FACULTY OF ENGINEERING AND SURVEY

FINAL YEAR RESEARCH PROJECT REPORT

UPGRADING OF BOMBO NDEJJE SERVICE ROAD WITH A FOCUS ON GEOMETRIC

DESIGN AND MITIGATION OF WATER INUNDATION ALONG NDEJJE ROAD WITH
AN
INTERGRATED PIPE-UNPIPED DRAINAGE SYSTEM
STUDENTS: ALEPER ANNET ADOOBI
REG NO: 20/1/328/D/588
AND
ODIIT STEPHEN
REG NO: 20/1/328/D/581

SUPERVISOR: MR. ROICE BWAMBALE SIGN…………………….

RESEARCHPROJECTPROPORSALSUBMITTEDTO
THEDEPARTMENTOFCIVILENGINEERING
INPARTIALFULFILMENTOFTHEREQUIREMENTSFORTHEAWARDOFADEGREEOF
BACHELORINCIVILENGINEERING
DEDICATION
We dedicate this report to our loving and caring parents Mr. Korobe John Bosco and Mrs.
Christine Aryemo Korobe and Mr. Apio Mary Felister. Who have continually supported us
financially, morally and have ensured our sustained stay at school. May the Almighty Lord
bestow his blessings upon them and always bless the works of their hands.
ACKNOWLEDGEMENT
Amidst all challenges, we remain so grateful to the Almighty Lord for this life, health, grace and
provisions that brought us this far in our academics. All praise and honor unto Him alone for
ever and ever.

We are very grateful to our Supervisor Mr. Roice Bwambale for fixing time to supervise the
entire project activities. His editorial and professional guidance, support and mentoring enabled
us accomplish this project research successfully.

We wish to extend my sincere gratitude to all my dear lecturers and fellow students for the
necessary assistances during my consultations I also extend my special gratitude to my family
and friends for the continued love, financial and moral support throughout my education. Your
encouragement gave me hope to keep pushing. Thank you very much
DECLARATION
I ALEPER ANNET ADOOBI and ODIIT STEPHEN hereby declare that this project research proposal
is our original work and has not been submitted to any academic institution for the award of an
academic qualification. We are responsible for the facts and accuracy of the data presented
herein and in areas where consultations were done to previous research and articles, credit has
been given to the authors.

ALEPER ANNET ADOOBI

20/1/328/D/588

STUDENT
SIGNATURE DATE
……………………………….. ……………………………………….

ODIIT STEPHEN
20/1/328/D/
STUDENT
SIGNATURE DATE
……………………………….. ……………………………………….
Approval
This project research report has been prepared under my guidance and is now submitted for
examination with my approval as the university supervisor.
MR. ROICE BWAMBALE KALENGYO

University lecturer

SIGNATURE DATE

……………………………….. …………………………………………….
CERTIFICATION:
This certifies that this Project research proposal report on the upgrading of Ndejje-Bombo regarding an
improved geometric design with an integrated detailed hydrological design as a partial fulfillment of the
requirements of the Bachelor’s degree in Civil Engineering to the Civil Engineering Department Ndejje
University.

DEDICATION...................................................................................................................................................ii
ACKNOWLEDGEMENT...................................................................................................................................iii
DECLARATION...............................................................................................................................................
iv
Approval.........................................................................................................................................................
v
CERTIFICATION:.............................................................................................................................................vi
LIST OF ACRONYMS AND ABBREVIATIONS....................................................................................................
x
CHAPTER
1....................................................................................................................................................xii

INTRODUCTION........................................................................................................................................xii
LITERATUTRE REVIEW..............................................................................................................................14
Problem statement..............................................................................................................................15
Objective of the Project Research Proposal............................................................................................15
Specific
Objective.........................................................................................................................................15
To optimize Drainage Layout by developing a geometric design that maximizes the efficiency of both
piped and un-piped drainage components, strategically placing them to mitigate water accumulation
and reduce flooding risks in the upgraded Bombo-Ndejje road.................................................................15
Research
questions..............................................................................................................................15
Scope of Works....................................................................................................................................16
Chapter 2.....................................................................................................................................................
17
DESIGN PHASE.........................................................................................................................................
17
Geometric Design................................................................................................................................
17
Table 2-1: Design Vehicle Dimensions................................................................................................... 17
Road Geometric Classification and Typical Cross-sections................................................................18
 Table 2-2: Geometric Design Criteria for Class III Paved Roads..........................................................18
Super elevation....................................................................................................................................
19
Traffic Signs........................................................................................................................................
19
Table 2-3: Traffic Sign Sizes and Visible Distances................................................................................20
Road Safety Design Considerations....................................................................................................
20
Design Standards.........................................................................................................................................
20
Sight Distances............................................................................................................................................
20
Road Alignments.........................................................................................................................................
21
Junctions......................................................................................................................................................
21
Pedestrian and Cycle
Facilities....................................................................................................................22
Safety Barriers.............................................................................................................................................
22
Road signs, and
Markings............................................................................................................................22
Street Lighting.............................................................................................................................................
23
CHAPTER TWO.............................................................................................................................................24
Proposed Hydrological Design And Analytical Methods.........................................................................24
Introduction.........................................................................................................................................2
4
Drainage Design Guidelines and Considerations....................................................................................24
DATA COLLECTION...............................................................................................................................25
CATCHMENT AREA DELINEATION........................................................................................................26
A pour point located at the point of study will then be selected along the stream network on the DEM
and the catchment that contributes to flow at this point will be delineated.............................................26

Extent of the catchment

area....................................................................................................................26 The area of the DEM
covered by the catchment will be clipped.............................................................26
From HEC-HMS, the catchment characteristics will be calculated from the DEM file......................... 26
 DETERMINATON OF RAINFALL INTENSITY...........................................................................................27
DESIGNING WATER CONVEYANCE CHANNELS....................................................................................27
Side
Slope.................................................................................................................................................28
Channel Slope..........................................................................................................................................
28
We will use the maximum and minimum elevations to obtain the channel slope.................................28
Channel lining
material............................................................................................................................28
Top width (B)...........................................................................................................................................
30
Area
(A)....................................................................................................................................................30
Wetted perimeter (P)..............................................................................................................................
30
• Velocity of
flow(V).................................................................................................................................30

• Froude’s number, (Fr), Fr .........................................................................................................

