Final Design Report-TANROADS

THE UNITED REPUBLIC OF TANZANIA
MINISTRY OF WORKS, TRANSPORT & COMMUNICATION

TANZANIA NATIONAL ROADS AGENCY
FEASIBILITY STUDY ENVIRONMENTAL AND SOCIAL IMPACT

ASSESSMENT, DETAILED ENGINEERING DESIGN AND
PREPARATION OF TENDER DOCUMENTS FOR UPGRADING OF
ITONI-LUDEWA-MANDA ROAD (211.4KM) TO PAVED STANDARD
FINAL DESIGN REPORT

JULY 2016
CROWN TECH-CONSULT LTD
CTC Consulting Engineers, Surveyors & Project Managers,

Procurement Management Consultants
P.O.BOX 72877, Dar Es Salaam, Tanzania
Feasibility and Detailed Design Upgrading Of Itoni – Ludewa – Manda Road (211 Km)
TABLE OF CONTENTS
1. INTRODUCTION .......................................................................................................................................... 1
1.1. GENERAL INFORMATION ...................................................................................................................................... 1
1.2 PROJECT APPRECIATION ...................................................................................................................................... 1
1.2.1. General.......................................................................................................................................................... 1
1.2.2. Terrain ........................................................................................................................................................... 2
1.2.3. Drainage Structures ...................................................................................................................................... 3
1.3 SCOPE OF CONSULTANCY SERVICES........................................................................................................................ 4
1.4 GENERAL SITUATION OF NATURAL CONSTRUCTION MATERIALS .................................................................................. 4
1.5 PHYSICAL FEATURES AND CLIMATE ........................................................................................................................ 6
1.5.1. Physical features ........................................................................................................................................... 6
1.5.2. Vegetation and Land Use .............................................................................................................................. 6
1.5.3. Climate .......................................................................................................................................................... 6
1.5.4. Temperature ................................................................................................................................................. 7
2. RECONNAISSANCE AND ROUTE INVESTIGATION ........................................................................................ 8
2.1 MOBILIZATION FOR THE ASSIGNMENT .................................................................................................................... 8
2.1.1 General.......................................................................................................................................................... 8
2.1.2 Collection of Documents ............................................................................................................................... 8
2.2 ROUTE INVESTIGATIONS ...................................................................................................................................... 9
2.2.1 General Overview ......................................................................................................................................... 9
2.2.2 Specifics of the project................................................................................................................................ 10
2.2.3. Road Junctions ............................................................................................................................................ 10
3 TRAFFIC STUDY ......................................................................................................................................... 11
3.1 GENERAL INFORMATION.................................................................................................................................... 11
3.1.1 Historical Traffic Data ................................................................................................................................. 11
3.1.2 Traffic Survey Purpose ................................................................................................................................ 11
3.1.3. Designation of traffic sections .................................................................................................................... 11
3.1.4. Location of Traffic Survey Stations.............................................................................................................. 12
3.2 THE STUDY TRAFFIC COUNT ............................................................................................................................... 12
3.2.1. Survey and Count Schedule ........................................................................................................................ 12
3.2.2. Results of Traffic Counts ............................................................................................................................. 13
3.3. DERIVATION OF AADTS FROM ADTS FOR THIS STUDY ............................................................................................. 14
3.3.1 Current level of traffic (2014) ..................................................................................................................... 14
3.4 ESTIMATION OF NORMAL TRAFFIC IN YEAR 2019 ................................................................................................... 17
3.4.1 Current Normal Traffic ................................................................................................................................ 17
3.4.2 Latent Normal Traffic .................................................................................................................................. 17
3.4.3 Summary of Normal Traffic (AADT) in Year 2019 ....................................................................................... 18
3.4.4 Road Traffic after Railway opening ............................................................................................................. 20
3.4.5 Total Normal Traffic in Year 2029 ............................................................................................................... 21
3.5 DIVERTED TRAFFIC ........................................................................................................................................... 21
3.6 GENERATED TRAFFIC ........................................................................................................................................ 22
3.7 SUMMARY OF ALL TRAFFIC (AADT) IN YEAR 2019 ................................................................................................ 22
3.8 SUMMARY OF ALL TRAFFIC (AADT) IN YEAR 2029 ................................................................................................ 23
3.9 NORMAL TRAFFIC GROWTH ............................................................................................................................... 23
3.10 SUMMARY OF PROJECTED TRAFFIC VOLUME ALONG THE PROJECT ROAD ...................................................................... 23
4 SUMMARY OF ECONOMIC STUDY ............................................................................................................ 27
5 HYDROLOGY AND HYDRAULIC INVESTIGATIONS ...................................................................................... 28
5.1 GENERAL OVERVIEW ........................................................................................................................................ 28
5.2 GENERAL APPROACH AND METHODOLOGY ........................................................................................................... 28
A) TOPOGRAPHIC MAPS ....................................................................................................................................... 28
B) FIELD VISITS ..................................................................................................................................................... 29
5.3 HIGHLIGHT OF FINDINGS ................................................................................................................................... 29
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Final Design Report Crown TECH
5.3.1 Catchments and their Characteristics ......................................................................................................... 29

5.3.2 Drainage ...................................................................................................................................................... 29
5.3.3 Land Use...................................................................................................................................................... 29
5.3.4 Land Cover .................................................................................................................................................. 30
5.3.5 Terrain ......................................................................................................................................................... 30
5.3.6 Rainfall ........................................................................................................................................................ 30
5.4 HYDRAULIC DESIGN CONSIDERATIONS.................................................................................................................. 31
5.4.1 Background ................................................................................................................................................. 31
5.4.2 Flood Estimation Models ............................................................................................................................ 31
5.4.3 Design Return Period .................................................................................................................................. 31
5.4.4 Freeboard.................................................................................................................................................... 32
5.4.5 Hydraulic Specifications .............................................................................................................................. 32
5.5 DESIGN FLOOD FLOWS ...................................................................................................................................... 32
5.6 SIZING OF THE HYDRAULIC STRUCTURES ............................................................................................................... 33
5.7 THE PROPOSED STRUCTURES.............................................................................................................................. 34
6 SOILS AND MATERIALS INVESTIGATIONS.................................................................................................. 35
6.1 ALIGNMENT SOILS............................................................................................................................................ 35
6.2 PROBLEMATIC SOILS - LOW-STRENGTH SOILS (CBR<3) .......................................................................................... 35
6.3 SUMMARY OF RESULTS ..................................................................................................................................... 37
6.3.1 Existing Pavement ....................................................................................................................................... 37
6.3.2 Sub grade Soil.............................................................................................................................................. 38
6.4 MATERIALS INVESTIGATIONS .............................................................................................................................. 41
6.4.1 Introduction ................................................................................................................................................ 41
6.4.2 Borrow Areas .............................................................................................................................................. 42
6.4.3 Quarry Sites................................................................................................................................................. 43
6.4.4 Sand Deposits.............................................................................................................................................. 44
6.4.5 Water Sources ............................................................................................................................................. 45
6.5 Laboratory testing of samples and provisional outcome............................................................................ 45
6.5.1 Borrow Materials ........................................................................................................................................ 45
6.5.2 Hardstone ................................................................................................................................................... 46
6.5.3 Sand for Construction ................................................................................................................................. 47
6.5.4 Water Sources ............................................................................................................................................. 47
7 TOPOGRAPHIC SURVEYS........................................................................................................................... 49
7.1 PREAMBLE ...................................................................................................................................................... 49
7.2 Surveying Technique ................................................................................................................................... 49
7.3 Ground Control Survey ............................................................................................................................... 49
7.4 Detailed Topographic Survey ...................................................................................................................... 51
7.5 Mapping of Topographic Data .................................................................................................................... 51
8 ROAD DESIGN ASPECTS ............................................................................................................................ 53
8.1 Geometric Design Criteria ........................................................................................................................... 53
8.2 Horizontal Alignment .................................................................................................................................. 55
a) Radii of curvature........................................................................................................................................ 55
b) Super elevation ........................................................................................................................................... 55
c) Transition Curves ........................................................................................................................................ 56
d) Curve widening ........................................................................................................................................... 56
8.3 Vertical Alignment ...................................................................................................................................... 57
a) Vertical curvature ....................................................................................................................................... 57
b) Maximum Gradients ................................................................................................................................... 57
c) Critical Length of grades ............................................................................................................................. 57
d) Climbing lanes ............................................................................................................................................. 57
8.4 Combination of horizontal and vertical curves ........................................................................................... 58
8.5 Level of Service ........................................................................................................................................... 58
9 STRUCTURAL DESIGN CONCEPTS .............................................................................................................. 59
9.1 General........................................................................................................................................................ 59
9.2 Outcome of Condition Survey ..................................................................................................................... 60
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9.3 Design Standards, ....................................................................................................................................... 61

9.3.1 Design Flood................................................................................................................................................ 61
9.3.2 Design Loads ............................................................................................................................................... 61
9.3.3 Design Calculations ..................................................................................................................................... 61
9.4 Type of Bridge structures - Alternative Proposals ...................................................................................... 61
9.4.1 Steel Composite Bridges ............................................................................................................................. 61
9.4.2 CBCS (Concrete Beams Concrete Slabs); ..................................................................................................... 62
9.5 Bridges Locations ........................................................................................................................................ 63
9.5.1 Deck Geometry ........................................................................................................................................... 63
9.5.2 Superstructure Type ................................................................................................................................... 63
9.5.3 Substructure ............................................................................................................................................... 63
9.5.4 Materials ..................................................................................................................................................... 63
9.5.5 Protection works ......................................................................................................................................... 63
9.6 Box Culverts ................................................................................................................................................ 64
9.7 Pipe Culverts and other Drainage Structures.............................................................................................. 64
9.8 The Proposed Structures............................................................................................................................. 64
10 PAVEMENT DESIGN .................................................................................................................................. 66
10.1 Design Standards ........................................................................................................................................ 66
10.2 Design Traffic .............................................................................................................................................. 66
10.3 Design sub grade ......................................................................................................................................... 66
10.3.1 Non problematic soil (normal soil).............................................................................................................. 66
10.3.2 Treatment of expansive soil sub grade ....................................................................................................... 68
10.3.3 Treatment of low strength soil sub grade. .................................................................................................. 68
10.4 Pavement Material ..................................................................................................................................... 69
10.4.1 Construction Design Itoni – Old Ludewa Road Section (TLC 50) ................................................................. 69
10.4.2 Alternative Construction Design Itoni - Old Ludewa Road Section (TLC 50 - PMDM) ................................ 71
10.4.3 Construction Design Old Ludewa – Nkomang’ombe Road Section (TLC 20 - PMDM) ................................ 72
10.4.4 Construction Design Old Ludewa – Nkomang’ombe Road Section (TLC 20 - PMDM) ................................ 72
10.4.5 Construction Design Nkomang’ombe – Manda Road Section (TLC 10 - PMDM) ........................................ 73
10.4.6 Construction Design Nkomang’ombe – Manda Road Section (TLC 10) ...................................................... 73
10.5 Summary of Pavement Design .................................................................................................................... 75
10.6 Utilization of Concrete Pavement for Use in Heavy Traffic Roads in Tanzania ........................................... 76
10.6.1 Introduction ................................................................................................................................................ 76
10.6.2 Advantages of Using Concrete for Road Construction................................................................................ 76
10.6.3 Costs Comparison ....................................................................................................................................... 78
10.6.4 Conclusion ................................................................................................................................................... 79
APPENDICES
Appendix 3.1- Field Record of Traffic Counts

Appendix 3.2- Hourly Traffic Variations CP No.15
Appendix 3.3- Vehicle Origin-Destination Matrix
LIST OF FIGURES
Figure 2.1: View of vegetation and land use along the study areas ................................................................................ 6
Figure 3.1: ADT Composition at Count Stations ............................................................................................................. 14
Figure 3.2: Graphical Summary of AADTs ...................................................................................................................... 15
Figure 3.3: Traffic Composition ...................................................................................................................................... 16
Figure 6.1: The CUSUM Method to Establish Homogeneous Sections .......................................................................... 39
Figure 6.2: Design Sub grade CBR, Itoni – Mchombe road section km (0.0 – 104.25) ................................................... 39
Figure 6.3: Design Sub grade CBR, Mchombe – Manda road section km (104.25– 205.5) ............................................ 40
Figure 6.4: View of Mlangali and Nkomang’ombe Borrow Area ................................................................................... 42
Figure 6.5: Views of Njombe and Mholo hard stone source respectively ..................................................................... 44
Figure 6.6: View of Ibani river sand source .................................................................................................................... 44
Figure 7.1: Datum Point used in this Project ................................................................................................................. 50
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LIST OF TABLES
Figure 2.1: Annual Average Rainfall in the Study Area .................................................................................................... 7
Table 2.2: Temperature Range in the Study Area ............................................................................................................ 7
Table 3.1: TANROADS Ordnance Traffic Surveys 2004, 2007, 2008, and 2011 .............................................................. 11
Table 3.2: Traffic sections .............................................................................................................................................. 12
Table 3.3: Traffic Count Station, Traffic sections and Type of traffic count ................................................................... 12
Table 3.4: Summary of 12hr ADT Counts ....................................................................................................................... 13
Table 3.5: Current Normal AADTs for Road Sections (2014).......................................................................................... 15
Table 3.6: Summary of Current Normal Traffic (AADT) in Year 2019 ............................................................................. 17
Table 3.7: Summary of Latent Normal Traffic (AADT) in Year 2019 ............................................................................... 18
Table 3.8: Estimated Suppressed Agricultural Traffic (year 2019) ................................................................................. 18
Table 3.9: Summary of Total Normal Traffic (AADT) by Road Section in Year 2029 ...................................................... 21
Table 3.10: Summary of All Traffic (AADT) by Road Section in Year 2019 ..................................................................... 22
Table 3.11: Summary of Combined Normal Traffic (AADT) in Year 2019 ...................................................................... 19
Table 3.12: Summary of Projected AADTs under different growth scenarios (consultant) ........................................... 25
Table 3.11: Summary of All Traffic (AADT) by Road Section in Year 2029 ..................................................................... 23
Table 5.1: Topographic Maps covering the Project Road .............................................................................................. 28
Table 5.2: Average Monthly Total Rainfall (mm) ........................................................................................................... 30
Table 5.3: Design Return Periods ................................................................................................................................... 31
Table 6-1: Locations whereby either CBR< 3% or PIw is more than 20% and Expansiveness ....................................... 36
Table 6-2: Design sub grade CBR, Itoni – Mchombe road section ................................................................................. 40
Table 6-3: Design sub grade CBR, Mchombe – Manda road section ............................................................................. 41
Table 6-4: Definition of Soil Classes ............................................................................................................................... 41
Table 6.5: Borrow Areas for construction materials ...................................................................................................... 42
Table 6.6: Hard stone source, Estimated Quantities and Characteristics ...................................................................... 43
Table 6.7: Water Sources Locations, characteristics and usability ................................................................................ 45
Table 6.8: Quarry sources results analysis ..................................................................................................................... 46
Table 6.9: Sand deposits and Characteristics ................................................................................................................. 47
Table 7.1: Datum Point Values ...................................................................................................................................... 50
Table 9.1: Summary of Condition Survey of drainage Structures for the proposed road. ............................................ 60
Table 10.1: Traffic loading summary .............................................................................................................................. 66
Table 10.2: Design of improved sub grade layers summarized from the sub grade CBR design determined in soil
surveys. 67
Table 10.3: thickness of Capping and Sub base Layers (PDM V.II-RP-ERA) .................................................................... 67
Table 10.4: Recommended Thickness of Capping and Sub base Layers ........................................................................ 67
Table 10.5: Pavement Construction ............................................................................................................................... 75
Table 10.6: Pavement type and Coast ........................................................................................................................... 78
Table 10.7: Coast per Kilometre ..................................................................................................................................... 78
Table 10.8: Recommended Pavement Structure ........................................................................................................... 79
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LIST OF ABBREVIATIONS
Abbreviation Meaning of Abbreviation
α Scale Parameter of a Distribution

AC Asphalt Concrete
AMI Annual Maximum Instantaneous
asl above sea level
Avg Average
o
C Degree Centigrade
CMA Corrugated Metal Arch Culvert
CML Central Materials Laboratory
CMP Corrugated Metal Pipe Culvert
CPC Concrete Pipe Culvert
CBX/CBC Concrete Box Culvert
EAFM East Africa Flood Model
EV1 Extreme Value Type 1
GOT Government of the United Republic of Tanzania
GPS Global Positioning System

hr hour
ha hectare
IDF Intensity Duration Frequency
IRR Internal Rate of Return
ITCZ Inter-Tropical Convergence Zone
km kilometre
km2 Square kilometre
km/h Kilometres per hour
MAF Mean Annual Floods
MoW Ministry of Works, United Republic of Tanzania
m Meter
max. Maximum
min. Minimum
mm Millimeters
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Abbreviation Meaning of Abbreviation
m2 or sq. m Square meter

MoWTC Ministry of Works, Transport & Communication
NA Not Applicable
No. Number
NPV Net Present Value
RFFA Regional Flood Frequency Analysis
S/N Structural Number / Serial Number
St Dev Standard Deviation
Syxo Standard deviation of a dependent variable y at a given value of an
independent variable xo
t A value from Students-t distribution
TANROADS Tanzania National Roads Agency
TMA Tanzania Meteorological Agency
ToR Terms of Reference
TRRL Transport and Road Research Laboratory
UTM Universal Traverse Mercator
RTK GPS Real Time Kinematic Global Positioning System
DTM Digital Terrain Model
µ Location Parameter of a Distribution
XT Statistic of Return Period T years

xT2:T1 Ratio XT2/XT1
CPC n / 0.9Ø Concrete pipe culvert with ‘ n’ openings each of size 0.9m
CBC n/wxh Concrete box culvert with ‘n’ openings each with width w and height h
PMDM Pavement and Materials Design Manual of 1999, by Ministry of Works.
Ch. Chainage or Kilometrage of the road
Tshs Tanzania Shillings
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FEASIBILITY STUDY, DETAILED ENGINEERING DESIGN AND PREPARATION OF

