`

PROPOSAL FOR THE RECONSTRUCTION OF

LAGOS-BADAGRY EXPRESSWAY
(LOT 2B SECTION)

PRODUCED BY
CCECC NIG. LIMITED

MAY, 2019.
 TABLE OF CONTENT

1.0 Overview…….………………………………………………………………………..…4

1.1 Background……………….……..………………………………………………………..4
1.2 Route Design………….……………….………………………………………..….….…5
1.2.1 Roadbed design……………………….………………………………………….….5
1.2.2 Pavement design……………………….……………………………………………5
1.2.3 Bridge design……………………….………………………………………….….…5
1.3 Construction Program……………….………………………………………….……….5
1.4 Main economic indicators……………….………………………………………….…..6

2.1 The current situation of the project area ………………………….………..……..….7

2.2 Necessity of construction projects….………………………………………….………9

3.0 Construction Conditions…………....….…………………………………………..…10

3.1 Natural conditions of the Project site……….........….……………………………....10

3.1.1 Topography………....….………………………………………….………...……..10

3.1.2 Meteorological and Hydrological…....….………………………………..…..….10

3.1.3 hydrogeological…....….……………………………………………………………11

3.1.4 Earthquake…....….…………………………………………………………………11

3.1.5 Geological conditions…....….……………………………………………………..11

3.2 Status along the road…....….………………………………………………………….12

4.0 Technical standards and indicators…....….…………………………………………..21

4.1 Design Specification…....….…………………………………………………………….21

4.2 Design Standard…....….………………………………………………………………..21

4.3 Road cross section…....….……………………………………………………………..21

5.0 Road Design…....….……………………………………………………………………23

5.1 Route Planning…....….………………………………………………………………23

5.1.1 Graphic Design…....….……………………….…………………………………….23

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 5.1.2 Route Profile Design…....….………………………...……………………...…….24

5.1.3 Crossover Design…....….……………………………………………………...…..25

5.1.4 Safety Facilities And Other Facilities…....….…………………………….……….26

5.1.5 Land For Construction And Demolition…....….………………………….……..26

5.2 Foundation Plan…....….……………………………………………………….………26

5.2.1 Design Principles roadbed…....….……………………………………….……….26

5.2.2 General roadbed design…....….…………………………………………….……27

5.2.3 Special roadbed design…....….…………………………………………………...28

5.2.4 Embankment Slope Protection…....….………………………………………..…32

5.2.5 subgrade drainage…....….…………………………………………………….….33

5.3 Pavement Plan…....….……………………………………………………….…….….33

5.3.1 Pavement Design Principles…....….…………………………………………….…..33

5.3.2 Comparison of pavement structure type…....….……………..………………..…34

5.3.3 Pavement Structure Design…....….………………………………………………...35

5.3.4 Road Drainage…....….……………………………………………………………...35

5.4 Bridges And Culverts Engineering…....….…………….…………….……………….36

5.4.1 Design Standards for Bridges…....….……………………………………………..36

5.4.2 Principles of Bridge Design…....….…………………………………………….…36

5.4.3 Overview of Bridge Layout…....….……………………………………………...39

5.5 Other works…....….……………………………………………………………………39

5.5.1 Road Lighting…....….……………………………………………………………...39

5.5.2 Road Green…....….………………………………………………………………..44

5.5.3 Landscape Project…....….…………………………………………………………44

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1.0 Overview
1.1 Project Background

Project Name: Lagos – Badagry Expressway LOT2B segment

Contractor: China Civil Engineering Group Co., Ltd.