31
Hydraulic radius of the channel,
R...........................................................................................................31
Velocity of uniform flow of water through the channel......................................................................... 31
DESIGNING CULVERTS.........................................................................................................................
32
Climate and
Rainfall.............................................................................................................................32
. Cross drainage Design...............................................................................................................................32
Existing drainage structures Inventory....................................................................................................33
Table 2-5: Summary of structures observed............................................................................................33
Cross drainage structures Design Criteria...................................................................................................
33
Bombo-Ndejje road have been designed as class III Paved Road. The main considerations include the
selection of the design recurrence intervals and catchment parameterization for hydrological analysis and
the freeboard requirements during hydraulic design of the cross-drainage structures/culverts.................. 33
Selection of Return
Period.......................................................................................................................33
Table 2-6: Return Period for Drainage Structures for Class III Paved Roads.......................................34
 Freeboard
Requirements......................................................................................................................35
Design Flow Estimation......................................................................................................................
35
CHAPTER
THREE:..........................................................................................................................................37
CHALLENGES, CONCLUSIONS AND RECOMMENDATIONS.......................................................................... 37
Introduction.............................................................................................................................................3
7
Major Challenges and adopted solutions............................................................................................37
Key Engineering Lessons Learnt..........................................................................................................
38
Recommendations.......................................................................................................................................3
9

Conclusions..................................................................................................................................................3
9
REFERENCES.................................................................................................................................................4
0
APPENDICES.................................................................................................................................................4
0
LIST OF ACRONYMS AND ABBREVIATIONS
AASHTO American Association of State Highway and Transportation Officials
AIC Aids Information Centre
CAD Computer Aided Design
CICO Chongqing International Construction Corporation
COVID-19 Corona Virus
CRR Crushed Runner Rock
ESAs Equivalent Standard Axles
ESMP Environment and Social Management Plan
GNSS Global Navigation Satellite System
IPC Interim Payment Certificate
LHS Left Hand Side
MoWHC Ministry of Works, Housing and Communications
MoWT Ministry of Works and Transport
NSP Nominated Service Provider
NWSC National Water and Sewerage Corporation
PAPs Project Affected Persons
RHS Right Hand Side
RDM Road Design Manual
SCS Soil Conservation Service
SN Structural Number
SOPs Standard Operating Procedures

TRRL Transport and Road Research Laboratory

UNBS Uganda National Bureau of Standards

UNRA Uganda National Roads Authority

URDDM Uganda Road Drainage Design Manual

CHAPTER 1
INTRODUCTION.
This report has been prepared to demonstrate our project research on Geometric Design,
Drainage Design along Bombo-Ndejje Road.

Bombo-Ndejje road is an 8km road from Bombo off Kampala-Gulu highway and its located in
the Buganda region of Uganda in Luwero district.

The Government of Uganda (GoU) through the National Road Development and Maintenance
Program (NRDMP) is implementing a policy to have the roads within rural areas traversed by
the national roads upgraded to paved bituminous standard. In compliance with the policy, we
propose the geometric and drainage design for upgrading of the Bombo-Ndejje

The inadequate drainage system on the selected roads necessitated a detailed hydrological and
hydraulic analysis to be undertaken to safely convey stormwater through and across the road
structure to the natural stream flow to prevent damages brought about by the presence of water
on materials with which the pavement is constructed.

Since the roads are rural and less trafficked roads, we proposed a desirable design speed of
50km/hr. and classified as Class III paved according to Table 4-2(a) of the MoWT’s (2010)
RDM Vol.1. The hydrological and hydraulic design will be done in accordance with the Ministry
of Works and
Transport Road Design Manual, Vol 2. “Drainage Design” (MoWT RDM, Vol.2); (Uganda Road
Drainage Design Manual (URDDM)). This selected road has a swamp and traverses minor
stream with the rest of the roads running along a drainage divide, therefore, being drained by
majorly side drains and relief culverts.

We proposed to design a box culvert and also pipe culverts along this selected road. Given that
most of the contributing catchment areas are smaller than 0.8 km 2, the rational method was
selected as the most appropriate peak flow estimation method for the cross culverts. The design
flows were checked against values obtained from TRRL East African Model and since the
catchment area along the Ndejje-Bombo road is more than 0.8 km 2, TRRL East African Model
was selected as the most appropriate peak flow estimation method and the design flows were
checked against the value obtained from SCS method and the maximum flow was adapted
accordingly.
The rational method was used to compute the roadside drain design flow since all computed side
drain catchments were not more than 0.8km2, a range within which this method is recommended.
LITERATUTRE REVIEW.
This document is a detailed proposed research report on the Geometric Design, and drainage
design. The project involves upgrading geometric designof Selected Bomb-Ndejje road to
recommended Standard. It is presented for the sole purpose of demonstrating competence in
Road Design.
This report is structured in line with the partial fulfillment of the requirements for the
award of a degree of bachelor in civil engineering and has been prepared in accordance
with the guidance of our University Supervisor’