TENDER DOCUMENTS FOR UPGRADING TO PAVED STANDARD OF ITONI –
LUDEWA – MANDA ROAD (211.4 KM)
DESIGN REPORT
1. INTRODUCTION
1.1. General information
The Government of the United Republic of Tanzania has set aside funds towards the cost
of carrying out Consultancy Services for carrying out Feasibility Study, environmental and
social Impact Assessment, detailed engineering design and preparation of Tender
Documents for Upgrading of Itoni - Ludewa - Manda Road which is approximately 211.4
km to bitumen standard.
The Itoni - Ludewa - Manda Road is located in the southern side of Songea – Makambako
road traverses within Njombe region in which it forms part of the trunk roads network.
The road commences at Itoni about 15 km from Njombe town and runs towards south for
about 140 kilometres to Headquarters of Ludewa district and thereafter 52 km the end of
the project at the Manda bay Port on Lake Nyasa shore.
By means of letter reference No. TRD/HQ/GEN/569 dated 10 th February 2014, the Chief
Executive of Tanzania National Roads Agency confirmed his intent to award of the
Contract for the Consultancy Services for detailed engineering design, preliminary
environmental and social impact assessment, economic evaluation and preparation of
tender documents for upgrading of approximately 211.4 km of Itoni - Ludewa - Manda
Road to M/s Crown TECH-Consult Ltd.
Following successful contract negotiations, Contract No TRD/HQ/1017/2013/14 was

subsequently signed on 20th February 2014.
The Official Commencement date of the assignment is 20th March 2014 and the study is
due for completion on July 2015.
1.2 Project Appreciation
1.2.1. General
The project road is located in Njombe region and passes through two districts of Njombe
and Ludewa. The proposed road starts at Itoni village at the junction to the Songea
Makambako Road, traverses through villages, farmlands of tea and eucalyptus and
crosses through Mlangali and Ludewa towns thereafter past Nkomang’ombe and
Mchuchuma up to Manda along the shores of Lake Nyasa.
The present Itoni - Ludewa – Manda road is predominantly gravel-surfaced road with few
spots of paved surface on steep gradient sections and Ludewa urban area. The current
condition of the road is generally fair to poor and allows limited passability throughout
the year.
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The maintenance operations carried out on this road at the moment are routine and
recurrent, Spot and Periodic Maintenance involving spot gravelling, grading, and
vegetation control and desilting of drainage structures on the existing road alignment.
The traffic on this road is suppressed due to the poor conditions of the road. However, it
is expected that the traffic will be generated after upgrading it to good geometry and to
paved standard.
Project road traversing through Project road traversing through

agricultural (tea) growing areas. eucalyptus growing areas
1.2.2. Terrain
The existing road traverses through mountainous terrain and sharp curves which make
the existing road alignment unsafe. The vertical alignment of this road section consists of
very steep slopes which need remedial measures during the design. Some sections of the
road have narrow width which will require widening during design. The horizontal curves
along this road are also sharp which contribute to lack of safety and there are visibility
problems.
Typical Sharp Horizontal Curve Steep Slope as the road

Approaches Lake Nyasa
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1.2.3. Drainage Structures

There are several drainage structures along the project road and most of them being
single lane therefore contributing to the narrow width of the carriage way which makes
the road corridor unsafe. During design the Consultant shall assess their structural
condition as well as capacity in terms of hydrology and structural adequacy so that
appropriate remedies are proposed.
Single Lane Bridge Single Lane Bridge
The road is slippery in some sections especially those areas past Ludewa towards Manda.
Consequently, the remedial measures that were instituted in such spots included
construction of reinforced concrete strips along the tyres routes.
Concrete strips at slippery sections
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1.3 Scope of Consultancy Services
The services are carried out in two phases namely:
Phase 1: Feasibility study including the preliminary design, cost estimates, Preliminary
environmental & social impacts and development of Preliminary Resettlement action Plan
and survey of properties to be affected.
Phase 2: Detailed engineering design, including Detailed Environmental and Social Impact
Assessment, development of Resettlement Action Plan and bidding documents.)
The scope of services for feasibility study shall include the following:
 Preliminary survey and investigations
 Preliminary design
 Preliminary Environmental & Social Impact Assessment
 Preliminary Resettlement action Plan,
 Economic Analysis
In carrying out the feasibility study, the Consultant came out with the feasible alignment
and the most probable one which has less conflict on implementation. The existing
alignment is the most probable as it will cost little in compensation to the owner of the
properties to be intercepted by the road. Some re-alignments were attained taking into
consideration the aim of achieving proper design viable to all technical, economic, social
and environmental aspects in general.
In carrying out detailed engineering design the more detailed findings and elaborations
were undertaken regarding the topography of the project road corridor, hydrology of the
road catchments areas and entire materials and soils investigation for the project area,
traffic count and axle load survey for acquiring the required design parameters. Also
provision and design of adequate drainage structures for the road will be carried out
including Environmental & Social Impact Assessment, Preparation of Tender Documents
and cost estimates.
1.4 General Situation of Natural Construction Materials
It was noted that the sources of construction materials are available to limited extent in
the vicinity of the project road.
During the site visit the Consultant observed the presence of existing source of materials
available at economical haul distance. Borrow pits are found near the road (Itoni to
Mchuchuma road section) where the back slopes were found excavated to obtain
construction material.
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Borrow pit along Mlangali-Ludewa Borrow pit at Uwema-Ludewa

section section.
As for the source of water for construction there were found there are rivers crossing the
project road, however other potential sources of construction water will be identified
during site investigations and design. The sources of water will be studied so as to
confirm their reliability as sources for construction water for the project.
Ulayasi river, potential source of Potential source of construction

construction water water approaching Lake Nyasa
Rocks outcrops are scarce though not along the project road but in the same region, the
qualification for use as sub base/ base, surface wearing course materials and for stone
masonry construction shall be determined after laboratory tests.
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1.5 Physical Features and Climate
1.5.1. Physical features

The project road traverses terrain varying from rolling terrain (mountainous terrain) to
flat terrain with altitude 1000 meters above mean sea level, drops almost gradually
before entering the coastal plains. On other part of the study area it is undulating and
becoming hilly and mountainous further up.
1.5.2. Vegetation and Land Use

The region covers wide areas of mountainous terrain and low valleys containing rivers
and wetlands. The land is covered by natural vegetation of Miombo woodlands and
mainly shot grass in low land areas. In some places the natural vegetation has been
replaced by artificial forest such as Cyprus, Eucalyptus, Pines and wattle trees.
The land is used basically for afforestation and agriculture activities. Afforestation is the
major economic activities along / within the project road with more than 70% of the
peoples around depends on it. About 30% of the land around the existing villages along
the project road is seasonal cultivated. Agriculture crops grown are Tea, Maize and
Sunflower, Potatoes, Cassava, peas and Beans.
Figure 2.1: View of vegetation and land use along the study areas
Eucalyptus trees Tea plantation
1.5.3. Climate
The area has a tropical type of climate (cold/dry) with a unimodal rainfall regime.
Effective rainfall starts in November and ends in April. Completely dry months are July,
August and September. The transition months are May, June and October where no or
only traces of rainfall occur.
Table 2.1 and Figure 2.2 shows the long term average annual total rainfall (mm) from two
rainfall stations existing in the study area. Unimodality can be seen in the individual
stations namely Makete and Songea respectively.
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Figure 2.2: Annual Average Rainfall in the Study Area
Source: TMA, Weather.com
1.5.4. Temperature
The area has low to moderately mild temperature throughout the year. The coldest
period occurs between May to August and hottest period occurs between November and
February.
There three meteorological stations existing in the study area. Njombe station the
average temperature is 180C, for Mlangali station the Climate is warm with annual
average temperature of 16.60C and Ludewa the climate is warm with average annual
temperature of 19.20C. The warmest month of the year is November with an average
temperature of 21.50C area from Ludewa to Manda. In July the average temperature is
15.80C, the lowest average temperature of the whole year.
Table 2.2: Temperature Range in the Study Area

Temperature Level Range
Maximum Air Temperature 23.0 0C – 31.0 0C
Minimum Air Temperature 06.0 0C – 18.0 0C
Mean Air Temperature 19.5 0C – 24.5 0C
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2. RECONNAISSANCE AND ROUTE INVESTIGATION
2.1 Mobilization for the Assignment
2.1.1 General
The success of all the operation proposed for the execution of the works for this Project
depends on proper preparation prior to any office or field activities. Most of works
activities have now been organized and actual operations have been completed. The
following preparations were made:-
- Mobilization of key profession staff and labour;

- Collection and/or hire of specialist equipment for field trips;
- Setting up of study teams, allocation of duties and organization of staff including
logistics in the project area.
2.1.2 Collection of Documents
Prior to commencement of field activities as much available relevant data and

documentation as possible were being collected and reviewed. The following data and
documents have been collected and reviewed by the project team:-
 Social Economic Profiles for Njombe and Ruvuma Regions

 Records from previous traffic surveys
 Topographical maps
 Geological Maps and geotechnical information relevant for the project
 Reports, maps and statistical data on climate and rainfall intensity
 Recent prices for road construction work
 The TRRL East African Flood Model Report 706, and other floods models
 Environment Guidelines and checklist as prepared by TANROADS
Besides, the MOW 2000 specifications and other relevant/guidelines/standard from other
sources such as SABS, TRL and AASHTO are available in the Consultant’s office.
The detailed design took into consideration salient matters and improvement on issues
that were highlighted in the previous report including:
 The chosen alignment
 Sources of construction materials
 Sections with problematic soils
 Drainage structures and characteristics
Besides the previous report, other matters relevant to make a state-of-art design and
other improvements as a result of technological advances will be taken into
consideration.
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 Resource Mobilization
The following resources were mobilized for the assignment
 Professional Staff  Equipment

 Team Leader  Survey Equipment
 Highway Engineer  Soil Sampling tools and equipment
 Pavement / Materials Engineer
 Topographic Surveyor and Crew
 Bridge / Structural Engineer
 Hydrologist,
 Traffic Planner
 Transport Economist
 Sociologist
 Environmental Expert
 Support Staff and Crews
 Site Inspection
Thorough site inspections were undertaken by a number of experts for the purpose of
gathering initial information as well as getting acquainted with the project site. The
experts had the opportunity to meet key stake holders including District Authorities as
well as identifying settlements and townships along the road alignment. The site
inspections have provided insight of the project and will address the following:-
 Provided the basis and details for preparation of implementation programme that
included the engineering surveys and to achieve the geometric design standard of
regional roads and a detailed reconnaissance were carried.
 Particular attention was given to a number of people residing or doing business

within the road reserve areas.
2.2 Route Investigations
2.2.1 General Overview
The issue of route location was critical due to fact that between any points to be
connected by a road, there exist an infinite number of combinations of horizontal and
vertical alignments. The route location problem is therefore to establish initially a general
location, on narrow band within which a more precise alignment would be finally
designed.
While the choice lies on logical and reasonable judgement by the consultant the final
selected route must not necessarily be the cheapest but will be defined as optimum or
good or acceptable.
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Socio-economic issues such as disruption to human habitats and services to established

localities may necessitate the influence to where the road has to pass through but the
fundamental principle adopted by the consultant is total life cycle costs.
The trade-offs for route location as construed by the consultant included:-
 Longer lengths of alignment (greater curvature) in hilly and mountainous terrain to

achieve lower earthworks costs per unit length.
 Gradients and equilibrium lengths versus vehicle operation costs
 Drainage and surfacing types versus maintenance circle costs
 Lengths, curvatures, sight distances versus safety
 Locations, material extraction versus environment effects.
While it is not the intention under this assignment to induce mathematical concepts, the
consultant considered such trade-off to achieve a desirable outcome of the final road
alignment. The alignment chosen in the feasibility study was followed as close as possible
save for sections that were improved to take care of recent development and state-of-art
technological issues.
2.2.2 Specifics of the project
Generally the alignment of the road is considered to be on the existing alignment (save
for some stretches) that was improved to acceptable geometric standards.
At Mlangali town, the road is crossing the centre of the established area and should the
newly proposed road adopt the same alignment, then extensive demolition will be
necessary and therefore massive resettlement will be inevitable. This is not the spirit of
the project. In addition, there is a dangerous escarpment known as Mlima Shetani and
the area is known for series of accidents.
It was decided therefore to avoid the centre of Mlangali and the newly proposed road
avoids both the township as well as the Mlima Shetani escarpment.
The existing link to Mlangali will be maintained as district road and will therefore not be
part of the proposed new road.
2.2.3. Road Junctions
Prominent Road junctions include:-
 Itoniat the point connecting Songea Makambako Road

 Uwemba
 Mkiu
 Entrance to Mlangali Town
 Nkomang’ombe
 Kandamija
Appropriate junction details have been designed and elaborated in this detail design
stage.
10
3 TRAFFIC STUDY
3.1 General Information
3.1.1 Historical Traffic Data
TANROADS has been conducting traffic counts along the national road network. The
results of recent counts relevant to the project area are summarised in the table 3.1.
Table 3.1: TANROADS Ordnance Traffic Surveys 2004, 2007, 2008, and 2011
Paved
StartNodeName EndNodeName Unpaved (km) DateTCS MTAADT
(km)
Itoni Lusitu 0 49.48 06-Nov-08 129
Lusitu Mkiu 0 19.25 21-Dec-10 46.2
Mkiu Mlangali 0 10.91 01-Oct-04 59
Mlangali Ludewa 1.5 60.35 01-Oct-04 59
Ludewa Nkomang`ombe 0 30.1 11-Sep-07 125
Nkomang`ombe Kandamija 0 36.04 11-Sep-07 44
Kandamija Manda Bay 0 3.79 11-Sep-07 27
Kipingu(Mbinga/
LudewaBdr) Kandamija 0 10.12 11-Sep-07 17
Source: TANROADS Ordnance Traffic Surveys 2004, 2007, 2008, 2010
3.1.2 Traffic Survey Purpose
The purpose of carrying out traffic counts is to determine the nature and volume of
present and future traffic which will utilize the road under study. In this study, classified
traffic counts were carried out at selected count stations for a period of seven (7) days
whereby 4 days involved 12-hour counts and 3 days involved 24-hour counts.
3.1.3. Designation of traffic sections
Traffic sections are road segments along which traffic volume is fairly uniform. Traffic
sections need to be designated such that they do not include major traffic junctions or do
not cross major towns which might generate or attract/terminate traffic.
This project road traverses through several large settlements/ small towns, one district
centre / town and one major junction at Mkiu. The road starts at Itoni were it connects
the trunk road from Njombe to Songea and terminates at Manda along Lake Nyasa shore.
The existing road is almost entirely unpaved except a short section in Ludewa town which
is double surface dressed.
Based on historical traffic data patterns, location of important road junctions, economic
activities along the project road and TANROADS ordnance sections, the project road was,
for purposes of traffic modelling divided into eight traffic sections namely:
11
Table 3.2: Traffic sections

Traffic Length
Section Name
Section No. (km)
1 Itoni – Lusitu Tea Estates 10.5
2 Lusitu - Mkiu 36.3
3 Mkiu - Mlangali 18.6
4 Mlangali – Ludewa (Magereza) 44.1
5 Ludewa (Magereza) – Old Ludewa Township 29.0
6 Old Ludewa Township – Nkomang’ombe(Mchuchuma) 11.6
7 Nkomang’ombe - Kandamija 55.0
8 Kandamija – Manda/Port 5.9
Total 211.0
3.1.4. Location of Traffic Survey Stations
A reconnaissance visit of the project road by the Consultant in April, 2014 came up with
nine count stations for eight traffic sections. Traffic count stations and type of traffic
surveys conducted at each count station are as shown in the table 3.3, including a
location map thereof:
Table 3.3: Traffic Count Station, Traffic sections and Type of traffic count
Traffic Count
S Traffic Section Type of traffic count
Station
/
N
Itoni Junction Itoni - Lusitu Tea Full T-junction count covering
1 Estates all 6-direction movements
Uwemba . 2-direction count
2
South of Lusitu Lusitu - Mkiu 2-direction count
.
Mkiu Junction Mkiu - Mlangali Full T-junction count covering
3 all 6-direction movements
North . of Mlangali - Ludewa 2-direction count
Magereza  4(Magereza)
Ludewa town .Ludewa (Magereza) 2-direction count.
- Old Ludewa This is a section within
 5Township Ludewa town
Changalawe .Old Ludewa Nkomang’ombe is a junction
village
Tambalika
 or
6
Township
Nkomang’ombe
- to the proposed Mchuchuma
Coal Mines (to the West) and
.
village (South (Mchuchuma) Liganga Iron mines (to the

of Ludewa) 7 East).
North of .Nkomang’ombe - 2-direction count

Kandamija Kandamija Kandamija is a junction to
8 Ruhuhu ferry/bridge and
. Songea/ Manda.

Manda centre 9Kandamija - Manda 2-direction count
.port 
3.2 The Study Traffic Count
3.2.1. Survey and Count Schedule
A traffic survey for this study was conducted from 30thMarch, 2014 to 5thApril, 2014 at
nine count stations. Origin - Destination survey of vehicles and passengers were
conducted from 27th March 2014 to 29th March 2014 at Itoni station.
12
The counting period followed the standard TANROADS practice as stated in the Terms
of Reference. 12-hour traffic counts were conducted for seven consecutive days for
each station and 24-hour counts were done for three out of the seven days, one of the
three days being a week-end. 12-hour counts were conducted from 06:00 to 18:00
hours while night counts covered a period between 18:00 to 06:00 hrs. Traffic counts
were conducted during the month of April2014.
3.2.2. Results of Traffic Counts
Results of traffic counts conducted by the Consultant at Itoni Junction, Uwemba,Lusitu,

Mkiu Junction, Luana, Ludewa Town, Ngalawale, North Kandamija (Sagaru) and Manda
Centre count stations are shownon a daily basis in Appendix 3.1 and summarized in
the table 3.4, before any adjustment for hourly, daily and seasonal variations. Traffic
Composition at the nine count stations is summarised in Figure 3.1.
Table 3.4: Summary of 12hr ADT Counts
Semi - Trailer
Motor cycles
Full - Trailer
Large Buses
Mini Buses
Station Direction
MGV
4WD
NMT
HGV
Cars
LGV
Itoni Junction Ludewa - Njombe 13 14 13 11 19 5 9 10 7 4 2
Ludewa - Songea 3 4 1 2 2 1 2 0 0 2 1
Njombe - Ludewa 14 10 14 13 19 7 11 14 10 5 2
Njombe - Songea 26 59 40 26 12 20 13 11 9 19 3
Songea - Ludewa 2 3 1 2 1 0 1 0 1 2 1
Songea - Njombe 20 52 30 20 13 19 11 8 6 17 3
Uwemba Itoni - Ludewa 49 82 12 17 30 1 13 26 10 3 1
Ludewa - Itoni 45 78 11 13 33 1 11 18 7 2 1
Lusitu Itoni - Ludewa 9 57 3 13 11 2 5 7 3 2 1
Ludewa - Itoni 9 61 3 10 13 2 5 7 2 2 1
Mkiu Junction Itoni - Ludewa 2 6 3 4 1 5 3 2 2 1 1
Itoni - Lugalawa 0 7 2 2 2 5 2 3 3 0 0
Ludewa - Itoni 2 6 2 4 2 5 4 4 3 1 0
Ludewa - Lugalawa 9 23 1 1 2 2 2 2 1 0 0
Lugalawa - Itoni 1 14 2 3 2 4 3 3 4 0 0
Lugalawa - Ludewa 11 28 0 1 2 2 2 3 1 0 0
Luana (North Itoni - Ludewa 25 84 13 17 3 1 4 6 4 1 0
Magereza) Ludewa Itoni 20 79 10 13 3 1 8 4 6 0 0
Ludewa Town Manda - Mlangali 20 127 5 5 1 2 7 4 1 0 0
Mlangali - Manda 25 125 5 5 2 2 7 3 3 0 0
Ngalawale Ludewa - Manda 3 23 2 4 2 2 2 0 0 0 0
Manda - Ludewa 4 22 2 2 1 1 4 0 0 0 0
North Kandamija Ludewa - Manda 2 9 1 3 2 1 2 0 0 0 0
(Sangaru) Manda - Ludewa 2 9 3 1 2 2 3 0 0 0 0
Manda Centre Ludewa - Manda Port 11 44 2 3 2 0 0 0 4 0 0
Manda Port - Ludewa 11 46 3 4 2 0 4 0 0 0 0
Source: Consultant evaluations
13
Figure 3.1: ADT Composition at Count Stations
From table 3.4 and figure 3.1, it could be stated that the Motorcycle group is
predominant at almost of the count stations followed by Trucks group. It should be
noted however that motor cycles at these stations are mainly taxi-type of transport
making fairly short to medium distance trips along the project road and its
neighbourhood. Mini Buses, 4WD and Cars also have significant presence at all
stations. At Itoni junction traffic composition is fairly distributed in all directions. From
the table above, it could be noted that besides LGVs there are no trucks (MGV, HGV ST
and FT) south of Ludewa town.
3.3. DERIVATION OF AADTS FROM ADTS FOR THIS STUDY
AADT is an important input in pavement design and road project appraisal HDM4
analyses. In this study, AADT for each traffic category was obtained by applying the 12-
24hr factors to its corresponding ADT.AADTs for the count stations were evaluated and
summarized as shown in the next section.
3.3.1 Current level of traffic (2014)
A summary of current normal traffic AADTs for the different road sections is shown in
Table 3.5 and Fig 3.2.
14
Table 3.5: Current Normal AADTs for Road Sections (2014)
Direction
TOTAL
cycles
Trailer
Trailer
Buses
Buses
Motor
Large
Project Road Section
MGV
4WD
Cars
NMT
HGV
LGV
Mini
MT
S-
F-
North 16 19 16 14 21 7 12 10 8 6 3 116
Itoni - Lusitu Tea
South 16 15 17 17 20 7 13 15 12 7 3 126
Estates
Both Dir(s) 32 34 33 31 41 14 25 25 20 13 6 242
North 9 63 4 14 12 2 5 8 4 2 1 115
Lusitu - Mkiu South 9 68 3 10 13 3 4 7 2 2 1 113
Both Dir(s) 18 131 7 24 25 5 9 15 6 4 2 228
North 12 47 5 8 5 11 9 9 10 1 0 105
Mkiu - Mlangali South 13 46 4 8 5 11 8 8 5 1 1 97
Both Dir(s) 25 93 9 16 10 22 17 17 15 2 1 202
North 20 87 11 15 3 1 8 4 5 0 0 134
Mlangali - Ludewa
South 25 93 15 19 3 1 5 7 4 1 0 148
(Magereza)
Both Dir(s) 45 180 26 34 6 2 13 11 9 1 0 282
North 20 138 6 5 2 2 8 4 1 0 0 166
Ludewa (Magereza) -
South 25 136 6 6 2 2 8 3 3 0 0 166
Old Ludewa
Both Dir(s) 45 274 12 11 4 4 16 7 4 0 0 332
Old Ludewa - North 4 24 2 3 1 2 2 0 0 0 0 34
Mkomang'ombe South 3 26 1 4 2 2 2 0 0 0 0 37
(Mchuchuma) Both Dir(s) 7 50 3 7 3 4 4 0 0 0 0 71
North 2 10 3 1 1 2 2 0 0 0 0 19
Mkomang'ombe -
South 2 11 1 3 2 1 2 0 0 0 0 20
Kandamija
Both Dir(s) 4 21 4 4 3 3 4 0 0 0 0 39
North 11 49 2 4 2 0 3 0 0 0 0 60
Kamdamija - Manda South 11 46 2 3 1 0 0 0 3 0 0 55
Both Dir(s) 22 95 4 7 3 0 3 0 3 0 0 115
Figure 3.2: Graphical Summary of AADTs

