also to be used by the Contractor after the design
has been inserted into the strip map. The strip map was easily understood by the contractors once
a brief explanation was given to them at the pre-tender meeting.
The location of drainage structures is clearly shown at the correct chainage, the direction of the
water flow, high points, low points and possible locations for the mitre drains. This allows the
reader to easily and comprehensively understand the drainage system for the roads. This
combined with the gradient; the location of the different pavements, the pavement structure, the
subgrade bearing capacity and selected photographs along all sections of the roads allows the
reader to implement a detailed EOD/SID suitable for low volume rural roads.
The strip map is to be printed in colour and in standard A3 size. Each kilometre of road is one A3
page. As a result, one drawback to the strip map is that it can be difficult to locate an A3, colour
printer in isolated districts. It is hoped that in the future the basic strip map format can be kept, but
possibly reduce the size from A3 to A4 and to have each page as half a kilometre. Also, introduce
hatching in black and white to replace the colour in the strip maps.
Maintanence Reduction
Likely Cost Advantage
Small Contractor
Populated Areas
Local Materials
Marshy Areas
Steep Terrain
Low Strength
Pavement Type
Subgrades
Flat terrain
Suitablility
Gravel Pavement + + - - - + + + -
Un-reinforced Concrete - + + + + - + + +
Reinforced Concrete - + + + + - + + +
Concrete Geocells - + + + + + + + +
Concrete Strips - + + + + + + + +
Concrete Paving Blocks - + + + + - + - +
Hand Packed Stone + + + - + + + + -
Single Otta Seal with a Sand Seal - + - + + - + - +
Double Otta Seal - + + + + - + - +
Double Sand Seal - + - + - - + - +
Slurry Seal - + - + + - + - -
Double Surface Dressing - + + + + - + - +
Bitumen Penetration Macadam - + + + + - + - +
Engineered Natural Surface + + - - - - + + -
The standard sections in Bagamoyo are the lengths of the road that require grading, compaction,
introduction of drainage structures, plus they need a gravel wearing course on some areas. The
standard section in Bagomoyo are summarised in Table 48.
The good sections along the Bagamoyo road are defined by the sandy soils or contain in-situ
gravel which performs reasonably well in the wet season. The road in Bagamoyo, located on an
alluvial plain, has a number of areas along the road with washed out sand on the road which
should allow basic access during the rains. These sections are outlined in Table 49 below.
Start End
1 0 0.02 0.02 Heavy Grading and Establish Drainage
2 0.22 2.74 2.52 Heavy Grading and Establish Drainage
3 3.57 5.39 1.82 Heavy Grading and Establish Drainage
4 7.77 8.14 0.37 Heavy Grading and Establish Drainage
5 8.84 10.17 1.33 Heavy Grading and Establish Drainage
6 10.86 11.31 0.45 Heavy Grading and Establish Drainage
7 11.51 12.18 0.67 Heavy Grading and Establish Drainage
8 12.68 13.07 0.39 Heavy Grading and Establish Drainage
9 13.65 16.11 2.46 Heavy Grading and Establish Drainage
17.22 18.61 1.39 Heavy Grading and Establish Drainage
Total Length 11.42 56% of the Road
Bagamoyo; these are Bago, Ludiga and Talawanda. A different bitumen pavement was selected
through each village shown in Figure 24.
Bago Village:
Single Otta Seal with Sand Seal
Ludiga Village:
Double Sand Seal
Talawanda Village:
Slurry Seal
Photograph Description
Demonstration Section 2
Demonstration Site 2:
Hand Packed Stone Surface has been
shown to work in these areas.
Photograph Description
Demonstration Section 3
Section 3:
Concrete strips shall be used here.
Photograph Description
Demonstration Section 4
Section 4:
Concrete geocells shall be provided in this
location.
Photograph Description
Demonstration Section 5
Section 5:
Double Surface Dressing shall be provided
in this location.
Photograph Description
Demonstration Section 6
Section 6:
Concrete geocells shall be provided in this
location.
Photograph Description
Demonstration Section 7
Section 7:
Has a steep gradient and erosion channels.
Provide Concrete Strips.
Section 9:
Has a poor subgrade. Concrete strips to be
provided to accommodate any movement in
the subgrade material
Photograph Description
The standard sections in Siha are the lengths of the road that are flat but remain very slippery
during the rains as a result of the clayey subgrade. Here gravelling is good option, they do not
have a steep gradient and gravelling the road will be economically viable on these sections. The
standard section in Siha are summarised in Figure 32.
The good sections in Siha are the sections that have previously been gravelled. These sections
will be scarified and compacted. The good sections are summarised in Figure 33.
Demonstration Section 1
Demonstration Section 1:
Dust pollution issues to be rectified through
application of a double otta seal.
Photograph Description
Photograph Description
Photograph Description
Demonstration Site 5
Demonstration Sites 5:
Has steep gradient and sharp bends. Shall
receive a concrete paving block surface.
Photograph Description
Demonstration Site 6
Demonstration Sites 6:
Has moderate gradients and sharp bends.
Shall receive a double surface dressing.
Photograph Description
Demonstration Site 10
Photograph Description
7.3.7 Demonstration Site 14 - Moderate Gradient, Sharp Bends and Dust Pollution
A bituminous penetration macadam was selected for this section. The penetration macadam
involves applying a layer of coarse aggregate followed by a layer of bitumen allowing the bitumen
to flow between the voids of the coarse aggregate making it more suitable for moderate slopes.
The penetration macadam section also passes a school and the surface will help to reduce dust
pollution. Demonstration Site 14 is shown in Figure 40.
Demonstration Site 14
Photograph Description
Demonstration Site 15
Photograph Description
7.4 Conclusions
In the case where a number of different pavement types are suitable for a particular section, the
cost is the main factor in deciding which pavement to use over another suitable pavement. The
project in Bagamoyo began in August 2010, however at the time of this report the project in Siha
had not been tendered and as a result it was decided not to publish the costs of the different
pavements. The cost of the different pavements will be introduced in the construction report.
Since the aim of this project is not only to provide all weather access, but also to demonstrate the
different pavement options available, the Consultant tried to incorporate as many different
pavement options as possible. Therefore the cheapest pavement option may not have been used
and a more expensive option may have been selected, even if it was only for a short section, which
is the case with the bitumen pavements going through the villages.
9. STAKEHOLDER INVOLVEMENT
9.1 General
Local stakeholders are participating at every opportunity in the design and construction process in
order to keep people involved and provide work for the local population. Local people have been
very helpful in the materials sampling operations, by digging trial pits, and also in locating borrow
pits, providing local sources for natural gravel materials. It is envisaged that local labour will be
utilised further in the construction phase of the project. Below are the minutes of the meeting
between the District Engineer, the Field Team and the Stakeholders in Bagamoyo.
9.2 Stakeholder Meetings
The District Engineer from the Bagamoyo District Council, Mr. Felix Ngomano, sent letters to the
communities based along the road from Bago to Talawanda. The letters explained that the project
would like to meet with local villagers to explain about the future construction along the road, to get
useful information from them about the road and to answer any questions they had about our
presence there. Two meetings took place, one in Msinune and the other in Ludiga. A list of the
people present at the meeting in Msinune is shown in Table 50.
Present
First of all, Mr. Ngomano explained to the villagers about the plans for construction on the road
from Bago to Talawanda. Mr. Bakke wanted to make it clear, that the road would not necessarily
look like other tarmac roads the entire distance along the alignment. Mr. Bakke wanted to clarify
that we were looking for practical solutions for the worst sections of the road and that the reason for
this is to benefit all of the District Engineers of Tanzania. He explained that we want to improve the
road but also to try and inspire other District Engineers to try these unconventional solutions. Mr.
Bakke explained that this road was selected because it typically represents the soil types of the
coastal zones of Tanzania and that we are looking for methods that best suit these surroundings.
Mr. Bakke continued by informing everyone that we may need assistance in finding good local
materials. He pointed out that we had already seen some natural gravel along some small sections
of the road but asked if anyone knew of other gravel sources or well graded sand that we would
appreciate them showing us. Mr. Bakke explained that it would be very difficult for us to locate
materials and that we would really appreciate their local knowledge. The villagers said that they
knew of a number of gravel sources in the area and that they would come with us and show us
after the meeting.
The villagers wondered why we had put spray paint markings on the trees along the road. Mr.
Conlon explained that we had been undertaking a survey and soil investigation along the road. He
explained that any markings in yellow indicates the chainage along the road, markings in silver are
where we had taken a soil sample, orange is where there is a change in the soil type along the
road and a blue marking with the letter H or S indicates a hard or soft subgrade.
The villagers also asked when we were planning to start construction. Mr. Bakke explained that we
didnt have an accurate start date but that realistically, construction would not begin until after the
rainy season. The villagers informed us that the rain season ends in late May.
Also, the villagers wanted to know what would happen to any houses or crops that were along the
road and if they will get any compensation. Mr. Bakke assured everyone that we would only take
as much land as is absolutely necessary.
The meeting then ended. The villagers were very happy and appreciative of the work that we are
doing and Mr. Halfani Rajabu brought us to see two local gravel sources that were located within
about 1.2 km of the road in Kongwa.
Following our meeting in Msinune, we proceeded to Ludiga for the second meeting. A list of the
people present at the meeting in Ludiga is shown below in Table 51.
Present
The meeting began with Mr. Ngomano explaining to the villagers about the plans to construct a
road from Bago to Talawanda. He mentioned all of the groups involved including Roughton
International, the Bagamoyo District Council, Mama Kayanda and PMO RALG. Mr. Ngomano
introduced Mr. Bakke and Mr. Conlon to the villagers to make it known to them who would be
working on the road.
Mr. Bakke explained that the road would not necessarily look like other tarmac roads for the entire
road length. Mr. Bakke wanted to clarify that we were looking for practical solutions for the worst
sections of the road and that the reason for this is to benefit all of the District Engineers of
Tanzania. He explained that we want to improve the road but also to try and inspire other District
Engineers to try these unconventional solutions. Mr. Bakke explained that this road was selected
because it typically represents the soil types of the coastal zones of Tanzania and that we are
looking for methods that best suit these surroundings.
Mr. Bakke informed the villagers that a part of the reason of having this meeting is to benefit from
their local knowledge of the area and that we would be grateful if they could help us to locate local
materials. Mr. Bakke wanted to highlight the fact that in the past, roads have been constructed
using imported materials and afterwards, it has become apparent that there are plenty of local
materials nearby. Furthermore, he explained that part of our project is to use local materials and if
we were to take materials from another source it would defeat the purpose of the project. Mr.
Bakke said we would like to cooperate closely with them over the course of the project; that they
were dependent on us to build a good road and that we were dependent on them to find local
materials. He pointed out that we had already seen some natural gravel along some small sections
of the road but asked if anyone knew of other gravel sources or well graded sand that we would
appreciate them showing us. Mr. Bakke explained that it would be very difficult for us to locate
materials and that we would really appreciate their local knowledge. Moreover, Mr. Bakke said that
we did not want to spoil too much land, so a gravel source with a large depth would be preferable.
The villagers said that they knew a gravel source near the area and suggested that we use the
sand from the local river. The meeting then ended, the villagers were very happy and appreciative
of the work that we are doing and one of the villagers then brought us to see a local gravel source
in Bwimbwi, located about 1.8 km from the road.
10.3 Specifications
10.3.1 Overview
The Specification for this project was formed predominantly using the Tanzanian Standard
Specification for Road Works. Other sources used included SATCC Standard Specifications for
Road and Bridge Works and specifications from the SEACAP Project in South East Asia.
10.3.2 Methodology
General Specifications are sourced from the Tanzanian Standard Specification for Road Works
2000 wherever possible. However, other sources which were reviewed and utilised include the
SEACAP Project, which supplied the information for concrete pavements and segmental block
paving, such as hand packed stone blocks and concrete paving bricks. These are contained in the
Special Specifications.
These documents supplied a standard specification using the standard materials, construction
methods and method of measurement for each of the required processes. In reality, this project is
based on very low volume roads and the use of marginal materials is encouraged.
10.3.3 Tanzanian Standard Specification for Road Works
The Tanzanian Standard Specification for Road Works was compiled in 2000 under the Institutional
Cooperation between the Ministry of Works for Tanzania, the Central Materials Laboratory (CML)
and the Norwegian Public Roads Administration (NPRA). Its aim is to establish technical
standards, guidelines and specifications for road and highway engineering.
Outlined below in Table 52 are the main sections from the Specification, where series 8000 was
introduced by the Consultant to introduce alternative pavements not covered in the Tanzanian
Standard Specification.
Table 52 Section Reference for Tanzanian Standard Specification for Road Works
Series Description
1000 General
2000 Drainage
3000 Earthworks and Pavement Layers of Gravel or Crushed Stone
4000 Bituminous Layers and Seals
5000 Ancillary Roadworks
8000 Concrete and Alternative Pavements
There is potential savings and long term benefits from adopting the Environmentally
Optimised Design approach to rural road design. This design philosophy offers a more
sustainable and economical solution to standard gravel road design.
During the selection process of the different pavement sections, if more than one option is
considered suitable for a particular section then other than the cost and the availability of
local materials, there is no specific, defined methodology for using a particular pavement.
Any benefits from the durability and long term performance of a particular pavement will be
assessed after the monitoring phase of the project.
