GEOMETRIC DESIGN REPORT

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Table Contents

1 - INTRODUCTION............................................................................................................................................. 6
1.2.2 - Project Objectives and Scope of Works.......................................................................................7
1.2.3 - Project Area Climate, Topography and Soils.............................................................................7
2 - ANALYSIS OF EXISTING ROAD.............................................................................................................7
2.1 - Analysis of existing Horizontal Alignment....................................................................................7
2.1.2 - Analysis of Existing Vertical Geometry.......................................................................................8
2.1.3 - Analysis of Existing Road Cross Sections....................................................................................8
3 - DESIGN STANDARDS..................................................................................................................................8
3.1 - Design Manuals......................................................................................................................................... 8
3.3 - Terrain Classification.............................................................................................................................. 8
3.4 - Design Vehicle.......................................................................................................................................... 8
3.5 - Design Speed.............................................................................................................................................. 9
3.6 - Cross Section............................................................................................................................................. 9
3.7 - Horizontal Alignment.............................................................................................................................. 9
3.8 - Vertical Alignment................................................................................................................................. 11
3.9 - Side Slopes and back Slopes................................................................................................................ 12
4 - GEOMETRIC DESIGN OF EXTENSION OF THE --------------------------ROAD.......................13
4.1 - Horizontal Alignment............................................................................................................................ 13
4.1.1 - -----------------------------ROAD......................................................................................................13
4.2 - Vertical Alignment................................................................................................................................. 13
4.2.1 - Lweza – Lutembe Overpass Approach Extension..................................................................13
4.3 - Geometric Design Departures............................................................................................................. 14
4.4 - Drainage and Side slopes.....................................................................................................................14
4.7.2 - Road markings.................................................................................................................................16
4.7.3 - Traffic Signs..................................................................................................................................... 16
4.7.4 - Road studs......................................................................................................................................... 17
5 - CHALLENGES AND CONCLUSION................................................................................................................... 17
List of figures
Figure 1 location map for extension works...................................................................................................................................7
Figure 2: Location plan for Lweza-Lutembe Overpass and approach to be extended on the general project map.....................7
Figure 3: Existing Lweza - Lutembe Junctions.............................................................................................................................8
Figure 4: Proposed layout For Lweza - Lutembe Overpass and extension works.......................................................................9

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Figure 5: Typical Cross Section for the overpass (approach extension)....................................................................................11
Figure 6: stone masonry lined covered drain..............................................................................................................................16
Figure 10: Dividing Centrelines...................................................................................................................................................17
Figure 11: Edge lines..................................................................................................................................................................17
Figure 12: Typical Road stud detail............................................................................................................................................18

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List of tables
Table 1: Desirable Level of Service table...................................................................................................5
Table 2: Dimensions for the design vehicle................................................................................................5
Table 3: Schedule of Design Speed............................................................................................................5
Table 4: Cross-Sectional Elements.............................................................................................................6
Table 5: Horizontal Alignment Parameters.................................................................................................7
Table 6: Vertical Alignment Parameters.....................................................................................................8
Table 7: Fill Embankment Classification....................................................................................................8
Table 8: Horizontal curves with a radius for Lweza-Lutembe extension...................................................9
Table 9: Vertical geometry parameters for Lweza-Lutembe extension......................................................9
Table 10: Drain types and Use....................................................................................................................9

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1 – INTRODUCTION (Make a brief introduction about the road)

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1.2.2 - Project Objectives and Scope of Works
The objective of this design is to connect the users to other road networks

1.2.3 - Project Area Climate, Topography and Soils

The road area traverses rolling terrain and it cuts across the topography acting like a break-line. The
soils in the area consist of deeply weathered soils and red soils. The rainfall precipitation averages
between 1,250mm to 1,410mm annually and temperature ranges between 25°C and 29°C

2 - ANALYSIS OF EXISTING ROAD

2.1 - Analysis of existing Horizontal Alignment

The road section is composed of buildings mostly for residential purposes. There are no clearly
delineated shoulders and side drains on the sections and some areas are encroached by fences and
boundary walls.
This existing horizontal alignment consists of concurrent curves, which are mostly 200m in radius.
Hence, the existing road conforms to a 50km/h design speed.

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2.1.2 - Analysis of Existing Vertical Geometry
The existing vertical alignment is relatively flat with an average gradient of 4% sloping gently
southwards. The altitude drops by 13m from the start elevation of 1163.653m at km 0+334 to
1151.630m at km0+000.The existing profile is rugged consisting of irregular undulations, which are
not consistent with any design speed.