250
240 NMT Motor cycles Cars 4WD Mini Buses Large Buses LGV MGV HGV S - Trailer F - Trailer
230
220
210
200
190
180
170
160
150
140
AADT
274
130
120
110
100
90 180
80
70 131
60
45 45
50 41
93 95
40 32 33
25 25 25 26
30 20 18 17 15 16
22
13 13 50
20 34 31 25 7 9 6 9 10 346 9 12
7
10 14 6 24 5 15 4 2 16 22 17 2 1 2 11 1 0
4 4
11 4 7 0 0 373440000 4214 3 4
4 3 0000
4 3 3 3
7 0 0 00
0
Traffic composition in AADT terms for different road sections is summarised in Figure
3.3.
15
Figure 3.3: Traffic Composition

Itoni - Lusitu Tea Estates Section Lusitu - Mkiu Section
S - Trailer, 2
F - Trailer, 2 MGV, 7
F - Trailer, 1
S - Trailer, 5 LGV, 4 HGV, 3 ,0
Motor NMT, 8
HGV, 8 NMT, 13 Large Buses, 2
cycles, 14
MGV, 10
Mini Buses, 11
LGV, 10 Cars, 14
4WD, 11
Motor
Mini Buses, 17 4WD, 13 cycles, 57
Large Buses, 6
Cars, 3
Mkiu - Mlangali Section Mlangali - Ludewa (Magereza) Section

F-
F - Trailer, 0 S - Trailer, 0 Trailer, 0
S - Trailer, 1 ,0 LGV, 5 MGV, 4 HGV, 3
Large Buses, 1 ,0
HGV, 7 NMT, 12 Mini Buses, 2
MGV, 8 NMT, 16
LGV, 8 4WD, 12
Large Buses, 11 Cars, 9
Motor
cycles, 46
Motor
4WD, 8 cycles, 64
Cars, 4
Mini Buses, 5
Ludewa(Magereza) - Old Ludewa Section Old Ludewa - Mkomang'ombe Section

HGV, 0
Large S - Trailer, 0
MGV, 2 S - Trailer, 0 MGV, 0
Mini Buses, 4 Buses, 6 F - Trailer, 0
Large Buses, 1 HGV, 1
F - Trailer, 0
Mini Buses, 1 ,0
LGV, 5 LGV, 6 NMT, 10
4WD, 3
Cars, 4
NMT, 14
4WD, 10
Cars, 4
Motor cycles, 70
Motor
cycles, 83
Mkomang'ombe -HGV, 0
Kandamija Section Kamdamija - Manda Section
MGV, 0 S - Trailer, 0 F - Trailer, 0 Large Buses, 0 HGV, 3
LGV, 3 S - Trailer, 0
Mini Buses, 3 MGV, 0
Large Buses, 8 F - Trailer, 0
LGV, 10 NMT, 10 4WD, 6
Cars, 3
NMT, 19
Mini Buses, 8
4WD, 10
Motor cycles, 54
Cars, 10
Motor
cycles, 83
16
From Fig. 3.3 it could be noted that motor cycles dominate in all road sections
followed by non-motorised traffic and min buses. This is due to taxi-type of motor
cycles making local trips within the neighbourhood of townships. Whereas all types of
traffic are present at Itoni Junction, articulated trucks are quite uncommon south of
Mkiu junction.
It was noted however, that non-motorised traffic was highly localized around and
between large settlement areas, with virtually no NMTs along road stretches with no
settlements.
3.4 Estimation of Normal Traffic in year 2019
3.4.1 Current Normal Traffic
Traffic currently using the project road in year 2014 has been counted and evaluated in
AADT terms as detailed above. This traffic has been grown to year 2019 using the
approach detailed in section 3.9.
Table 3.6: Summary of Current Normal Traffic (AADT) in Year 2019

M/ Mini
Direction Cars 4WD L/ Bus LGV MGV HGV ST FT TOTAL
Project Road Section cycle Bus
NORTH 28 23 20 30 10 17 14 11 9 5 167
Itoni - Lusitu Tea Estates
SOUTH 22 25 25 29 10 18 21 17 10 5 182
Both Dir. 50 48 45 59 20 35 35 28 19 10 349
NORTH 90 6 20 18 3 7 11 6 3 2 166
Lusitu - Mkiu SOUTH 97 5 15 19 5 6 10 3 3 2 165
Both Dir. 187 11 35 37 8 13 21 9 6 4 331
NORTH 67 8 12 8 16 13 13 14 2 0 153
Mkiu - Mlangali SOUTH 66 6 12 8 16 11 11 7 2 2 141
Both Dir. 133 14 24 16 32 24 24 21 4 2 294
NORTH 124 16 22 5 2 11 6 7 0 0 193
Mlangali - Ludewa
SOUTH 133 22 28 5 2 7 10 6 2 0 215
(Magereza)
Both Dir. 257 38 50 10 4 18 16 13 2 0 408
NORTH 197 9 8 3 3 11 6 2 0 0 239
Ludewa (Magereza) - Old
SOUTH 194 9 9 3 3 11 5 5 0 0 239
Ludewa
Both Dir. 391 18 17 6 6 22 11 7 0 0 478
NORTH 35 3 5 2 3 3 0 0 0 0 51
Old Ludewa -
SOUTH 38 2 6 3 3 3 0 0 0 0 55
Nkomang’ombe
Both Dir. 73 5 11 5 6 6 0 0 0 0 106
NORTH 15 5 2 2 3 3 0 0 0 0 30
Nkomang’ombe -
SOUTH 16 2 5 3 2 3 0 0 0 0 31
Kandamija
Both Dir. 31 7 7 5 5 6 0 0 0 0 61
NORTH 70 3 6 3 0 5 0 0 0 0 87
Kamdamija - Manda/Port SOUTH 66 3 5 2 0 0 0 5 0 0 81
Both Dir. 136 6 11 5 0 5 0 5 0 0 168
3.4.2 Latent Normal Traffic
Latent normal traffic is traffic that would emanate from the Mchuchuma/ Liganga coal-
iron mining activities planned to be fully operational by year 2019. The coal-iron
project is already underway, so its traffic is latently existent in year 2019. Latent
normal traffic has been estimated from the tonnage of coal and iron expected to be
produced by the Mchuchuma/ Liganga project taking into consideration that the
17
railway mode of transport would not be ready in year 2019. Expected production1 of
coal for export and for use by factories outside of the project area is estimated at 3
million tons per annum. Planned production of steel for export and for local use by
factories outside of the project area stands at 2.9 million tons per year2.
From the start of mining operations up to completion of rail link infrastructure, all
mining products from both coal and iron mining would be transported by road until 10
years later (2029) when the proposed rail link infrastructure is completed.
Table 3.7: Summary of Latent Normal Traffic (AADT) in Year 2019

M/ Mini
Cars 4WD L/ Bus LGV MGV HGV ST FT TOTAL
Road Section Direction cycle Bus
NORTH 15 13 8 10 3 32 5 154 451 1 692
Itoni-Mkiu SOUTH 15 13 8 10 3 32 5 42 115 1 244
Both Dir. 30 26 16 20 6 64 10 196 566 2 936
NORTH 15 13 8 10 3 32 5 80 230 1 397
Mkiu-
SOUTH 15 13 8 10 3 32 5 23 59 1 169
Nkomang’ombe
Both Dir. 30 26 16 20 6 64 10 103 289 2 566
NORTH 6 5 3 4 1 13 2 2 1 1 38
Nkomang’ombe-
SOUTH 6 5 3 4 1 13 2 2 1 1 38
Manda
Both Dir. 12 10 6 8 2 26 4 4 2 2 76
3.4.3 Summary of Normal Traffic (AADT) in Year 2019
Normal Traffic in year 2019 includes Current, Suppressed, and Latent traffic.
Table 3.8: Estimated Suppressed Agricultural Traffic (year 2019)

M/Cycle
H/ Bus
TOTAL
MGV
4WD
Mini
HGV
Cars
LGV
Bus
F/T
S/T
Direction
Itoni - Lusitu - Mkiu

North 0 3 5 9 3 38 28 39 115 0 240
South 0 3 5 9 3 38 28 16 46 0 148
Both Directions 0 6 10 18 6 76 56 55 161 0 388
Mkiu - Mlangali - Ludewa
North 0 3 5 9 3 38 28 39 115 0 240
South 0 3 5 9 3 38 28 16 46 0 148
Both Directions 0 6 10 18 6 76 56 55 161 0 388
Ludewa - Nkomang’ombe - Manda
North 0 1 1 1 1 4 3 4 12 0 27
South 0 1 1 1 1 4 3 2 5 0 18
Both Directions 0 2 2 2 2 8 6 6 17 0 45
(i) Feasibility Study Report; Liganga Iron Ore Development and Utilization Project, Tanzania China International Mineral Resources Ltd.;
Sichuan Metallurgical Design & Research Institute - April 2013.
(ii) Environmental and Social Impact Assessment Report for The Proposed Mchuchuma Coal Mining Project in Nkomang’ombe village,
Nkomangombe Ward in Ludewa District, Njombe Region Institute of Resource Assessment, University of Dar Es Salaam
(iii) Daily News 13 October 2014
18
Table 3.9: Summary of Current Normal Traffic (AADT) in Year 2019

M/ Mini
NORTH 28 23 20 30 10 17 14 11 9 5 167
Itoni - Lusitu Tea Estates SOUTH 22 25 25 29 10 18 21 17 10 5 182
Both Dir. 50 48 45 59 20 35 35 28 19 10 349
NORTH 90 6 20 18 3 7 11 6 3 2 166
Both Dir. 187 11 35 37 8 13 21 9 6 4 331
NORTH 67 8 12 8 16 13 13 14 2 0 153
Both Dir. 133 14 24 16 32 24 24 21 4 2 294
NORTH 124 16 22 5 2 11 6 7 0 0 193
Mlangali - Ludewa
SOUTH 133 22 28 5 2 7 10 6 2 0 215
(Magereza)
Both Dir. 257 38 50 10 4 18 16 13 2 0 408
NORTH 197 9 8 3 3 11 6 2 0 0 239
SOUTH 194 9 9 3 3 11 5 5 0 0 239
Ludewa
Both Dir. 391 18 17 6 6 22 11 7 0 0 478
NORTH 35 3 5 2 3 3 0 0 0 0 51
Old Ludewa -
SOUTH 38 2 6 3 3 3 0 0 0 0 55
Nkomang’ombe
Both Dir. 73 5 11 5 6 6 0 0 0 0 106
NORTH 15 5 2 2 3 3 0 0 0 0 30
Nkomang’ombe -
SOUTH 16 2 5 3 2 3 0 0 0 0 31
Kandamija
Both Dir. 31 7 7 5 5 6 0 0 0 0 61
NORTH 70 3 6 3 0 5 0 0 0 0 87
Both Dir. 136 6 11 5 0 5 0 5 0 0 168
Table 3.10: Summary of Latent Normal Traffic (AADT) in Year 2019

M/ Mini
Road Section cycle Bus
NORTH 15 13 8 10 3 32 5 154 451 1 692
Itoni-Mkiu SOUTH 15 13 8 10 3 32 5 42 115 1 244
Both Dir. 30 26 16 20 6 64 10 196 566 2 936
NORTH 15 13 8 10 3 32 5 80 230 1 397
Mkiu-Nkomang’ombe SOUTH 15 13 8 10 3 32 5 23 59 1 169
Both Dir. 30 26 16 20 6 64 10 103 289 2 566
NORTH 6 5 3 4 1 13 2 2 1 1 38
Nkomang’ombe-Manda SOUTH 6 5 3 4 1 13 2 2 1 1 38
Both Dir. 12 10 6 8 2 26 4 4 2 2 76
Table 3.11: Summary of Combined Normal Traffic (AADT) in Year 2019

M/ Mini
NORTH 43 39 33 49 16 87 47 204 575 6 1099
Itoni - Lusitu Tea Estates SOUTH 37 41 38 48 16 88 54 75 171 6 574
Both Dir. 80 80 71 97 32 175 101 279 746 12 1673
NORTH 105 22 33 37 9 77 44 199 569 3 1098
Both Dir. 217 43 61 75 20 153 87 260 733 6 1655
NORTH 82 24 25 27 22 83 46 133 347 1 790
Both Dir. 163 46 50 54 44 164 90 179 454 4 1248
NORTH 139 32 35 24 8 81 39 126 345 1 830
Mlangali - Ludewa
SOUTH 148 38 41 24 8 77 43 45 107 1 532
(Magereza)
Both Dir. 287 70 76 48 16 158 82 171 452 2 1362
NORTH 212 25 21 22 9 81 39 121 345 1 876
SOUTH 209 25 22 22 9 81 38 44 105 1 556
Ludewa
Both Dir. 421 50 43 44 18 162 77 165 450 2 1432
NORTH 50 17 14 13 7 39 8 84 242 1 475
Old Ludewa -
SOUTH 53 16 15 14 7 39 8 25 64 1 242
Nkomang’ombe
Both Dir. 103 33 29 27 14 78 16 109 306 2 717
19
NORTH 15 6 3 3 4 7 3 4 12 0 57
Nkomang’ombe - Kandamija SOUTH 16 3 6 4 3 7 3 2 5 0 49
Both Dir. 31 9 9 7 7 14 6 6 17 0 106
NORTH 70 4 7 4 1 9 3 4 12 0 114
Both Dir. 136 8 13 7 2 13 6 11 17 0 213
Note: The Summary of Combined Normal Traffic was done as follows:

Table 3.11 =Table 3.8 + Table 3.9 + Table 3.10 (by vehicle type and corresponding road sections)
3.4.4 Road Traffic after Railway opening
Immediately after railway opening (starting year 2029) the bulk of traffic related to
coal and iron products will switch from road to railway mode of transport. It has been
assumed that only 5% of this will keep to road transport mode to cater for local
demand of coal and steel.
Tanzania’s annual local demand of coal and iron in 2011 stood at 80,000 and 300,000 3
tonnes respectively. It has been assumed that 75% of local demand of coal and iron
will be met from Mchuchuma while 25% will be supplied from other sources like
Ngaka, Kiwira and Mkuju colliery, scrap metal and imported special steels.
It is further assumed that the bulk (95%) of coal and iron to be exported would be
transported by rail, leaving only 5% to be transported by road for export to
neighbouring countries of Kenya, Uganda, Rwanda, Burundi, DR Congo, Zambia, etc.
This means transporting 207,000 tonnes of coal annually along the project road
between Nkomang’ombe and Itoni, and 358,750 tonnes of iron annually from Liganga -
Mkiu – Itoni whereby Mkiu - Itoni stretch is part of the project road. Coal and steel
haulage movements are assumed to be made in semi-trailers with average full loads of
30 tons.
The Mchuchuma / Liganga coal-iron mining activities will also generate traffic from
other services to the mines including social services related to the estimated 40,000
direct employees and 40,000 indirect employments.
Latent traffic estimated in semi-trailer terms would not be representative of the usual
traffic mix on the trunk road network. Long distance haulage of coal and iron would
normally be a mix of articulated trucks and HGVs with articulated trucks dominant. For
purposes of traffic modelling, a mix of HGVs and Articulated Trucks in the ratio of 1:5
has been adopted as being representative of the typical mix of vehicle types in a traffic
stream along the paved project road. Some semi-trailers have therefore been
converted to equivalent number of HGVs.
3
(i) World Bank - WDI November 2014; Energy Information Administration - International Energy Statistics Database
(ii) Tanzania Data Portal, Tanzania Energy Profile
(iii) International Energy Statistics
20
The overall latent normal traffic is summarized below:4
3.4.5 Total Normal Traffic in Year 2029
Combining Current Normal traffic, Suppressed traffic, Latent Normal traffic and along
the project road in year 2029 results in Total Normal traffic as summarized in Table 3.9
by road section:
Table 3.9: Summary of Total Normal Traffic (AADT) by Road Section in Year 2029
M/ Cycles
Large Bus
Mini Bus
S-Trailer
F-Trailer
TOTAL
Road Section Direction
MGV
4WD
HGV
Cars
LGV
MT
NORTH 51 48 46 71 25 95 72 93 233 10 744
Itoni - Lusitu Tea
SOUTH 41 51 55 69 25 97 84 59 101 10 592
Estates
Both directions 92 99 101 140 50 192 156 152 334 20 1336
NORTH 161 17 46 49 12 79 67 85 223 5 704
Both directions 333 31 81 98 26 152 131 110 283 8 1253
NORTH 121 21 32 32 35 89 71 94 210 1 1355
Both directions 290 83 90 96 80 278 153 303 768 8 2149
NORTH 222 35 49 26 10 85 59 82 207 1 1427
Mlangali - Ludewa
SOUTH 238 46 60 26 10 79 66 40 85 1 927
(Magereza)
Both directions 512 125 136 86 30 268 139 290 764 4 2354
NORTH 352 23 25 23 12 85 59 74 207 1 836
Ludewa(Magereza
SOUTH 346 23 26 23 12 85 57 38 81 1 678
) - Old Ludewa
Both directions 696 44 49 44 22 166 114 106 273 0 1514
Old Ludewa NORTH 64 9 12 7 9 14 7 11 33 1 142
Township - SOUTH 69 7 14 9 9 14 7 6 12 1 134
Nkomang’ombe Both directions 131 14 24 14 16 24 12 11 30 0 276
NORTH 28 12 7 7 9 13 7 8 22 1 104
Nkomang’ombe -
SOUTH 30 7 12 9 7 13 7 5 10 1 91
Kandamija
Both directions 56 17 17 14 14 24 12 11 30 0 195
NORTH 126 9 14 9 3 17 7 8 22 1 206
Kamdamija -
SOUTH 119 9 12 7 3 8 7 13 10 1 179
Manda/Port
Both directions 243 16 24 14 4 23 12 19 30 0 385
3.5 Diverted Traffic
Diverted traffic is that traffic which is currently using another route or mode of
transport which after improvement to the road, diverts to it. Traffic is diverted as a
result of reduced transport costs on the new road in terms of time and vehicle
operating costs.
The geographical layout of the project road has currently no suitable alternative routes
between Itoni, Ludewa and Manda that would result in diverted traffic to the project
road after completion of the project. Diverted traffic is therefore not envisaged on this
project.
21
3.6 Generated Traffic
Generated traffic is additional traffic which occurs in response to the provision or