It is important for skilled engineers to spend significant time in the field, particularly during
the rain season, to clearly identify the problematic areas along the road and assess where
basic access is being lost. This is an important requirement for the EOD philosophy.
It is important to incorporate local materials as much as possible in the design and
selection of the different pavement structures. This is critical for cost-effective and
sustainable solutions for low volume rural roads. This is an important requirement for the
EOD philosophy.
The strip map was a low cost alternative to a detailed topographic survey and efforts
should be made to incorporate this method for District Roads.
The costs of the bitumen pavements are expected to reduce once small contractors
become more familiar with them.
It is clear that small contractors need to be better informed about the different pavement
types and would benefit from training in understanding exactly what is required in the
tender documents.
It is important to learn the mistakes and triumphs from the project in Laos PDR and these
conclusions were considered throughout the design process of the roads in Bagamoyo and
Siha.
Modifications were made to the standard designs and these are deemed appropriate and
suited to the locations
The material investigations in the two regions for this project cannot simply be applied to
other regions in Tanzania and a detailed materials investigation should be carried out
before any similar project
Lime/cement stabilisation of natural gravel and sealing the shoulders of the road are not
generally considered cost effective solutions for low volume rural roads
A single lane carriageway with passing bays at regular intervals is considered suitable for
low volume rural road.
APPENDICES
Chainage 20.0 km
2 0.483 Hard
2 0.507 Hard
4 0.800 Soft
3 0.774 Hard
5 0.850 Hard
6 1.356 Soft
6 1.348 Soft
6 1.333 Hard
7 1.383 Hard
8 1.943 Soft
8 1.922 Hard
8 1.962 Hard
9 2.455 Soft
12 3.801 Soft
11 3.753 Soft
11 3.735 Hard
13 3.919 Soft
13 4.015 Soft
14 4.325 Hard
15 5.279 Soft
16 5.446 Soft
16 5.861 Soft
18 6.529 Soft
19 6.606 Soft
20 6.850 Soft
21 6.881 Soft
21 6.905 Hard
21 6.942 Soft
22 7.616 Soft
23 7.981 Hard
24 7.783 Soft
25 8.143 Soft
25 8.477 Soft
27 8.878 Soft
27 8.910 Soft
28 8.950 Soft
28 8.987 Soft
29 9.072 Soft
29 9.033 Soft
30 9.077 Soft
30 9.132 Soft
30 9.216 Soft
30 9.310 Soft
30 9.359 Soft
30 9.359 Soft
30 9.558 Hard
30 9.701 Soft
31 9.746 Soft
31 9.820 Hard
31 9.773 Hard
31 9.947 Hard
31 10.029 Hard
31 10.202 Hard
32 10.268 Soft
33 10.339 Hard
33 10.459 Hard
33 11.032 Hard
33 11.392 Hard
33 11.593 Soft
33 11.692 Soft
33 12.108 Hard
34 12.200 Soft
34 12.473 Soft
34 12.789 Soft
34 12.883 Soft
35 13.060 Soft
36 13.277 Soft
36 13.277 Hard
37 13.974 Hard
37 14.299 Soft
37 14.509 Hard
38 14.538 Soft
38 14.684 Soft
38 14.684 Hard
38 15.075 Hard
38 15.179 Soft
38 15.324 Hard
38 15.496 Hard
38 15.934 Soft
39 16.012 Soft
39 16.053 Soft
40 16.071 Soft
40 16.240 Soft
40 16.293 Soft
40 16.771 Soft
40 16.896 Soft
41 16.944 Hard
41 17.009 Hard
42 17.217 Hard
42 17.230 Hard
42 17.441 Soft
42 17.642 Soft
42 17.941 Soft
42 18.095 Soft
42 18.207 Soft
42 18.385 Hard
42 18.559 Hard
42 18.641 Soft
42 18.866 Soft
42 18.862 Soft
42 18.976 Soft
42 19.044 Soft
42 19.122 Soft
42 19.179 Soft
42 19.281 Soft
42 18.917 Soft
42 18.976 Soft
42 19.040 Soft
42 19.114 Soft
43 19.179 Soft
43 19.281 Soft
43 19.351 Soft
43 19.459 Soft
43 19.588 Soft
43 19.682 Soft
43 19.742 Soft
44 19.770 Soft
45 19.878 Hard
46 20.029 Soft
46 20.075 Soft
47 20.113 Soft
47 20.173 Soft
48 20.470 Soft
1 0.009 Hard
1 0.021 Hard
1 0.043 Hard
1 0.050 Hard
1 0.065 Hard
1 0.110 Hard
1 0.137 Soft
1 0.164 Soft
2 0.184 Soft
2 1.067 Soft
2 1.357 Hard
3 1.377 Hard
3 1.415 Hard
3 1.535 Hard
4 1.545 Soft
4 1.700 Soft
4 1.832 Soft
4 1.967 Soft
5 1.992 Hard
5 2.281 Hard
6 2.469 Soft
5 2.449 Hard
6 2.847 Soft
6 3.526 Hard
6 3.693 Soft
6 4.485 Soft
6 5.701 Soft
6 6.655 Soft
6 7.545 Soft
6 8.612 Soft
6 9.645 Soft
6 10.658 Soft
6 10.900 Soft
6 11.731 Hard
6 12.431 Soft
7 12.450 Hard
7 12.570 Hard
7 12.560 Soft
7 12.620 Soft
7 12.645 Soft
7 12.670 Soft
7 12.695 Soft
7 12.720 Hard
7 12.745 Soft
7 12.770 Hard
7 12.795 Hard
7 12.820 Hard
7 12.845 Soft
7 12.870 Soft
7 12.920 Hard
7 12.945 Soft
7 12.970 Hard
7 12.995 Hard
7 13.020 Soft
7 13.045 Soft
8 13.115 Soft
8 13.150 Soft
8 13.189 Soft
8 13.254 Soft
8 13.308 Soft
8 13.373 Soft
8 13.399 Soft
8 13.466 Soft
17 21 300 35 20 33 12 Non Cohesive Sandy silty GRAVEL Slightly Moist Dark Olive
18 22 100 - 5 72 23 Cohesive Clayey SILT Slightly Moist Dusky Green
19 24 50 - 3 72 25 Cohesive Clayey SILT Slightly Moist Dark Grey
20 25 100 - 3 71 26 Cohesive Clayey SILT Slightly Moist Dark Grey
21 28 100 - 17 60 23 Cohesive Clayey SILT Slightly Moist Dark Grey
22 30 100 - - 77 23 Cohesive Clayey SILT Slightly Moist Light Brown
23 31 100 - 10 20 70 Cohesive Clay Slightly Moist Dark Reddish Brown
24 32 100 - 10 81 9 Cohesive Silt Slightly Moist Dark Brown
25 33 100 - 75 18 7 Cohesive Silty SAND Slightly Moist Dark Reddish Brown
26 35 100 30 27 31 12 Cohesive Sandy GRAVEL Slightly Moist Dark Grey
27 36 100 - 50 49 11 Cohesive Sandy SILT Slightly Moist Dark Grey
28 38 50 - 5 92 3 Cohesive Clayey SILT Slightly Moist Dark Gray
29 38 50 - 5 76 19 Cohesive Clayey SILT Slightly Moist Dark Grey
30 39 50 50 32 12 6 Non Cohesive Sandy GRAVEL Slightly Moist Dark Olive
31 40 100 - - 20 80 Cohesive Silty CLAY Slightly Moist Dark Grey
32 41 100 - 5 14 81 Cohesive Silty CLAY Slightly Moist Dark Grey
33 42 50 - 10 15 75 Cohesive Silty CLAY Slightly Moist Dark Brown
34 42 50 - - 20 80 Cohesive Silty CLAY Slightly Moist Dark Olive
35 43 50 - 5 13 82 Cohesive Silty CLAY Slightly Moist Dark Grey
1,600
1,500
Height (m)
1,400
1,300
1,200
1,100
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14
Chainage (km)
25%
20%
Gradient (%)
15%
10%
5%
0%
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14
Chainage (km)
Flat
1,700
Slight
Moderate
1,600 Steep
Very Steep
1,500
Height (m)
1,400
1,300
1,200
1,100
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14
Chainage (km)
Siha 1
50
Siha 2
45
40
35
Speed (km/h)
30
25
20
15
10
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14
Chainage (km)
Siha 1
1200
Siha 2
1000
800
CuSum Speed (km/h)
600
400
200
-200
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14
Chainage (km)
Road Alignment
9649600
9649400
9649200 Siha Up
9649000 Siha Down
9648800 Km Markers
9648600
9648400
9648200
9648000
9647800 End
9647600
9647400
9647200
9647000
9646800
9646600
9646400
Y Value
9646200
9646000
9645800
9645600
9645400
9645200
9645000
9644800
9644600
9644400
9644200
9644000
9643800
9643600
9643400
9643200
9643000
9642800
288400
288600
288800
289000
289200
289400
289600
289800
290000
290200
290400
290600
290800
291000
291200
291400
291600
291800
292000
292200
292400
292600
292800
293000
293200
293400
293600
X Value
Bagamoyo Graphs
Height vs. Chainage
Baga 1
260
Baga 2
Design
240
220
200
Height (m)
180
160
140
120
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
Chainage (km)
25%
20%
Gradient (%)
15%
10%
5%
0%
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
Chainage (km)
Flat
260
Slight
Moderate
240 Steep
Very Steep
220
200
Height (m)
180
160
140
120
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
Chainage (km)
Baga 1
60
Baga 2
50
40
Speed (km/h)
30
20
10
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
Chainage (km)
400
200
CuSum Speed (km/h)
-200
-400
-600
-800
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
Chainage (km)
Road Alignment
9296000 Baga 1
Baga 2
9295000
9294000
9293000
9292000
9291000
9290000
Height (m)
9289000
9288000
9287000
9286000
9285000
9284000
9283000
End
9282000
9281000
440000
441000
442000
443000
444000
445000
446000
447000
448000
449000
450000
451000
452000
453000
Chainage (km)
Drift - 6 12 0.100
Drift - 6 12 0.070
Existing Culvert 3 x 600 - - 0.310
Existing Drift - - - 0.610
Culvert 600 - - 1.350
Exisitng Bridge - - - 1.420
Culvert 600 - - 1.610
Drift - - - 1.900
Culvert 600 - - 2.330
Culvert 600 - - 3.000
Culvert 600 - - 3.200
Culvert 600 - - 3.300
Culvert 600 - - 3.600
Culvert 600 - - 4.220
Culvert 600 - - 4.740
Culvert 600 - - 5.000
Culvert 600 - - 5.980
Existing Culvert 600 - - 6.060
Culvert 600 - - 6.850
Culvert 600 - - 7.090
Culvert 600 - - 7.300
Culvert 600 - - 7.380
Culvert 600 - - 7.640
Culvert 600 - - 8.030
Culvert 600 - - 8.380
Culvert 600 - - 9.080
Culvert 600 - - 9.250
Culvert 600 - - 9.630