2.1.3 - Analysis of Existing Road Cross Sections

The existing road is of gravel standard capable of accommodating 1-way traffic. There are no clearly
delineated shoulders and the average width of the existing cross-section of 5m. Most sections have
earth side drains, some sections which are of high gradient are stone pitched and some sections have
no side drains. The road surface is gravel standards and slightly cambered for surface drainage.

3 - DESIGN STANDARDS

3.1 - Design Manuals

The design standards used in the design of the road are derived from various highway geometric
standards, which include Uganda Road Design Manual volume 1: Geometric Design (MoWT, 2010).
The design has been implemented using Civil 3D software for geometric design.
The design base statement expounds more on the standards adopted, which will be
summarized below.

3.3 - Terrain Classification

The overpasses mainly traverse through rolling terrain and thus relates to a desirable
level of service B.
Table 1: Desirable Level of Service table

Source: URDM Vol 1 2010

and AASHTO

3.4 - Design Vehicle

For the design of this road, the design vehicle adopted is the DV5 semi-trailer combination with a
wheelbase of
12.8m and a turning radius of 13.7m and the same vehicle has been adopted for the extension.

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Table 2: Dimensions for the design vehicle
Source: URDM
Vol 1
Overhang

Wheelbase
Overall (m) (m)

(m)
Design Vehicle Symbol Minimum design Minimum inside

Length
Height
width

Front

Rear
type turning radius (m) radius (m)

4 x 4 passenger DV-1 1.3 2.1 5.8 0.9 1.5 3.4 7.3 4.2
Single car
unit truck DV-2 4.1 2.6 9.1 1.2 1.8 6.1 12.8 8.5
Single unit bus DV-3 4.1 2.6 12.1 2.1 2.4 7.6 12.8 7.4
Semitrailer 6.1 &
combination large DV-4 4.1 2.6 16.7 0.9 0.6 9.1 13.7 5.8
Interstate
Semitrailer
6.1 &
DV-5 4.1 2.6 21.0 1.2 0.9 12.8 13.7 2.9

3.5 - Design Speed

The design speed governs other design parameters including sight distances, minimum curve
radius, side friction, superelevation and gradients. The design speed for the previously designed
section of the road has been adopted for this design as shown in the table below.
Table 3: Schedule of Design Speed

SECTION DESIGN SPEED km/h

Road section 50

3.6 - Cross Section

The table below summarizes the cross-sectional elements selected and adopted for the road section.
Table 4: Cross-Sectional Elements
Road type Design Characteristic Unit Adopted Design Parameter

Class A road Carriageway width m 7.0 (2 lanes of 3.5m width)

Carriageway cross fall % 2.5%
Shoulder width m 2No. x 1.0
Shoulders cross fall % 2.5%
Right of way m 15

3.7 - Horizontal Alignment

Table 3-5 lists the design parameters that govern the horizontal geometrical design.
The minimum curve radius relates to the maximum value of superelevation and maximum side
friction through the expression below:

Where; Rmin is minimum radius (m)

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emax is maximum superelevation (%)
fmax is side friction
V is design speed (km/h)
Transition curves introduce the centripetal force gradually from the straight to the curve as they have a
constantly changing radius from infinity to the actual radius of the circular curve. All curves whose
radius satisfies the criteria below have a clothoid transition curve. The length of the transition is equal
to the length of the superelevation runoff
𝑅< 𝑉3
432
The maximum length of tangents is limited to 4km to reduce
headlight glare and control operating speed on the road.
Nevertheless, tangent sections provide passing opportunities for
road users.

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Table 5: Horizontal Alignment Parameters

Design Element Design Characteristic Unit Adopted Design Parameter

Lweza-Lutembe overpass Approach extension

Horizontal Alignment Desirable Minimum Stopping m 60
Elements Sight
Desirable Minimum Passing Sight
m 345
distance
Maximum Superelevation emax % 4
Minimum Horizontal curvature m 100
(radius) Clothoid
Transition curves m Applied when R<V3/432
Climbing lanes m No
The maximum length of a tangent m 4,000

Design Element Design Characteristic Unit Adopted Design Parameter

Side friction factor 0.16

The maximum superelevation rate emax is dependent on various factors including adjacent land use,
climate, ease of construction, frequency of slow-moving vehicles and speed. Higher rates of
superelevation are undesirable on high volume roads and in urban and suburban areas where vehicle
speeds are low due to either traffic or other conditions. Taking into account design speeds, comfort,
aesthetics, stability of high vehicles, drainage, safety and terrain; the emax value is 4.0% as the project
road is in an urban setting. The shoulder treatment of superelevation is the same as that of the main
carriageway to simplify initial construction and future widening.