improvement of a road. This may arise from increased number of trips of existing
vehicles or generation of new trips which were never present before the road
improvement. Generated traffic would normally occur to upgraded or reconstructed
road sections previously in poor condition. Traffic generation is in part a proxy for any
increased economic activity, especially in agriculture and manufacturing industries
resulting from improved road conditions or upgrading induced by lower transport
costs and their impact on production prices. Traffic emanating from the Mchuchuma &
Liganga coal-iron mining has been treated latent normal traffic starting from year 2019
as detailed under the normal traffic section.
In this study, generated traffic has been assumed to be 40% of current normal traffic.
The implications of high (60%) and low (20%) generated traffic factors have been
tested through sensitivity analysis in the HDM4 economic analysis.
3.7 Summary of All Traffic (AADT) in Year 2019
A summary of all traffic in year 2019 including Normal, Diverted and Generated traffic
is shown in the table 3.10.
Table 3.10: Summary of All Traffic (AADT) by Road Section in Year 2019
M/ Mini
NORTH 55 50 43 65 22 109 64 224 625 8 1265
SOUTH 46 53 50 64 22 111 74 89 194 8 711
Both Dir. 101 103 93 129 44 220 138 313 819 16 1976
NORTH 141 26 43 48 12 95 60 217 617 4 1263
Both Dir. 292 51 79 98 27 189 119 286 801 8 1950
NORTH 109 29 32 34 30 104 63 155 394 1 951
Both Dir. 217 55 64 68 60 205 123 211 521 5 1529
NORTH 189 40 46 30 10 101 53 145 391 1 1006
Mlangali - Ludewa
SOUTH 202 48 55 30 10 95 59 54 127 1 681
(Magereza)
Both Dir. 391 88 101 60 20 196 112 199 518 2 1687
NORTH 291 30 27 27 12 101 53 138 391 1 1071
SOUTH 287 30 28 27 12 101 52 53 124 1 715
Ludewa
Both Dir. 578 60 55 54 24 202 105 191 515 2 1786
NORTH 64 19 17 15 9 42 10 86 247 1 510
Old Ludewa -
SOUTH 69 18 18 16 9 42 10 26 66 1 275
Nkomang’ombe
Both Dir. 133 37 35 31 18 84 20 112 313 2 785
NORTH 21 9 5 5 6 10 5 6 17 0 84
Nkomang’ombe - Kandamija SOUTH 23 5 9 6 5 10 5 3 7 0 73
Both Dir. 44 14 14 11 11 20 10 9 24 0 157
NORTH 98 6 10 6 2 13 5 6 17 0 163
Both Dir. 191 12 19 11 4 19 10 16 24 0 306
22
3.8 Summary of All Traffic (AADT) in Year 2029
A summary of all traffic in year 2029 including Normal, Diverted and Generated traffic
is shown in the table 3.11.
Table 3.11: Summary of All Traffic (AADT) by Road Section in Year 2029
M/ Mini
NORTH 71 67 64 99 35 133 101 127 317 14 1028
SOUTH 57 71 77 97 35 135 118 82 139 14 825
Both Dir. 128 138 141 196 70 268 219 209 456 28 1853
NORTH 225 24 64 69 17 110 94 116 303 7 1029
Both Dir. 469 46 116 140 39 217 186 166 426 14 1819
NORTH 169 29 45 45 49 124 99 130 290 1 981
Both Dir. 336 53 90 90 98 243 193 187 408 8 1706
NORTH 311 49 69 36 14 119 83 114 285 1 1081
Mlangali - Ludewa
SOUTH 333 64 84 36 14 110 92 56 118 1 908
(Magereza)
Both Dir. 644 113 153 72 28 229 175 170 403 2 1989
NORTH 493 32 35 32 17 119 83 102 285 1 1199
SOUTH 484 32 36 32 17 119 80 53 113 1 967
Ludewa
Both Dir. 977 64 71 64 34 238 163 155 398 2 2166
NORTH 90 13 17 10 13 19 10 14 42 1 229
Old Ludewa -
SOUTH 97 10 20 13 13 19 10 8 16 1 207
Nkomang’ombe
Both Dir. 187 23 37 23 26 38 20 22 58 2 436
NORTH 39 17 10 10 13 18 10 11 31 1 160
Nkomang’ombe -
SOUTH 42 10 17 13 10 18 10 7 14 1 142
Kandamija
Both Dir. 81 27 27 23 23 36 20 18 45 2 302
NORTH 176 13 20 13 4 24 10 11 31 1 303
Both Dir. 343 26 37 23 8 35 20 29 45 2 568
3.9 Normal Traffic Growth
There are several methods of estimating traffic growth. They include: Macro-
economic growth (GDP growth), historical traffic data trends, vehicle registration data,
and household budget surveys. These are discussed in detail in the subsequent sub-
sections.
3.10 Summary of projected traffic volume along the project road
Total traffic on the project road normally includes normal, generated, and diverted
traffic after the year of road opening, but in this particular case there is no diverted
traffic as explained above but generated traffic is expected to come from agricultural
development due to improved access to faring and improved road conditions for
transportation of agricultural produce. Project implementation has been assumed to
commence in year 2015 with project completion at the end of year 2018. In this
respect, generated traffic would theoretically become active from year 2019but
agricultural development takes 4 to 5 years to become fully productive. Generated
traffic would therefore become active a bit later say in year 2023 or 2024. For traffic
modelling purposes, generated traffic has been assumed to be fully active from year
2024.
23
The table 3.12 shows projected AADTs along the project road in terms of normal,
diverted, generated, and total traffic over the analysis period of 20 years at 5-year
intervals, for low, medium and high growth factors.
24
Table 3.12: Summary of Projected AADTs under different growth scenarios

(consultant)
Normal Traffic Suppressed Traffic Generated Traffic Diverted Traffic
Total Traffic
Medium Growth
Medium Growth
Medium Growth
Medium Growth
Medium growth
Road Section
High Growth
High Growth
High Growth
High Growth
High Growth
Low Growth
Low Growth
Low Growth
Low Growth
Low Growth
Year
2014 242 242 242 - - - 0 0 0 242 242 242

Section 1: Itoni - Lusitu Tea
2019 1285 1285 1285 388 388 388 140 140 140 0 0 0 1813 1813 1813
2024 1736 1686 1788 524 508 540 195 189 202 0 0 0 2455 2383 2530
2029 676 676 676 704 663 747 517 517 517 0 0 0 1897 1856 1940
Estates
2030 724 721 729 747 700 796 554 553 558 0 0 0 2025 1974 2083
2031 769 761 779 788 736 845 588 580 596 0 0 0 2145 2077 2220
2032 818 804 834 838 776 901 625 612 637 0 0 0 2281 2192 2372
2033 871 847 893 889 820 963 663 648 680 0 0 0 2423 2315 2536
2034 924 897 956 942 866 1027 705 682 725 0 0 0 2571 2445 2708
2038 1182 1119 1250 1192 1068 1328 896 849 944 0 0 0 3270 3036 3522
2014 228 228 228 388 - - 0 0 0 228 228 228
Section 2: Lusitu -
2019 1267 1267 1267 388 388 388 132 132 132 0 0 0 1787 1787 1787
2024 1716 1665 1766 524 508 540 187 180 193 0 0 0 2427 2353 2499
Mkiu
2029 651 651 651 704 663 747 508 508 508 0 0 0 1863 1822 1906
2034 896 869 925 942 866 1027 694 673 712 0 0 0 2532 2408 2664
2038 1150 1085 1216 1192 1068 1328 885 838 933 0 0 0 3227 2991 3477
2014 202 202 202 0 0 0 202 202 202
Section 3: Mkiu -
2019 860 860 860 388 388 388 118 1248 118 0 0 0 1366 2496 1366
Mlangali
2024 1169 1135 1203 524 508 540 166 1640 172 0 0 0 1859 3283 1915
2029 565 565 565 704 663 747 482 482 482 0 0 0 1751 1710 1794
2034 778 751 801 942 866 1027 657 646 675 0 0 0 2377 2263 2503
2038 994 941 1052 1192 1068 1328 835 813 882 0 0 0 3021 2822 3262
2014 282 282 282 0 0 0 282 282 282
Mlangali - Ludewa
2019 974 974 974 388 388 388 163 163 163 0 0 0 1525 1525 1525
(Magereza)
Section 4:
2024 1326 1285 1366 524 508 540 228 222 236 0 0 0 2078 2015 2142
2029 768 768 768 704 663 747 562 562 562 0 0 0 2034 1993 2077
2034 1057 1024 1092 942 866 1027 768 752 791 0 0 0 2767 2642 2910
2038 1360 1284 1440 1192 1068 1328 980 945 1034 0 0 0 3532 3297 3802
2014 332 332 332 0 0 0 332 332 332
Section 5: Ludewa(Magereza) -
2019 1044 1044 1044 388 388 388 191 191 163 0 0 0 1623 1623 1595
Old Ludewa Township
2024 1423 1378 1465 524 508 540 266 259 236 0 0 0 2213 2145 2241
2025 1511 1456 1569 556 538 577 283 274 253 0 0 0 2350 2268 2399
2026 1607 1538 1679 591 564 613 302 289 271 0 0 0 2500 2391 2563
2027 1711 1626 1794 627 597 654 324 305 290 0 0 0 2662 2528 2738
2028 1817 1719 1918 662 631 698 343 325 310 2822 2675 2926
2029 893 893 893 704 663 747 370 613 613 1967 2169 2253
2034 1231 1190 1269 942 866 1027 514 820 864 2687 2876 3160
2038 1583 1495 1678 1192 1068 1328 658 1032 1130 3433 3595 4136
2014 71 71 71 0 0 0 71 71 71
Nkomang’ombe
2019 672 672 672 83 83 83 42 42 191 0 0 0 797 797 946

Section 6: Old
Ludewa -
2024 911 885 939 116 111 118 62 59 276 0 0 0 1089 1055 1333
2029 234 234 234 153 146 164 121 121 121 0 0 0 508 501 519
2034 327 314 337 206 188 223 171 142 173 0 0 0 704 644 733
2038 419 395 441 258 230 288 216 177 229 0 0 0 893 802 958
2014 39 39 39 0 0 0 39 39 39
Nkomang’omb
e - Kandamija
2019 137 137 137 83 83 83 24 24 24 244 244 244

Section 7:
0 0 0
2024 191 187 198 116 111 118 36 35 36 0 0 0 343 333 352
2029 134 134 134 153 146 164 87 87 87 0 0 0 374 367 385
2034 187 181 195 206 188 223 124 119 125 0 0 0 517 488 543
25
Normal Traffic Suppressed Traffic Generated Traffic Diverted Traffic

Total Traffic
Medium Growth
Medium Growth
Medium Growth
Medium Growth
Medium growth
Road Section
High Growth
High Growth
High Growth
High Growth
High Growth
Low Growth
Low Growth
Low Growth
Low Growth
Low Growth
Year
2038 242 231 255 258 230 288 156 148 166 0 0 0 656 609 709
2014 115 115 115 68 0 0 0 115 183 115
2019 244 244 244 83 83 83 67 67 67 0 0 0 394 394 394
Kamdamija -
Manda/Port
Section 8:
2024 339 329 349 116 111 118 95 92 98 0 0 0 550 532 565
2029 323 323 323 153 146 164 163 163 163 0 0 0 639 632 650
2034 631 434 463 206 188 223 228 221 234 0 0 0 1065 843 920
2038 811 545 610 258 230 288 291 278 308 0 0 0 1360 1053 1206
26
4 SUMMARY OF ECONOMIC STUDY
The principal conclusion of this study is that upgrading the Itoni - Ludewa - Manda road
is economically viable, with positive NPV and IRR greater than the test discount rate of
12%. Two pavement options (JPCP and AC) are both economically viable. Although the
AC (asphaltic concrete) option has a slightly higher IRR value (49.5% against48.9% for
JPCP option), the JPCP has a higher NPV than the AC option. Further to that, the JPCP
option has a robust technical soundness towards the expected future heavy traffic
than the AC option. The Plain Concrete option (JPCP) is therefore recommended as the
most preferred option.
Emphasis for recommending JPCP option:
 The NPV for JPCP option is higher than for AC option.
 The difference in IRR of the two options is small and the project IRRs for both
options are far higher than the project discount rate of 12%. This makes the IRR
economic measure less significant and NPV more significant.
 Over the pavement life, deterioration of JPCP pavement is much lower than the
Asphaltic concrete pavement and the JPCP is technically robust for withstanding
the risk of an expected sharp rise in traffic levels. The unexpected sharp rise in
future traffic could emanate from (i) delayed completion of the planned railway
link and (ii) the likely development of similar mining activities in the Ludewa area.
The project has a number of other potential non-quantifiable benefits arising from the
project which cannot be adequately captured in this economic study and which
enhance the importance of the project when considered from a wider perspective.
These include:-
a) The route’s potentially strategic role in linking with Manda port which could be
developed to connect with Malawi and Zambia and enhance international
economic integration.
b) Upgraded access through a large and relatively remote rural area, providing an
improved means to support delivery of a range of basic rural services,
development programmes and security for the local population.
c) Increased comfort and convenience for road users and roadside residents arising
from dust reduction following sealing of unpaved roads.
In conclusion, the study has established that upgrading of the Itoni – Ludewa - Manda
road is economically viable and there is enough evidence to warrant continuation of
project preparation and implementation activities.
27
5 HYDROLOGY AND HYDRAULIC INVESTIGATIONS
5.1 General Overview
Hydrology and hydraulics take care of the drainage requirements in road design by
determining the flood flows from catchments to be drained away and the drainage
structures required to safely pass the flows across the road.
The project road has several existing pipe culverts, some culverts have already silted.
The existing structures are not sufficient in numbers compared to the length of the
road. The entire existing culvert along the project roads are narrow compared to
standard road cross-section area as noted. Most of the existing bridges and box
culverts are of small span varying from 3m to 10m and need to be evaluated with a
view to accommodate overtopping water during rainy season.
The hydrological and hydraulic studies were undertaken in order to determine

adequate capacities of drainage structures to be introduced for safely passing the
design peak floods across the road.
The rainfall-runoff relationship and catchment characteristics for each catchment were
determined basing on the topographic maps and field investigations for use in the
TRRL East African Flood Model (TRRL EAFM) and Regional Flood Frequency Analysis
(RFFA) to estimate the design peak floods.
5.2 General Approach and Methodology
The following activities were undertaken in order to achieve the objectives.
a) Topographic Maps
The topographic maps of scale 1:50,000 and of metric units were collected and these
were used to determine the catchment areas.
 Delineate the catchments and determine their characteristics together with
those of the channels.
 Identify the hydraulic structures shown on the maps.
Table 5.1: Topographic Maps covering the Project Road

Name of Map Sheet No Scale Status of Map
Njombe 261/4 1:50,000 Printed Copy
Lupali River 274/2 1:50,000 Printed Copy
Liusitu 274/1 1:50,000 Printed Copy
Milo 274/3 1:50,000 Printed Copy
Ukenju 285/1 1:50,000 Printed Copy
Manda 285/3 1:50,000 Printed Copy
28
b) Field Visits
Field visits to the project area were made in order to:-

 Collect data and carryout field inspection and verify information obtained from
maps by driving along the road, marking the chainages and the GPS locations of
the channels at road crossing and the hydraulic structures along the road.
Carryout hydrological and hydraulic studies and measurements of the channels
at the road crossing.
 Inspect the existing hydraulic structures and make visual judgement as to their
adequacy.
c) Office Work
After the field work the following activities were undertaken:-

a) compile, process and analyse the field data/information
b) determine flood flows for the 25,50and 100year return periods
c) make design proposals for the hydraulic structures to pass the flood flows
d) Advise on replacements or additions to the existing structures and on
introducing completely new ones where necessary.
5.3 Highlight of Findings
5.3.1 Catchments and their Characteristics
There are 87 main catchments along Itoni - Manda road with catchment coverage
varying from 0.09km2 to 19.38km2
Some sections of the road pass along ridges where no catchments exist.
5.3.2 Drainage
The soils have slightly impeded drainage according to the generalization of the soil
zones in East Africa.
The drainage density is high and is composed of numerous tributaries draining the
Kipengere Mountain slopes and the tributaries of the Ruhuhu River.
The catchments are free from surface water detention; all the storm water flows
unimpeded to the lower areas and enters Lake Nyasa directly or indirectly through
Ruhuhu River.
The soil is well drained.
5.3.3 Land Use
The land is used basically for cultivation of maize, cassava and sweet potatoes around
the villages.
29
5.3.4 Land Cover
Land is covered mainly by short grass. Open forests of fairly tall trees exist between
villages. Tea plantations are also predominant.
5.3.5 Terrain
5.3.6 Rainfall
The area has a tropical type of climate (cold/dry) with a unimodal rainfall regime.
Effective rainfall starts in November and ends in April. Completely dry months are July,
August and September. The transition months are May, June and October where no or
only traces of rainfall occur.
Table5.2 shows the long term average annual total rainfall (mm) from two rainfall
stations existing in the study area. Unimodality can be seen in the individual stations
namely Makete and Songea respectively.
Table 5.2: Average Monthly Total Rainfall (mm)