Culvert 600 - - 10.210
Culvert 600 - - 10.580
Culvert 600 - - 11.090
Culvert 600 - - 11.640
Culvert 600 - - 11.900
Culvert 600 - - 12.080
Culvert 600 - - 12.280
Drift - 5 11 12.560
Existing Bridge - - - 12.690
Existing Culvert 600 - - 12.760
Culvert 600 - - 12.880
Culvert 600 - - 12.990
Existing Culvert 600 - - 13.070
Culvert 600 - - 13.170
Drift - 6 12 0+490
Drift - 6 12 0+810
Drift - 6 12 1+350
Culvert 600 - - 1+950
Culvert 600 - - 2+020
Culvert 600 - - 2+230
Culvert 600 - - 2+350
Culvert 600 - - 2+700
Drift - 6 12 3+900
Culvert 600 - - 4+080
Drift - 6 12 5+530
Drift - 20 26 5+610
Drift - 8 14 5+920
Culvert 600 - - 7+200
Old Arch Bridge - - - 7+310
Culvert 600 - - 7+560
Culvert 600 - - 7+800
Culvert 600 - - 8+060
Culvert 600 - - 8+320
Drift - 6 12 8+690
Drift - 8 14 8+740
Drift - 6 12 8+770
Drift - 6 12 9+090
Drift - 6 12 9+280
Culvert 600 - - 9+410
Culvert 600 - - 9+450
Culvert 600 - - 9+690
Drift - 8 14 10+310
Culvert 600 - - 10+690
Culvert 600 - - 11+210
Drift - 6 12 12+270
Drift - 6 12 12+600
Drift - 5 11 13+590
Culvert 600 - - 14+560
Culvert 600 - - 14+710
Culvert 600 - - 15+310
Culvert 600 - - 15+370
Culvert 600 - - 15+770
Culvert 600 - - 15+850
Culvert 600 - - 16+040
Culvert 600 - - 16+120
Culvert 600 - - 16+170
Culvert 600 - - 16+430
Culvert 600 - - 16+480
Culvert 600 - - 16+910
Culvert 600 - - 17+070
Culvert 600 - - 17+200
Culvert 600 - - 17+300
Culvert 600 - - 17+350
Culvert 600 - - 17+440
Culvert 600 - - 17+820
Culvert 600 - - 17+880
Culvert 600 - - 17+920
Culvert 600 - - 17+990
Culvert 600 - - 18+320
Drift - 6 12 18+710
Bridge - - - 18+800
Drift - 6 12 18+940
Culvert 600 - - 19+010
Culvert 600 - - 19+520
Drift - 10 16 19+660
Drift - 20 26 19+830
Culvert 600 - - 19+970
Culvert 600 - - 20+120
65 m
59 m 40 m
.2 /1.3
.4 /.3 .5 /.2
51 m
Legend:
0.1 /0.9 Overburden (OB) thickness/ Material 'Gravel' (Mat.) thickness in metres
Material Description:
Overburden: Clay
Material 'Gravel' Type: Clayey GRAVEL - Dark Grey Decomposed Granite Gravel
Underlying Material: Decomposed Granite
Estimated Quantities:
Area to be Used: 2178 m
Overburden: 600 m
Material 'Gravel' Type: 3000 - 5000 m
Structure: N/A
Origin: Transported
Cementation: N/A
Other Observations: Overburden Material
Layer: Natural Gravel - D. Granite Gravel
Consistency: Loose TFV
Soil Type: Clayey Sandy GRAVEL Atterberg Limits
Moisture: Slightly Moist Grading
1,500
200
2,500
Structure: N/A
Origin: Transported
Cementation: N/A
Other Observations: Overburden Material
Layer: Natural Gravel - Granite Gravel
Consistency: Loose Atterberg Limits
Soil Type: Clayey Sandy GRAVEL Grading
Moisture: Slightly Moist Linear Shrinkage
500
700
Structure: N/A
Origin: Transported
Cementation: N/A
Other Observations: Overburden Material
Layer: Natural Gravel - Granite Gravel
Consistency: Loose Atterberg Limits
Soil Type: Clayey Sandy GRAVEL Grading
Moisture: Slightly Moist Linear Shrinkage
150
600
Structure: N/A
Origin: Transported
Cementation: N/A
Other Observations: Overburden Material
Layer: Natural Gravel - Granite Gravel
Consistency: Loose Atterberg Limits
Soil Type: Clayey Sandy GRAVEL Grading
Moisture: Slightly Moist Linear Shrinkage
400
700
Structure: N/A
Origin: Transported
Cementation: N/A
Other Observations: Overburden Material
Layer: Natural Gravel - Granite Gravel
Consistency: Loose Atterberg Limits
Soil Type: Clayey Sandy GRAVEL Grading
Moisture: Slightly Moist Linear Shrinkage
400
700
BP2 Location
72 m
55 m 53 m
.05 /1.2
.2 /.3 .5 /.3
40 m
Legend:
0.1 /0.9 Overburden (OB) thickness/ Material 'Gravel' (Mat.) thickness in metres
Material Description:
Overburden: Clay
Material 'Gravel' Type: Clayey GRAVEL - Dark Redesh Brown Quarzitic Gravel
Underlying Material:
Estimated Quantities:
Area to be Used: 2000 m
Overburden: 525 m
Material 'Gravel' Type: 5000 m
Structure: N/A
Origin: Transported
Cementation: N/A
Other Observations: Overburden Material
Layer: Natural Gravel - Quartzitic Gravel
Consistency: Loose Atterberg Limits
Soil Type: Clayey Sandy GRAVEL Grading
Moisture: Slightly Moist Linear Shrinkage
1,250
50
Structure: N/A
Origin: Transported
Cementation: N/A
Other Observations: Overburden Material
Layer: Natural Gravel - Quartzitic Gravel
Consistency: Loose Atterberg Limits
Soil Type: Clayey Sandy GRAVEL Grading
Moisture: Slightly Moist Linear Shrinkage
200
500
Structure: N/A
Origin: Transported
Cementation: N/A
Other Observations: Overburden Material
Layer: Natural Gravel - Quartzitic Gravel
Consistency: Loose Atterberg Limits
Soil Type: Clayey Sandy GRAVEL Grading
Moisture: Slightly Moist Linear Shrinkage
450
700
Structure: N/A
Origin: Transported
Cementation: N/A
Other Observations: Overburden Material
Layer: Natural Gravel - Quartzitic Gravel
Consistency: Loose Atterberg Limits
Soil Type: Clayey Sandy GRAVEL Grading
Moisture: Slightly Moist Linear Shrinkage
100
500
Structure: N/A
Origin: Transported
Cementation: N/A
Other Observations: Overburden Material
Layer: Natural Gravel - Quartzitic Gravel
Consistency: Loose Atterberg Limits
Soil Type: Clayey Sandy GRAVEL Grading
Moisture: Slightly Moist Linear Shrinkage
500
800
Structure: N/A
Origin: Transported
Cementation: N/A
Other Observations: Overburden Material
Layer: Natural Gravel - Quartzitic Gravel
Consistency: Loose Atterberg Limits
Soil Type: Clayey Sandy GRAVEL Grading
Moisture: Slightly Moist Linear Shrinkage
250
700
Fill
Base
Layers
Surface
Subbase
Photographs
Bedding Sand
Chainage (km)
Sealing Option
Surfacing Type
Subgrade Type
Vertical Gradients
Selected Subgrade
Road Condition (Speed)
1
Soil
Grey
Black
Grey/
7
3
1
3
2
1
15
G3
G7
Graphs
G15
G25
G45
G60
G80
Red Soil
Light Red
Light Grey
Plastic Soil
Plastic Soil
Plastic Soil
50%
15%
10%
5%
3%
Bago to Talawanda Road, Bagamayo district, Pwani Region
230
235
240
245
250
255
S15
S7
S3
Poor
Large
Steep to V.Steep
Chainage (km)
Small
Chainage (km)
Chainage (km)
Chainage (km)
Medium
Flat to Moderate
Gradients (abs)
Description
Sandy Materials
Plastic Materials
2.1%
4
4
Bago Village
2.1%
4
4
Bago Village
2.1%
4
4
Bago Village
2.1%
4
4
Bago Village
2.1%
4
4
Bago Village
2.1%
4
4
Bago Village
4
4
Bago Village
0.0%
4
4
Bago Village
4
4
Bago Village
0.0%
4
4
Bago Village
0.1
4.3%
4
4
Bago Village
4.3%
4
4
Bago Village
0
0
0
0
26
150
150
100
150
4.3%
4
4
Bago Village
4.3%
4
4
Bago Village
4.3%
4
4
Bago Village
4
4
Bago Village
2.3%
4
4
Bago Village
SINGLE OTTA SEAL AND SINGLE SAND SEAL
2.3%
4
4
0.170 0.170
3
0.170
1
0.180 0.180
3
0.180
1
0.190 0.190
3
0.190
1
1.3%
4
4
0.200 0.200
3
0.200
1
0.210 0.210
3
0.210
1
0.220 0.220
3
0.220
1
Bago Village
3.1%
4
4
0.230 0.230
3
0.230
1
0.240 0.240
3
0.240
1
3.1%
4
4
0.250 0.250
3
0.250
1
0.260 0.260
3
0.260
1
0.270 0.270
3
1
0.280 0.280
3
1
0.290
3
0.290
1
0.7%
4
4
0.300
3
0.300
1
0.310
3
0.310
1
0.320
3
0.320
1
0.330
3
0.330
1
0.340
3
0.340
1
0.350
3
0.350
1
0.360
3
0.360
1
0.370
3
0.370
1
0.380
3
0.380
1
0.390
3
0.390
1
1.1%
4
4
0.400
3
0.400
1
0.410
3
0.410
1
0.420
3
0.420
1
0.430
3
0.430
1
0.440
3
0.440
2
0.450
3
0.450
2
0.460
3
2
3
2
3
2
3
2
5.4%
2
2
3
2
5.4%
2
2
3
2
4
4
3
2
4
4
3
2
0.540 0.540 0.540 0.540 0.540 0.540
1.9%
4
4
3
0.550 0.550 0.550 2 0.550 0.550 0.550
1.4%
4
4
3
2
0.560 0.560 0.560 0.560 0.560 0.560
1.4%
4
4
3
2
0.570 0.570 0.570 0.570 0.570 0.570
4
4
1.4%
3
2
0.580 0.580 0.580 0.580 0.580 0.580
4
4
3
2
0.590 0.590 0.590 0.590 1.5% 0.590 0.590
0.6
4
4
1.5%
3
2
0.600 0.600 0.600 0.600 0.600 0.600
4
4
1.5%
3
2
0.610 0.610 0.610 0.610 0.610 0.610
4
4
1.5%
3
2
0.620 0.620 0.620 0.620 0.620 0.620
4
4
1.5%
3
2
0.630 0.630 0.630 0.630 0.630 0.630
4
4
1.5%
3
2
0.640 0.640 0.640 0.640 0.640 0.640
4
4
1.5%
3
2
0.650 0.650 0.650 0.650 0.650 0.650
RED SOIL
3
2
0.660 0.660 0.660 0.660 1.5% 0.660 0.660
4
4
1.5%
3
2
0.670 0.670 0.670 0.670 0.670 0.670
4
4
3
2
0.680 0.680 0.680 0.680 1.5% 0.680 0.680
4
4
0.5%
3
2
0.690 0.690 0.690 0.690 0.690 0.690
0.7
4
4
0.5%
3
2
0.700 0.700 0.700 0.700 0.700 0.700
4
4
0.5%
3
2
0.710 0.710 0.710 0.710 0.710 0.710
4
4
0.5%
3
2
0.720 0.720 0.720 0.720 0.720 0.720
4
4
3
2
0.730 0.730 0.730 0.730 0.5% 0.730 0.730
4
4
0.5%
3
2
0.740 0.740 0.740 0.740 0.740 0.740
4
4
3
3
0.750 0.750 0.750 0.750 0.5% 0.750 0.750
4
4
0.5%
3
3
0.760 0.760 0.760 0.760 0.760 High point 0.760
4
4
0.5%
3
3
0.770 0.770 0.770 0.770 0.770 0.770
2
2
0.5%
3
3
0.780 0.780 0.780 0.780 0.780 0.780
2
2
2.0%
3
3
0.790 0.790 0.790 0.790 0.790 0.790
0.8
2
2
2.0%
3
3
0.800 0.800 0.800 0.800 0.800 0.800
2
2
2.0%
3
3
0.810 0.810 0.810 0.810 0.810 Small drift 5 X 6 m 0.810
2
2
3
3
0.820 0.820 0.820 0.820 4.9% 0.820 0.820
2
2
4.9%
3
3