3.8 - Vertical Alignment

The vertical profile is a reference line by which the elevation of the pavement and is used in the
establishment of other road features. The development of a road profile takes into account the
topography, road class, and horizontal alignment, sight distance, and drainage, heavy vehicle operating
characteristics, aesthetics, land acquisitions and construction costs.
The vertical geometry of the existing road requires significant improvement to upgrade the existing
road to paved road standards. Some of the gradients are steeper than the stipulated 7.5% maximum
grade for rolling terrain. In addition, most of the existing vertical curves have inadequate sight
distances.
Vertical geometry consists of series of intersecting straights interconnected by parabolic vertical
curves of which sight distances and gradient, of which vehicle performance and level of service are
related, governs.
The maximum gradient affects vehicle performance depending on the severity and length of the
gradient, level and composition of traffic and the frequency of overtaking opportunities on the
gradient.
The design objective of vertical curves is to provide an aesthetically pleasing parabolic curve and to
provide safe and comfortable travel and adequate drainage. The parabolic curves must provide
adequate sight distances based on allowable minimum K values. K values are computed as the length
of the vertical curve divided by the algebraic difference of the entry and exit grades:
𝐾=𝐿
𝐴
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Where L is the minimum length of a curve (m) and A is the algebraic difference (%).
To avoid hidden dip profiles (kinks) on the profile, avoid short vertical curves. For this reason, in case
the algebraic difference in grades is less than 0.5%, the minimum curve length is for purely aesthetic
reasons.
The minimum length for crest curves ensures sufficient sight distance during daylight conditions,
whilst the minimum length for sag ensure sufficient headlight sight distance. Where the road section
is a fully lighted continuous section where it is impractical to provide for headlight stopping sight
distance, then the sag curve length is for meeting the comfort criteria as per the MoWT design manual.
To ensure that the line of the road appears to flow smoothly to the driver to avoid creating hazards,
the horizontal and vertical curves have to be harmonised such that the finished road is safe,
economical and appealing. This coordination is more important with small radius curves and mostly
sag curves. A proper balance of curvature and grades is making the points of intersections for both
vertical and horizontal curves coincidental.
The table below summarises the Employer’s requirement for minimum standards in
designing vertical profiles.
Table 6: Vertical Alignment Parameters
Design Element Design Characteristic Unit Adopted Design Parameter

Lweza-Lutembe overpass Approach extension

Vertical Alignment Max Grade (Desirable) % 6
Elements Max Grade (Absolute) % 8
Minimum Grade % 0.30
Minimum Crest K Value Kmin 9
(Stopping)
Minimum Crest K Value (Passing) Kmin 126
Minimum Sag K Value (Stopping) Kmin 11
Minimum Vertical Clearance m 6.0
Desirable Maximum Length of m 350
Gradient
Minimum Gradient for curbed % 0.5
road and
cut cross-section areas
Minimum gradient for the % 0
uncurbed road at embankment
areas
Min height of embankment above m 1.0
flood
level
3.9 - Side Slopes and back Slopes
The selection of a side slope and back slope is dependent on safety considerations, height of cut or fill,
and economic considerations. Side-slopes shall be designed to ensure the stability of the roadway and
to provide a reasonable opportunity for the recovery of an out-of-control vehicle.
Fill embankment slopes are classified as recoverable, non-recoverable or critical. These classifications
are shown in the table below. Whenever a critical slope, which is an unsafe fill slope, becomes
unavoidable, there should be a provision of a safety barrier.
The back slopes in cut sections depend upon the stability of natural slopes, type of material, erosion
control, right of way conditions, and height of cut, construction and maintenance cost, design standard
of the road.
The side slopes have a fixed width of 1.0m and a variable slope which depends on the fill or cut of the
section. Because of the generally low profile of the road, there are few high fills or cuts and therefore
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most side slopes are in the range of
1V:4H to
1V:1.5H.
However, for this particular design, we adopted side slopes of 1.0V:1.0H due to ROW Constraints in
the sense that during the technical meeting held on 21/03/2023 between the contractor design team, the
Engineers team and Makindye Municipal council Engineer at Makindye Municipal council offices, it
was confirmed that the ROW is 15m which the community has consented and they are willing to give
it out freely without compensation. Therefore our design is generally based on the available space.