Design standards: British Standard

The project is located in Lagos, Nigeria. The Lagos-Badagry Expressway, is a major

gateway into Lagos state, Nigeria's economic hub, and runs west along the Atlantic
Ocean to the town of Badagry (CH0-000-CH60-268). It serves as a major artery for
vehicles connecting Nigeria to Benin, Ghana and Cote d'Ivoire and an important
gateway for the West African countries which has important political implications and
economic significance. The project, which was proposed at the Economic Community
of West African States summit to build a highway linking the countries of the region,
was conceived by the Lagos State Government in 1974 and initiated by the Federal
Government of Nigeria in 1977, and is currently being implemented with self-financing
by the Lagos State Government
The project is divided into three sections, LOT 1, LOT 2, LOT 3, LOT 2 is further
divided into LOT 2A, LOT 2B. LOT3 segment is currently being implemented and
funded by the federal. LOT2B segment which stretches from OKOKOMAIKO to
AGBARA, is yet to be awarded.

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 MAP VIEW OF THE PROJECT
1.2 Route Design
Preliminary design work includes survey of existing roads, crossing over, and
gathering of relevant information along the route.

The main design works includes:

(1) Determination of the basic route scheme

(2) Determination of road intersection, entry and exit points.

1.2.1 Roadbed design

Roadbed design elements include the following:

(1) Determination of the basic design of the roadbed standard and special cross section
along the roadbed earth subgrade.

(2) Determination of substantially retaining, protection works embodiment, the

position, length, size and structure.

1.2.2 Pavement design

(1) Determination of the basic design of road surface;

(2) Determination of the basic dimensions, types and pavement structure.

1.2.3 Bridge design

According to the information collected, combined with hydrologic, topographic and
geologic conditions and on-site investigation of the position of bridges.

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Comprehensive analysis of the design and construction of existing bridges in the area
in relation to low cost, quick and easy starting post-maintenance, bridge determine the
recommended bridge type scheme. According to actual needs along the road,
provided culvert, bridge channel and shall meet the actual needs.

The bridge design includes the following:

Bridge design elements include the following:

(1) Bridge set up list

(2) Layout of the main bridge

1.3 Construction Program

The project LOT2B commences from where LOT2A section ends along Lagos Badagry
Expressway chainage K22+000 located at Okokomaiko, extending westward along
the existing Lagos Badagry Expressway and terminating at Agbara chainage
K32+516.064. The total length of the road is 10.516Km. The road adopts the A2
highway standard with a two-way six-lane outer side, a cover ditch and a sidewalk.

1.4 Main economic indicators

Items Units Quantity Remark

Route length km 10.516

The number of
More 6
lanes
Roadbed width m 34.5

Roadbed excavation m3 217 460

Roadbed fill m3 227 270

Intersection (ring) Office 4

Cross right out into

Office 70
the right

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 Subgrade protection m3 2305

Asphalt concrete
m2 254417
pavement
Existing bridges need to be
460m /
bridge m / Block widened or demolished for
1 Seat
reconstruction
Demolition and
Flyover seat 4 reconstruction of an
existing overpass
Culverts and
Road 25
channels

2.0 The current situation of the project area and the necessity of construction

2.1 Lagos Socio-Economic Profile

Lagos is Located in southwestern Nigeria, with a total area of 3,345 square

kilometres and a population of more than 13 million. Lagos is Nigeria's economic,
financial, trade, maritime and aviation hub, where 60 per cent of the country's
business and commercial enterprises are located and accounting for about 90 per
cent of the country's total foreign trade and a veritable "economic capital". Lagos has
an ever busy waterway transportation, road transportation and air traffic.

Roads are mainly north-south A1, A5 and east-west A234, road transport accounts
for more than 90% of freight and passenger traffic Lagos road statistics

There
Non- No gutter
The total Asphalt drains of
Road property asphalt non-asphalt
length(Km) (Km) non-asphalt
(km) (km)
(km)
Federal
510 510 - - -
government
State
5817 2973 2845 1992 854
Government

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 Local
9897 5721 4176 2925 1253
governments

total 16224 9204 7021 4917 2104

Source: Office of Infrastructure Development MoW & ID

Lagos has a large number of motor vehicles, with a density of 222 vehicles per
kilometre, well above the national average of 11 vehicles per kilometre.
According to the statistics of the relevant departments in Lagos, the number of new
types of motor vehicles registered in the main years is shown in the table below:

List of new types of motor vehicles registered in lagos major years: vehicles
Vehicle Type /
1985 1990 1995 2000 2005
Year
Saloon /
24995 20973 20249 27729 70496
Station Wagon
Pickup, van,
2175 824 1025 341 1460
Litcar
Lorry / Trunk 1388 539 766 494 1780

Minibus 1687 3096 4941 3175 6988

Omnibus 13 609 527 256 162

Tanker 12 86 18 1 16

Tractor 116 127 23 29 17

Trailer 146 143 5 9 49

Tipper 110

total 30532 26397 27554 14856 81078

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According to the data analysis in the table above, the number of motor vehicles in
Lagos has grown rapidly, with the number of newly registered motor vehicles growing
by more than 5% annually from 1985 to 2005.

Among them, from 2000 to 2005, the average annual growth of newly registered
motor vehicles was 40%. Lagos Port covers an area of 200 hectares and has 2 dry
cargo berths, 19 general cargo berths, 6 container berths and 1 RORO berth. In
addition, the company has two inland port berths dedicated to the loading and
unloading of refined oil. According to the survey, the port of Lagos is divided into two
main port areas: the port of Apapa and the port of Tin Can,

In 2005, a total throughput of 22.279 million tons, an increase of 12.5% over the
previous year, the faster growth rate, Lagos port mainly imported goods, in 2005
inbound goods 21.487 million tons, accounting for 96.4% of the total throughput,
792,000 tons of outbound goods, only 3.6%.

Murtala Mohammed International Airport is Nigeria’s largest modern airport,

accounting for more than 50 per cent of all passenger traffic and has direct flights to
many of the world's largest cities. As a result lack of adequate maintenance and neglect
of the railway sector in recent years, low transport capacity, coupled with poor
management, railway passenger and freight volume has seriously decline.

2.2 Necessity of construction projects

The Lagos-Badagry Expressway, which departs from Lagos, Nigeria's economic hub,
and runs west along the Atlantic Ocean to the town of Badagri (CH0-000-CH60-268),
is a major artery of transport connecting Nigeria to Benin, Ghana and Cote d'Ivoire
and an important gateway for the West African countries to connect, has important
political implications and economic significance. The project, which was proposed at
the Economic Community of West African States summit to build a highway linking
the countries of the region, was conceived by the Lagos State Government in 1974 and
initiated by the Federal Government of Nigeria in 1977, and is currently being
implemented with self-financing by the Lagos State Government. With the
development of economy and the surge of traffic volume, the two-way four-lane road
of the original road cannot meet the traffic demand, and the need for widening and
transformation is urgent.

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Currently, the construction works have commenced on LOT2A and LOT3 sections
adjacent to this project, this makes it imperative to urgently commence the
construction of this project.

3.0 Construction Conditions

3.1 Natural conditions for Construction

3.1.1 Topography
Lagos is located in southwest Nigeria, Benin narrow coastal alluvial plain, flat open
terrain along the line, the distribution of many smaller lagoons, topography, ground
elevation of 5m ~ 10m, as with marine coastal plain, ring plot Sea plain area, the area
of vegetation growth, the distribution of swamp forest, swamp forest complex,
secondary forest and other tropical rain forest vegetation.

3.1.2 Meteorological and Hydrological

Lagos major tropical rainforest climate, hot and humid throughout the year; by the
Atlantic influence, dry, relatively less significant changes in the rainy season.

Average annual temperature is about 26 ~ 29 ℃, the average maximum temperature

is about 30 ℃, the average minimum temperature is about 24 ℃. 2, March hottest, the
average maximum temperature 32 ~ 34 ℃; cooler rainy season (June to September),
the average maximum temperature is about 29 ℃, extreme maximum temperature 39 ℃
(MARINA 2004).