0.830 0.830 0.830 0.830 0.830 0.830
2
2
4.9%
3
3
0.840 0.840 0.840 0.840 0.840 0.840
4
4
4.9%
3
3
0.850 0.850 0.850 0.850 0.850 0.850
4
4
1.0%
3
3
0.860 0.860 0.860 0.860 0.860 0.860
4
4
1.0%
3
3
0.870 0.870 0.870 0.870 0.870 0.870
4
4
1.0%
3
3
0.880 0.880 0.880 0.880 0.880 0.880
4
4
3
3
0.890 0.890 0.890 0.890 1.0% 0.890 0.890
0.9
4
4
1.0%
3
3
0.900 0.900 0.900 0.900 0.900 0.900
4
4
1.0%
3
3
0.910 0.910 0.910 0.910 0.910 0.910
4
4
1.0%
3
3
0.920 0.920 0.920 0.920 0.920 0.920
4
4
1.0%
3
3
RED SOIL
0.930 0.930 0.930 0.930 0.930 0.930
4
4
1.0%
3
3
0.940 0.940 0.940 0.940 0.940 0.940
4
4
1.6%
3
3
0.950 0.950 0.950 0.950 0.950 0.950
4
4
3
3
0.960 0.960 0.960 0.960 1.6% 0.960 0.960
4
4
1.6%
3
3
0.970 0.970 0.970 0.970 0.970 0.970
4
4
1.6%
3
3
0.980 0.980 0.980 0.980 0.980 0.980
4
4
1.6%
3
3
0.990 0.990 0.990 0.990 0.990 0.990
V.Poor Sections ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ###
1.0
p.1
Baga Stripmap Strips.xls - 1-2
5
4
3
2
1
Fill
Base
Layers
Surface
Subbase
Surfacing
Photographs
Bedding Sand
Chainage (km)
Sealing Option
Subgrade Type
Vertical Gradients
Selected Subgrade
Road Condition (Speed)
1
Soil
Grey
Black
Grey/
7
3
1
3
2
1
15
G3
G7
Graphs
G15
G25
G45
G60
G80
Red Soil
Light Red
Light Grey
Plastic Soil
Plastic Soil
Plastic Soil
50%
15%
10%
5%
3%
Bago to Talawanda Road, Bagamayo district, Pwani Region
230
235
240
245
250
S15
S7
S3
Poor
Large
Steep to V.Steep
Chainage (km)
Small
Chainage (km)
Chainage (km)
Chainage (km)
Medium
Flat to Moderate
Gradients (abs)
1.0
Description
Sandy Materials
Plastic Materials
1.6%
4
4
1.6%
4
4
1.6%
4
4
High point
1.6%
4
4
1.6%
4
4
1.6%
4
4
4
4
0.4%
4
4
4
4
0.4%
4
4
0.4%
4
4
0.4%
4
4
0.4%
4
4
0.4%
4
4
0.4%
4
4
4
4
1.2%
4
4
1.160 1.160
3
1.2%
4
4
1.170
3
1.170 1.170
RED SOIL
1.2%
4
4
1.180
3
1.180 1.180
1.2%
4
4
1.190
3
1.190 1.190
1.2
1.2%
4
4
1.200
3
1.200 1.200
1.2%
4
4
1.210
3
1.210 1.210
4
4
1.220
3
1.230
3
1.230 1.230
1.4%
4
4
1.240
3
1.240 1.240
1.4%
4
4
1.250
3
1.250 1.250
1.4%
4
4
1.260
3
1.260 1.260
1.4%
4
4
1.280 1.280
3
3
1.290
3
1.4%
4
4
1.300
3
1.310
3
1.320
3
1.330
3
1.340
3
1.350
3
1.360
3
4.4%
3
3
3
1.370
3
3
1.380
3
3
1.390
3
4.4%
4
4
3
1.400
3
3
1.410
3
3
1.420
3
3
1.430
3
3
1.440
3
3
1.450
3
3
3
3
3
3
3
3
3
0.7%
4
4
3
3
3
3
4
4
3
3
4
4
3
3
1.540 1.540 1.540 1.540 1.540 1.540
4
4
3
1.550 1.550 1.550 3 1.550 1.550 1.550
0.7%
4
4
3
3
1.560 1.560 1.560 1.560 1.560 1.560
0.7%
4
4
3
3
1.570 1.570 1.570 1.570 1.570 1.570
4
4
0.6%
3
3
1.580 1.580 1.580 1.580 1.580 1.580
4
4
3
3
1.590 1.590 1.590 1.590 0.6% 1.590 1.590
1.6
4
4
0.6%
3
3
1.600 1.600 1.600 1.600 1.600 1.600
4
4
0.6%
3
3
1.610 1.610 1.610 1.610 1.610 1.610
4
4
0.6%
3
3
1.620 1.620 1.620 1.620 1.620 1.620
4
4
0.6%
3
3
1.630 1.630 1.630 1.630 1.630 1.630
4
4
0.6%
3
3
1.640 1.640 1.640 1.640 1.640 1.640
4
4
0.6%
3
3
1.650 1.650 1.650 1.650 1.650 1.650
4
4
3
3
RED SOIL
1.660 1.660 1.660 1.660 0.6% 1.660 1.660
4
4
0.6%
3
3
1.670 1.670 1.670 1.670 1.670 1.670
4
4
3
3
1.680 1.680 1.680 1.680 0.6% 1.680 1.680
4
4
1.8%
3
3
1.690 1.690 1.690 1.690 1.690 1.690
1.7
4
4
1.8%
3
3
1.700 1.700 1.700 1.700 1.700 1.700
4
4
1.8%
3
3
1.710 1.710 1.710 1.710 1.710 1.710
4
4
1.8%
3
3
1.720 1.720 1.720 1.720 1.720 1.720
4
4
3
3
1.730 1.730 1.730 1.730 1.8% 1.730 1.730
4
4
1.8%
3
3
1.740 1.740 1.740 1.740 1.740 1.740
4
4
3
3
1.750 1.750 1.750 1.750 1.8% 1.750 1.750
4
4
1.8%
3
3
1.760 1.760 1.760 1.760 1.760 1.760
4
4
1.8%
3
3
1.770 1.770 1.770 1.770 1.770 1.770
4
4
1.8%
3
3
1.780 1.780 1.780 1.780 1.780 1.780
4
4
3.2%
3
3
1.790 1.790 1.790 1.790 1.790 1.790
1.8
4
4
3.2%
3
3
1.800 1.800 1.800 1.800 1.800 1.800
4
4
3.2%
3
3
1.810 1.810 1.810 1.810 1.810 1.810
4
4
3
3
1.820 1.820 1.820 1.820 3.2% 1.820 1.820
4
4
3.2%
3
3
1.830 1.830 1.830 1.830 1.830 1.830
4
4
3.2%
3
3
1.840 1.840 1.840 1.840 1.840 1.840
4
4
2.4%
3
3
1.850 1.850 1.850 1.850 1.850 1.850
4
4
2.4%
3
3
1.860 1.860 1.860 1.860 1.860 1.860
4
4
4.4%
3
3
1.870 1.870 1.870 1.870 1.870 1.870
4
4
4.4%
3
3
1.880 1.880 1.880 1.880 1.880 1.880
4
4
3
3
1.890 1.890 1.890 1.890 2.4% 1.890 1.890
1.9
4
4
2.4%
3
3
1.900 1.900 1.900 1.900 1.900 1.900
4
4
2.4%
3
3
1.910 1.910 1.910 1.910 1.910 1.910
3
3
0.0%
3
3
1.920 1.920 1.920 1.920 1.920 1.920
3
3
0.0%
3
3
1.930 1.930 1.930 1.930 1.930 1.930
3
3
0.0%
3
3
1.940 1.940 1.940 1.940 1.940 1.940
LGPS
3
3
0.0%
3
3
1.950 1.950 1.950 1.950 1.950 60 cm Culvert 1.950
3
3
3
3
1.960 1.960 1.960 1.960 0.0% 1.960 1.960
4
4
0.0%
3
3
1.970 1.970 1.970 1.970 1.970 1.970
4
4
2.1%
3
4
1.980 1.980 1.980 1.980 1.980 1.980
4
4
2.1%
3
RED SOIL
4
1.990 1.990 1.990 1.990 1.990 1.990
V.Poor Sections ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ###
2.0
p.2
Baga Stripmap Strips.xls - 2-3
5
4
3
2
1
Fill
Base
Layers
Surface
Subbase
Surfacing
Photographs
Bedding Sand
Chainage (km)
Sealing Option
Subgrade Type
Vertical Gradients
Selected Subgrade
Road Condition (Speed)
1
Soil
Grey
Black
Grey/
7
3
1
3
2
1
15
G3
G7
Graphs
G15
G25
G45
G60
G80
Red Soil
Light Red
Light Grey
Plastic Soil
Plastic Soil
Plastic Soil
50%
15%
10%
5%
3%
Bago to Talawanda Road, Bagamayo district, Pwani Region
210
215
220
225
230
235
S15
S7
S3
Poor
Large
Steep to V.Steep
Chainage (km)
Small
Chainage (km)
Chainage (km)
Chainage (km)
Medium
Flat to Moderate
Gradients (abs)
Sandy Materials
Plastic Materials
2.1%
4
4
2.1%
4
4
2.1%
4
4
60 cm Culvert
1.1%
4
4
1.1%
4
4
1.1%
4
4
4
4
1.1%
4
4
4
4
0.9%
4
4
0.9%
4
4
0.9%
4
4
3.8%
4
4
3.8%
4
4
3.8%
4
4
4
4
3.8%
4
4
2.160 2.160
2.2%
4
4
2.170
4
2.170 2.170
2.2%
4
4
2.180
4
2.180 2.180
2.2%
4
4
2.190
4
2.190 2.190
2.2
1.4%
4
4
2.200
4
2.200 2.200
1.4%
4
4
2.210
4
2.210 2.210
4
4
2.220
4
2.230
4
2.240
4
2.240 2.240
1.4%
4
4
2.250
4
2.250 2.250
1.0%
4
4
2.260
4
2.260 2.260
1.0%
4
4
2.280 2.280
3
4
2.290
4
1.0%
4
4
2.300
4
2.310
4
2.320
4
2.330
4
2.340
4
2.350
4
2.360
4
3
2.370
4
3
2.380
4
3
2.390
4
1.8%
4
4
3
2.400
4
3
2.410
4
3
2.430
4
3
2.440
4
3
2.450
4
3
4
3
4
3
4
3
4
1.5%
4
4
3
4
1.4%
4
4
3
4
4
4
3
5
4
4
3
5
2.540 2.540 2.540 2.540 2.540 2.540
0.0%
4
4
3
2.550 2.550 2.550 5 2.550 2.550 2.550
0.0%
4
4
3
5
2.560 2.560 2.560 2.560 2.560 2.560
0.0%
4
4
3
5
2.570 2.570 2.570 2.570 2.570 2.570
4
4
0.0%
3
5
2.580 2.580 2.580 2.580 2.580 2.580
4
4
3
5
2.590 2.590 2.590 2.590 0.0% 2.590
Msinune Village Msinune Village 2.590
2.6
4
4
0.9%
3
5
2.600 2.600 2.600 2.600 2.600 Msinune Village Msinune Village 2.600
4
4
0.9%
3
5
2.610 2.610 2.610 2.610 2.610 Msinune Village Msinune Village 2.610
4
4
0.9%
3
5
2.620 2.620 2.620 2.620 2.620 Msinune Village Msinune Village 2.620
4
4
0.9%
3
5
2.630 2.630 2.630 2.630 2.630 Msinune Village Msinune Village 2.630
4
4
0.9%
3
5
2.640 2.640 2.640 2.640 2.640 Msinune Village Msinune Village 2.640
4
4
2.0%
3
5
2.650 2.650 2.650 2.650 2.650 Msinune Village Msinune Village 2.650
4
4
3
5
2.660 2.660 2.660 2.660 2.0% 2.660
Msinune Village Msinune Village 2.660
4
4
2.0%
3
5
2.670 2.670 2.670 2.670 2.670 Msinune Village Msinune Village 2.670
4
4
3
5
2.680 2.680 2.680 2.680 2.0% 2.680
Msinune Village Msinune Village 2.680
4
4
3.6%
3
5
2.690 2.690 2.690 2.690 2.690 Msinune Village Msinune Village 2.690
2.7
4
4
3.6%
3
5
2.700 2.700 2.700 2.700 2.700 60 cm Culvert Msinune Village 2.700
4
4
3.6%
3
5
2.710 2.710 2.710 2.710 2.710 Msinune Village Msinune Village 2.710
4
4
3.6%
3
5
2.720 2.720 2.720 2.720 2.720 Msinune Village Msinune Village 2.720
4
4
3
5
2.730 2.730 2.730 2.730 3.6% 2.730
Msinune Village Msinune Village 2.730
4
4
3.4%
3
5
2.740 2.740 2.740 2.740 2.740 Msinune Village Msinune Village 2.740
V.Poor Sections ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### 1
4
4
3
5
2.750 2.750 2.750 2.750 3.4% 2.750
Msinune Village Msinune Village 2.750
1
4
4
3.4%
3
5
2.760 2.760 2.760 2.760 2.760 Msinune Village Msinune Village 2.760
1
4
4
4.6%
3
5
2.770 2.770 2.770 2.770 2.770 Msinune Village Msinune Village 2.770
1
4
4
4.6%
3
5
2.780 2.780 2.780 2.780 2.780 Msinune Village Msinune Village 2.780
1
4
4
4.6%
3
5
2.790 2.790 2.790 2.790 2.790 Msinune Village Msinune Village 2.790
2.8
1
4
4
3.1%
3
5
2.800 2.800 2.800 2.800 2.800 Msinune Village Msinune Village 2.800
1
4
4
3.1%
3
5
2.810 2.810 2.810 2.810 2.810 2.810
1
4
4
3
5
2.820 2.820 2.820 2.820 3.1% 2.820 2.820
1
4
4
3.1%
3
5
2.830 2.830 2.830 2.830 2.830 2.830
1
4
4
1.4%
3
5
2.840 2.840 2.840 2.840 2.840 2.840
1
4
4
1.4%
3
5
2.850 2.850 2.850 2.850 2.850 2.850
1
4
4
1.4%
3
5
2.860 2.860 2.860 2.860 2.860 2.860
1
4
4
1.4%
3
5
2.870 2.870 2.870 2.870 2.870 2.870
1
4
4
5.8%
3
5
2.880 2.880 2.880 2.880 2.880 2.880
1
4
4
3
5
2.890 2.890 2.890 2.890 5.8% 2.890 2.890
2.9
1
4
4
5.7%
3
5
