‫بسم اهلل الرحمن الرحيم‬

University of Khartoum ‫جامعة الخرطوم‬

Faculty of Engineering ‫كلية الهندسة‬
Civil Engineering Department ‫قسم الهندسة المدنية‬
P. O. Box 321, P. Code 11111, 123 ‫ص ب‬
Khartoum, Sudan
‫خرطوم – سودان‬
775177Tel. 0249-11-
E-mail: ceuk@sudanet.net 773177 :‫تلفون‬

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1. Introduction
The United Nations (UN), represented by the Procurement Division, intends to
upgrade supply routes in Abyei Administrative area, Sudan-South Sudan Borders.
The proposed routes to be developed are connecting Diffra Camp, Todach, Doukra,
Banton, Athony and Agok Camp. The total length of these routes is almost 100
kilometers. The Projects are funded by The United Nations (UN).
Our technical team visited the proposed route sites in order to acquaint his
team with the actual sites conditions, regarding the project size, general soil
conditions and existing infrastructure of utility services and roads.

2. Scope of Work
The Project calls for the provision of Contractors to design and construct the
existing routes consist of elevated dirt roads with 10 – 12 cm of compacted topsoil
(Marrum or Laterite) that may require regarding and compaction in some areas and a
layer of chip sealcoat – bituminous stabilizer with stone aggregate is required to be
constructed. Contractors were asked to complete the investigation reports for
Geotechnical and Survey works. According to the Contract, the Contractors are
required to prepare and submit, to the Client, the following documents for Review,
Revision and Approval:
- Design report for project proposed routes.
- Detailed Implementation – Time Program.

3. Technical Approach
Our approach to this Project is based on dividing the task into two sequential
phases, Phases I & II. The approach, to be used for each phase, will now be presented
in some detail hereinafter.

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3.1 Design and Study (Phase I )
In this stage the Design and Construction Documents will be prepared,
covering the following items for the project: -
- Site investigation
- Geometric design
- Pavement design
- Survey Work
During this phase, frequent meetings will be held with the Client for review
and discussions. The activities will cover the Project as follows: -

3.1.1 Site Investigation

The site investigation will include the following:
- Field work will comprise of excavating pit-holes for the natural subgrade beside
the roadway alignment and inspection of the existing pavement layer.
- Material survey of the locally occurring construction materials to indicate their
quality, locations and to estimate the quantities available at each site. Accordingly
quarries will be evaluated at certain locations in the road site.
- Laboratory tests will be carried out on representative samples taken from the
pitholes and quarries.
1. Field Work
a) Excavating Pits

The field investigation will start with excavating pit-holes in the area of the
roads sites. The pit-holes generally will be excavated at intervals not more than 10
kilometer length beside the roadway to cover most of the natural subgrade areas. For
the locally occurring construction materials some borrow pits will be excavated in the
quarries locations in the area under study. The locations of these quarries will be
decided after the site investigation. The pit-holes and borrow pits will be excavated to
a depth not less than 1.5 m and each pit of one meter by one meter cross sectional
area.

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 Disturbed soils samples will be taken from these pits to represent the roads'
subgrade soils and the local construction materials to be used. These soil samples
were kept in plastic bags, labeled and transported to the Laboratory for visual
inspection and testing.
b) Visual Inspection

Our technical team will visit the routes of the project and carry out visual
inspection for the existing roads conditions. The Based on this visual inspection, the
existing embankment layer to record the damaged portions of the roads. Many and
sever distresses appeared on the topsoil such as potholes, cracks, depressions and
some damages will be inspected. The measured distresses will be repaired prior to
construction of the surface layer.
2. Laboratory Testing
The Laboratory investigation is comprised of performing some tests on
subgrade soil samples that are taken from the roads sites and the quarries materials.
The testing procedures will be followed are in general conformance with those
recommended in BS 1377 and ASTM. The laboratory tests will be performed
included the following:-
 Primary tests for subgrade soils and aggregates such as Atterberg Limits, grain
size analysis, specific gravity and water absorption.
 .Strength tests for soils and aggregates including compaction tests, soaked
CBR test and Los Angles abrasion test.
 For aggregates shape and texture flakiness and elongation tests will performed.
 For bitumen, penetration, ductility, viscosity, specific gravity, etc. will be
carried out.