Bombo-Ndejje Road, a critical transportation link connecting Bombo to Ndejje (8km), has been
plagued by recurring drainage issues for many years. The current drainage infrastructure is
inadequate and ill-equipped to handle the seasonal and heavy rainfall that occurs in the region.
Consequently, the road frequently experiences flooding, erosion, and waterlogging, creating
hazards for commuters and causing damage to property and the environment. Ministry Of Works
And Transport Road Design Drainage Manual 1,2,3 2010, Volume 1. The existing drainage
system's inefficiencies have had a significant impact on road safety, accessibility, and the overall
quality of the road corridor. Therefore, this project focuses on the assessment and improvement of
the drainage design(drainage design volume 1) to address these pressing challenges and enhance
the road's functionality. Research article
First published online January 1, 2012,
Richard J. Porter , Eric T. Donnell, and John M. MasonView all authors and affiliations
[email protected]

Volume 2309, Issue 1

https://doi.org/10.3141/2309-05; Safety in Geometric Design Standards. Ezra Hauer Professor
(Emeritus), Department of Civil Engineering University of Toronto Toronto, December 15, 1999,
https://www.webpages.uidaho.edu/ce576/assignments/Assignment_04/SafetyinGeometricDesign.

The geometric design of Bombo-Ndejje Road, a key regional transportation corridor,

has come under scrutiny due to a range of design-related issues. The road's alignment,
cross-section, and layout have raised concerns, including insufficient road width, sharp
curves, and hazardous intersections.i These challenges have led to accidents and lack of
safe facilities for pedestrians and cyclists. It is imperative to address these geometric
design issues to ensure road safety, improve traffic flow, and enhance accessibility,
especially for non-motorized transportation. This project will focus on analyzing and
redesigning the geometric aspects of the road to create a safer and more efficient
transportation corridor. The International Journal Of Engineering And Science (IJES) ||
Volume || 3 || Issue || 11 || Pages || 44-51 || 2014 || ISSN (e): 2319 – 1813 ISSN (p): 2319
– 1805, Mr.Dipanjan Mukherjee B.Tech in Civil Engineering West Bengal University of
Technology; West Bengal, India.

Problem statement
An inadequate drainage system leads to the presence of excess water or moisture within
the roadway which will adversely affect the Engineering properties of the materials
with which the pavement is constructed.

This therefore necessitated a detailed geometric, hydrological and hydraulic analysis to be

undertaken to safely convey stormwater through and across a road structure to the natural
stream flow.

Objective of the Project Research Proposal

Main Objective

To carry out the geometric design, drainage design for the upgrading of selected
Bombo-Ndejje road (8km) in line with the NRDMP program of developing service
roads to enhance safety and efficiency while focusing on mitigation of floods and
minimizing the impact on the environment and cost.

Specific Objective
To optimize Drainage Layout by developing a geometric design that maximizes the
efficiency of both piped and un-piped drainage components, strategically placing them to
mitigate water accumulation and reduce flooding risks in the upgraded Bombo-Ndejje
road.
To enhance Hydrological Resilience through implementing advanced hydrological design
principles to account for varying water volumes, ensuring the drainage system can
effectively manage heavy rainfall and prevent flooding, especially in flood-prone
areas.
To integrate Sustainable Technologies by incorporating modern technologies and
sustainable solutions in the design, such as permeable surfaces, green infrastructure,
and smart drainage systems, to enhance water absorption and reduce runoff
Research questions
1. How can the integration of geometric design and hydrological design enhance
the overall efficiency and sustainability of transportation infrastructure? b. What
are the key considerations for incorporating hydrological features seamlessly
into geometric road designs to mitigate the impact of stormwater runoff?

2. How can geometric designs at road intersections be optimized to effectively

manage stormwater runoff and reduce the risk of flooding? b. What are the
trade-offs between different geometric intersection designs in terms of
hydrological performance and traffic efficiency?

3. What innovative stormwater management practices can be integrated into

geometric designs to promote sustainable water drainage in urban areas? b. How
do green infrastructure elements within geometric designs contribute to
improved hydrological performance?

4. How can geometric designs be made more resilient to extreme hydrological

events, such as heavy rainfall and floods? b. What design modifications are
necessary to ensure the integrity of transportation and drainage systems during
unforeseen hydrological challenges?

5. What criteria should be used to assess the performance of an integrated

geometric design that incorporates hydrological considerations and water supply
pipe networks? b. How can simulation models and data analytics be employed
to predict the performance of such integrated systems under varying conditions?

6. How can community preferences and needs be effectively incorporated into the
integrated geometric and hydrological design process?

Scope of Works
The scope of the project involved the following; Topographical surveys, Traffic studies,
Pavement design Geometric design, hydrology, and hydraulic design of the
BomboNdejje Road.
Chapter 2
DESIGN PHASE
Geometric Design
The objective of the design is to provide engineered roads, which are safe, cost-effective, in
balance with the Physical and Social Environment, meet future traffic requirements, and
encourages consistency and uniformity of operation.

Minimum horizontal and vertical curvatures are governed by maximum acceptable levels of
lateral and vertical acceleration and minimum sight distances required for safe stopping and
passing maneuvers. These design parameters are either explicitly or implicitly dependent on an
assumed design speed. Since the road is rural and peri urban roads, a desirable design speed of
50km/hr. was adopted and used for design in line with the Design Manual requirements for
Urban Road Conditions.