2.900 2.900 2.900 2.900 2.900 2.900
1
4
4
5.7%
3
5
2.910 2.910 2.910 2.910 2.910 2.910
1
4
4
5.7%
3
5
2.920 2.920 2.920 2.920 2.920 2.920
3
5
2.930 2.930 2.930 2.930 2.930 2.930
1
4
4
3.4%
3
5
2
2.940 2.940 2.940 2.940 2.940 2.940
1
4
4
3.4%
3
5
2.950 2.950 2.950 2.950 2.950 2.950
1
4
4
3
5
2.960 2.960 2.960 2.960 3.4% 2.960 2.960
1
4
4
3.4%
3
5
2.970 2.970 2.970 2.970 2.970 2.970
1
4
4
3.4%
3
5
2.980 2.980 2.980 2.980 2.980 2.980
1
4
4
3.4%
3
5
2.990 2.990 2.990 2.990 2.990 2.990
3.0
p.3
Baga Stripmap Strips.xls - 3-4
5
4
3
2
1
Fill
Base
Layers
Surface
Subbase
Surfacing
Photographs
Bedding Sand
Chainage (km)
Sealing Option
Subgrade Type
Vertical Gradients
Selected Subgrade
Road Condition (Speed)
1
Soil
Grey
Black
Grey/
7
3
1
3
2
1
15
G3
G7
Graphs
G15
G25
G45
G60
G80
Red Soil
Light Red
Light Grey
Plastic Soil
Plastic Soil
Plastic Soil
50%
15%
10%
5%
3%
Bago to Talawanda Road, Bagamayo district, Pwani Region
185
190
195
200
205
210
215
S15
S7
S3
Poor
Large
Steep to V.Steep
Chainage (km)
Small
Chainage (km)
Chainage (km)
Chainage (km)
Medium
Flat to Moderate
Gradients (abs)
Sandy Materials
Plastic Materials
0.7%
4
4
3.0
0.7%
4
4
0.7%
4
4
0.7%
4
4
Turnout
1
0.7%
4
4
0.7%
4
4
1
4
4
0.7%
4
4
1
4
4
0.7%
4
4
0.5%
3.1
4
4
0.5%
4
4
0.5%
4
4
0.5%
4
4
0.5%
4
4
1
4
4
0.5%
4
4
3.160 3.160
3
1
0.5%
4
4
3.170
7
3.170 3.170
1
2.7%
4
4
3.180
7
3.180 3.180
1
2.7%
4
4
3.190
7
3.190 3.190
1
3.2
2.7%
4
4
3.200
7
3.200 3.200
1
2.7%
4
4
3.210
7
3.210 3.210
1
4
4
3.220
7
3.1%
4
4
3.230
7
3.230 3.230
1
3.1%
4
4
3.240
7
3.240 3.240
1
1.7%
4
4
3.250
7
3.250 3.250
1
1.7%
4
4
3.260
7
3.260 3.260
1
1.7%
4
4
1.7%
4
4
3.280 3.280
3
7
3.290
7
1.7%
4
4
3.300
7
1.7%
4
4
3.310
7
2.9%
4
4
3.320
7
2.9%
4
4
3.330
7
3.340
7
3.0%
4
4
3.350
7
3.360
7
3.0%
4
4
3
3.370
7
3
3.380
7
2.9%
4
4
3
3.390
7
2.9%
4
4
3
3.400
7
3
3.410
7
1 4.2%
4
4
3
3.420
7
3
3.430
7
1
4.2%
4
4
3
3.440
7
1
4
4
3
3.450
7
1
5.0%
4
4
3
7
1
5.0%
4
4
3
7
1
5.0%
4
4
3
7
1
1.6%
4
4
3
7
1
3.5
1.6%
4
4
3
7
1
1.6%
4
4
3
7
1
4
4
1
6.5%
4
4
3
7
1
6.5%
4
4
3
7
3.540 3.540 3.540 3.540 3.540 3.540
1
6.5%
4
4
3
3.550 3.550 3.550 7 3.550 3.550 3.550
1
2.2%
4
4
3
7
3.560 3.560 3.560 3.560 3.560 3.560
2.2%
4
4
3
7
3.570 3.570 3.570 3.570 3.570 3.570
4
4
1.9%
3
7
3.580 3.580 3.580 3.580 3.580 3.580
4
4
3
7
3.590 3.590 3.590 3.590 1.9% 3.590 3.590
3.6
4
4
1.9%
3
7
3.600 3.600 3.600 3.600 3.600 3.600
4
4
1.9%
3
7
3.610 3.610 3.610 3.610 3.610 3.610
4
4
1.9%
3
7
3.620 3.620 3.620 3.620 3.620 3.620
4
4
0.0%
3
7
3.630 3.630 3.630 3.630 3.630 3.630
4
4
0.0%
3
7
3.640 3.640 3.640 3.640 3.640 3.640
4
4
0.0%
3
7
3.650 3.650 3.650 3.650 3.650 3.650
4
4
3
7
3.660 3.660 3.660 3.660 0.0% 3.660 3.660
4
4
0.0%
3
7
3.670 3.670 3.670 3.670 3.670 3.670
4
4
3
7
3.680 3.680 3.680 3.680 0.0% 3.680 3.680
4
4
0.0%
3
7
3.690 3.690 3.690 3.690 3.690 3.690
3.7
4
4
1.4%
3
7
3.700 3.700 3.700 3.700 3.700 3.700
4
4
1.4%
3
7
3.710 3.710 3.710 3.710 3.710 3.710
4
4
1.4%
3
7
3.720 3.720 3.720 3.720 3.720 3.720
4
4
3
7
3.730 3.730 3.730 3.730 1.4% 3.730 3.730
4
4
1.4%
3
7
3.740 3.740 3.740 3.740 3.740 3.740
4
4
3
7
3.750 3.750 3.750 3.750 4.2% 3.750 3.750
4
4
4.2%
3
7
3.760 3.760 3.760 3.760 3.760 3.760
4
4
4.2%
3
7
3.770 3.770 3.770 3.770 3.770 3.770
4
4
3.7%
3
7
3.780 3.780 3.780 3.780 3.780 3.780
4
4
3.7%
3
7
3.790 3.790 3.790 3.790 3.790 3.790
3.8
4
4
4.1%
3
7
3.800 3.800 3.800 3.800 3.800 3.800
3
3
4.1%
7
3.810 3.810 3.810 3.810 3.810 3.810
3
3
7
7
3.820 3.820 3.820 3.820 4.1% 3.820 3.820
3
3
4.1%
7
3.830 3.830 3.830 3.830 3.830 3.830
7
3.840 3.840 3.840 3.840 3.840 3.840
3
3
5.4%
7
3.850 3.850 3.850 3.850 3.850 3.850
3
3
5.4%
7
3.860 3.860 3.860 3.860 3.860 3.860
3
3
5.4%
7
3.870 3.870 3.870 3.870 3.870 3.870
3
3
7.2%
7
3.880 3.880 3.880 3.880 3.880 3.880
3
3
7
7
3.890 3.890 3.890 3.890 7.2% 3.890 3.890
3.9
3
3
7.2%
7
3.900 3.900 3.900 3.900 3.900 Small drift 5 X 6 m 3.900
3
3
2.7%
7
3.910 3.910 3.910 3.910 3.910 3.910
3
3
2.7%
7
3.920 3.920 3.920 3.920 3.920 3.920
3
3
2.7%
7
3.930 3.930 3.930 3.930 3.930 3.930
3
3
2.7%
7
3.940 3.940 3.940 3.940 3.940 3.940
3
3
2.7%
7
3.950 3.950 3.950 3.950 3.950 3.950
3
3
8
7
3.960 3.960 3.960 3.960 2.7% 3.960 3.960
3
3
0.8%
7
3.970 3.970 3.970 3.970 3.970 3.970
3
3
0.8%
7
3.980 3.980 3.980 3.980 3.980 3.980
3
3
0.8%
7
3.990 3.990 3.990 3.990 3.990 3.990
### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ###
4.0
p.4
Baga Stripmap Strips.xls - 4-5
5
4
3
2
1
Fill
Base
Layers
Surface
Subbase
Surfacing
Photographs
Bedding Sand
Chainage (km)
Sealing Option
Subgrade Type
Vertical Gradients
Selected Subgrade
Road Condition (Speed)
1
Soil
Grey
Black
Grey/
7
3
1
3
2
1
15
G3
G7
Graphs
G15
G25
G45
G60
G80
Red Soil
Light Red
Light Grey
Plastic Soil
Plastic Soil
Plastic Soil
50%
15%
10%
5%
3%
Description
Bago to Talawanda Road, Bagamayo district, Pwani Region
165
170
175
180
185
190
195
S15
S7
S3
Poor
Large
Steep to V.Steep
Chainage (km)
Small
Chainage (km)
Chainage (km)
Chainage (km)
Medium
Flat to Moderate
Gradients (abs)
Sandy Materials
Plastic Materials
0.8%
3
3
4.0
0.8%
3
3
0.8%
3
3
0.8%
3
3
2.1%
3
3
2.1%
3
3
3
3
2.1%
3
3
3
3
60 cm Culvert
2.1%
3
3
1.7%
4.1
3
3
1.7%
3
3
1.7%
3
3
1.7%
3
3
1.7%
3
3
3
3
1.7%
3
3
1.5%
3
3
4.170 4.170
7
4.170
8
4.180 4.180
7
4.180
8
4.190 4.190
7
4.190
8
1.5%
3
3
4.200 4.200
7
4.200
8
4.210 4.210
7
4.210
8
4.220 4.220
7
4.220
8
4.230 4.230
7
4.230
8
4.240 4.240
7
4.240
8
4.250 4.250
7
4.250
8
4.260 4.260
7
4.260
8
4.270 4.270
7
8
4.280 4.280
7
8
4.290
7
4.290
8
1.9%
3
3
4.300
7
4.300
8
4.310
7
4.310
8
4.320
7
4.320
8
4.330
7
4.330
8
4.340
7
4.340
8
4.350
7
4.350
8
4.360
7
4.360
8
4.370
7
4.370
8
4.380
7
4.380
8
4.390
7
4.390
8
4.7%
3
3
4.400
7
4.400
8
4.410
7
4.410
8
4.420
7
4.420
8
4.430
7
4.430
8
4.440
7
4.440
8
2
4.440 4.440 4.440 4.440
3
3
4.450
7
4.450
8
4.460
7
8
7
8
7
8
7
8
2.4%
3
3
7
8
7
8
3
3
7
8
3
3
7
8
4.540 4.540 4.540 4.540 4.540 4.540
3
3
7
4.550 4.550 4.550 8 4.550 4.550 4.550
4.3%
3
3
7
8
4.560 4.560 4.560 4.560 4.560 4.560
4.3%
3
3
7
8
4.570 4.570 4.570 4.570 4.570 4.570
3
3
2.9%
7
8
4.580 4.580 4.580 4.580 4.580 4.580
3
3
7
8
4.590 4.590 4.590 4.590 2.9% 4.590 4.590
4.6
3
3
2.9%
LIGHT GREY PLASTIC SOIL (QUARTZITIC RIVER GRAVEL AROUND CHAINAGE 4.6-4.7 km)
7
8
4.600 4.600 4.600 4.600 4.600 Some gravel under hill 4.600
3
3
2.9%
7
8
4.610 4.610 4.610 4.610 4.610 Some gravel under hill 4.610
3
3
2.9%
7
8
4.620 4.620 4.620 4.620 4.620 Some gravel under hill 4.620
3
3
3.3%
7
8
4.630 4.630 4.630 4.630 4.630 Some gravel under hill 4.630
3
3
5.9%
7
8
4.640 4.640 4.640 4.640 4.640 Some gravel under hill 4.640
3
3
5.9%
7
8
4.650 4.650 4.650 4.650 4.650 Some gravel under hill 4.650
3
3
7
8
4.660 4.660 4.660 4.660 5.2% 4.660
Some gravel under hill 4.660
3
3
5.2%
7
8
4.670 4.670 4.670 4.670 4.670 Some gravel under hill 4.670
3
3
7
8
4.680 4.680 4.680 4.680 5.2% 4.680
Some gravel under hill 4.680
3
3
5.2%
7
8
4.690 4.690 4.690 4.690 4.690 Some gravel under hill 4.690
4.7
3
3
6.2%
7
8
4.700 4.700 4.700 4.700 4.700 Some gravel under hill 4.700
3
3
6.2%
7
8
4.710 4.710 4.710 4.710 4.710 Some gravel under hill 4.710
3
3
6.2%
7
8
4.720 4.720 4.720 4.720 4.720 Some gravel under hill 4.720
3
3
7
8
4.730 4.730 4.730 4.730 4.6% 4.730
Some gravel under hill 4.730
3
3
4.6%
7
8
4.740 4.740 4.740 4.740 4.740 Some gravel under hill 4.740
3
3
7
8
4.750 4.750 4.750 4.750 4.6% 4.750
Some gravel under hill 4.750
3
3
2.9%
7
8
4.760 4.760 4.760 4.760 4.760 Some gravel under hill 4.760
3
3
2.9%
7
8
4.770 4.770 4.770 4.770 4.770 Some gravel under hill 4.770
3
3
2.9%
7
8
4.780 4.780 4.780 4.780 4.780 Some gravel under hill 4.780
3
3
2.9%
7
8
4.790 4.790 4.790 4.790 4.790 Some gravel under hill 4.790
4.8
3
3
2.9%
7
8
4.800 4.800 4.800 4.800 4.800 Some gravel under hill 4.800
3
3
2.9%
7
9
4.810 4.810 4.810 4.810 4.810 Some gravel under hill 4.810
3
3
7
9
4.820 4.820 4.820 4.820 2.9% 4.820
Some gravel under hill 4.820
3
3
2.9%
7
9
4.830 4.830 4.830 4.830 4.830 Some gravel under hill 4.830
3
3
1.3%
7
9
4.840 4.840 4.840 4.840 4.840 Some gravel under hill 4.840
3
3
1.3%
7
9
4.850 4.850 4.850 4.850 4.850 Some gravel under hill 4.850
3
3
1.3%
7
9
4.860 4.860 4.860 4.860 4.860 Some gravel under hill 4.860
3
3
1.3%
7
9
4.870 4.870 4.870 4.870 4.870 Some gravel under hill 4.870
3
3
5.1%
7
9
4.880 4.880 4.880 4.880 4.880 Some gravel under hill 4.880
3
3
7
9
4.890 4.890 4.890 4.890 5.1% 4.890
Some gravel under hill 4.890
4.9
3
3
10.0%
7
9
4.900 4.900 4.900 4.900 4.900 Some gravel under hill 4.900
3
3
10.0%
7
9
4.910 4.910 4.910 4.910 4.910 Some gravel under hill 4.910
3
3
10.0%
7
9