Year is divided into two rainy and dry season, from April to October is the rainy
season, from November to March the following year for the dry season. Humidity
rainy season, low temperatures. The average annual rainfall of about 1829mm, slightly

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larger MARINA region, the largest average annual rainfall is about 2535.9 mm. The
vast majority of rainfall occurs during the rainy season, in addition to March, the dry
season other times almost no rain. Rainfall showed more thunderstorms form,
generally do not last long, but greater strength. More than 72 hours of long duration
rainfall can occur almost every year 2 or 3 times (still short duration intermittent
heavy rainfall as the main form), sometimes a sustainable rainfall of 5 to 10 days.

Annual prevailing southwest wind (5 to 10 months, especially in the southwest

monsoon season), followed by southerly and westerly winds, the average wind speed
of about 6M / S, the dry season there are more north wind, but the wind speed in
general is not. Rainy season often stormy weather, wind speeds of up to 28M / S
above; coastal wind power is even greater. Instantaneous maximum wind speed of
more than 45M / S.

Thunderstorm weathers very much (rainy season), may occur at any time, and can
occur multiple times in a day (thunder and lightning, thunderstorms). A huge
thunderstorm during the month (rainy season) occurs in about 10 days. The annual
average relative humidity of 80 to 90%, 2 March slightly lower. Occasional fog, but
generally only found in coastal areas in June and November. Lagos no dust storms,
but Hamadan monsoon winds of the Sahara by the impact, from December to January
the following year there will be some sand and fog.

3.1.3 hydrogeological
Groundwater is mainly buried in the plain areas of the red marine Quaternary
alluvium, 2 ~ 5m depth, abundant water, mainly due to surface water and
atmospheric precipitation dual supply, water quality influenced by the natural
environment, water quality is generally poor, large groundwater having an
intermediate portion Lot aggressive ~ eluting weak concrete structure.

3.1.4 Earthquake

The line faults by area not developed, and are buried deep, have little effect on the
item.
Since Nigeria since its establishment have not had an earthquake, there is no specific
seismic department records this information, and the local aspects of municipal and
roads, utilities and other infrastructure has not earthquake-proof, the project

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construction, seismic fortification by AASHTO 3.10 Tiao , it is a seismic zone, the
acceleration parameter A = 0.05.

3.1.5 Geological conditions

Along the exposed strata Quaternary phase and coastal lagoon sediments mainly mud,
silty soil, sandy soil saturated cohesive soil and geological conditions foundation works
in general.
(1) sludge: gray and black, plastic-like flow was mainly distributed in wetlands, pond
area, the layer thickness of 0 ~ 2.0m, the basic bearing capacity of foundation σo =
20 ~ 40kPa.

(2) silty soil: dark gray, shaped as a soft plastic, containing a small amount of silt,
mainly in wetlands, pond area, thickness of 1.0 ~ 3.0m, the basic bearing capacity of
foundation σo = 40 ~ 60kPa.

(3) clayey soil: tan, hard plastic, in a local folder viscous soil humus, a thickness of 7 ~
13.0m, the basic bearing capacity of foundation σo = 180 ~ 220kPa, cohesive soil
humus σo = 100kPa.

(4) saturated sands SOIL: brown - brown yellow, distributed below the surface within
20m ~ of loose sand in the form of tight state, σo = 150 ~ 250kPa; 20m is less
dense medium density ~, total thickness greater than 25.0m, The basic foundation
bearing capacity σo = 250 ~ 450kPa;

Tertiary Ilaro underlying Formation. Geotechnical construction grade surface is

generally dig ordinary soil (Ⅱ grade), loose soil or soft soil (Ⅰ).

3.2 Status along the road

According to the survey, Bagh Darui highway built in the 1970s, built by the European
countries. Situation two-way four-lane, 6 meters wide in construction with carved,
carve, but with no isolation facilities, most of the sections and other more serious
water damage. The use of asphalt pavement, lack of management and conservation,
local road damage is very serious, seriously affect driving. Towns along the more
concentrated population areas are densely roadside hawkers peddling, leading to
serious road congestion.