3.1.2 Geometric Design

Geometric design is the process whereby the layout of the road in the terrain is
designed to meet the needs of the road users. The principal geometric features are the
road cross-section and horizontal and vertical alignment. The use of geometric design
standards fulfills three inter-related objectives. Firstly, standards are intended to
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provide minimum levels of safety and comfort for drivers by the provision of
adequate sight distances, coefficients of friction and road space for vehicle
maneuvers; secondly, they provide the framework for economic design; and, thirdly,
they ensure a consistency of alignment. The design standards adopted must take into
account the environmental road conditions, traffic characteristics, and driver
behavior.
Based on traffic, axle load, and according to standard requirements the design
engineer will fed the data into the design software (Land Desk top 2009) to select the
suitable design elements those comply with design speed of 100 km/h. The check will
be automatically based on AASHTO 2001 Geometric Design Policy after the
assignment of some design elements.
Generally the design criteria considered during design and realignment of the
road will be:
 Right of way and Road way features.
 Vehicular characteristics.
 Traffic pattern.
 Number of lanes, widths and shoulder type and width.
 Design speed.
 Maximum and minimum grade.
 Maximum superelevation.
 Sight distances
 Vertical and horizontal curves characteristics.
 Normal crown of surface

3.1.3 Pavement Design

The pavement design process will be through the following steps:

 Estimation of Equivalent Standard Ale Loads (ESAL).
 Determination of design subgrade strength value (CBR).
 Interpolation of data and different studies and revision of the determined
thickness of pavement layers from economical point of view.
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 For the existing road based on the results of material survey, axle load and
traffic studies and pavement thickness evaluation the current conditions of the
existing layer will be assessed.

3.1.4 Survey Works

1- The installation of bench marks: Benchmark will be installed as one

benchmark at every 10km.
2- The Reduced level of benchmarks
3- Reading cross section/levels of the existing road and offset levels:
Using the established Benchmarks as a reference the following observations
will be carried out using GPS Real Time observation techniques:
Cross – Sections /levels of the existing road and offsets levels along the ground
will be observed at 50m. intervals and at abrupt changes of the ground along
the entire length of the road and locations of realignment.
The cross sections will include existing road; The center line of the existing
road will be read (X,Y,Z) every 50 m. using GPS Real Time observation
techniques.
4- Detailed Surveys:
A detailed survey will be also carried out to obtain the coordinates and
dimensions of the existing utilities and land uses in the road area using GPS
Real Time techniques.

3.2 Construction Work (Phase II)

Based on the results of the design and studies carried out in Phase I, the
detailed construction will be carried out as outlined below:-
- Cleaning, grubbing and stripping top soil.
- Repairing of the surface distresses
- Preparing the roads surface for asphalt layer
- Surface dressing construction

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3.2.1 Clearing, Grubbing and Stripping of Topsoil
Prior to start any construction, topsoil repair and surface construction,
clearing and grubbing and stripping of the topsoil may be required.
Clearing shall consist of the removal from the portions of the road falling on
the existing road surface all trees, bushes, and other vegetation, rubble and all other
objectionable material resulting from the clearing and grubbing. In the roadway, all
stumps and roots shall be removed over their full depth and the cavities be backfilled
and compacted to the density of the surrounding ground.

3.2.2 Cut and Borrow

When excavating cuts, proper care shall be exercised not to loosen any
material outside the specified cut line, whether by ripping, blasting or other means,
thereby endangering the structural stability of the slopes or subsequently causing
undue erosion or disintegration of the batters. This would normally entail modifying
the methods of excavating when working in the vicinity of the final cut surface.
Care shall also be exercised not to undercut any slopes and proper control
shall be exercised at all times by regular survey checking and the use of batter poles
at close intervals.

Borrow
Where sufficient quantities of suitable cut material are not available,
additional material shall be excavated from approved borrow areas. In lieu of borrow,
cuts may be widened or slopes of cuts may be flattened, provided that the Engineer
determines the need for such action before start work on any particular cut.

Disposal of Surplus Material

Any surplus material arising from excavations, including any waste or
oversize material bladed off the road, shall be disposed of as directed by the client
Engineer who may require that the material be utilized in the uniform widening of
fills or the flattening of slopes, or be deposited in such places and for such purposes
as he may direct. Spoil material need not be compacted but must, if required, be
spread, shaped and given a smooth surface such as is formally obtainable with careful
bulldozer operations.

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Any surplus material arising from excavations shall be disposed to designated spoil
tips. Spoiling alongside roads or tracks will not be permitted.