The terrain of the project area was categorized as rolling. The terrain’s flat, rolling, or
mountainous definitions are overridden by this urban environment definition.

The selected design vehicle was DV4. This directly influences lane width, vertical clearance,
minimum radius, and turning paths at curves and intersections. Its physical characteristics are
shown in the table below.

Table 2-1: Design Vehicle Dimensions

Design Designation Overall Overhang Wheel base Min. Min.
Vehicle
(m) (m) (m) Turning inside
radius radius
(m)
(m)

Semitrailer DV-4
combination
Large
As specified in the MoWT's (2010) RDM Vol.1, the roads in Uganda are classified based on
functional and geometric classifications. In relation to functional classification, these roads are
classified as Primary Roads of Class C as they connect to each other and to a higher-class road.
Therefore, the major function of the selected roads is to provide both access and mobility.

Road Geometric Classification and Typical Cross-sections

With regard to the geometric classification, we classified by the expected passenger car units
(PCU) on the roads. Since these roads were rural and peri urban roads and required upgrading,
they were classified as Class III paved according to Table 4-2(a) of the MoWT’s (2010) RDM
Vol.1.

Table 2-2: Geometric Design Criteria for Class III Paved Roads
Design Element Unit Urban/ Peri-Urban

Design Speed Km/h 50

Min. Stopping Sight Distance m 60

Min. Passing Sight Distance m 345

Min. Horizontal Curve Radius m 100

Max. Gradient (Desirable) % 9

Max. Gradient (Absolute) % 11

Minimum Gradient in cut % 0.5

Maximum Super elevation % 4

Crest Vertical Curve Stopping Kmin 9

Crest Vertical Curve Passing Kmin 126

Sag Vertical Curve Stopping Kmin 11

Normal Cross fall % 2.5

Shoulder Cross fall % 4

Right of Way m Not applicable

For a design Class III Paved, the Road Design Manual proposes a cross-section comprising: a
2lane carriageway each with 2.8m lanes and 1.5m shoulders totaling 8.6m. However, for both
space limitations and safety considerations, I considered a cross-section comprising 3.0m lanes
and 0-2m shoulders for the different roads.

The provision of road kerbs and walkways was done as guided by MoWT RDM 2010, Volume 1:
Section 7. We prioritized the Coordination of vertical and horizontal curves for purposes of
safety and aesthetics. The design aimed at avoiding incidences of surprise elements for the
drivers (e.g., abrupt changes in grade, insufficient visibility, and poor phasing of horizontal and
vertical alignment) as key in accident prevention.

Super elevation
Although the effect of the radial force along a circular curve is reduced by introducing transition
curves, the effect can further be reduced or even eliminated by raising one side of the road
relative to the other. This was used as a safety measure. This was done while looking into the
design speed, comfort, cornering stability, drainage, and the terrain. The super elevation applied
on the horizontal curves is based on the super elevation 6-4, table given in the MoWT’s (2010)
RDM Vol.1. Being a service Road, a maximum super-elevation of 4% with a side friction factor
of will be adopted in the design.

Traffic Signs
Traffic signs and road markings will be used to regulate, warn, inform, or guide road users. They
are essential for the safe, smooth movement of road traffic. It is important to have a standard set
of signs and to use them in a consistent manner, so that road users can become familiar with them
and therefore these signs conform to the Ministry of Works, Housing and Communications
(MoWHC) Traffic Signs Manual, Volumes 1 and 2, 2004.

The size and siting of traffic warning signs is a function of design speed as presented in

Table 2-3.
Table 2-3: Traffic Sign Sizes and Visible Distances
 Section Design Speed Triangular Sign Circular Sign Visible Distance
(Side Length) (Diameter) to the Sign
Town Section 50Km/h 750mm 600mm 50m

Road Safety Design Considerations

A Road Safety Assessment for the selected Bombo Ndejje Service roads will be done and the
following insights noted as well proposed mitigation measures: Table 2-4: Road safety
design considerations
SN Key Principles Design Considerations

1 Safety for all road users. • Speed calming measures like rumble
strips
• Concrete covered drains
• Barrier road kerbs and walkways
• Design speed limit 50Km/hr.
2 Guiding information and warning drivers Road signs and markings that are retroreflective

3 Controlling driver’s passage through conflict points and No overtaking was allowed due to limited
other difficult sections visibility and many accesses along the roads.
4 Junctions Profiles were designed to tie in well and levels
harmonized.
Design Standards
A design speed limit of 50 km/h was adapted given that the roads are all within the heart of
Hoima City where the Uganda Design Manual classifies it as an Urban section whose speed limit
should be 50 km/h.

Sight Distances
The controlling design parameter for vertical alignment is the K value required for the design
speed where “K” value is the length of the curve required for unit grade change (K = L/G). The
design controls for vertical curves recommended under MoWT‟s (2010) RDM Vol.1 and
AASHTO
standards for a design speed of 50km/h is a stopping sight distance of 57.5-62.8(m) and the K
value for the Crest of 9 and 11 for the sag.
I didn’t provide for overtaking on all the roads due to the limited visibility and given that this
road is has got short stretches ranging from 230m to 1500m for a design speed of 50 km/h.

Road Alignments
The design road alignments will be constrained by the existing built-up environment and the need
to maintain the accesses to the community in these areas. I, therefore, kept a minimum curve
radius of 100m based on a speed limit of 50 Km/hr. in the designs.