4.920 4.920 4.920 4.920 4.920 Some gravel under hill 4.920
3
3
0.0%
7
9
4.930 4.930 4.930 4.930 4.930 Some gravel under hill 4.930
3
3
0.0%
7
9
4.940 4.940 4.940 4.940 4.940 Some gravel under hill 4.940
3
3
0.0%
7
9
4.950 4.950 4.950 4.950 4.950 Some gravel under hill 4.950
3
3
7
9
4.960 4.960 4.960 4.960 4.6% 4.960
Some gravel under hill 4.960
3
3
4.6%
7
9
4.970 4.970 4.970 4.970 4.970 Some gravel under hill 4.970
3
3
9.5%
7
9
4.980 4.980 4.980 4.980 4.980 Some gravel under hill 4.980
3
3
9.5%
7
9
4.990 4.990 4.990 4.990 4.990 Some gravel under hill 4.990
V.Poor Sections ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ###
5.0
p.5
Baga Stripmap Strips.xls - 5-6
5
4
3
2
1
Fill
Base
Layers
Surface
Subbase
Surfacing
Photographs
Bedding Sand
Chainage (km)
Sealing Option
Subgrade Type
Vertical Gradients
Selected Subgrade
Road Condition (Speed)
1
Soil
Grey
Black
Grey/
7
3
1
3
2
1
15
G3
G7
Graphs
G15
G25
G45
G60
G80
Red Soil
Light Red
Light Grey
Plastic Soil
Plastic Soil
Plastic Soil
50%
15%
10%
5%
3%
Bago to Talawanda Road, Bagamayo district, Pwani Region
145
150
155
160
165
170
S15
S7
S3
Poor
Large
Steep to V.Steep
Chainage (km)
Small
Chainage (km)
Chainage (km)
Chainage (km)
Medium
Flat to Moderate
Gradients (abs)
Description
Sandy Materials
Plastic Materials
9.5%
3
3
4.4%
3
3
6.9%
3
3
6.9%
3
3
6.9%
3
3
3.5%
3
3
3
3
3.5%
3
3
3
3
4.0%
3
3
4.4%
3
3
4.4%
3
3
4.0%
3
3
4.0%
3
3
5.2%
3
3
3
3
5.2%
3
3
5.160 5.160
7
5.8%
3
3
5.170 5.170
7
5.8%
3
3
5.180 5.180
7
5.8%
3
3
5.190
9
5.190 5.190
5.2
3.7%
3
3
5.200
9
5.200 5.200
3.7%
3
3
5.210
9
5.210 5.210
3
3
5.220
9
5.230
9
5.230 5.230
3.0%
3
3
5.240
9
5.240 5.240
HEAVY GRADING & ESTABLISH DRAINAGE
3.0%
3
3
5.250
9
5.250 5.250
7.9%
3
3
2.2%
3
3
1.7%
1
1
1.7%
1
1
5.390 5.390
1
5.390 5.390 5.390 Flat black cotton soil section5.390
5.4
1.7%
1
1
5.400 5.400
1
5.400 5.400 5.400 Flat black cotton soil section5.400
1
1.7%
1
1
5.410 5.410
1
5.410 5.410 5.410 Flat black cotton soil section5.410
1 1.7%
1
1
5.420 5.420
1
5.420 5.420 5.420 Flat black cotton soil section5.420
1
1
1
5.430 5.430
1
5.430 5.430 2.4% 5.430
Flat black cotton soil section5.430
1
2.4%
1
1
5.440 5.440
1
5.440 5.440 5.440 Flat black cotton soil section5.440
1
1
1
5.450 5.450
1
5.450 5.450 2.4% 5.450
Flat black cotton soil section5.450
1
2.4%
1
1
1
5.460 5.460 5.460 5.460 5.460 Flat black cotton soil section5.460
1
2.4%
1
1
1
5.470 5.470 5.470 5.470 5.470 Flat black cotton soil section5.470
1
2.4%
1
1
1
5.480 5.480 5.480 5.480 5.480 Flat black cotton soil section5.480
0
0
0
0
15
1
150
100
150
200
1.7%
1
1
1
5.490 5.490 5.490 5.490 5.490 Flat black cotton soil section5.490
5.5
1
1.7%
1
1
1
5.500 5.500 5.500 5.500 5.500 Flat black cotton soil section5.500
1
1.7%
1
1
1
5.510 5.510 5.510 5.510 5.510
1
1
1
1
1.4%
1
1
1
5.530 5.530 5.530 5.530 5.530 Small drift 5 X 6 m Flat black cotton soil section5.530
1
1.4%
1
1
1
5.540 5.540 5.540 5.540 5.540 Flat black cotton soil section5.540
1
1.4%
1
1
1
5.550 5.550 5.550 5.550 5.550 Flat black cotton soil section5.550
1
1.3%
1
1
1
5.560 5.560 5.560 5.560 5.560 Flat black cotton soil section5.560
1
1.3%
1
1
1
5.570 5.570 5.570 5.570 5.570 Flat black cotton soil section5.570
1
1
1
1.3%
1
1
5.580 5.580 5.580 5.580 5.580 Flat black cotton soil section5.580
1
1
1
1
5.590 5.590 5.590 5.590 1.3% 5.590
Flat black cotton soil section5.590
5.6
1
1
1
1.5%
1
5.600 5.600 5.600 5.600 5.600 Flat black cotton soil section5.600
1
1
1
1.5%
1
5.610 5.610 5.610 5.610 5.610 Drift 5 X 20 m Flat black cotton soil section5.610
1
1
1
2.2%
1
5.620 5.620 5.620 5.620 5.620 Flat black cotton soil section5.620
1
1
1
2.2%
1
5.630 5.630 5.630 5.630 5.630 Flat black cotton soil section5.630
1
1
1
2.2%
1
5.640 5.640 5.640 5.640 5.640 Flat black cotton soil section5.640
1
1
1
0.0%
1
5.650 5.650 5.650 5.650 5.650 Flat black cotton soil section5.650
1
1
1
1
5.660 5.660 5.660 5.660 0.0% 5.660
Flat black cotton soil section5.660
1
1
1
0.0%
1
5.670 5.670 5.670 5.670 5.670 Flat black cotton soil section5.670
1
1
1
1
5.680 5.680 5.680 5.680 0.0% 5.680
Flat black cotton soil section5.680
1
1
1
0.0%
1
5.690 5.690 5.690 5.690 5.690 Flat black cotton soil section5.690
1
1
1
0.0%
1
5.700 5.700 5.700 5.700 5.700 Flat black cotton soil section5.700
1
1
1
1.7%
1
5.710 5.710 5.710 5.710 5.710 Flat black cotton soil section5.710
1
1
1
1.7%
1
5.720 5.720 5.720 5.720 5.720 Flat black cotton soil section5.720
1
1
1
1
5.730 5.730 5.730 5.730 1.7% 5.730
Flat black cotton soil section5.730
1
1
1
1.7%
1
5.740 5.740 5.740 5.740 5.740 Flat black cotton soil section5.740
1
1
1
1
5.750 5.750 5.750 5.750 1.7% 5.750
Flat black cotton soil section5.750
1
1
1
1.7%
1
5.760 5.760 5.760 5.760 5.760 Flat black cotton soil section5.760
1
1
1
0.8%
1
5.770 5.770 5.770 5.770 5.770 Flat black cotton soil section5.770
1
1
1
0.8%
1
5.780 5.780 5.780 5.780 5.780 Flat black cotton soil section5.780
1
1
1
0.8%
0
0
0
0
0
5.790 5.790 5.790 5.790 5.790 Flat black cotton soil section5.790
150
100
150
100
5.8
1
1
1
1.6%
1
5.800 5.800 5.800 5.800 5.800 Flat black cotton soil section5.800
1
1
1
1.6%
1
5.810 5.810 5.810 5.810 5.810 Flat black cotton soil section5.810
CONCRETE STRIPS
1
1
1
1
5.820 5.820 5.820 5.820 1.6% 5.820
Flat black cotton soil section5.820
1
1
1
1.6%
1
5.830 5.830 5.830 5.830 5.830 Flat black cotton soil section5.830
1
1
1
1.3%
1
5.840 5.840 5.840 5.840 5.840 Flat black cotton soil section5.840
1
1
1
1.3%
1
1
5.850 5.850 5.850 5.850 5.850 Flat black cotton soil section5.850
1
1
1
1.3%
1
5.860 5.860 5.860 5.860 5.860 Flat black cotton soil section5.860
1
1
1
1.3%
1
5.870 5.870 5.870 5.870 5.870 Flat black cotton soil section5.870
1
1
1
1.1%
1
5.880 5.880 5.880 5.880 5.880 Flat black cotton soil section5.880
1
1
1
1
5.890 5.890 5.890 5.890 1.1% 5.890
Flat black cotton soil section5.890
1
5.9
1
1
1.1%
1
5.900 5.900 5.900 5.900 5.900 Flat black cotton soil section5.900
1
1
1
1.1%
1
5.910 5.910 5.910 5.910 5.910 Flat black cotton soil section5.910
1
1
1
1.1%
1
5.920 5.920 5.920 5.920 5.920 Small drift 5 X 8 m Flat black cotton soil section5.920
1
1
1
0.0%
1
5.930 5.930 5.930 5.930 5.930 Flat black cotton soil section5.930
1
1
1
0.0%
1
5.940 5.940 5.940 5.940 5.940 Flat black cotton soil section5.940
1
1
1
0.0%
1
5.950 5.950 5.950 5.950 5.950 Flat black cotton soil section5.950
1
1
1
0.0%
1
5.960 5.960 5.960 5.960 5.960 Flat black cotton soil section5.960
1
1
1
0.0%
1
5.970 5.970 5.970 5.970 5.970 Flat black cotton soil section5.970
1
1
1
0.0%
1
5.980 5.980 5.980 5.980 5.980 Flat black cotton soil section5.980
1
2
2
0.8%
3
5.990 5.990 5.990 5.990 5.990 5.990
10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10
6.0
p.6
Baga Stripmap Strips.xls - 6-7
5
4
3
2
1
Fill
Base
Layers
Surface
Subbase
Surfacing
Photographs
Bedding Sand
Chainage (km)
Sealing Option
Subgrade Type
Vertical Gradients
Selected Subgrade
Road Condition (Speed)
1
Soil
Grey
Black
Grey/
7
3
1
3
2
1
15
G3
G7
Graphs
G15
G25
G45
G60
G80
Red Soil
Light Red
Light Grey
Plastic Soil
Plastic Soil
Plastic Soil
50%
15%
10%
5%
3%
Bago to Talawanda Road, Bagamayo district, Pwani Region
145
150
155
160
165
170
175
180
S15
S7
S3
Poor
Large
Steep to V.Steep
Chainage (km)
Small
Chainage (km)
Chainage (km)
Chainage (km)
Medium
Flat to Moderate
Gradients (abs)
Description
Sandy Materials
Plastic Materials
V.Poor Sections 1
0.8%
2
2
0.8%
2
2
0.8%
2
2
3.0%
2
2
3.0%
2
2
3.0%
2
2
150
100
150
100
1
1.5%
2
2
CONCRETE STRIPS
GREY PLASTIC SOIL
1.5%
2
2
4.1%
2
2
4.1%
2
2
4.1%
2
2
5.8%
1
1
5.8%
1
1
5.8%
1
1
5.8%
1
1
5.8%
1
1
5.8%
1
1
2.3%
1
1
2.3%
1
1
2.3%
1
1
2.3%
1
1
2.3%
1
1
2.3%
1
1
0.7%
1
1
0.7%
1
1
0.7%
1
1
0.7%
1
1
6.310 6.310
1
6.310 6.310 6.310 Deep erosion of carraigew Change alignment of road 6.310
1
1.0%
1
1
6.320 6.320
1
6.320
2
1.0%
1
1
6.330 6.330
1
6.330 6.330 6.330 Deep erosion of carraigew Change alignment of road 6.330
1
1.0%
1
1
6.340 6.340 6.340 6.340 6.340 Deep erosion of carraigew Change alignment of road 6.340
1
2.5%
1
1
6.350 6.350 6.350 6.350 6.350 Deep erosion of carraigew Change alignment of road 6.350
1
1
1
2.5%
1
1
1
6.370 6.370 6.370 6.370 6.370 Deep erosion of carraigew Change alignment of road 6.370
1
1
1
1
6.380 6.380 6.380 6.380 2.5% 6.380
Deep erosion of carraigew Change alignment of road 6.380
1
3.1%
1
1
1
6.390 6.390 6.390 6.390 6.390 Deep erosion of carraigew Change alignment of road 6.390
6.4
3.1%
1
1
1
6.400 6.400 6.400 6.400 6.400 Deep erosion of carraigew Change alignment of road 6.400
1
3.9%
1
1
1
6.410 6.410 6.410 6.410 6.410 Deep erosion of carraigew Change alignment of road 6.410
1 3.9%
1
1
1