3.2.3 Repair of the Topsoil

Any damages occurring to the topsoil or any defects that may appear on the
surface shall be corrected in accordance with the requirements of the contract.
The potholes and depressions that may appear on the existing roads surfaces
shall be repaired. These distresses require backfilled with approved imported material
and compacted to the required density. Any cracks shall be filled with soil and then
compacted. The road camber will be repaired wherever required. Any portion of the
topsoil which by reason of its inadequate density will be compacted.

3.2.4 Preparation of Road Surface

Preparation and compaction of the topsoil surface shall include shaping,
scarifying, watering, mixing and compacting the top soil to the densities specified in
the laboratory. The topsoil surface cross slopes and sides edges will be made proper
as on the drawings. The dimensions of topsoil surface shall be in accordance with the
cross-sections and details shown on the Drawings.
The areas to be surfaced shall be cleaned of all dust, dirt, dung or any other
foreign materials that may be deleterious to the surfacing. Before any priming
material is sprayed on the surface the layer to be primed shall be checked for
compliance with the specified tolerances and corrected if out of tolerance. Also
before spraying the prime coat, the layer to be primed shall be broomed and cleaned
of all loose or deleterious material, taking care not to cause any damage to the layer.
A light spray of water, sufficient to dampen the surface, shall be uniformly applied to
the layer immediately before the application of the prime.

3.2.5 Construction of Surface Layer

Double seal bituminous surface treatment shall be in accordance with the
levels and dimensions on the Drawings.
Prime coat application
Prime coat binder will be applied on the topsoil surface for promoting adhesion
between the soil and the surface dressing.

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The actual application rate will be 1.5 to 2.3 lit./m2 depend on the openness of the
topsoil, and no more prime coat is to be applied than can be absorbed by the material
within 24 hours. Any excess prime shall be removed with blotter sand. All traffic
shall be kept off the surface until this condition is obtained.
First Application of Bituminous Binder and Aggregate
The aggregate shall be applied by means of self-propelled chip spreaders. Chip
spreaders shall commence spreading the aggregate as closely as possible behind the
distributor, and shall be operated in such a manner that the tack coat is covered with
aggregate before the wheels of the chip spreader or truck pass over the uncovered
tack coat. All chips shall be spread within 15 minutes after the binder has been
sprayed.
The quantity of bitumen sprayed in any single spray operation shall be governed by
the quantity of aggregate and the number of trucks available, which shall be sufficient
to ensure the continuous application of stone behind the distributor.
Second Application of Bituminous Binder and Aggregate
The bituminous binder specified by the Engineer shall be applied and be followed by
the second application of aggregate of the size specified or as ordered by the
Engineer.
The second application of binder shall take place preferably within 48 hours after the
application of the tack coat when bitumen is used for the tack coat, and not less than
ten days after the application of the tack coat when tar is used in the tack coat.
Rolling and Brooming
As soon as the aggregate has been applied, rolling shall commence with a self
propelled 15 tonne pneumatic-tyred roller working parallel to the centre line of the
road from the shoulders towards the crown of the road until the whole surface has
been covered with at least three passes.
After the bituminous binder has set sufficiently to prevent any aggregate from being
dislodged, the surface shall be slowly dragged with a dragbroom in order to ensure
even distribution of the aggregate. If there are areas which are deficient in stone
chips, additional material shall be added by hand so as to leave the carpet with one
layer of stone shoulder to shoulder.
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If there are areas with an excess of stone chips, such excess shall be removed by hand
so as to leave the carpet with one layer of stone shoulder to shoulder. The importance
of applying only a single layer of stone is stressed. Every care shall be taken to avoid
over-application of stone.
When the spreading of aggregate is completed, the surface shall be rolled
with a 15 tonne pneumatic-tyred roller for two to four coverages. Final rolling shall
then be done with a steel flat wheel or roller of 6 tonne to 8 tonne mass, working
parallel to the centre line of the road from the shoulders towards the crown of the
road, until every portion of the area concerned has been covered by at least two to
four passes of the roller, provided only a limited amount of crushing of the aggregate
takes place, but if in the opinion of the Engineer general crushing occurs under the
rollers, such rolling shall be stopped regardless of the number of passes completed by
the roller.

3.3 Project Program Schedule

The time-Schedule of activities, presented in Table (1) below, represents a
realistic time-schedule related to the size of the Project. However, the actual time
needed, for phase I, will depend on the design and studies actual volume of work
required for this project. The actual time of Phase II will be depending on the
construction work to implement the project. The program specifying the Activity
Time Schedule are presented in Table (1) .