4 - GEOMETRIC DESIGN OF EXTENSION OF THE --------------------------ROAD

4.1 - Horizontal Alignment

4.1.1 - -----------------------------ROAD
The design speed for the road was 50km/hr with a minimum radius of 100m for emax of 4% and the
same parameters have been adopted for the design
Table 7: Horizontal curves with a radius for the road

Start Station End Station Length Radius A

Lweza Lutembe Overpass Extension
0+009.00m 0+0022.21.70m 12.53m 21.34m
0+053.68m 0+062.54m 8.8m 200m
0+074.86 0+101.21 26.35m 200m

4.2 - Vertical Alignment

4.2.1 - Lweza – Lutembe Overpass Approach Extension

Table 11 lists vertical geometry parameters for the road.
Table 8: Vertical geometry parameters for the road

PVI Station Grade Out Curve Length

0 0+000.00 4.38%
1 0+031.13 7.68% 59.155m
Vertical Curve Information:(sag curve)
PVC Station: 0+001.56 Elevation: 1,176.378m
PVI Station: 0+031.13 Elevation: 1,177.674m
PVT Station: 0+060.71 Elevation: 1,179.945m
Low Point: 0+001.56 Elevation: 1,176.378m
Grade in: 4.38% Grade out: 7.68%
Change: 3.30% K: 17.95187576
Curve Length: 59.155m
Headlight Distance: 191.950m
2 0+100.51 4.92% 72.294m
Vertical Curve Information:(crest curve)
PVC Station: 0+064.37 Elevation: 1,180.225m
PVI Station: 0+100.5 Elevation: 1,183.000m
1
PVT Station: 0+136.66 Elevation: 1,184.779m
High Point: 0+136.66 Elevation: 1,184.779m
Grade in: 7.68% Grade out: 4.92%
Change: 2.75% K: 26.25187757
Curve Length: 72.294m
Passing Distance: 597.673m Stopping 277.472m
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 Distance:

4.3 - Geometric Design Departures

The design of the approach extension was to 50km/h design speed standards as per the employer’s
requirements.
Therefore, there was no departures from design standards.

4.4 - Drainage and Side slopes

The selection of the type of a lined drain was based on the report for the hydrology design of
Munyonyo spur where we recommended the Stone pitched U-channel for all link roads and service
roads and side slope of 1:1 was generally based on the ROW constraints. The details of the drain to be
used is shown below;-
Table 9: Drain types and Use
S/O Drain Type Use
To be applied on the LHS because of the terrain of the
project. It will receive the run off from the carriage way to
01 Trapezoidal Stone Pitched Drain
the low points. It was also selected for the purpose of design
optimization.
To be applied on the RHS to receive the run off from the
catchment areas and transfer to the lowest points and it was
02 Stone Pitched Open U- Channel.
also as results of design optimization.

03 Stone Pitched Covered U- To be applied on the access road crossings.

Channel.

Below are the details of the side drains;-

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Figure 1: stone masonry lined covered drain.

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4.7.2 - Road markings
Road markings delineate the pavement edges and the centreline of the road, they also provide
information for safe manoeuvrability for the drivers by specifying which sections to overtake or not
and demarcating major junctions’ areas. Road markings are also used to demarcate areas for
pedestrian crossings.
The marking is of thermoplastic paint to improve their
visibility at night.

Figure 2: Dividing Centrelines.

Figure 3: Edge lines

4.7.3 - Traffic Signs

Traffic signs provide essential information to drivers regarding the safe operation on the road.
They supplement the geometric layout of the road by warning, informing and controlling drivers.
There are three main categories:
• Regulatory signs: - indicate legal requirements of traffic movement
• Warning signs: - indicate hazardous conditions on the road
• Informatory signs: - transmit information to the drivers
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The materials used in road signs are retro-reflective to improve night-time visibility. Placement of
the road signs should maintain a minimum lateral clearance of 600mm.

4.7.4 - Road studs

Road studs provide good optical guidance to road users at night and therefore are made with
reflectors on the sides.

Figure 4: Typical Road stud detail.

5 - CHALLENGES AND CONCLUSION

The project road is situated in an urban area that is built-up and thus had a major challenge of Right of
Way. The challenge also restricted the provision of roadside amenities such as parking spaces,
walkways and bus bays.
In conclusion, the design of the road was principally based on maintaining the existing geometry as
much as possible and provision of adequate drainage solutions to the new road while utilizing the
available corridor.

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APPENDICES (Plan profile and cross section)

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