6.420 6.420 6.420 6.420 6.420 Deep erosion of carraigew Change alignment of road 6.420
1
1
1
1
6.430 6.430 6.430 6.430 3.9% 6.430
Deep erosion of carraigew Change alignment of road 6.430
1
5.0%
1
1
1
6.440 6.440 6.440 6.440 6.440 Deep erosion of carraigew Change alignment of road 6.440
1
1
1
1
6.450 6.450 6.450 6.450 5.0% 6.450
Deep erosion of carraigew Change alignment of road 6.450
1
9.3%
1
1
1
6.460 6.460 6.460 6.460 6.460 Deep erosion of carraigew Change alignment of road 6.460
1
9.3%
1
1
1
6.470 6.470 6.470 6.470 6.470 Deep erosion of carraigew Change alignment of road 6.470
1
9.3%
1
1
1
6.480 6.480 6.480 6.480 6.480 Deep erosion of carraigew Change alignment of road 6.480
1
3.7%
1
1
1
6.490 6.490 6.490 6.490 6.490 Deep erosion of carraigew Change alignment of road 6.490
6.5
1
3.7%
1
1
1
6.500 6.500 6.500 6.500 6.500 Deep erosion of carraigew Change alignment of road 6.500
1
3.7%
1
1
1
6.510 6.510 6.510 6.510 6.510 Deep erosion of carraigew Change alignment of road 6.510
1
1
1
1
5.5%
1
1
1
6.530 6.530 6.530 6.530 6.530 Deep erosion of carraigew Change alignment of road 6.530
1
5.5%
1
1
1
6.540 6.540 6.540 6.540 6.540 Deep erosion of carraigew Change alignment of road 6.540
1
5.5%
1
1
1
6.550 6.550 6.550 6.550 6.550 Deep erosion of carraigew Change alignment of road 6.550
1
9.8%
1
1
1
6.560 6.560
0
0
0
0
0
6.560 6.560 6.560
75
Deep erosion of carraigew Change alignment of road 6.560
150
100
150
1
9.8%
1
1
1
6.570 6.570 6.570 6.570 6.570 Deep erosion of carraigew Change alignment of road 6.570
1
1
1
9.4%
1
6.580 6.580 6.580 6.580 6.580 Deep erosion of carraigew Change alignment of road 6.580
1
1
1
1
6.590 6.590 6.590 6.590 9.4% 6.590
Deep erosion of carraigew Change alignment of road 6.590
1
1
1
9.4%
1
6.600 6.600 6.600 6.600 6.600 Deep erosion of carraigew Change alignment of road 6.600
1
1
1
9.4%
1
6.610 6.610 6.610 6.610 6.610 Deep erosion of carraigew Change alignment of road 6.610
1
1
1
9.4%
1
6.620 6.620 6.620 6.620 6.620 Deep erosion of carraigew Change alignment of road 6.620
1
1
1
4.4%
1
6.630 6.630 6.630 6.630 6.630 Deep erosion of carraigew Change alignment of road 6.630
1
1
1
4.4%
1
6.640 6.640 6.640 6.640 6.640 Deep erosion of carraigew Change alignment of road 6.640
1
1
1
4.4%
1
6.650 6.650 6.650 6.650 6.650 Deep erosion of carraigew Change alignment of road 6.650
1
1
1
1
6.660 6.660 6.660 6.660 4.4% 6.660
Deep erosion of carraigew Change alignment of road 6.660
1
1
1
4.4%
1
6.670 6.670 6.670 6.670 6.670 Deep erosion of carraigew Change alignment of road 6.670
1
1
1
1
6.680 6.680 6.680 6.680 4.4% 6.680
High point Change alignment of road 6.680
1
1
1
3.0%
1
6.690 6.690 6.690 6.690 6.690 Deep erosion of carraigew Change alignment of road 6.690
6.7
1
1
1
3.0%
1
6.700 6.700 6.700 6.700 6.700 Deep erosion of carraigew Change alignment of road 6.700
1
1
1
3.0%
1
6.710 6.710 6.710 6.710 6.710 Deep erosion of carraigew Change alignment of road 6.710
1
1
1
3.0%
1
6.720 6.720 6.720 6.720 6.720 Deep erosion of carraigew Change alignment of road 6.720
1
1
1
1
6.730 6.730 6.730 6.730 3.0% 6.730
Deep erosion of carraigew Change alignment of road 6.730
1
1
1
3.0%
1
6.740 6.740 6.740 6.740 6.740 Deep erosion of carraigew Change alignment of road 6.740
1
1
1
1
6.750 6.750 6.750 6.750 0.9% 6.750
Deep erosion of carraigew Change alignment of road 6.750
1
1
1
0.9%
1
6.760 6.760 6.760 6.760 6.760 Deep erosion of carraigew Change alignment of road 6.760
1
1
1
0.9%
1
6.770 6.770 6.770 6.770 6.770 Deep erosion of carraigew Change alignment of road 6.770
1
1
1
0.9%
1
6.780 6.780 6.780 6.780 6.780 Deep erosion of carraigew Change alignment of road 6.780
1
1
1
9.5%
1
6.790 6.790 6.790 6.790 6.790 Deep erosion of carraigew Change alignment of road 6.790
6.8
1
1
1
9.5%
1
6.800 6.800 6.800 6.800 6.800 Deep erosion of carraigew Change alignment of road 6.800
1
1
1
8.4%
1
6.810 6.810 6.810 6.810 6.810 Deep erosion of carraigew Change alignment of road 6.810
1
1
1
1
6.820 6.820 6.820 6.820 8.4% 6.820
Deep erosion of carraigew Change alignment of road 6.820
1
1
1
8.4%
1
6.830 6.830 6.830 6.830 6.830 Deep erosion of carraigew Change alignment of road 6.830
1
1
1
5.6%
1
6.840 6.840 6.840 6.840 6.840 Deep erosion of carraigew Change alignment of road 6.840
1
1
1
5.6%
1
6.850 6.850 6.850 6.850 6.850 Deep erosion of carraigew Change alignment of road 6.850
1
1
1
5.6%
1
6.860 6.860 6.860 6.860 6.860 Deep erosion of carraigew Change alignment of road 6.860
1
1
1
5.0%
1
6.870 6.870 6.870 6.870 6.870 Deep erosion of carraigew Change alignment of road 6.870
1
1
1
5.0%
1
6.880 6.880 6.880 6.880 6.880 Deep erosion of carraigew Change alignment of road 6.880
1
1
1
1
6.890 6.890 6.890 6.890 5.0% 6.890
Deep erosion of carraigew Change alignment of road 6.890
6.9
1
1
1
5.0%
1
6.900 6.900 6.900 6.900 6.900 Deep erosion of carraigew Change alignment of road 6.900
1
1
1
4.4%
1
6.910 6.910 6.910 6.910 6.910 Deep erosion of carraigew Change alignment of road 6.910
1
1
1
4.4%
1
6.920 6.920 6.920 6.920 6.920 Deep erosion of carraigew Change alignment of road 6.920
1
1
1
4.4%
1
6.930 6.930 6.930 6.930 6.930 Deep erosion of carraigew Change alignment of road 6.930
1
1
1
7.5%
1
6.940 6.940 6.940 6.940 6.940 Deep erosion of carraigew Change alignment of road 6.940
1
1
1
7.5%
1
6.950 6.950 6.950 6.950 6.950 Deep erosion of carraigew Change alignment of road 6.950
1
1
1
1
6.960 6.960 6.960 6.960 7.5% 6.960
Deep erosion of carraigew Change alignment of road 6.960
1
1
1
9.3%
1
6.970 6.970 6.970 6.970 6.970 Deep erosion of carraigew Change alignment of road 6.970
1
1
1
9.3%
1
6.980 6.980 6.980 6.980 6.980 Deep erosion of carraigew Change alignment of road 6.980
1
1
1
9.1%
1
6.990 6.990 6.990 6.990 6.990
Condition Speed 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11
Deep erosion of carraigew Change alignment of road 6.990
7.0
p.7
Baga Stripmap Strips.xls - 7-8
5
4
3
2
1
Fill
Base
Layers
Surface
Subbase
Surfacing
Photographs
Bedding Sand
Chainage (km)
Sealing Option
Subgrade Type
Vertical Gradients
Selected Subgrade
Road Condition (Speed)
1
Soil
Grey
Black
Grey/
7
3
1
3
2
1
15
G3
G7
Graphs
G15
G25
G45
G60
G80
Red Soil
Light Red
Light Grey
Plastic Soil
Plastic Soil
Plastic Soil
50%
15%
10%
5%
3%
Bago to Talawanda Road, Bagamayo district, Pwani Region
140
145
150
155
160
S15
S7
S3
Poor
Large
Steep to V.Steep
Chainage (km)
Small
Chainage (km)
Chainage (km)
Chainage (km)
Medium
Flat to Moderate
Gradients (abs)
Description
Sandy Materials
Plastic Materials
9.1%
1
1
7.0
8.5%
1
1
8.5%
1
1
6.9%
1
1
6.9%
1
1
1.8%
1
1
1.8%
1
1
1.8%
1
1
1.8%
7.1
1
1
3.6%
1
1
3.6%
1
1
3.6%
1
1
3.6%
1
1
6.8%
1
1
6.8%
1
1
8.6%
1
1
8.6%
1
1
8.6%
1
1
8.6%
1
1
3.5%
1
1
7.350 7.350
1
1
7.370 7.370 7.370 7.370 7.370 7.370
1
1
1
7.380 7.380
0
0
0
0
0
7.380 7.380 2.7% 7.380 7.380
75
150
100
150
2.7%
1
1
1
7.390 7.390 7.390 7.390 7.390 7.390
7.4
2.7%
1
1
1
7.400 7.400 7.400 7.400 7.400 7.400
2.7%
1
1
1
7.410 7.410 7.410 7.410 7.410 7.410
1
7.420 7.420 7.420 7.420 7.420 7.420
1
1
1
7.430 7.430 7.430 7.430 0.0% 7.430 7.430
0.0%
1
1
1
7.440 7.440 7.440 7.440 7.440 7.440
GREY BLACK PLASTIC SOIL (GNEISS AT CHAINAGE 7.0 km)
1
1
1
7.450 7.450 7.450 7.450 0.0% 7.450 7.450
0.0%
1
1
1
7.460 7.460 7.460 7.460 7.460 7.460
0.0%
1
1
1
7.470 7.470 7.470 7.470 7.470 7.470
0.0%
1
1
1
7.480 7.480 7.480 7.480 7.480 7.480
0.0%
1
1
1
7.490 7.490 7.490 7.490 7.490 7.490
7.5
0.6%
1
1
1
7.500 7.500 7.500 7.500 7.500 7.500
0.6%
1
1
1
7.510 7.510 7.510 7.510 7.510 7.510
1
1
1
1
1
7.530 7.530 7.530 7.530 7.530 7.530
0.6%
1
1
1
7.540 7.540 7.540 7.540 7.540 7.540
0.6%
1
1
1
7.550 7.550 7.550 7.550 7.550 7.550
0.6%
1
1
1
7.560 7.560 7.560 7.560 7.560 60 cm Culvert 7.560
0.6%
1
1
1
7.570 7.570 7.570 7.570 7.570 7.570
1
1
0.6%
1
7.580 7.580 7.580 7.580 7.580 7.580
1
1
1
7.590 7.590 7.590 7.590 1.1% 7.590 7.590
7.6
1
1
1.1%
1
7.600 7.600 7.600 7.600 7.600 7.600
1
1
1.1%
1
7.610 7.610 7.610 7.610 7.610 7.610
1
1
1.1%
1
7.620 7.620 7.620 7.620 7.620 7.620
1
1
1.1%
1
7.630 7.630 7.630 7.630 7.630 7.630
1
1
1.1%
1
7.640 7.640 7.640 7.640 7.640 7.640
1
1
1.1%
1
7.650 7.650 7.650 7.650 7.650 7.650
1
1
1
7.660 7.660 7.660 7.660 1.3% 7.660 7.660
1
1
1.3%
1
7.670 7.670 7.670 7.670 7.670 7.670
1
1
1
7.680 7.680 7.680 7.680 1.3% 7.680 7.680
1
1
1.3%
1
7.690 7.690 7.690 7.690 7.690 7.690
7.7
1
1
1.3%
1
7.700 7.700 7.700 7.700 7.700 7.700
1
1
1.3%
1
7.710 7.710 7.710 7.710 7.710 7.710
1
1
1.7%
1
7.720 7.720 7.720 7.720 7.720 7.720
1
1
1
7.730 7.730 7.730 7.730 1.7% 7.730 7.730
1
1
1.7%
1
7.740 7.740 7.740 7.740 7.740 7.740
1
1
1