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Lagos - Grenada Bada highway is the economic center of Lagos, Nigeria departure,
along the Atlantic west to the town of Bada Grenada (CH0 + 000- CH60 + 268),
connecting Nigeria to Benin, Ghana, Cote d'Ivoire direction traffic artery.

A total project is divided into three sections, LOT 1, LOT 2, LOT 3, LOT 2 which is
divided into LOT 2A, LOT 2B. Turkey and the successful implementation of the Group
is one of the LOT 2A segment, LOT3 segment has now implemented by the federal
government funded the construction side as in the company.

LOT2A segment from MAZAMAZA to OKOKOMAIKO, mileage of (CH7 + 200-CH22

+ 000), total length 14.8 km, 10-lane two-way, intermediate rail passage 15 meters,
the standard cross-sectional width of 100 m, alignments, and the blue light rail Lagos
overlapping, after completion of the expansion of West African States became the
highest grade highway, will greatly ease the traffic congestion in the area.

LOT2A segment total investment of 141.2 billion naira, or $ 911 million dollars (the
exchange rate when signing the contract), self-financing by the Lagos state government.
Contract start time December 23, 2011, contract completion time December 22, 2014,
contract duration of 3 years. Because investment capital budget is not in place, to take
the project implemented in phases.

LOT2A segment currently construction schedule:

The completion of a bid to obtain a Certificate of Completion September 15, 2017;

two tenders to complete the overall 65.8%; 23.6% completed the entire three
tenders. Detailed completed as follows:

Bridge Engineering: Second Section of the overpass and pedestrian bridge section,
overpass pile section has been completed, the overpass pile extension, part of the
progress of the pile caps, piers, cover beams have been completed 90%, being girder
floor system construction. Two tenders pedestrian bridge section has been 98%
completed, and the only difference between the remaining awning accessories. Three
tenders overpass pile, part of the progress of the pile caps, piers, cover beams have
been completed by 18%.

Highway Engineering: A Lot has obtained a Certificate of Completion; two tenders

completed culverts, ditches and protection works 77.01%, road and sidewalk

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construction is completed 80.53 percent; the combined average is 80% complete the
total project amount of tenders. Three tenders culverts, ditches and protection works
39.62%, road and sidewalk construction is completed 27.89 percent; combined
average of 31% of the total project amount to complete the tenders.

Lagos Badagry Expressway project LOT1, LOT2A road cross section layout

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 Lagos Badagry Expressway Project LOT1 Live View (Side Light Rail)

Map view of Lagos Badagry Expressway Project LOT1, 2 junctions ( accommodating

light rail along the alignment)
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Live view of the Lot2A segment of the Lagos Badagry Expressway Project

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Live view of the Lagos Badagry Expressway Project LOT2B segment (1, 2 standard
segments)

Live view of the Lagos Badagry Expressway Project LOT2B segment (3 nominal
segments)
LOT3 segment currently implemented by the federal government funded the
construction side as in the company. Both sides widened to six lanes in both two-way
four-lane basis, outside of the ditch and set up sidewalk.

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Status of the construction of lot3 section of the Lagos Badagry Expressway Project

LOT2B segment Status:

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The current state of the road in severe condition

Current condition of the pile bridge, with undue settlement of the pier

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The current status of the bridge across the river bridge, the bridge structure is in good
condition

Current Status of the Pedway

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LOT2, LOT3 junction

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4.0 Technical standards and specifications

4.1 Design Specification

This project was designed in accordance with British Standard and the Federal Republic
of Nigeria Road Related Codes.