Junctions
The need for careful design of junctions to limit inherent hazards and maintain acceptable traffic
capacity is of great importance. To accomplish this, the layout and operation of the junction
should be obvious to the driver with good visibility between conflicting movements. Junction
types are selected based on the suitable geometric configuration and traffic movement at the
respective location in accordance with Section 8.6 of MoWT‟s (2010) RDM Vol.1.
NOTE:
The entry/exit radius depends on the configuration of the junction and requirements for
compound curves.

Design Considerations at the Junctions.

i. The major junctions were identified and we proposed warning signs i.e., stop signs (R61)
to guide the road users. Where possible most accesses have been designed to tie in with
the main roads at nearly 90 degrees to ensure adequate visibility.
ii. The design profiles of the different roads were tied in well so as to avoid having issues in
the future for the vehicles joining the constructed roads.
iii. We proposed high-quality road markings to be used to achieve durability and longevity.
The Manual provides clear guidelines on the width of the different road marking
elements, in addition, Road markings’ materials should comply with BS EN 1436
standards.
iv. We proposed the Give way road marking line to be adopted on the left-hand side of the
accesses that were to be paved.
Pedestrian and Cycle Facilities
i. Pedestrian crossing points were adopted in the selected points where there are shops,
schools, churches, and hospitals.
ii. Paved shoulders were designed on some roads where land constraints were not
encountered, therefore cars with punctures would be parked and repaired.
iii. Speed calming measures at approximately 150m to the busy centers i.e., rumble strips and
speed limit signs of 50 km/h were adapted.

iv. Children crossing signposts have been considered at sections along the roads where there
are schools where the children are at risk of crossing the road without being guided and
motorists being warned as they advance to these sections.

Safety Barriers
i. Guardrails have been used on Bombo-Ndejje Road around Km 5+50 since there is a
water crossing point and the designed road has a height difference greater than 3m. ii. Barrier
road kerbs were designed along walkways to separate vehicular traffic and pedestrians
walking along the designed roads so that they are protected from vehicles and boda-boda
cyclists.
Road signs, and Markings
i. We proposed Guidance signs and the applicable regulatory and warning signs for each
intersection provided.
ii. Warning signs for all horizontal curves on the roads were adopted as well as all the
intersections. Regulatory and warning signs with a high reflectivity background to
provide better nighttime visibility and longer life span.

The road sign heights not less than 1.8m from the finished road surface were adopted to avoid
vandalism.

Street Lighting
We proposed Street lights to be installed to promote security in urban areas and to increase the
quality of life by artificially extending the hours in which it is light so that activity can take place.
Street lighting also improves safety for drivers, riders, and pedestrians.
CHAPTER TWO
Proposed Hydrological Design And Analytical Methods.
Introduction
This chapter constitutes a proposed drainage design (Cross Drainage Structures/Culverts and
Side Drains) that will be carried out on the Bombo-Ndejje Road.

The safety of roadways and their surroundings are intimately related to surface and subsurface
drainage. Rapid collection of storm water from the road minimizes the conditions that can result
in the hazardous phenomenon of hydroplaning. The strength of substructures and hence the
service period of roads is highly influenced by the intrusion of water.

Being a major accessibility road, the design of Bombo-Ndejje road was tailored to best suit and
maintain the functionality of the road links and ensure that the road surface is free of runoff.

Therefore, the provision of well-planned and designed stormwater drainage facilities was a basic
requirement in almost all road links.

Drainage Design Guidelines and Considerations

Our hydrological and hydraulic design will be done in accordance with the Ministry of Works
and Transport Road Design Manual, Vol 2. “Drainage Design” (MoWT RDM, Vol.2); (Uganda
Road Drainage Design Manual (URDDM)). The guidelines discuss recommended standards for
culvert alignment, culvert sizing, culvert gradients, freeboard requirements, outlet velocities,
operating headwater requirements, and design storm average recurrence intervals.
These guidelines will guide us to develop a clear understanding of the prevailing drainage
conditions for a given assignment before determining the capacity of the existing cross and
lateral drainage structures. Therefore, we conducted an inventory of existing culverts and
reviewed the design criteria and practice as recommended by the URDDM.

It will also required that the type of end structures be selected based on hydraulic performance,
cost, and availability of suitable materials.

DATA COLLECTION.
The information containing all necessary data about the rainfall of the area will be obtained
from a recognized established institution(Kawanda Agricultural Meteorological Research
Centre) so as to have more reliable data. It included the monthly and annual rainfall data of
the area over a given period of time. This data was used to estimate the potential storm
water and hence design a suitable drainage system for road. Rainfall data of the area.
This data will be required to estimate the re-occurrence of peak floods in a given
duration. It shall contain the monthly and annual rainfall data of the area over given
period of time. A minimum of 10 years of historic data are necessary to make accurate
estimation based on statistical methods. The proposed recommended time period will
vary between a 10years design flood to 25 years. For our project, we obtained rainfall
data for 10years (2009 to 2019) ‘

Generation of the intensity duration frequency curve using Watkins and fiddles method.

Intensity-durations frequency curves will be compiled from peak rainfall depths

obtained in an area in a given duration. Rainfall intensity duration and frequency are
all related to each other. The data is normally presented as curves displaying two of
the variables, intensity and duration for a range of frequencies. The duration of storm
will be represented in minutes while the rainfall intensities is expressed in terms of
mm/h.

Analysis of daily rainfall data will be done and the maximum rainfall depth in every month
obtained from which the maximum for every year will be selected.

CATCHMENT AREA DELINEATION.

The catchment area will be delineated using ARCGIS software.

Data required for catchment delineation.

A digital elevation model (DEM) will be obtained from USGS (United States Geological Survey)
site.