Rainfall Distribution (mm)
Month
Makete Songea
January 256.2 243.2
February 195.8 209.0
March 296.9 233.5
April 207.7 93.0
May 59.1 11.2
June 2.9 1.3
July 1.1 0.4
August 0.6 1.1
September 8.5 1.3
October 63.2 3.3
November 152.1 52.1
December 252.2 167.0
Annual Total 1496.3 1016.4
Source: TMA
30
5.4 Hydraulic Design Considerations
5.4.1 Background
The size of a hydraulic structure to be constructed across a channel will depend on the
amount of discharge passing along the channel. Accurate estimation of the discharge is
therefore very important for an appropriate investment.
The design flows were established by selecting the appropriate combination of rainfall
and runoff characteristics that can reasonably be expected to occur. These were
calculated in consideration of a selected design return period.
The design criterion adopted was the maximum flow carried by the drainage structure
with no flooding or a limited amount of flooding to be expected to exceeded on the
average once during the design return period. Selection of a proper design storm,
however, does not preclude the possibility of a larger storm destroying the drainage
structure immediately after it is built since the selection is based on statistical
probabilities.
5.4.2 Flood Estimation Models
The most common hydrological methods for estimating peak floods are
a) Rational Method for small catchments with sizes of around 1.0 km2 where
rainfall distribution is uniform,
b) TRRL EAFM procedures described in Reports No.706 and No. 623 for catchments
not exceeding 200km2 and
c) Regional Flood Frequency Analysis (RFFA) for catchments of any size but within a
homogeneous region.
5.4.3 Design Return Period
The length of the design return period depends on the size and importance of the
structure. Table 5.3 presents the common design periods.
Table 5.3: DESIGN RETURN PERIODS

Structure Return Period (Years)
Bridges 100
Box culverts 50
Pipe culverts 25
Return periods of 25 years and 50 years have been used for culverts and box culverts
respectively. Major bridges are designed for 100 years flood return period.
The hydro-meteorological information available in the study area is short but has
carefully been used to derive the required design inputs.
31
The Extreme Value Type 1 (EV1) distribution has been used to fit the rainfall and
discharge data and the required parameters derived from for estimating the design
peak flood discharges.
It is recommended that the hydraulic structures should occupy as much as possible the
spans of the channels they cross in order to avoid future morphological changes as a
result of significant changes in the flow regime arising from channel constrictions due
to constructing the structures across them.
5.4.4 Freeboard
Freeboard is the vertical clearance between the maximum design water level and the
bridge soffit. It is normally provided for in bridges to make sure that floating debris
including tree trunks pass safely. It also takes care of the local afflux.
Freeboard normally ranges from 0.6m for small rivers to 1.0m and above for big rivers.
No freeboard is required in culverts. In this study, minimum freeboard of 0.6m has
been adopted for the bridges.
5.4.5 Hydraulic Specifications
National or trunk roads have the following specifications:
- The pipe culverts to have a minimum diameter of 0.9m for easy maintenance.
- The structures to occupy the full spans and be placed at the natural beds of the
channels they cross in order to ensure unchanged channel flow regime and
therefore avoid problems that would otherwise arise due to future
morphological changes.
- The bridge openings to be designed for peak floods with a freeboard of 0.6m in
small rivers and at least 1.0m in big rivers.
- The Manning’s equation that uses the hydraulic characteristics of the channels
should be used to dimension the bridges.
- For culverts, the ratio of the upstream water head (H) and the height or
diameter (h) of the culvert to be H/h > 1.2.
This ratio is recommended for cases where insufficient data is available to predict the
flooding effect from headwater depth.
5.5 Design Flood Flows
a) The TRRL EAFM

The TRRL EAFM is a simple conceptual catchment model developed to predict the 10-
year peak flood for catchments with areas not exceeding 200km2.
The peak floods for higher return periods are estimated basing on the 10-year peak
flood.
32
The model assumes that the catchment can be modelled as a linear reservoir the input
into which is rainfall and the output is the catchment runoff.
The parameters derived for the use of the TRRL EAFM are:-
 Runoff Volume
 Base Time
The details and results of the hydrological calculations, including the various
parameters that characterize each of the study catchments, are shown in the
Hydrology & Hydraulic Investigations Report.
b) The Regional Flood Frequency Analysis
The Regional Flood Frequency Analysis (RFFA) is a hydrological tool for transferring
data from gauged to non-gauged catchments within a homogeneous region. It is a very
useful tool in areas with no or very little data of insufficient length for accurate
estimation of flood magnitudes
The catchments lying along the project road are considered to be homogeneous due to
a number of reasons:-
 The catchments drain the Indian Ocean Drainage Basin considered to have
common underlying geological formations and vegetative cover.
 the climatic factors over the catchments are controlled by the Inter-Tropical
Convergence Zone (ITCZ)
 the rainfall regime, land use and land cover are common throughout
5.6 Sizing of the Hydraulic Structures
Several models are available for determining the dimensions of the hydraulic
structures required to pass the design peak floods across a road.
Culverts
There are simplified design criteria for assessing the discharge capacities of culverts
basing on the ratio of headwater depth/height (or diameter) of structure.
Both concrete box culverts and pipe culverts have been given due consideration in the
sizing aspects.
Among them the following were used in this report (South African Drainage Manual,
Rooseboom et al., 1993) for the ratio equal to or greater than 1.2 for the inlet control
situation.
a) Concrete Box Culverts (CBC)
Q=C*B*D*(2g(H-CD) 0.5
Where Q=discharge (m3/s)
33
C=energy loss coefficient

B=culvert width(m)
D=culvert height(m)
H=upstream water head
G=gravitational acceleration (m/s2)
b) Concrete Pipe Culverts (CPC)
Q= (2gHCA) 0.5
where A=flow area (m2), the rest are as explained above.

Nomographs are also available that have been prepared basing on such
equations.
c) Bridges
Manning’s approach has been used to determine the capacities of the existing
and proposed bridge openings, based on the measured channel cross-sections at
the bridge sites.
Manning’s roughness coefficient has been selected as n=0.06 based on the field
observations of the channel beds and banks.
The relationship is given as
Q= (1/n)*A*R2/3*S1/2
where A is the channel cross-section area
R is the hydraulic radius and
S is the channel slope.
5.7 The Proposed Structures
The design peak flood flows presented from TRRL EAFM have been used to size the
required hydraulic structures that will safely pass the flows across the road.
The inlet control has been the criterion for sizing the culverts under the headwater /
depth of culvert ratio > 1.2. The Manning equation has been used to size the bridges.
The proposed hydraulic structures are as follows:-

S/N Description Total (Nos) Remarks
1 Concrete Pipe Culverts 376 Mostly diameter 900mm
2 Concrete Box Culverts 42 Various sizes and openings
The full investigations and conclusions are contained in a Hydrology and Hydraulic
Report produced as a separate report.
34
6 SOILS AND MATERIALS INVESTIGATIONS
6.1 Alignment Soils
Investigation of the existing pavement and sub grade quality included the trial pits
logging and material sampling and then determination of CBR values for the sub grade
and Sub base materials. The CBR are established based on performed laboratory test
result on representative soil samples tested at OMC using multiple point method and
Ten Percent Fine Value for Base Course materials.
The ultimate goals of the investigations were to:-

 Determine thickness and quality of the existing pavement layers
 Carryout pavement and sub grade strength test, and
 Provide a basis for pavement thickness design
Test Pits were dug at an average interval of 250m throughout the project road as
specified in Ministry of Works PMDM. The locations of Test Pits were selected in the
way that they covered both areas in which existing alignment has to be maintained.
Test Pits were dug by alternating Left hand side (LHS) and Right hand side (RHS). A
total of 848 number of test pits were excavated on the existing road.
Along Itoni – Ludewa road section, 1.6km of existing road covered with surface
dressing. After excavation of trial pits and visual description, the existing materials on
surfaced section consisted of Double surface dressing as wearing course, natural
gravel as base course /Sub base layers and natural soils (sub grade). Representative
samples were taken for laboratory test to determine their properties for new
pavement layers.
Soil profiling indicated few sections of the road have gravel wearing surface and sub
grade layers. The test pits enabled the determination of thickness of various layers
adopted during the construction of the existing roads.
During Trial Pits excavation water table found to a depth of 0.7m below the ground
level at km 123+500, km176+750 to km 177+000 and km 183+500.
6.2 Problematic Soils - Low-Strength Soils (CBR<3)
A problem soil is a soil with low strength and/or exhibit unfavourable characteristics
such as expansiveness. The soil can be categorized as expansive and will require
further investigation if;
 The result of the field reconnaissance indicates expansive soils, and

 PIW is greater than 20%
35
Table 6-1 shows locations where either the CBR is less than 3% or PI w is greater than
20%. This implies further investigation of expansiveness and low strength of the soil.
The locations were identified by utilization of Plasticity Index.
Table 6-1: Locations whereby either CBR< 3% or PIw is more than 20% and
Expansiveness
% Passing Shrinkage
Chainage PI (%) PL (%) CBR PIW εex
0.425mm Limit
Location whereby PIw is more than 20%
75+400 – 75+600 25 92 27 19 23 23 23
89+700 – 89+800 22 94 25 22 5 21 26
95+400 – 95+800 24 93 23 15 9 21 32
97+700 – 98+300 25 92 30 18 4 23 34
103+200 – 103+300 25 83 22 13 12 18 42
105+700 – 107+800 24 87 19 17 3 17 24
106+400 – 106+600 32 99 28 16 3 28 47
107+700 – 114+500 43 97 35 13 6 34 85
116+200 – 126+600 46 98 42 21 5 41 61
127+700 – 128+600 46 96 36 16 8 35 81
129+200 – 129+800 34 84 41 22 10 34 28
131+200 – 132+100 32 94 46 26 9 43 8
133+200 – 137+100 34 93 41 25 4 38 17
137+700 – 138+800 34 97 37 12 22 36 67
140+400 – 142+100 28 76 26 21 3 20 18
143+700 – 144+600 32 85 31 19 9 26 35
146+200 – 146+800 26 94 33 20 8 31 17
147+400 – 147+800 34 93 35 20 4 33 36
149+700 – 150+100 32 86 32 19 8 28 35
151+400 – 152+600 38 80 39 15 4 31 65
158+400 – 158+800 15 95 27 13 4 26 18
162+900 – 164+600 44 94 33 22 3 31 52
165+200 – 165+300 26 90 36 17 3 32 29
Location where CBR < 3% (Low strength soils)
45+250 – 46+250 17 83 17 2 14
55+000 – 57+250 20 58 21 1 12
58+200 – 59+800 14 90 15 1 13
76+200 – 77+800 14 92 14 2 13
78+400 – 78+600 11 94 12 2 10
79+000 – 79+800 9 94 18 1 17
81+900 – 82+200 17 75 18 1 15
82+600 – 83+800 14 69 14 1 9
84+200 – 84+800 20 59 20 1 12
85+500 – 86+000 18 90 20 1 16
87+400 – 87+600 17 71 16 1 12
85+500 – 89+000 14 90 15 1 13
99+400 – 99+800 10 81 15 1 8
100+400 – 101+300 27 94 28 2 25
102+500 – 103+000 31 96 25 2 30
118+750 – 119+000 35 98 29 2 34
36
120+000 – 122+250 29 87 24 2 25
132+250 – 132+750 29 96 34 2 28
138+200 – 138+300 23 83 27 2 17
148+400 – 149+100 22 77 32 2 17
156+700 – 157+800 27 65 28 2 18
166+500 – 166+200 21 80 21 2 16
168+200 – 168+800 20 70 21 2 15
175+200 – 175+300 13 82 12 1 11
176+200 – 177+000 17 87 17 1 15
180+000 – 180+600 28 94 15 2 26
182+400 – 182+800 22 79 15 2 17
183+900 – 184+200 - 64 - 1 -
185+400 – 185+600 11 62 11 1 8
186+200 – 186+600 13 89 12 2 12
187+200 – 188+300 25 87 16 1 22
191+700 – 191+800 24 90 19 1 22
193+200 – 193+800 21 64 16 2 14
195+400 – 195+600 13 88 12 2 8
197+200 – 197+800 24 58 14 2 15
200+400 – 201+100 20 79 13 2 16
202+000 – 202+300 25 55 18 2 14
203+750 –205+100 17 74 16 2 13
Where: PIw = PI X (% passing 425µm)/ 100.
εex= 2.4xWp – 3.9xWs + 32.5

εex= Expansiveness
Wp =Plastic Limit tested on fraction <0.425mm according to CML test 1.3
Ws =Shrinkage Limit tested on fraction <0.425mm according to ASTM D4943 – 891
In the above locations the pavement design have been prepared by including
improvement of the lower and upper layer of Subgrade as described in the Soil and
Materials Report.
6.3 Summary of Results
6.3.1 Existing Pavement
Based on field investigation, Visual description and laboratory test results, the existing
road have been divided into three sections such as gravelled surface, sections of
improved sub grade layers and 1.6km paved section with surface dressing. The road
conditions range from good to fair. The maintenance operation carried out on this
road at the moment are Routine and Recurrent, Sport and Periodic Maintenance
involving grading, sport gravelling, vegetation control and de-silting of drainage
structures on existing road alignment.
Soil profiling indicated that the road have gravel wearing surface and sub grade layers.
According to classification based on laboratory test results for Grading and Atterberg’s,
37
Most part of the road has sub grade soils with characteristic ranging from Clayey, Silty,
Clayey gravel and sand.
Test results for alignment soils are presented in Soil and Materials Report
6.3.2 Sub grade Soil
Identification of sections having homogenous sub grade conditions have been carried
out by site reconnaissance, desk studies followed by laboratory test results for
indicator tests (Grading and Atterberg Limits). The alignment soils were grouped into
two homogeneous sections based on AASHTO Classification method;
The sub grade materials in the first homogeneous section were found to mainly
comprise of Silty - Clayey soil by 80.7% (whereby more than 35% passing 0.075mm
sieve) falling into A-4, A-5, A-6 and A-7 group according to AASHTO classification with
varied degree of parking.
The sub grade materials in the second homogeneous section were found to mainly
comprise of Granular materials by 19.3% (whereby 35% or less passing 0.075mm sieve)
falling into A-2, A-3 and A-1 group according to AASHTO classification with varied
degree of parking.
The figure below shows the plotting of the cumulative sum of the difference from the
average values of the CBR Subgrade results against chainage. A change in slope
indicates the change in conditions of existing sub grade materials
38
Figure 6.1: The CUSUM Method to Establish Homogeneous Sections
Homogeneuos Sections
700
600
500
CUSUM of CBR Sub grade
400
300
200
100
-100
-200
-300
0 20 40 60 80 100 120 140 160 180 200
Chainage (km)
Based on figure 3.3 for the entire road section, it was established that there are twenty
homogeneous sections based on CUSUM Method and the design of sub grade based
on CBR values is depicted from the figure below
Figure 6.2: Design Sub grade CBR, Itoni – Mchombe road section km (0.0 – 104.25)
CBR Design
100
10
0.1
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110
CBR Design
39
Table 6-2: Design sub grade CBR, Itoni – Mchombe road section
From km To km Design Sub grade CBR
Itoni – Machone road Section
0+000 6+000 S3
6+000 9+500 S15
9+500 18+000 S3
18+000 30+000 S7
30+000 30+750 S3
30+750 42+500 S7
42+500 45+000 S3
45+000 45+750 CBR < 3%
45+750 55+000 S7
55+000 59+750 CBR < 3%
59+750 71+750 S7
71+750 76+250 S3
76+250 89+000 CBR < 3%
89+000 99+500 S3
99+500 103+000 CBR < 3%
103+000 104+250 S3
Figure 6.3: Design Sub grade CBR, Mchombe – Manda road section km (104.25–
205.5)
CBR Design
100
10
CBR Value %
0
100 105 110 115 120 125 130 135 140 145 150 155 160 165 170 175 180 185 190 195 200 205 210
Chainage (km)
40
Table 6-3: Design sub grade CBR, Mchombe – Manda road section
From km To km Design Sub grade CBR
Mchombe – Manda road Section
104+250 120+750 S3
120+750 122+250 CBR < 3%
122+250 132+000 S3
132+000 133+000 CBR < 3%
133+000 141+500 S7
141+500 148+500 S3
148+500 149+000 CBR < 3%
149+000 150+250 S15
150+250 156+750 S3
156+750 157+750 CBR < 3%
157+750 165+250 S3
165+250 170+500 CBR < 3%
170+500 174+750 S7
174+750 177+250 CBR < 3%
177+250 179+750 S15
179+750 188+250 CBR < 3%
188+250 193+250 S3
193+250 205+500 CBR < 3%
Table 6-4: Definition of Soil Classes

Sub grade Class Major Characteristics General rating as Sub grade
S15 Silty or Clayey gravel and Sand Upper Sub grade or Fill
S7 Silty Lower Sub grade or Fill
S3 Clayey Silty Fill
CBR < 3% Clayey or Cotton soil Unsuitable
6.4 Materials Investigations
6.4.1 Introduction
The investigations included identification of:
 Borrow Areas: sources of natural granular materials for subbase, improved

subgrade and fill.
 Quarry Sites: sources of hard rock for asphalt concrete surfacing crushed
aggregates base course and course aggregates for concrete works.
 Sand Deposits: Sources of natural sand suitable as fine aggregate for concrete
works.
 Water Sources for compaction of fill, gravel and pavement layers.
41
6.4.2 Borrow Areas
During investigation of construction materials, Natural gravel and fill material found
almost 1km to 15km along the project road. For the purpose of this investigation, 16
potential borrow areas were investigated and samples taken for laboratory tests to
determine its properties.
Figure 6.4: View of Mlangali and Nkomang’ombe Borrow Area
View of Mlangali Borrow Area View of Nkomang’ombe Borrow Area
Table 6.5: Borrow Areas for construction materials

Borrow Areas along Itoni – Ludewa – Manda Road
Chainage Offset Estimated
S/N Name Remarks
(km) distance Qtym3
20km from
1 Peluhanda 30m LHS 150,000 Existing
ch.0+000
2 2+785 Nundu 900m RHS 80,000 Existing
3 7+660 Kinyangesi 300m RHS 55,000 Existing
4 39+875 Kona 300m RHS 80,000 Existing
5 46+270 Kitulila 300m RHS 100,000 Existing
6 69+896 Masimbwe 100m RHS 200,000 Existing
7 75+625 Mlangali 3500m RHS 400,000 Existing
8 85+725 Mawengi 1 (Jongojongo hill) 50m LHS 360,000 Existing
9 86+950 Mawengi 2 (Jongojongo hill) 80m LHS 85,000 Existing
10 102+025 Mbwila 300m LHS 220,200 Existing
11 123+010 Mholo 50m LHS 400,000 Existing
12 158+625 MjiMwema 100m RHS 54,000 Existing
13 164+540 Nkomang’ombe no.1 200m LHS 75,000 Existing
14 167+330 Nkomang’ombe no.2 200m LHS 260,000 New
15 168+150 Nkomang’ombe 50m LHS 300,000 Existing
16 191+775 Masasi 80m RHS 80,000 Existing
42
Sketches of location of borrow areas are shown in Appendix 4-1 of the Soils and
Materials Report., and summary of laboratory test results indicating properties and
potential usage of construction materials are shown in Appendix 4-2 of the Soils and
Materials Report.
During Soil and Materials investigations the above mentioned borrow pits were
investigated and samples were taken for laboratory test to check the quality and
quantity of the available materials. Sketches of location of borrow pits and summary of
test results indicating properties and potential usage of materials are included in the
Soils and Materials Report.
6.4.3 Quarry Sites
Two proposed hardstone sources for aggregates were investigated. One at Njombe
namely Njombe Quarry 15km towards Njombe town from Itonich 0+000, offset 2km
LHS, the second sources namely Mholo hard stone source 11.8km from Ludewa
towards Mlangali, offset distance 1km LHS. Available rock types at source are whitish
gray fine grained fresh gneiss rock.
Rocky outcrops and boulders are expected to be used in masonry works and pitching
of drainage structures.
Samples from the identified sourceshave been taken and subjected to quality testing
at designated Materials laboratory. The Quantities are abundant and the sources are
credible.
Table 6.6: Hard stone source, Estimated Quantities and Characteristics