7.750 7.750 7.750 7.750 1.7% 7.750 7.750
1
1
1.2%
1
7.760 7.760 7.760 7.760 7.760 7.760
3
3
1.2%
3
7.770 7.770 7.770 7.770 7.770 7.770
3
3
1.2%
3
7.780 7.780 7.780 7.780 7.780 7.780
3
3
1.2%
3
7.790 7.790 7.790 7.790 7.790 7.790
7.8
3
3
1.2%
3
7.800 7.800 7.800 7.800 7.800 60 cm Culvert 7.800
3
3
1.0%
3
7.810 7.810 7.810 7.810 7.810 7.810
3
3
3
7.820 7.820 7.820 7.820 1.0% 7.820 7.820
3
3
1.0%
3
7.830 7.830 7.830 7.830 7.830 7.830
3
3
4.3%
3
7.840 7.840 7.840 7.840 7.840 7.840
3
3
4.3%
3
7.850 7.850 7.850 7.850 7.850 7.850
3
3
4.3%
3
7.860 7.860 7.860 7.860 7.860 7.860
3
3
4.9%
3
7.870 7.870 7.870 7.870 7.870 7.870
3
3
4.9%
3
7.880 7.880 7.880 7.880 7.880 7.880
3
3
3
7.890 7.890 7.890 7.890 4.9% 7.890 7.890
7.9
5
5
4.9%
7
7.900 7.900 7.900 7.900 7.900 7.900
5
5
4.9%
7
7.910 7.910 7.910 7.910 7.910 7.910
5
5
2.0%
7
7.920 7.920 7.920 7.920 7.920 7.920
5
5
2.0%
7
7.930 7.930 7.930 7.930 7.930 7.930
7
7.940 7.940 7.940 7.940 7.940 7.940
5
5
4.8%
7
7.950 7.950 7.950 7.950 7.950 7.950
5
5
7
7.960 7.960 7.960 7.960 4.8% 7.960 7.960
5
5
4.8%
7
7.970 7.970 7.970 7.970 7.970 7.970
5
5
5.0%
7
7.980 7.980 7.980 7.980 7.980 7.980
5
5
5.0%
7
7.990 7.990 7.990 7.990 7.990 7.990
Condition Speed 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12
### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ###
8.0
p.8
Baga Stripmap Strips.xls - 8-9
5
4
3
2
1
Fill
Base
Layers
Surface
Subbase
Surfacing
Photographs
Bedding Sand
Chainage (km)
Sealing Option
Subgrade Type
Vertical Gradients
Selected Subgrade
Road Condition (Speed)
1
Soil
Grey
Black
Grey/
7
3
1
3
2
1
15
G3
G7
Graphs
G15
G25
G45
G60
G80
Red Soil
Light Red
Light Grey
Plastic Soil
Plastic Soil
Plastic Soil
50%
15%
10%
5%
3%
Bago to Talawanda Road, Bagamayo district, Pwani Region
150
155
160
165
S15
S7
S3
Poor
Large
Steep to V.Steep
Chainage (km)
Small
Chainage (km)
Chainage (km)
Chainage (km)
Medium
Flat to Moderate
Gradients (abs)
Description
Sandy Materials
Plastic Materials
5.0%
5
5
5.0%
5
5
5.8%
5
5
5.8%
5
5
5.5%
5
5
5.5%
5
5
60 cm Culvert
5
5
3.0%
5
5
3.0%
5
5
3.0%
5
5
4.6%
5
5
4.6%
HEAVY GRADING AND ESTABLISH DRAINAGE
5
5
0.0%
5
5
0.0%
2
2
High point
2
2
5.7%
2
2
5.7%
2
2
5.7%
2
2
4.6%
2
2
4.6%
2
2
4.6%
2
2
150
150
100
150
2.3%
2
2
2.8%
2
2
8.320 8.320
3
8.330 8.330
3
8.340 8.340
3
8.350 8.350
3
3
8.370 8.370 8.370 8.370 8.370 8.370
2
2
3
8.380 8.380 8.380 8.380 0.0% 8.380 8.380
0.0%
2
2
3
8.390 8.390 8.390 8.390 8.390 8.390
8.4
0.0%
2
2
3
8.400 8.400 8.400 8.400 8.400 8.400
2.9%
2
2
3
8.410 8.410 8.410 8.410 8.410 8.410
2.9%
2
2
3
8.420 8.420 8.420 8.420 8.420 8.420
2
2
3
8.430 8.430 8.430 8.430 2.9% 8.430 8.430
2.9%
2
2
3
8.440 8.440 8.440 8.440 8.440 8.440
2
2
3
8.450 8.450 8.450 8.450 2.9% 8.450 8.450
2.9%
2
2
3
8.460 8.460 8.460 8.460 8.460 High point 8.460
2.9%
2
2
3
8.470 8.470 8.470 8.470 8.470 8.470
0.0%
2
2
3
8.480 8.480
1
8.480 8.480 8.480 8.480
0.0%
2
2
3
8.490 8.490 8.490 8.490 8.490 8.490
8.5
0.0%
2
2
3
8.500 8.500 8.500 8.500 8.500 8.500
GREY PLASTIC SOIL
0.0%
2
2
3
8.510 8.510 8.510 8.510 8.510 8.510
2
2
2
2
3
8.530 8.530 8.530 8.530 8.530 8.530
5.3%
2
2
3
8.540 8.540 8.540 8.540 8.540 8.540
5.3%
2
2
3
8.550 8.550 8.550 8.550 8.550 8.550
2.6%
2
2
3
8.560 8.560 8.560 8.560 8.560 8.560
2.6%
2
2
3
8.570 8.570 8.570 8.570 8.570 8.570
2
2
2.6%
3
8.580 8.580 8.580 8.580 8.580 8.580
0
0
0
0
0
75
150
100
150
2
2
3
8.590 8.590 8.590 8.590 2.8% 8.590 8.590
8.6
2
2
2.8%
3
8.600 8.600 8.600 8.600 8.600 8.600
2
2
2.8%
3
8.610 8.610 8.610 8.610 8.610 8.610
2
2
2.8%
3
8.620 8.620 8.620 8.620 8.620 8.620
3
8.630 8.630 8.630 8.630 8.630 8.630
2
2
2.2%
3
8.640 8.640 8.640 8.640 8.640 8.640
2
2
2.2%
3
8.650 8.650 8.650 8.650 8.650 8.650
2
2
3
8.660 8.660 8.660 8.660 2.2% 8.660 8.660
2
2
2.2%
3
8.670 8.670 8.670 8.670 8.670 8.670
2
2
3
8.680 8.680 8.680 8.680 2.7% 8.680 8.680
2
2
6.7%
3
8.690 8.690 8.690 8.690 8.690 Small drift 5 X 6 m 8.690
8.7
2
2
6.7%
3
8.700 8.700 8.700 8.700 8.700 8.700
2
2
2.4%
3
8.710 8.710 8.710 8.710 8.710 8.710
2
2
2.4%
3
8.720 8.720 8.720 8.720 8.720 8.720
2
2
3
8.730 8.730 8.730 8.730 0.0% 8.730 8.730
2
2
0.0%
3
8.740 8.740 8.740 8.740 8.740 Drift 5 X 8 m 8.740
2
2
3
8.750 8.750 8.750 8.750 0.0% 8.750 8.750
2
2
4.5%
3
8.760 8.760 8.760 8.760 8.760 8.760
2
2
4.5%
3
8.770 8.770 8.770 8.770 8.770 Small drift 5 X 6 m 8.770
2
2
0.0%
3
8.780 8.780 8.780 8.780 8.780 8.780
2
2
0.0%
3
8.790 8.790 8.790 8.790 8.790 8.790
8.8
2
2
5.3%
3
8.800 8.800 8.800 8.800 8.800 8.800
2
2
0.0%
3
8.810 8.810 8.810 8.810 8.810 8.810
2
2
3
8.820 8.820 8.820 8.820 0.0% 8.820 8.820
2
2
0.0%
3
8.830 8.830 8.830 8.830 8.830 8.830
3
3
2.0%
3
8.840 8.840 8.840 8.840 8.840 8.840
3
3
2.0%
3
8.850 8.850 8.850 8.850 8.850 8.850
3
3
2.0%
3
8.860 8.860 8.860 8.860 8.860 8.860
3
3
2.0%
3
8.870 8.870 8.870 8.870 8.870 8.870
3
3
2.4%
3
8.880 8.880 8.880 8.880 8.880 8.880
3
3
3
8.890 8.890 8.890 8.890 2.4% 8.890 8.890
8.9
3
3
2.4%
3
8.900 8.900 8.900 8.900 8.900 8.900
3
3
2.4%
3
8.910 8.910 8.910 8.910 8.910 8.910
3
3
2.4%
3
8.920 8.920 8.920 8.920 8.920 8.920
3
3
2.4%
3
8.930 8.930 8.930 8.930 8.930 8.930
3
3
2.4%
3
8.940 8.940 8.940 8.940 8.940 8.940
3
3
3.5%
3
8.950 8.950 8.950 8.950 8.950 8.950
3
3
3
8.960 8.960 8.960 8.960 3.5% 8.960 8.960
3
8.970 8.970 8.970 8.970 8.970 8.970
3
3
3.5%
3
8.980 8.980 8.980 8.980 8.980 8.980
3
3
3.5%
3
8.990 8.990 8.990 8.990 8.990 8.990
Condition Speed 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13
V.Poor Sections ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ### ###
9.0
p.9
Baga Stripmap Strips.xls - 9-10
5
4
3
2
1
Fill
Base
Layers
Surface
Subbase
Surfacing
Photographs
Bedding Sand
Chainage (km)
Sealing Option
Subgrade Type
Vertical Gradients
Selected Subgrade
Road Condition (Speed)
1
Soil
Grey
Black
Grey/
7
3
1
3
2
1
15
G3
G7
Graphs
G15
G25
G45
G60
G80
Red Soil
Light Red
Light Grey
Plastic Soil
Plastic Soil
Plastic Soil
50%
15%
10%
5%
3%
Bago to Talawanda Road, Bagamayo district, Pwani Region
155
160
165
170
175
180
185
S15
S7
S3
Poor
Large
Steep to V.Steep
Chainage (km)
Small
Chainage (km)
Chainage (km)
Chainage (km)
Medium
Flat to Moderate
Gradients (abs)
Description
Sandy Materials
Plastic Materials
4.6%
3
3
4.6%
3
3
5.8%
3
3
5.8%
2
2
5.7%
2
2
High point
5.7%
2
2
2
2
3.9%
3
3
3.9%
3
3
Small drift 5 X 6 m
9.1
0.0%
3
3
0.0%
3
3
0.0%
3
3
0.0%
3
3
3.7%
3
3
3.7%
3
3
3.7%
3
3
9.170 9.170
3
9.180 9.180
3
9.190 9.190
3
4.3%
3
3
9.200 9.200
3
9.210 9.210
3
9.220 9.220
3
9.230 9.230
3
9.240 9.240
3
9.250 9.250
3
9.260 9.260
3
9.270 9.270
3
9.280 9.280
3
9.290
3
1.4%
3
3
9.300
3
9.310
3
9.320
3
9.330
3
9.340
3
9.350
3
9.360
3
9.370
3
9.370 9.370 9.370 9.370 9.370
3
3
9.380
3
9.380 9.380 9.380 1.1% 9.380 9.380
1.1%
3
3
9.390
3
9.390 9.390 9.390 9.390 9.390
9.4
1.1%
3
3
9.400
3
9.400 9.400 9.400 9.400 9.400
0.9%
3
3
9.410
3
9.410 9.410 9.410 9.410 60 cm Culvert 9.410
0.9%
3
3
9.420
3
9.420 9.420 9.420 9.420 9.420
3
3
9.430
3
9.430 9.430 9.430 0.9% 9.430 9.430
LIGHT GREY PLASTIC SOIL
1.6%
3
3
9.440
3
9.440 9.440 9.440 9.440 9.440
3
3
9.450
3
9.450 9.450 9.450 1.6% 9.450
60 cm Culvert 9.450
2.5%
3
3
9.460
3
9.460 9.460 9.460 9.460 9.460
2.5%
3
3
3
9.470 9.470 9.470 9.470 9.470 9.470
2.5%
3
3
3
9.480 9.480 9.480 9.480 9.480 9.480
3.7%
3
3
3
9.490 9.490 9.490 9.490 9.490 9.490
9.5
3.7%
3
3
3
9.500 9.500 9.500 9.500 9.500 9.500
3.7%
3
3
3
9.510 9.510 9.510 9.510 9.510 9.510
3
3
3
3
3
9.530 9.530 9.530 9.530 9.530 9.530
2.0%
3
3
3
9.540 9.540 9.540 9.540 9.540 9.540
3
3
3
9.550 9.550 9.550 9.550 9.550 9.550
2.0%
3
3
3
9.560 9.560 9.560 9.560 9.560 9.560
3.7%
3
3
3
9.570 9.570 9.570 9.570 9.570 9.570
3
3
3.7%
3
9.580 9.580 9.580 9.580 9.580 9.580
3
3
3
9.590 9.590 9.590 9.590 3.7% 9.590 9.590
9.6
3
3
3.7%
3
9.600 9.600 9.600 9.600 9.600 9.600
3
3
3.7%
3
9.610 9.610 9.610 9.610 9.610 9.610
3
3
3.7%
3
9.620 9.620 9.620 9.620 9.620 9.620
3
3
2.6%
3
9.630 9.630 9.630 9.630 9.630 High point 9.630
3
3
2.6%
3
9.640 9.640 9.640 9.640 9.640 9.640
3
3
2.6%
3
9.650 9.650 9.650 9.650 9.650 9.650
3
3
3
9.660 9.660 9.660 9.660 2.6% 9.660 9.660
3
3
2.6%
3
9.670 9.670 9.670 9.670 9.670 9.670
3
3
3
9.680 9.680 9.680 9.680 2.6% 9.680 9.680
3
3
0.0%
3
9.690 9.690 9.690 9.690 9.690 60 cm Culvert 9.690
9.7
3
3
0.0%
3
9.700 9.700 9.700 9.700 9.700 9.700
3
3
0.0%
3
9.710 9.710 9.710 9.710 9.710 9.710
3
3
0.0%
3
9.720 9.720 9.720 9.720 9.720 9.720
3
3
3
9.730 9.730 9.730 9.730 0.0% 9.730 9.730
5
5
9.740 0.0%
7
9.740 9.740 9.740 9.740 9.740
5
5
9.750
7
9.750 9.750 9.750 3.7% 9.750 9.750
5
5
9.760 3.7%
7
9.760 9.760 9.760 9.760 9.760
5
5
9.770 7.1%
7
9.770 9.770 9.770 9.770 9.770
5
5
9.780 7.1%