DEM file:
The DEM will be imported into ARCGIS and processed to delineate the stream network.
 In order to locate the area on the DEM, a georeferenced satellite image will be imported into
ARCGIS.
A pour point located at the point of study will then be selected along the stream network
on the DEM and the catchment that contributes to flow at this point will be delineated.
Extent of the catchment area.
The area of the DEM covered by the catchment will be clipped.
To process the basin characteristics of the catchment, the clipped DEM will then be imported
into HEC-HMS, which is a hydrologic Management System.

Using the GIS tool in HEC-HMS, the streams within the catchments will be delineated and the
basin created.

From HEC-HMS, the catchment characteristics will be calculated from the DEM file.

RUNOFF COEFFICIENT, C.
The weighted runoff coefficient of the catchment will be calculated. The value of C
will depend on the impermeability, slope and retention characteristics of the ground
surface. It will also depends on the characteristics and conditions of the soil,
vegetation cover, the duration and intensity of rainfall, and the antecedent moisture
conditions, etc.
A land use map will be made in AutoCAD using a satellite image of the catchment.

Using a satellite image of the catchment, the percentage area occupied by different land use
and land covers will be mapped out by drawing polygons around it and calculated.

DETERMINATON OF RAINFALL INTENSITY.

Using IDF curves, using rainfall with a return period of 25 years, and the time concentration of
Calculation of Discharge.
From the rational method,

Q = 0.28CIA m3/s

DESIGNING WATER CONVEYANCE CHANNELS

Here mainly sizing of the channells will be done.
Designing for a trapezoidal channel section.
Using of Manning’s equation, the necessary channel dimensions will be calculated. The
geometric properties to be determined will include the top and bottom widths.

P = wetted perimeter = Area of cross section =

slope of the channel
=Design discharge/runoff Other parameters to be
found include:

= mean velocity (m/s) = Hydraulic radius ()

= manning roughness coefficient

Depth of flow
A depth of flow of 1m was chosen.
Side Slope
A side slope(S) of 1:1 will be chosen, as recommended by V.T Chow (1959) for earth with
concrete lining was adopted. Recommended side slopes are shown in table below

VTchow (1959)

Table 10 showing recommended side slopes

Channel Slope
We will use the maximum and minimum elevations to obtain the channel slope.
Channel lining material
The channel will be lined with concrete, as is recommended for channels with side slope of
1.5:1 or steeper. Therefore, Manning’s constant n = 0.015

Channel Dimensions For a

trapezoidal channel of
Chosen: depth of flow
y= 1m side slope 1: 1
x=1

Channel slope of 0.071

Area,

A = (b + xy) y
= (b + 1(1)) 1
= (b + 1)
Wetted perimeter,

= b + 2y√1 + x 2

= b + 2(1) √ (1 + (1) 2)

= b + 2√2

Top width,

A = b + 2xy

= b + 2(1) (1)

=b+2
Also, to be found are:

Velocity offlow,
V
Froude number, = where Dm =

√gDm

Using manning equation:

31 m3/s =
From calculation, bottom width b =
1.52m
Therefore;
Bottom width (b) b
= 1.52m
Top width (B)
B=b+2

B=1.52 +2= 3.52m

Area (A)

A = (b + 1)

A= (1.52+1)

A= 2.52m2

Wetted perimeter (P)

P = b + 2√2
P= 1.52+2√2

P = 4.35m

• Velocity of flow(V)

V=

V=
V=12.3m/s

• Froude’s number, (Fr), Fr

Hydraulic radius of the channel, R

R= (B+xy) y/ (B+2y√ (1+x2)

Velocity of uniform flow of water through the channel

Using n=0.015

The Velocity of uniform flow of water, V in the channel is given by:

V= (1/n) R2 S1
/3 /2

The total discharge of the channel, Q:

Q = VA
Comparison between total channel discharge and peak storm runoff rate.
The total discharge of the channel and the peak storm runoff rate will
be compared. Therefore, the channel design will convey water
satisfactorily during peak storm runoff rates since the total discharge
for the channel is bigger than the peak storm runoff rate.

DESIGNING CULVERTS
Using hydraulic toolbox, culvert diameters of various diameters of 300mm, 450mm,
600mm, 750mm, 900mm, and 1200mm will be tested for their ability to convey the
discharge.

Climate and Rainfall

The roads are located in Climatic Zone L of Uganda according to the Uganda Hydro-climatic
Study, 2001 (Figure 2-5). Zone L receives an average annual rainfall of 1270 mm. There are
generally two rainy seasons, the main season is from March to May with the peak in April and
the secondary season is from August to November with the modest peak in October/November
governed by the Inter-Tropical Convergence Zone weather effects. The main dry season is from
December to February while the secondary dry season is from June to July.

(Source: MoWT, RDM, Vol. 3, Pavement Design, Gravel Roads)

. Cross drainage Design
The objective of the drainage design was to propose cross drainage structures that were adequate
to safely convey storm water away from the carriageway as well as any adjacent properties.

Methodology
The hydrological and hydraulic design of the cross-drainage structures was carried out in
accordance with the provisions of the Uganda Road Drainage Design Manual (URDDM). I
applied the design procedure stipulated in URDDM section 2.1.2 page 4 as summarized below:
 i. Hydrological field data collection ii. Determination of catchment characteristics (e.g., size,
the length/slope of the main stream or channel) from Digital maps, using ArcGIS analysis.
iii. Determination of the peak floods for different return periods depending on the structure
type.

iv. Determination of the appropriate road drainage structures or systems to safely convey the
peak flood volumes through or away from the road structure without causing any
structural or flood damage.