Offset Estimated
S/N Location (km) Name Remarks
distance (m) Quantities (m3)
15km from Njombe

1 2000 500,000 Existing
Itonich. 0+000 Quarry
Mholo
131.8km from
2 hardstone 1000 1,000,000 New
Itoni
source
43
Figure 6.5: Views of Njombe and Mholo hard stone source respectively
6.4.4 Sand Deposits
Two sources of sand pits were investigated along the project road. One source found
along Ibani river (Ludewa) at ch. 133+800, crossing the existing road and the second
source found at Manda (Lake Nyasa) ch. 204+700, 500m Lhs offset distance.
Representative samples were taken for laboratory testing.
However other source of sand can be collected from number of small river channel
crossing the road or interring the main river along the study area.
Figure 6.6: View of Ibani river sand source
44
6.4.5 Water Sources
Six perennial sources of water were identified and samples takenand tested at the
Water Development and Management institute.
Water samples from these sources were subjected to the following tests:-
 pH value ( CML )
 Chloride content ( BS 1377 part 3 )
 Sulphate content ( BS 1377 part 3 )
The outcome of the investigation is shown on Table 6.7
Table 6.7: Water Sources Locations, characteristics and usability

Ph Chloride Sulphate
Water Source Location Possible Usage
Values Content Content
Recommended for use in
Hagafilo River Ch.10+300. 7.94 2.99mg/L 2.0mg/L Concrete and other
Construction works
Msigula River Ch.68+300 7.76 4.99mg/L <1mg/L Concrete and other
Construction works
Ilolo River Ch.79+500 7.69 12.99mg/L 2.0mg/L Concrete and other
Construction works
Luhepela River Ch.100+050 7.60 4.0mg/L 8.0mg/L Concrete and other
Construction works
Luana River Ch.123+400 7.55 23.99mg/L 10.0mg/L Concrete and other
Construction works
Lake Nyasa Ch.204+600 7.75 36.99mg/L 21.0mg/L Concrete and other
Construction works
The content of corrosive components such as chloride and sulphate were found to be
low and the sources are acceptable for use both in concrete and other construction
works.
6.5 Laboratory testing of samples and provisional outcome
6.5.1 Borrow Materials
Laboratory testing of borrow pit materials were carried out at CML Dar,TANROADS
Njombe and TANROADS Morogoro – Soil laboratory.
The following laboratory tests were carried out on the samples extracted from each
borrow areas:-
 Atterberg limits (CML 1.2 & 1.3)
 Linear Shrinkage (CML 1.4 )
 Particle Size Distribution (CML 1.7)
 Moisture – Density Relationship (CML 1.9)
 CBR – Three Point Method (CML 1.11)
45
All testing was carried out in accordance with Central Materials Laboratory Testing
Manual 2000.
The analysis of laboratory test results shown scarcity of higher class materials class G60
and G80. Available materials from all investigated borrow areas comprised of Silty,
Clayey Gravel and Sand which can be classified as G45, G25, G15, G7 and G3 material
classes. Such materials are suitable for use in natural form as Upper sub grade layers,
Lower Sub grade layers and selected fill layers. From the investigated borrow areas,
there is no single borrow pit with materials of class higher than G45.
Utilization of the borrow material for sub base/ base layers raised call for Laboratory
trials on cement stabilization to confirm their suitability. According to Laboratory test
results, the materials from the borrow pits at km 0+000, offset 20km (Peluhanda
B/Area), km 46+270 (Kitulila B/Area), km 168+150 (Nkomang’ombe B/ Area and km
191+775 (Masasi B/Area) meet the requirement Class CM, C1 and C2 respectively.
Summary of laboratory test results are presented in appendix 4-2.
6.5.2 Hardstone
The hard stone Samples from these two sources were tested at Faculty of Engineering,
Highway and Transportation Laboratory (UDSM) and subjected to the following tests:-
i. Los Angeles Abrasion - LAA (Test method – CML 2.9)

ii. Aggregate Crushing Value - ACV (Test method – CML 2.6)
iii. Ten Percent Fine Value - TFV (Test method – CML 2.7)
iv. Sodium Sulphate Soundness - SSS (Test method – CML 2.10)
v. Bitumen Affinity
vi. Specific Gravity and Water Absorption (Test method - CML 2.2)
vii. Soluble Salts Content
viii. Aggregate Impact Value - AIV (Test method – CML 2.8)
Materials from quarry source were investigated and sampled for laboratory testing. In
terms of quantities those rock sources occupying big areas which are individual owned
and whereby various sizes of aggregates for construction are produced.
Table 6.8: Quarry sources results analysis

Sodium
Chainage and TFVdry TFVWet Water
Sulphate Remarks
Name of Source (KN) (KN) Absorption
Soundness
Recommended for use
15km from Itoni
in bitumen, Concrete
towards Njombe town, 174 170 0.91 1.1
and other construction
2000m LHS offset
works
11.8km from Ludewa Recommended for use
towards Mlangali, in bitumen, Concrete
315 264 0.67 1.2
1000m LHS offset and other construction
distance works
46
The full summary of laboratory test results indicating properties of the quarry sources
are shown in Appendix 4-3of the Soils and Materials Report.
6.5.3 Sand for Construction
The sand Samples from these two sources were tested at Faculty of Engineering,
Highway and Transportation Laboratory (UDSM)and weresubjected to the following
tests:-
 Particle size Distribution (CML 1.7 & 1.8)

 Organic content (BS 1377 part 3)
The summary of the locations of the Sand Source, quality and their estimated
quantities
Table 6.9: Sand deposits and Characteristics

Estimated
Chainage Plasticity Organic
Location Area Quantities Characteristics
(km) Index Content 3
(m )
Ibani sand pit,
Recommended for Concrete and
141+300 crossing the Non Plastic Nil 800,000
other construction works
road
Manda sand pit, Recommended for Concrete and
216+900 Non Plastic Nil 900,000
300m LHS other construction works
Full summary of laboratory test results for sand sources are shown in Appendix 4-4of
the Soils and Materials Report.
6.5.4 Water Sources
Six perennial sources of water were identified and samples takenand tested at the
Water Development and Management institute.
Water samples from these sources were subjected to the following tests:-
 pH value ( CML )
 Chloride content ( BS 1377 part 3 )
 Sulphate content ( BS 1377 part 3 )
The outcome of the investigation is shown on Table 5.3.3
47
Table 6.10: Summary of laboratory test results for Water samples.

Water Ph Chloride Sulphate
Location Possible Usage
Source Values Content Content
Hagafilo
Ch.10+300. 7.94 2.99mg/L 2.0mg/L Concrete and other
River
Construction works
Msigula
Ch.65+600 7.76 4.99mg/L <1mg/L Concrete and other
River
Construction works
12.99mg/
Ilolo River Ch.76+500 7.69 2.0mg/L Concrete and other
L
Construction works
Luhepela
Ch.98+300 7.60 4.0mg/L 8.0mg/L Concrete and other
River
Construction works
23.99mg/
Luana River Ch.121+500 7.55 10.0mg/L Concrete and other
L
Construction works
36.99mg/
Lake Nyasa Ch.202+600 7.75 21.0mg/L Concrete and other
L
Construction works
The content of corrosive components such as chloride and sulphate were found to be
low and the sources are acceptable for use both in concrete and other construction
works.
Full Details of investigations, test results and analysis are included in the Soils and
Materials Report.
48
7 TOPOGRAPHIC SURVEYS
7.1 PREAMBLE
The survey as described and the presentation of the information were tailored to meet
the specific requirement and involved various activities notably:-
 Reconnaissance to the existing road.
 Establishment of survey controls points for the route survey.
 Monumentation and observation of the survey controls marks using appropriate
technologies and instrumentation.
 Topographic survey along the route corridor incorporated manmade and natural
features including the topography of the corridor so as to facilitate proper design
of the road.
7.2 Surveying Technique
Land Survey Techniques was used and was verified and implemented on the site
without mobilizing a lot of external resources. The method involved GPS (Global
Positioning System) technique for primary control survey, and total station surveys for
secondary control and detailed topographic surveys. Spirit levelling was used for the
purpose of establishing bench marks. With this technique, field data can readily be
used for design purpose without much office work.
With efficient instrumentation, management and coordination of the field logistics, the
time allocated for survey work was adequate. With ground land survey techniques,
engineers appreciated the alignment geometry, soil characteristics and the geology
along the route for proper design and decision making.
7.3 Ground Control Survey
Monumentation of both primary and secondary network of survey control points was
undertaken by our survey crews. A total of 56 primary controls Thereafter the
establishment of the control survey information using Global Positioning System will
follow:-
 Establishment of road control points by GPS technology. This was done by using a
dual frequency Sokkia GNSS GPS receiver in RTK mode.
 144 GPS primary control points have been established in pair at a maximum of
three (3) kilometres along the route.
 1128Secondary control points have been established at maximum interval of
300m using Sokkia GPS and automatic level for heighting. These points were made
of concrete and iron pin dug into the ground to a depth of 40cm with surface
dimensions of 20X20cm. All the measurements are being tied to national geodetic
and height datum (UTM and National grid).
49
The control points will also be the reference benchmarks and have been described in x,
y, z. The X and Y coordinated were determined from GPS readings while the elevations
(Z) were undertaken by means of precision automatic level.
The datum points that were used as basis for the control points were obtained from
survey and mapping division (SMD) and are as follows:-
The survey was based on the datum control point located at Uwemba. The datum
control point was found intact and the data for the control point is shown below.
Figure 7.1: Datum Point used in this Project
Table 7-1: Datum Point Values

Name Northing Easting Elevation
UWB 02 8952531.689 696109.802 2142.802
All heights are based on the Benchmark UWB 02 located at Uwemba which is around
10.3 km from Itoni. The height was then transferred from UWB 02 to the project
control point ILMS 045 and from ILMS 045to other project benchmarks by spirit
leveling method in loops.
List of coordinates of primary control points is included in the Topographic Survey
Report.
50
7.4 Detailed Topographic Survey
Topographical surveying was done basing on the GPS points as well as the secondary
points. These points appear in the final digital drawings and their coordinates can be
obtained from the drawings. Instrument used for the topographical survey work was
Sokkia GNSS GPS receiver in Real Time Kinematic (RTK) technique.
One receiver was placed as a base station at one of the control point. It followed by
entering the station coordinates for base station and measuring the height of
instrument and starts the base observations. Other two receivers were taken as rover
station in which the Surveyor was to walk and pick all the details by RTK surveying
including existing road centerline and edges, permanent ground features like buildings,
electric pole and water pipelines being constructed in the road reserve, bridges and
culverts, large trees and spot heights (for DTM determination) within a 50m corridor,
i.e. 25m each side of the proposed centerline. But in drainage structures and small
streams a 50m upstream and downstream was observed at the bottom and at the top
of the river bank where as in large streams and extensive catchments a 300m
upstream and downstream was observed at the top and bottom of the river bank.
The observation format recorded was the Northing, Easting, Elevation, and their
accuracies for each observed point. Also recorded was a code of the feature being
surveyed. This feature code uniquely identifies the object been surveyed, e.g. a tree
and enables the software to process it and plot the feature with the appropriate
symbol and further simplifying data processing.
Since data recording was automatic, no field sketches of the detail surveyed was
prepared in hardcopy; however the positions of all the permanent details surveyed
including the road centerline can be obtained from the digital maps submitted.
The topographical surveying data was processed using the Trimble Business. Delivery
materials are the detailed survey report including location diagrams and a coordinate
list for the permanent points established along the route.
7.5 Mapping of Topographic Data
The topographic data obtained is now presented on maps with a scale of 1:2000 for
the following:
 Existing road, other roads, footpaths, rivers, creeks, watercourses, drains;
 Buildings:- houses of stone, mud, public buildings; including planned relocation
 Land use: cultivation, forests, etc.;
 Trees with diameter exceeding 0.5m and height exceeding 1.50m.
 Main fences/bench marks and grid lines; and
 Existing national trigonometric points and national bench marks, Consultant’s
primary and secondary trigonometric points and benchmarks with co-ordinates
and elevations.
 Contour lines
51
 Identification Point numbers (ID)

 Each feature (e.g. edge of carriageway) shall be placed on individual levels/layers.
In addition, electronic copies of the topographic data saved in M/S Excel. The data as a
minimum include data for: ID Point number, X, Y, Z.
List of Primary Controls Points is included in the report as Appendix 1 of survey report.
The Topographic Survey Report including all details is submitted as a separate report.
52
8 ROAD DESIGN ASPECTS
8.1 Geometric Design Criteria
The design standards for geometric design adopted for the project are:-
- MOW Road Geometry Design Manual of 2012
- Code of Practice for Geometric Design (Draft) published by SATTC – TU 1998
According to stipulations of chapter 2.3, 2.4 and 2.5 of the Ministry of Works Road
Geometric Design Manual (2011), the following parameters are adopted:-
 Functional Class type A(National Trunk Road)
 Design Class type 3
Therefore based on the above considerations, the dimensions of the typical cross
section in accordance with Table 2-3 of the manual are as follows:-
 Carriageway Width 7.0m

 Shoulder Width 2.0m
i. Design Class
The Design Class is selected form the basic parameters of road function, terrain type
and traffic flow. From the Design Class, the cross-section and design speed is
determined. The AADT in the design year was determined to be:-
 1,700 for Itoni - Mlangali
 1,400 for Mlangali - Ludewa and
 200 - 700 for Ludewa – Kandamija
The design class may be considered as DC 3
Road function
The Project Road consists of single national trunk road from Itoni through Ludewa to
Manda. Therefore the Functional Class type A (Trunk Road).
Terrain type
Traffic Volume
The anticipated traffic volume (AADT) on the road upon completion of construction of
upgrading of the road is considered to be 300 to 2,000 along project road.
53
ii. Design Speed.
The design speeds depend on topography, functional classification and adjacent land
use.
For design class 3 and carriageway width of 6.5m the speeds are as follows:-
Item Recommended Design Speed (kph) Minimum Design Speed(kph)

Terrain Flat to Rolling Rolling to Hilly Flat to Rolling Rolling to Hilly
Speed 100 80 80 70
In urban areas and through villages both design speed and signed speed limit will be 50
km/h in order to enforce the speed limit through the village speed humps designed for
50 km/h will be introduced at the beginning of the village and repeated for every 250
m.
iii. Sight distances
Directly related to the Design Speed is the Sight Distances, which are derived from the
drivers perception time and reaction time as well as the friction between tire and road
surface. The sight distances are used to determine the minimum curvature of the
horizontal and the vertical alignment. Tables6.1, 6.2 and 6.3of the RGDM show
recommendations of sight distances for the Stopping and the Passing.
iv. Visibility Splays
The critical situation concerning the Intersection Sight Distance is a vehicle at a stop-
controlled intersection. A driver of a stationary vehicle has to be able to see enough of
the major highway to perform the following operation.
Turn to the right, crossing the path of a vehicle approaching from the right and in
advance of a vehicle approaching from the left, where after he will accelerate to
operating speed on the major road.
The Intersection sight is dependent on the design vehicle with variations depending on
whether it is Passenger Car or Single Unit Truck or Articulated Truck.
RGDM gives recommendations and guidance on how to approach such situations and
these were taken into consideration in the design process.
The visibility splayswere checked at each junction in accordance with Figure 7-11 and
Figure 7-12 given in the Road Geometric Design Manual for approach / yield conditions
and stop conditions respectively.
54
The figures for the Sight Distance given in table below are in accordance with the
MoW Road Geometric Design Manual.
Sight Distances
Design Stopping Sight Passing Sight Reduced Passing
Speed Km/h Distance (m) Distance (m) Sight Distance
for Design (m)
100 205 670 375
80 130 540 315
60 85 407 225
50 63 345 175
v. Cross-section
A general cross-section of 6.5 m carriageway and 1.5 m shoulders shall be adopted on
the rural sections of the project road. On sections in build-up area particularly within
Uwemba, Mlangali, Ludewa and Nkomang’ombe townships with many pedestrians and
bicycles the shoulders will be widened to 2.7 m with delineators as appropriate.
vi. Design Parameters

The Design Parameters of sight distance and curvature are determined from the design
speed in order to ensure a consistent environment throughout the road.
8.2 Horizontal Alignment
a) Radii of curvature
Desirable and absolute minimum radii of horizontal curves are given below for each
relevant design speed and maximum super elevation rate (e max) The minimum radii
curves below which adverse cross-fall shall be removed and minimum radii of curve
above which transition curves are not necessary are derived from table 6-5 of RGDM.
b) Super elevation
Super elevation rate
The rates of super elevation to be applied should be based on tables 6-7 and 6-8 of
RGDM or may be calculated using the following equation:
e = V2/(314*R)
where: e = superelevation rate (fraction)
V = design speed (km/h)
R = radius of curve (m)
For calculated rates of super elevation below the rate for normal cross-section (2.5%
the super elevation rate to be applied should be equal to that of the normal cross-
section
55
Design Speed Radius Rate Gradient Width Camber Length

(km/h) R e S W e0 L
80 300 0.065 0.5 6.5 0.025 58
65 200 0.043 0.57 6.5 0.025 39
50 100 0.025 0.66 6.5 0.025 25
Superelevation run-off length
The transition length from a normal cross-section on a tangent to the fully super
elevated cross-section, called the super elevation run-off length, is directly
proportional to the total super elevation according to RGDM which is based on the
relationship:-
L = W*(e0 +e)/(2*S)
where: L = superelevation run-off (m)

W = width of carriageway (m)
S = constant relative longitudinal gradient (%)
e = superelevation of the curve (%)
e0 = normal cross-fall on the straight (%)
c) Transition Curves
The clothoid curve shall be used for transitions. The paremeters are guided under
section 6.3.8 of the RGDM whose equation of the clothoid is:-
A2 = R*L
where: A = clothoid parameter
R = radius of circular curve
The parameter “A” should be chosen in the interval:
1/3*R < A < 0.5*R
d) Curve widening
The carriageway widths should be increased on low-radius curves, and the widening
should be applied on the inside of a curve and be gradually introduced over the length
of the transition curve or the superelevation run-off length. The widening of a 6.5 m
wide carriageway is applicable to detailed design and guided under section 6.3.7 of the
RGDM.
56
8.3 Vertical Alignment
a) Vertical curvature
The required minimum length of vertical curves is given in chapter 6.4 of the RGDM
and may be derived from the table below.
Design Required length of vertical curves

Speed (km/h) Stopping Sight Passing Sight
Crest Sag
100 60*A 40*A 495*A
80 32*A 25*A 325*A
60 14*A 16*A 170*A
50 10*A 12*A 115*A
Length of vertical curves
Note: A = algebraic difference in grade in percent (%)

i.e. for A = 10% in the table should be 10.
b) Maximum Gradients
Maximum gradients are given in the table below. Minimum gradient in cut sections
shall be 0.5%.
Maximum Grades (%)

Design Speed
50 60 80 100
Flat/Rolling 5 5 4 3
Rolling / Hilly 7 6 5 4
Mountainous 9 8 7 6
Maximum gradients
c) Critical Length of grades
All length of grades should be limited to the values given in the table below for a 24
km/h reduction in speeds of trucks.
Grade Critical Length (m) Max. Sustained

(%) Speed(km/h)
2.0 850 (1100) 40
2.5 640 (850) -
3.0 520 (670) 25
3.5 410 (540) -
4.0 340 (445) 16
4.5 275 (370) -
d) Climbing lanes
Climbing lanes should be introduced in the following situations:

i. Large volume of traffic and high percentage of heavy vehicles
57
ii. The critical length is exceeded
The dimensions of climbing lanes should be:

a. Width = 3.5 m
b. Runoff at the entry = minimum 100 m
c. Runoff at the exit = minimum 100 m
The requirements for climbing lanes will be determined at detailed design stage.
8.4 Combination of horizontal and vertical curves
Poor combination of horizontal and vertical curves can create visual defects and
hazardous visibility situations.
1. To avoid misconception of the horizontal alignment in crest curves (hazardous),
the horizontal curve were made to convolute the vertical crest curve.
2. To avoid a kink in the alignment (visual defect), the horizontal curve convoluted
the vertical sag curve or have been separated.
8.5 Level of Service
The concept of Level of Service (LoS) is a qualitative measure describing operational

conditions within a traffic stream and their perception of drivers and/or passengers. A
Level of Service definition generally describes these conditions in terms of such factors
as speed and travel time, freedom to manoeuvre, traffic interruptions, comfort,
convenience and safety. Six levels are defined for each type of facility ranging from LoS
A, which is the highest level to LoS F which is the lowest and subject to instability and
total breakdown of flow. The capacity of a road is defined as the volume of traffic
associated with Level of Service E. Level of Service B is usually selected for design
purposes.
The ideal capacity (Ni) of a two-lane-two-way road is normally considered to be 2800

passenger cars per hour in both directions. Normally the ideal conditions are not met
and the capacity has to be reduced accordingly. The reduced capacity is calculated
using the equation on the following page.
Nred = NiX n x b x s x r x c
Where:
Ni = is the capacity under ideal conditions
n = is 1 for two-lane roads
b = correction factor for lane width and limitations in horizontal clearance
s = correction factor for the percentage of heavy vehicles and the rise and fall of
the road
r = correction factor for missing overtaking possibilities and directional spilt
c = correction factor for slow vehicles
The level of service will be determined at detailed design stage.