Existing drainage structures Inventory

From the inventories we carried out along the service road, the structures, we identified are
shown in Appendix and summarized in Table 2-5 below. They had generally deteriorated with
cracks visible, most of the cross culverts were non-functional, as a result of being silted implying
that they were buried, hence all the observed structures were recommended for replacement with
similar or larger sizes of culverts basing on the capacity requirements in those locations.

Table 2-5: Summary of structures observed

S/N Drainage structure Size(mm) Number (No.) Remarks

1 Concrete Pipes (CP) 450 5 Silted and non-functional

2 Concrete Pipes (CP) 600 2 Silted

Cross drainage structures Design Criteria

Bombo-Ndejje road have been designed as class III Paved Road. The main considerations
include the selection of the design recurrence intervals and catchment parameterization for
hydrological analysis and the freeboard requirements during hydraulic design of the
crossdrainage structures/culverts.
Selection of Return Period
Peak flood estimation is dependent on the expected recurrence interval, defined as the flood’s
return period. The choice of return period for a design flood is a measure of the acceptable risk to
potential damage one is willing to be exposed to.

The selection of design average recurrence interval values must be made by the designer in
relation to the cost of a facility, amount of traffic and expected level of service; potential flood
hazard to property; the magnitude and risk associated with damages from larger flood events; and
conditions for practical detour during probable failure. In selecting a design frequency, all
potential upstream land use for the anticipated life of the drainage facility must be considered.
The higher the design return period, the larger are the design capacities of the storm drainage
facilities which lead to larger costs.

The URDDM provides a guideline for selection of the design return period, which is dependent
on the road class and span of the cross-drainage structure. A summary of the return period for
different structures for design of this road project (class III paved) is presented in Table 2-19
below.

Table 2-6: Return Period for Drainage Structures for Class III Paved Roads
Structure Type
Geometric Design Standard

Gravel C
Paved Ia, Paved III Paved III
Paved Ib Gravel A Gravel B

Gutters and Inlets 10, 5 2 2 -

Side Ditches 10 10 5 5

Ford/Low-Water Bridge - - 5

Culvert, pipe Span < 2m 25 10 5 5

Culvert, 2m < span < 6m 50 25 10 10

Short Span Bridges 6m < span < 15m 50 50 25 25

Medium Span Bridges 15m < span < 50m 100 50 50 50

Long Span Bridges spans > 50m 100 100 100 100
Check/Review Flood 200 200 100 100

(Source: MoWT Road Design Manual, 2010: Vol. 2 - Drainage Design)

I designed the Proposed Box Culvert at Bujumbura Church Road using a return period of 25

years and checked for adequacy against a flood of 50 years. This culvert drains the minor streams
and flooded swamps along the selected road during rainy seasons. The rest of the relief culverts
and side drains, we took into consideration a return period of 10 years checked against a 25-year
flood.

Freeboard Requirements
Drainage structures were sized such that the headwater elevation resulting from the design
discharge was somewhat lower than the road shoulder break point at the low point in the road.
This difference in level is referred to as the freeboard. The freeboard usually varies according to
the importance of the roads, usually being set at 250 mm and 100 mm for major and minor roads
respectively.

I considered a Freeboard of 100mm in the design of all culverts basing on the class and service
level of the roads to be constructed.

Design Flow Estimation

For computation of the design flood in ungauged catchments, the Drainage Design Manual
provides various rainfall-runoff models such as the Rational Method, the TRRL East Africa
Flood Model, the Soil Conservation Service and Unit Hydrograph (SCS) Method.

However, the manual also highlights the limitations of these methods as guided by the size of
catchment areas:

i. Rational Method applied when Catchment Area < 0.8 km2 ii. TRRL East African

Model applied when Catchment Area > 0.8 km2 and Catchment Area

< 200 km2 iii. SCS Method – limits not defined but preferable for Catchment Area
>200km2.

The rainfall input for the selected rainfall-runoff model was generated from the regional rainfall
data/maps detailed in TRRL’s Lab Report 623 (Fiddes et al 1974). Fiddes et al 1974 provided a
map from which the 2-year 24-hour point rainfall for a given area can be estimated. Using flood
factors, the 2-year 24-hour rainfall is extrapolated to estimate the design storms of longer return
periods i.e., the 10-year, 25-year and 50-year design storms.

Given that most of the contributing catchment areas are smaller than 0.8 km2, we proposed to use
the rational method was selected as the most appropriate peak flow estimation method for the
cross culverts. The design flows were checked against values obtained from TRRL East African
Model and since the catchment area along Bombo-Ndejje stream was more than 0.8 km2, TRRL
East African Model was selected as the most appropriate peak flow estimation method and the
design flows was checked against the value obtained from SCS method and the maximum flow
was adopted accordingly.

I. Rational Method.
The rational method is one of the most commonly used procedures for calculating peak discharge
flows from small catchments that are less than 80 hectares. It is an empirical formula, which
represents the relation between rainfall and peak discharge by
𝐶

= …..……………………………………………………………….. Eqn 2.1

360

Where Q is the peak discharge [m3/s], C is the runoff coefficient which depends on the
characteristics of the drainage basin, I is the rainfall intensity [mm/hr.] for a duration equal to the
time of concentration tc and A is the drainage area [hectares].

The catchment areas of the river systems at the discharge points of interest are greater than
80hectares and consequently, the rational method has only been adopted for hydrologic analysis
of minor drainage systems (such as road side drains).

II. The TRRL East African Model.

The TRRL East African rainfall-runoff model was developed in 1974, following the studies
carried out on several small catchments within Uganda and Kenya. Whereas the Soil
Conservation Service employs a dimensionless unit hydrograph giving similar results for the
ratio of time to peak to base time for the US catchments, the results are not applicable for the
East African catchments studied. TRRL Laboratory report, 706 however, employs a more
acceptable and stable ratio of peak flow (Q) to average flow measured over the base time (𝑄).

The key parameters required in the TRRL East African Model are described in the subsequent
section herein with sample computation for proposed box culvert in swampy flooded areas.

CHAPTER THREE:
CHALLENGES, CONCLUSIONS AND RECOMMENDATIONS
Introduction
This section presents a wrap up of the challenges we encountered and the adopted solutions, key
lessons learnt, recommendations as I was executing my role as Engineer Construction on this project
and conclusions made from the project. Major Challenges and adopted solutions These
included:

i. Being a built up are, there was a lot of settlement of people downstream of the catchment areas
which could not allow the distribution of proposed culverts as per the drainage design. This
therefore necessitated inspection of all the proposed culvert locations and where their outflow
channels terminate to avoid complaints after installation and people downstream being affected.
This led to longer days needed to install a cross culvert as compared to the usual process if it
were on Highways where settlement is less.

Improvement of the capacities of existing culverts was done since there were already outflow
channels to avoid complaints from the residents downstream of the catchments. Along the
project roads, there were 450mm diameter existing reinforced concrete cross culverts whose
locations were maintained and a 900mm diameter cross culverts were adopted to convey the
flow from the catchment area after delineation.
ii. Accesses to Residences of Communities were affected during earthwork excavations.

Temporary accesses were provided using gravel at the end of each working day to minimize
inconveniences to the Project Affected Persons.

iii. COVID-19 Pandemic which necessitated reduction of the work force thus reducing progress of
works.
 Adherence to the set SOPs to avoid having any cases which would cause closure of site.

Key Engineering Lessons Learnt

These were the pertinent lessons learnt during the proposed design phase;

i. The need to carry out investigations at the design stage to identify and locate the existing
underground utilities, plan for their relocation and cite suitable service duct locations. ii. I learnt the
relevance of collecting adequate data (i.e., inventories of existing drainage facilities, a master plan of
the area where the drainage is to be done, any historical data from the locals, and the direction of flow
of storm water at each cross-culvert location) required to enable an engineer make all the necessary
decisions regarding the design of drainage facilities in an area.

iii. Design changes/ disparities can be met during construction regardless of the level of detail
exercised at the design phase and these must be considered so as to suit the encountered site
conditions.

iv. It is important to scope all the existing accesses in the project area so that prior planning and
consideration is undertaken to ensure that the communities are not affected during the
execution of the works.

v. I learnt the relevance of developing a risk mitigation matrix for any unexpected events during
project implementation so as to adopt appropriate measures.

vi. Quality control is a key aspect in ensuring that the designed parameters are attained especially
the different concrete classes specified for use in construction. Approved comprehensive Quality
Control and Assurance plans were used during execution of the different day to day activities of
the Laboratory personnel on site.

vii. Environment, Safety, and Social Safeguards compliance is an important aspect during the project
execution, to prevent adverse effects to the Environment and Communities.

Recommendations
i. Engagements with utilities’ owners ought to be carried out in the initial stages of the project so as
to enable identification of existing utility lines and their sizes. This is to enable timely citing of the
 service duct locations and the corresponding duct sizes that will enable timely relocation. ii. Before
undertaking any drainage designs in an urban area, prior engagements and consultation with the local
authorities and local residents ought to be done so that any proposed drainage interventions are
consonant with the already developed drainage masterplans of the area. This averts the dangers of
designing culverts whose flow directions especially in areas that have relatively flat terrain are in
reverse.

iii. Project planning, design and implementation requires coordinated project teamwork.

Involvement of all the relevant professionals and key stakeholders from the start is of paramount

importance in producing optimal designs and implementing sustainable projects. iv. In recent times

of Covid - 19 Pandemic, we have been forced to recognize the possibility of unknown unknowns and

utter surprises in the engineering profession. Since we cannot foresee them, they are usually not

included in risk assessments and how to be mitigated. This therefore requires proper planning and

appreciating the contribution of modern technology and equipment in engineering.

Conclusions
There will be a boost in the economic growth of the areas as new developments. New buildings are
coming up and more businesses.

It is important to conduct a drainage design to construct appropriate drainage structure to convey storm
water across pavement structures to prevent damages of the pavement.

It can be concluded that, this project will be enriching towards our capacity building and feel we are
ready to become part of the engineering community of Uganda.
REFERENCES
AASHTO Drainage Manual 2014,

Ethiopian Roads Authority Drainage Design Manual Final Nov13

Ministry of Works and Transport Road Design Manual Volume 2: Drainage Design (2010). Ministry of
Works and Transport, Road Design Manual Volume 3: Pavement Design Part III Gravel Roads, 2010.
Ministry of Works and Transport, General Specifications for Road and Bridge Works, January, 2005.
Transport Research Laboratory, UK (1994) PIARC Road Maintenance Handbook, Volume I of IV, Road Side
Areas and Drainage,
TRRL Laboratory Report 623, “Prediction of Storm Rainfall in East Africa” by Fiddes et al (1974). Uganda
Institution of Professional Engineers: Guidelines to Applicants and Application Form for Membership or
Transfer to Class of Member
APPENDICES
Proposed side drain covered by vege

Silt sand material causing blockage of cross pipe culvert

poorly maintained constructed end structure of cross pipe culvert at Standard High School Zana
Site survey at the box culvert
Discussing Checks Pwerformed on the box culvert
No scour protection for the Box culvert