58
9 STRUCTURAL DESIGN CONCEPTS
9.1 General
The Consultant’s team comprising of the hydrologist and bridge engineer jointly visited
the project road between June 2011 and July 2013 to carry out detailed site condition
surveys of the existing cross and longitudinal drainage structures along the project
road. The objective was to collect all the information and data that is necessary to
assess their structural functionality and deficiencies and to use this information to
determine the optimum structural and hydrological solution for each structure.
The condition survey covered the following:

 Dimensions of the existing structure (width, length, number of spans, height and
associated vertical clearance and channel water depth);
 Existing types of structures (concrete, steel, timber etc.);
 Existing conditions of superstructures, substructure and bridge bearings;
 Erosion condition around piers, abutments etc;
 Guard rails, approach slabs and traffic safety conditions;
 Hydraulic capacity, highest water levels and conditions of river channel (shape,
vegetation growth, barriers etc)
In carrying out the condition survey and inventory of drainage structures the
Consultant has used the rating system as described in “Bridge Management System for
Tanzania (BMST)” to describe the condition of existing structures, in particular bridges
and box culverts. This rating system consists of descriptions of degree of damage and
the consequences of damage.
The rating system is described below:
Degree of damage:
1: No damage, or only minor damage or defect is observed, which might not require
any remedial action within the next 10 years;
2: Average or slight damage or defect that requires remedial action within 3-10 years
or where not more than 5% of the area or length is affected;
3: Major damage or defect that requires remedial action within 1-3 years or where
5% to 20% of the element is affected;
4: Critical damage or defect that requires immediate remedial action or where more
than 20% of the element is affected.
Consequence of damage
C: Damage or defect that affects carrying capacity.
T: Damage or defect that affects traffic safety.
M: Damage or defect that affects maintenance costs.
59
List of Main Symbols

Corrugated Metal Pipe Culvert - CMP
Concrete Pipe Culvert - CPC
Masonry Concrete Box Culvert - MCBC
Concrete Box Culvert - CBC
Concrete Beam with Concrete Slab - CBCS
Concrete Slab - CS
Steel Beam with Concrete Slab - SBCS
Steel Girder with Steel Deck - SGSD
Steel Truss with Concrete Slab - STCS
Steel Truss with Steel Deck - STSD
Steel Pipe - SP
Bridge Bailey - BB
9.2 Outcome of Condition Survey
Table 9.1: Summary of Condition Survey of drainage Structures for the proposed road.
Locality Structure Average Consequence of Remarks
description degree of
damage
Damage
11 Nos. Bridges 4 Affect all carrying To be Replaced

of sizes ranging capacity, traffic safety
from 1/2.4x3.25 and maintenance cost
to 1/7.2x6.1
226 Nos. CMP of 4 Affect all carrying To be Replaced
various cells and capacity, traffic safety
sizes and maintenance cost
43Nos. CPC of 3 Affect traffic safety and To be Replaced
various cells and maintenance cost
Itoni - sizes
Ludewa -
30 Nos. MCBC of 4 Affect all carrying To be Replaced
Manda
sizes ranging capacity, traffic safety
Road
from 0.7x0.7M to and maintenance cost
1.1x1.1 M
37 Nos. Timber 4 Affect all carrying To be Replaced
Culverts of span capacity, traffic safety
ranging from and maintenance cost
0.6M to 0.9M
21 Nos - Solid 4 Affect all carrying To be Replaced
drifts capacity, traffic safety
and maintenance cost
60
9.3 Design Standards,
9.3.1 Design Flood

The design flood is narrated and summarized under the hydrological studies report
bounded as a separate volume.
9.3.2 Design Loads

The Code of Practice used for the design of drainage structures is British Standard
5400, with design load for the new major drainage structures being taken in
accordance with the specifications for loads in Part 2. The highway bridge live load of
HA plus 37.50 units of HB as directed by the Ministry of Works have been used in the
design.
9.3.3 Design Calculations

Structural calculations will be prepared and submitted as a separate report at the
detailed design stage.
9.4 Type of Bridge structures - Alternative Proposals
Having visited the site and observed the nature of terrain and waterways, etc; initially
two (2) alternatives may be considered in view of the availability of materials,
technology and local expertise taking into account economic status and locally
available technical bridge construction knowledge.
The best feasible alternative options that may be adopted include SBCS (steel beams
with concrete slab) bridges or CBCS (Concrete Beam with Concrete Slab) bridge
structures.
9.4.1 Steel Composite Bridges

Much steel composite bridge construction is in existence in project roads whereby
concrete deck slab is supported on steel I-beams / girders. The option has several
advantages and disadvantages as shown here below:
 The steel composite beams have the capacity to bridge longer spans than the
reinforced concrete beams and at a lower construction cost. However this
advantage fits well in deep rivers where installation of temporary supports for
shuttering is cumbersome and expensive. Even though the project road has no
deep river almost all the existing bridges are in composite steel beams/girders.
Sometimes the steel I-beams are not easily available from the local market but
where deemed economically necessary they can be ordered at short notice given
the current market system. Fabrication can also be carried out on site under the
existing technological advancements.
 With steel composite beams minimal temporary supports / shuttering are
required during concreting of the deck slab as the soffit shutters can be supported
directly from the steel I-beams. In cases of deep river beds this option can be of
61
advantage in terms of costs for temporary supports and construction of

superstructures can be carried out at any weather condition including the rain
season without greater difficulties;
 The prefabrication of the I-Beams the main load-carrying elements of the bridge
substantially reduces the work necessary on site, resulting into less construction
period and most likely a cost saving relative with construction time;
 The initial cost of steel I-Beams or Girders is more expensive than that of the
concrete beams as the later utilizes natural occurring materials along the project
road except for reinforcement steel which is commonly locally available. The steel
I-beams have to be imported and the transportation cost from the port of entry to
the project road sites is enormous thus becoming of less advantage to concrete
beams.
 The steel I-Beams / Girders have higher maintenance cost related with regular
painting and checking of rust and replacement of bolt whenever confirmed
necessary.
 The steel I-beams / Girders require heavy cranes during the whole installation
period
9.4.2 CBCS (Concrete Beams Concrete Slabs);
CBCS (Concrete Beam Concrete Slab) are the most commonly and most recently type
of bridge adopted for trunk road highways, regional road and even other minor roads
in Tanzania. This type of bridge construction has many advantages and these include:
 The construction of concrete beams concrete deck slab incorporates the use of
locally available technology / skills and materials. The superstructure is robust
taking care of longitudinal and torsional stiffness effects within the structure while
maintaining transverse stability. The vertical loads are easily carried and the
design is easily adopted by varying member dimensions depending on the
hydrological bridge span requirements.
 The construction procedure for the bridge structure is easily adaptable;
 The CBCS utilizes the common and easily available reinforced concrete
construction materials that are readily reliable in Tanzania. The option has an
advantage of simplicity in the construction techniques, availability of local
expertise and the relevant technology, minimal need of heavy machinery such as
cranes for heavy lifts (e.g. when installing steel I-sections, etc.) make this type of
bridges more applicable in Tanzanian environment and in particular for this type
of project road.
It is worthwhile noting that there might be increased costs in terms of formwork,
temporary supports, etc. as compared to steel Girder bridges e.g. where deep river
valleys are involved. This particular project road has no deep river valleys and
therefore where applicable shuttering will not pose any disadvantageous cost
compared with SBCS.
62
9.5 Bridges Locations
Local conditions on bridge site that includes topography, river flow characteristics and
geometric characteristic of the road alignment in the vicinity of the structure have
influenced the location of each bridge.
9.5.1 Deck Geometry
It is proposed that the bridge roadway will be slightly wider than the road itself that is
a carriageway width of 7.5m and two shoulders each 1.5m wide which will be used as
pedestrian walkways and for cyclists. Therefore, the bridge deck will be 11.0m wide
between bridge barriers, and having an overall width of 12.0m inclusive of parapet
walls. This width should prove to be adequate for the future development of the road
as its classification is upgraded and will in the meantime provide an additional measure
of safety for cyclists and pedestrians, as well as drivers.
9.5.2 Superstructure Type

Cast in situ concrete beams and slabs will be considered the most appropriate design
solution and therefore be adopted by the Consultant on all new structures. This
solution may be favoured due to the local availability of appropriate construction
materials and the relative ease with which an experienced and capable Contractor can
construct such elements on site. A properly designed and constructed bridge of this
type will require less maintenance than any other type of structure and will be more
durable. Concrete Class 30 will be used in the super structural elements.
9.5.3 Substructure
The design of the foundations will be based on the results of the geotechnical
investigations that to be carried out at the bridge site during detailed design phase.
Boreholes will be drilled at each abutment and pier location; the results of these
drilling tests will be used to determine the optimum foundation requirements.
9.5.4 Materials
Reinforced concrete with compressive strength of at least 30N/mm2 and steel
reinforcement with characteristic strength of minimum of 460N/mm 2 high tensile will
be recommended. Course aggregates are proposed to be of granite stone and river
sand may be adequate as fine aggregates but all materials have to be tested to
conform to the required materials testing specification.
9.5.5 Protection works

Riverbeds at each bridge / culvert location will be protected from scouring, etc. by use
of Gabion boxes as cut-off along both the upstream and downstream and Reno
mattresses (filled with stones of the appropriate size to be determined) covered by lean
concrete shall be provided between the cut-off line of gabions. The necessary
63
geotextile materials as a filter will be provided and river training works will be designed
for implementation.
Gabion boxes and Reno mattresses covered by Class 15 concrete will be adopted at the
bridge site both upstream and downstream of the structure.
9.6 Box Culverts
The concrete box culverts various cells of varying opening sizes have been proposed
and adopted along the project road. Most of the existing small bridges less than 10m
have been replaced by box culverts in accordance with hydrological report. This is a
more cost and economic effective solution and that culverts’ openings have been
synchronized and banks protected to avoid wash out of approaches.
The concrete box culverts will be cast in situ and will be founded on an improved soil
base (with the incorporation of geotextile material) especially on areas with weak soils.
Gabion boxes will be adopted along river banks at the box culvert location in
accordance with the hydraulic report and river flow conditions.
9.7 Pipe Culverts and other Drainage Structures
The existing pipe culverts are mainly of both CMP and CPC types varying in size from
450mm diameter to 1800mm diameter. The proposed new pipe culverts will be of
concrete and for cross culverts a minimum of 900mm diameter will be adopted.
Based on the proposed vertical and horizontal road alignment, and for maintenance
and hydraulic reasons, it is resolved that all existing cross culverts are replaced by new
ones.
The proposed new pipe culverts are of concrete and for cross culverts a minimum of
900mm diameter will be adopted.
9.8 The Proposed Structures
The design peak flood flows presented from TRRL EAFM and from RFFA have been
used to size the required hydraulic structures that will safely pass the flows across the
road.
The inlet control has been the criterion for sizing the culverts under the headwater /
depth of culvert ratio > 1.2. The Manning equation has been used to size the bridges.
64
TheList of proposed Structures

Locality Structure description Remarks
Itoni - 42Nos. CBC of various cells and sizes New structures
Ludewa -
Manda 321Nos. CPC of 1/0.9 m Diameter New structures
Road
22Nos. CPC of 2/0.9 m Diameter New structures
3 Nos. CPC of 3/0.9 m Diameter New structures
1No. CPC of 3/1.2 m Diameter New structure
The details of the proposed hydraulic structuresare included in this report as Appendix
4, geotechnical investigations and structural calculations will be submitted as
separate reports during detailed design stage.
65
10 PAVEMENT DESIGN
10.1 Design Standards
The pavement design will be done in accordance with Tanzania Standards (Pavement
and Material Design Manual, MoW 1999). The general standard for the completed
road shall correspond to that of cement concrete / double surface dressing / asphalt
concrete (Tanzania Standard).
A design life (design period) of 20 years has been adopted for bitumen road category
and it is envisaged that a cement concrete road may survive for 35-40 years.
The climatic conditions, the topography and the actual observations all indicate that
subsoil proportions should be assessed at soaked condition as basis for the design.
The pavement design for this road section shall be based on minimum sub grade CBR
of 15%.
This is achieved by through provision of improved sub grade layers.
10.2 Design Traffic
The design traffic load class for Itoni – Old Ludewa roadsection is TLC 50, Old Ludewa
– Nkomang’ombe road section is TLC 20 and Nkomang’ombe– Manda road section is
TLC 10 as indicated in Chapter 3. The details of the design traffic for the pavement
design are summarized in Table 10.1.
Table 10.1: Traffic loading summary

Design
Design Traffic Traffic load Climatic Zone
Road section Period
(ESA) Class (PMDM)
(Yrs)
TLC 50 (PDM-
6
Itoni–Old Ludewa 44.60x 10 RP-ERA & 40 Wet
PMDM)
Old Ludewa –
11.20 x 106 TLC 20 (PMDM) 20 Dry/ Moderate
Nkomang’ombe
Nkomang’ombe -
3.66 x 106 TLC 10 (PMDM) 10 Dry/ Moderate
Manda
10.3 Design sub grade
10.3.1 Non problematic soil (normal soil)

The required CBR value for the pavement design is 15% (Tanzania Standards) this can
be achieved in some sections by constructing improved sub grade layers.
66
Table 10.2: Design of improved sub grade layers summarized from the sub grade CBR
design determined in soil surveys.
Sub grade classes
S15 S7 S3
Improved sub Upper layer None 150mm G15 150mm G15
grade layers to
be constructed Lower layer None None 300mm G7
Note:
 Improved sub grade layer G7 and G15 for lower and upper layer. For sections with
superior existing surface course and sub grade material meet G15 requirements;
approach to construction shall be scarification 200mm thick, mix and compact to 95%
heavy compaction. For S7 sections approach to construction shall be replacement of
S7 with superior material which meets G15 requirement, dump, spread and compact
to 95% heavy compaction. For S3 section approach to construction shall be
replacement of S3 with G7 and G15 materials quality and compact to specified
standard in PMDM chapter 5, table 5.5.
 Subgrade Design by Pavement Design Manual Volume II-Rigid Pavement-Ethiopian

Road Authority
According to laboratory test results and analysis of alignment soils, Longitudinal
Profile and method of Construction, the thickness of sub base and Capping (Improved
subgrade) layers are described in table 10.3 below.
Table 10.3: thickness of Capping and Sub base Layers (PDM V.II-RP-ERA)
Capping (improved)
Sub grade Class CBR range % Sub base layer
layers
CBR < 3% 2-4 400mm 200mm
S2 3-4 350mm 175mm
S3 5–8 250mm 150mm
S4 8 - 15 200mm 150mm
S5 15 - 30 Nil 175mm
S6 >30 Nil 175mm
From table 10.3 above, the recommended Sub grade and Sub base thickness
according to PDM-RP-ERA are as indicated in the table below.
Table 10.4: Recommended Thickness of Capping and Sub base Layers

Capping layer (Improved
Sub grade Class Sub base layer C1
Sub grade G15)
S3 (3 - 4)% 300mm 200mm
S7 (4 – 8)% 150mm 200mm
S15 (>15%) Nil 200mm
67
Therefore the Recommended thickness of Sub grade and Sub base layers are based on
the method of construction, consistence of layer thickness and Quality Control during
execution of work.
10.3.2 Treatment of expansive soil sub grade
The pavement and Materials Design Manual recommends the following treatment to
be applied on sections of expansive soil:-
a) Full removal of expansive soil

Where the finished road level is designed to be less than 2 metres above ground
level, remove the expansive soil to a minimum depth of 600 mm over the full
width of the road, or
b) Removal of expansive soil under unsurfaced area

Where the finished road level is designed to be greater than 2 metres above
ground level, remove the expansive soil to a depth of 600 mm below the ground
level under the unsurfaced area of the road structure.
Note:
i. Stockpile the excavated material on either side of the excavation for subsequent
spreading on the fill slopes so as to produce as flat a slope as possible.
ii. The excavation formed as directed in ‘a’ and ‘b’ above should be backfilled with
plastic non-expansive soil materials of G3 quality and minimum plasticity index
15% in 150mm lifts and compact to specified standard.
iii. After the excavated material has been replaced with non-expansive material in
150 mm lifts, bring the road to finished level in approved materials, with a side
slope of 1:2, and ensure that pavement criteria are complied with; the previously
stockpiled expansive soil excavated as directed should then be spread over the
slope.
10.3.3 Treatment of low strength soil sub grade.

The pavement and Materials Design Manual chapter 6 recommends the following
treatment to be applied on Low Strength soils. This is experienced from other sites
with similar conditions and construction economy.
a) Removal and replacement of a soils

Where the finished road level is designed to be less than 1m above ground level,
remove the unsuitable soil materials to a depth of 300mm over the full width of
the road, replace with G3 materials of minimum plasticity index 15% in 150mm
lifts and compact to specified standard. The minimum thickness of fill materials
shall be 1m.
Note:
After the excavated materials in subheading (a) above has been replaced with
good materials to specified standard compaction, the previously stockpiled
68
unsuitable soil materials should then be spread over the side slope of 1:6 so as to
produce a flat slop as possible.
b) Rising of the vertical alignment.

Rising of the vertical alignment to increase soil cover whereby finished road level
designed to be greater than 1m above ground level and thereby redefine the
design depth within the structure by provision of fill materials G3 with minimum
plasticity index 15% in 150mm lifts over the full width of the road and compact
to specified standard.
However during construction the contractor will have to verify the full extent of
the distance for provision of fill materials and also take into consideration the
new levels of vertical alignment and the pavement design depth.
10.4 Pavement Material
10.4.1 Construction Design Itoni – Old Ludewa Road Section (TLC 50)
Recommended Pavement Structure with Cemented Sub base for Wet climatic zones
Existing alignment consist inferior material which will require replacement with
superior material as per specified standard. Some sections contain superior properties
which meet design requirements of sub grade layer. Refer table 10.4.
Pavement Design Manual Volume II-Rigid Pavement – Ethiopian Road Authority

(PDM-RP-ERA) proposed three types of Concrete surface namely:-
 Jointed Unreinforced Concrete Pavement (JUCP) with tied shoulder.
JUCP pavements have no reinforcement. However, the longitudinal and
transverse joints are provided with dowels or tie bars depending upon the type
of joint.
The thickness of a JUCP concrete slab is determined from Figure 7.1 and
depending on the strength of the concrete. The Figure shows the thicknesses
required for concrete slabs that have effective support to the edge of the most
heavily-trafficked lane (i.e. the right lane) by means of tied shoulders. Refer
appendix 7.1 in the Soils and materials report.
 Jointed Reinforced Concrete Pavement (JRCP) with tied shoulder.

The thickness of JRCP slabs depends on the amount of reinforcement that is
used. Thus there are several alternative combinations of thickness of concrete
slab and amount of reinforcement.
In addition to the longitudinal reinforcement, JRCP pavements should be

provided with transverse reinforcement consisting of 12 mm diameter steel bars
at 600 mm spacing. The minimum thickness for JUCP and JRCP is 150 mm.
69
 Continuously Reinforced Concrete Pavement (CRCP) with tied shoulder.

CRCP pavement can better withstand severe stresses induced by differential
movements. The required thickness of CRCP concrete slab determined for a given
traffic volume in terms of ESAs.
Longitudinal reinforcement in CRCP pavements should be 0.6% of the concrete

slab cross-sectional area, and consist of 16 mm diameter deformed steel bars.
Transverse reinforcement should be provided at 600 mm spacing and consist of
12 mm diameter deformed steel bars to prevent the opening of any longitudinal
cracks which may form.
Transverse reinforcement is also required for ease of construction. In the

absence of effective shoulder support adjacent to the most heavily trafficked
lane, an additional slab thickness is required and can be determined from Figure
7.3b in the materials report.The minimum thickness of concrete for CRCP is
200mm.
Thickness of concrete pavement refer appendix 7.1 in the materials report.
Construction of new Concrete surface layer will be done according to PDM-RP-ESA as

listed below.
a) Alternative one; Jointed Unreinforced Concrete Pavement (JUCP) with tied

shoulder.
 Concrete surface Class 30.
 Sub base consisting of cement stabilized natural gravel material from approved
borrow areas.
Refer to Traffic analysis results Table 10.1

Traffic Class : TLC 50(44.60x106 ESA)
Surfacing layer : 310mm Concrete Class 30
Sub base : 200mm C1
70
b) Alternative two; Jointed Reinforced Concrete Pavement (JRCP) with tied

shoulders.
 Concrete Surface Class 30.
 Sub base consisting of cement stabilized natural gravel material from approved
borrow areas.

Surfacing layer: 240mm Concrete Class 30 + 900mm2/m
Reinforcement bars
Sub base : 200mm C1
OR

Surfacing layer : 280mm Concrete Class 30 + 500mm2/m
Reinforcement bars
Sub base : 200mm C1
c) Alternative three; Continuously Reinforced Concrete Pavement (CRCP) with tied

shoulder.
- Longitudinal reinforcement bars diameter 16mm should be 0.6% of the cross

sectional area.
- Transverse bars diameter 12mm at 600mm spacing.

Surfacing layer : 220mm Concrete Class 30
Sub base : 200mm C1
10.4.2 Alternative Construction Design Itoni - Old Ludewa Road Section (TLC 50 - PMDM)
Alternative four: Pavement Structure with Bituminous mix in the Base course for All
climatic zones
superior material as per Chapter 6 of the PMDM. Some sections contain superior
properties which meet design requirements of sub grade layer.
Construction of new pavement layers of sub base, base and surfacing layer will be
done as indicated below.
i. Asphalt Concrete with aggregate from crushed rock of a suitable hardness from
approved quarry.
71
ii. Base course consisting of Dense Bituminous Macadam

iii. Sub base consisting of cement stabilized natural gravel material from approved
borrow areas.
Refer to Traffic analysis results Table 10.1.

Surfacing layer : 50mm AC
Base course : 200mm DBM 40
Sub base : 125mm CM + 125mm CM
Improved sub grade G15 (CBR> 15%)
10.4.3 Construction Design Old Ludewa – Nkomang’ombe Road Section (TLC 20 - PMDM)
Alternative one: Pavement Structure with Granular Base for Dry/ Moderate climatic
zones
approved quarry.
ii. Base Course consisting of Crushed Rock from approved Quarry areas.
iii. Sub base consisting of Cement stabilized natural gravel materials from approved
borrow areas

Traffic Class : TLC 20 (11.2x106 ESA)
Base Course : 150mm CRR
Sub base : 150mm C2 + 150mm C1
10.4.4 Construction Design Old Ludewa – Nkomang’ombe Road Section (TLC 20 - PMDM)
Alternative two: Pavement Structure with Cemented Base for All climatic zones
72
approved quarry.
ii. Base course consisting of Cement stabilized natural gravel from approved borrow
areas.
iii. Sub base consisting of cement stabilized natural gravel material from approved
borrow areas.

Base course : 150mm C2
Sub base : 150mm C1 + 150mm C1
10.4.5 Construction Design Nkomang’ombe – Manda Road Section (TLC 10 - PMDM)

Alternative one: Pavement Structure with Granular Base for Dry/ Moderate climatic
zones
i. Double Bituminous Surface Dressing with aggregate from crushed rock of a

suitable hardness from approved quarry.
ii. Base course consisting of Crushed Rock from approved quarry source.
iii. Sub base consisting of Cement Stabilized natural gravel materials from approved
borrow areas.

Traffic Class : TLC 10 (3.66x106 ESA)
Surfacing layer : DBSD
Base course : 150mm CRR
Sub base : 200mm C1
10.4.6 Construction Design Nkomang’ombe – Manda Road Section (TLC 10)

Alternative two: Pavement Structure with Cemented Base for All climatic zones
73
done as indicated underneath.
i. Double Bituminous Surface Dressing with aggregate from crushed rock of a

suitable hardness from approved quarry.
ii. Base course consisting of Cement stabilized natural gravel material from approved
borrow areas.
iii. Sub base consisting of Cement stabilized natural gravel material from approved
borrow areas.

Traffic Class : TLC 10(3. 66x106 ESA)
Surfacing layer : DBSD
Base course : 150mm C2
Sub base : 125mm C1 + 125mm CM
74
10.5 Summary of Pavement Design
From available construction materials and moisture regime the recommended and the
alternative pavement construction are as listed in table 9.3 below.
Table 10.5: Pavement Construction

Traffic load Alternative Base
Road section Sub base Surfacing
Class Construction course
JUCP with tied
310mm Concrete Class
shoulder(PDM- 200mm C1 -
30
RP-ERA)
30 + 900mm2/m
Reinforcement bars,
16mm diameter,
200mm C1
Transverse
reinforcement of
12mm diameter @
JRCP with tied
600mm spacing
shoulder(PDM-
RP-ERA) 30 + 500mm2/m
TLC 50 Reinforcement
Itoni – Old
(44.6x106 bars16mm diameter,
Ludewa section 200mm C1
ESA) Transverse
reinforcement of
12mm diameter @
600mm spacing
30, with Longitudinal
CRCP with tied reinforcement 16mm
shoulder(PDM- 200mm C1 diameter, Transverse
RP-ERA) reinforcement of
12mm diameter @
600mm spacing
Alternative 125mm
200mm
(Granular base – CM+125mm 50mm AC
DBM 40
Table 8.7 PMDM) CM
Recommended
150mm C2 150mm
(Granular base – 50mm AC
+150mm C1 CRR
Old Ludewa – TLC 20 Table 8.4 PMDM)
Nkomang’omb (11.2X106
Alternative(Cemen
e section ESA) 150mm C1 150mm
ted base – Table 50mm AC
+150mm C1 C2
8.6 PMDM)
Recommended
150mm
(Granular base – 200mm C1 DBSD
Nkomang’omb CRR
TLC 10 Table 8.4 PMDM)
e – Manda
(3.66X106 Alternative
Section 125mm C1 + 150mm
ESA) (Cemented base – DBSD
125mm CM C2
Table 8.6 PMDM)
75
According to the studies, Traffic projection and experience of the Consultant, the
traffic class for Old Ludewa – Nkomang’ombe section is TLC 20 will not be sustained for
long due to the following:-
c) Upon improvement of the road section to Rigid pavement and production of Coal
and Irion, significant number of traffic will utilize this road section of Old Ludewa
– Nkomang’ombe through Mchuchuma - Mkiu – Itoniroad to / from the port.
d) The production of Coal and Steel is expected to start in year 2019, and the most
economical transport of Coal and Steel from mining to port is rail whereby its
investment it take up almost 15 years to operate, therefore there will be no
other option of transport excerpt road, the likely option of pavement structure to
sustain the expected traffic load is reinforced Concrete (Rigid Pavement).
e) There are other potential mineral deposits in the area including blue copper and
these once extracted will need to be transported out.
f) While there are no immediate plans by Ports Authority as for Manda Port, a
possibility still exists to construct a new port over the next 15 years or so.
From the logical framework, pavement design of Old Ludewa – Nkomang’ombe section
has been synchronized to be TLC 50 similar to Itoni – Old Ludewa road section.
10.6 Utilization of Concrete Pavement for Use in Heavy Traffic Roads in Tanzania
10.6.1 Introduction
The use of concrete pavement in Tanzania has been relatively small or almost
insignificant and this has been mainly confined to small areas with very steep gradients
and some bus bays where asphalt concrete has proved to be problematic. However
due to increase in traffic loading, axles tyres configuration and failures of asphalt
pavements there is a need to explore the possibility of using concrete for road
construction in Tanzania. It is a known fact that the railway system in Tanzania is not
presently adequate and this has contributed to the roads carrying more loads. It
should be noted that the use of concrete in road construction is not a new thing
worldwide and hence the technology and standards exist. Also in a few years time
Tanzania will be a net cement exporter after commissioning of the several cement
plants under construction. This means that all major inputs materials needed for the
construction of concrete roads will be locally available. Briefly summarised below are
the relative advantages of using concrete for road construction.
10.6.2 Advantages of Using Concrete for Road Construction
There are many advantages of using concrete for road construction and that is why it
has found wide use in many parts of the world. The uses of concrete for road
construction worldwide are as follows:-
76
10.6.2.1 Long Life of Concrete Roads
Concrete roads are constructed to last between 30 and 40 years as compared to

asphalt concrete roads which last for about 20 years and with repeated overlays every
5 - 7 years.
10.6.2.2 Savings in Overall Cost and Repairs Due To Long Life
During this long service life concrete roads do not need costly repairs as compared
with asphalt concrete roads. Over the period of twenty years only an asphalt concrete
road would need a minimum of three costly overlays.
10.6.2.3 Materials Used for Concrete Road Construction are more environmentally
friendly
Materials used in the manufacturing of concrete for road works are mainly cement,
aggregate sand and water. Cement production mostly rely on limestone which occurs
naturally and is abundant. This means all materials used for concrete road construction
are natural and therefore environment friendly. Asphalt is a by-product in the
production of petrol and diesel (Known sources of pollution in their production and
use) and in the course of melting it to make asphalt concrete a lot of greenhouse gases
are produced. These greenhouse gases are responsible for global warming which is not
good for our planet.
10.6.2.4 Savings in Fuel Used by Vehicles Driving on Concrete Roads
Studies conducted on fuel consumption for vehicles running on concrete roads have
established that vehicles running over a concrete roads use less fuel as compared to
the same vehicles running over an asphalt road. This saving in fuel consumption is due
to the fact that a concrete road (rigid pavement) does not get deflected under the
wheels of loaded trucks as is the case for asphalt roads (flexible pavement). This saving
has been established to be between 15-20% and is quite significant.
10.6.2.5 Savings on Use of Scarce Resources
The construction of concrete roads rely on the use of mostly naturally occurring
materials and these are abundant while asphalt for asphalt concrete is produced from
fossil fuels which is a dwindling resource as well as dependence to foreign currency for
importation.
10.6.2.6 Concrete Roads Are Resistant To Automobile Fuel Spillage and Extreme Weather
Concrete roads are not affected by automobile fuel spillages (oil) because the concrete
cannot be damaged by these oils. Asphalt roads are very sensitive to oil spillages.
77
10.6.2.7 Concrete Roads Can Carry Heavier Wheel Loadsthan Asphalt Roads
The use concrete road is prompted by among other reasons the need to provide a
pavement that can carry higher traffic loads where asphalt roads have proved to be
inadequate. The advantage is more pronounced when considering a new situation of
super single tyres in axles which lead to premature asphalt concrete paved roads.
10.6.3 Costs Comparison
10.6.3.1 Cost per unit length
Overall initial costs for the construction of concrete roads are slightly higher than those
for the construction of asphalt roads and this is why concrete roads are not widely
constructed in many third world countries. Given here below is a comparison of cost
estimates for the construction of concrete roads and asphalt roads Tanzania in US
Dollars. Given costs are per kilometre of road constructed. In this case the concrete
roads are more costly by about 17% but experience in other countries give a range of
20-25%.
Table 10.6: Pavement type and Coast
Pavement Type
Remarks
Concrete Pavement Asphalt Concrete (AC)
US $ 950,000 US $ 810,000 Cost per Kilometre
10.6.3.2 Cycle Cost of asphalt concrete overlay
Asphalt Concrete road have to receive overlays (conservatively) every 5 - 7 years. The
operation involves milling; limited repairs in there are no failures and thereafter a
minimum of 50mm overlay.
The minimum cost of 50mm overlay for a kilometre long road is calculated at US$
350,000 which includes milling including disposal or recycling, and laying costs. Road
marking costs are not included since they are applicable to either alternative.
Table 10.7: Coast per Kilometre
Pavement Type
Concrete Pavement Asphalt Concrete (AC) Remarks
US $ 950,000 US $ 810,000 Initial Cost per Kilometre

Overlay costs for 3 terms
US $ 00 US $ 900,000 (20 years)
US $ 950,000 US $1,710,000 Total costs over 20 years
78
The circle time costs have been estimated over a 20-year period which is a design life
for asphalt concrete road. In essence the cement concrete road is designed for 40
years and it is therefore considered to be more beneficial to the Employer. The other
maintenance costs for off carriageways items are assumed to be similar for both
options and thus have not been elaborated.
10.6.4 Conclusion
The use of concrete roads in Tanzania where it is established that the traffic loading is
beyond the level that can be carried by asphalt concrete is unavoidable. It is important
to start preparing or adopting the required standards so that the implementation of
concrete roads can be encouraged to take advantage of abundant cement in the
country and extensive loading by truck traffic. It is advisable to start using this road
construction technique for heavy traffic roads so that the nation can take full economic
advantage of this existing technology. Considering the repeated circle time costs
associated only with overlaying, the cement concrete option is a more cost effective
solution in situation whereby the mode of transportation of cargo is road vehicles.
From the summary of pavement design, the recommended Pavement structures for
the entire road section summaries below in table 10.8.
Table 10.8: Recommended Pavement Structure
Traffic load Alternative Sub Base

Road section Surfacing
Class/ ESA Construction base course
240mm Concrete
Class 30 +
Itoni – 900mm2/m
TLC 50
Nkomang’omb Recommended 200mm Reinforcement bars
(44.6X106 -
e section (PDM-RP-ERA) C1 and Transverse
ESA) reinforcement of
164.9km
12mm diameter @
600mm spacing
Nkomang’omb Recommended
e – Manda TLC 10 (Granular base – 200mm 150mm
DBSD
Section (3.66X106 Table 8.4 C1 CRR
38.7km ESA ) PMDM )
79
APPENDIX 3.1: FIELD RECORD OF TRAFFIC COUNTS
Station: Itoni Junction
Station: Lusitu
Station: Mkiu Junction

Station: North Magereza
Station: Ludewa Town
Station: Ngalawale
Station: North Kandamija
Station: Manda Centre

APPENDIX 3.2: HOURLY TRAFFIC VARIATIONS CP No.15
APPENDIX 3.3: Vehicle Origin - Destination Matrix
Distribution of Vehicle Origins
240 220
220
200
180
160
NO.OF VEHICLES
140 124
120
100 86
80
60 41
36 36
40 22
18 15
20 10 11
0
VEHICLE ORIGIN
Distribution of Vehicle Destinations
200 191
180
160
140
120 107
101
100
NO.OF VEHICLES
80
60 44
34 35
40
22 17
15 16 13 11 12
20
0
VEHICLE DESTINATION

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THE UNITED REPUBLIC OF TANZANIA

MINISTRY OF WORKS, TRANSPORT & COMMUNICATION

FEASIBILITY STUDY ENVIRONMENTAL AND SOCIAL IMPACT

FINAL DESIGN REPORT

CROWN TECH-CONSULT LTD

CTC Consulting Engineers, Surveyors & Project Managers,

5.3.1 Catchments and their Characteristics ......................................................................................................... 29

9.3 Design Standards, ....................................................................................................................................... 61

Appendix 3.1- Field Record of Traffic Counts

Abbreviation Meaning of Abbreviation

α Scale Parameter of a Distribution

GOT Government of the United Republic of Tanzania

GPS Global Positioning System

ITCZ Inter-Tropical Convergence Zone

Abbreviation Meaning of Abbreviation

m2 or sq. m Square meter

XT Statistic of Return Period T years

Ch. Chainage or Kilometrage of the road

Tshs Tanzania Shillings

FEASIBILITY STUDY, DETAILED ENGINEERING DESIGN AND PREPARATION OF

1.1. General information

Following successful contract negotiations, Contract No TRD/HQ/1017/2013/14 was

1.2 Project Appreciation

Project road traversing through Project road traversing through

Typical Sharp Horizontal Curve Steep Slope as the road

1.2.3. Drainage Structures

Single Lane Bridge Single Lane Bridge

Concrete strips at slippery sections

1.3 Scope of Consultancy Services

The services are carried out in two phases namely:

1.4 General Situation of Natural Construction Materials

Borrow pit along Mlangali-Ludewa Borrow pit at Uwema-Ludewa

Ulayasi river, potential source of Potential source of construction

1.5 Physical Features and Climate

1.5.1. Physical features

1.5.2. Vegetation and Land Use

Eucalyptus trees Tea plantation

Figure 2.2: Annual Average Rainfall in the Study Area

Source: TMA, Weather.com

Table 2.2: Temperature Range in the Study Area

Maximum Air Temperature 23.0 0C – 31.0 0C

Minimum Air Temperature 06.0 0C – 18.0 0C

Mean Air Temperature 19.5 0C – 24.5 0C

2. RECONNAISSANCE AND ROUTE INVESTIGATION

2.1 Mobilization for the Assignment

- Mobilization of key profession staff and labour;

2.1.2 Collection of Documents

Prior to commencement of field activities as much available relevant data and

 Social Economic Profiles for Njombe and Ruvuma Regions

The following resources were mobilized for the assignment

 Professional Staff  Equipment

 Particular attention was given to a number of people residing or doing business

2.2 Route Investigations

2.2.1 General Overview

Socio-economic issues such as disruption to human habitats and services to established

The trade-offs for route location as construed by the consultant included:-

 Longer lengths of alignment (greater curvature) in hilly and mountainous terrain to

2.2.2 Specifics of the project