4.2 Design Standard

Road grade: A2 grade highway;

Design speed: 100Km / h;
Road grade: A2 highway;
Design speed: 100Km/h;
Lane: Two-way six-lane outside cover ditches and sidewalks
Standard section width : 34.5m;

4.3 Road cross-section

The project has been expanded into a transformation on the basis of existing roads.
The existing road section is a two-way four-lane, lane width 3.65m, median
bandwidth of 6m, and right shoulder width 2.5m.
The widened rear section is a two-way six-lane section with a width of 3.65m, a
median bandwidth of 6m, a right hard shoulder width of 1.5m, a 1.05m wide cover
ditch and a 0.75m wide walkway for pedestrians.

Existing road standard cross-section

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Cross section of the road after widnening

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5.0 Road design

5.1 Route Planning

5.1.1 Graphic Design

1, Graphic Design Principles

(1) Plan indicators should meet the specifications for the Federal Republic of Nigeria
road requirements;

(2) The construction project should strive to reduce the extent of demolition, save cost
and meet the transportation function,

(3) The road network should be unified and be in compliance with existing road
network planning;

(4) Considering and making rational use of the existing roads

2, Graphic Design Overview

The project LOT2B commences from where LOT2A section ends along Lagos Badagry
Expressway chainage K22+000 located at Okokomaiko, extending westward along
the existing Lagos Badagry Expressway and terminating at Agbara chainage
K32+516.064. The total length of the road is 10.516Km.

Route plan

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(1) Curves

When the radius of the circle curve is less than the minimum radius that is not super-
high, the easing curve should be set at both ends of the circle curve.

(2) View distance

The line of sight is closely related to driving speed, and the speed V85 is used as the
calculation speed in accordance with international methods.

1) Visibility on bends

The driver is able to sense the distance at which the bend exists and changes its driving
behavior in time as he approaches the bend.

Typically, the visibility of a bend is a distance of 3 seconds at the V85 speed.

2) Parking distance

The distance at which the driver brakes at a point in the route before the road obstacle
appears. The parking distance consists of the driving distance and braking distance
during the driver's reaction time, so the parking distance should be greater than the
braking distance.

At the bend, the parking distance shall be increased.

3) The distance of sight at the intersection

Before the arrival of a priority vehicle, the user of the non-priority road or in and out
of the intersection shall have the appropriate distance of view and the relevant
information present to other users on the priority road in order to determine the
initiation and completion of the operation through the road.

For vehicles that turn left and enter the auxiliary road, they should be provided with
the corresponding line of sight in the face of reverse traffic on the main road.

5.1.2 Route Profile Design

1, Profile design principles

(1) To ensure the safety and comfort of the vehicle;

(2) According to the type and speed of the road used, the profile line must meet the
standard requirements;

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(3) improve the profile of the beach and the section of the area where the sea may be
submerged, to protect the roadbed from water damage;

(4) To improve the profile near the hydraulic structure to meet the height required by
the structure;

(5) Improve the profile of the flat area to ensure a minimum slope of 0.3%, so that
the drainage is smooth;

(6) The profile design should take into account the land planning and the status quo
elevation on both sides,

(7) Pay attention to flat vertical combination design.

2, Profile design overview

The length of the road is 10.516Km, with 25 vertical curves, the maximum slope is
0.9%, the minimum slope is 0.3%, the shortest slope is 250 m long, the minimum
convex curve radius is 10000 m, and the minimum concave curve radius is 10000 m.

5.1.3 Cross-design

1, cross-junction design principles

(1) The intersection is set in the line shape and terrain conditions allowed, good line of
sight section;

(2) The intersection setting is in line with the road network planning;

(3) The setting of spacing at intersections should consider not only the convenience of
the up-and-down highway traffic, but also the influence of the density of the
intersection on the speed of highway operation and service level.

2, intersection design overview

The community along the project is dense, with a total of 4 roundabouts and about
70 right-in and out-of-the-road intersections.

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 Route Plan

5.1.4 Safety facilities and facilities along the route

1, Signal Device

The road signal device mainly includes a marking line and a road sign on the road
surface to provide various warnings, prohibitions, instructions, guiding information
and line of sight to the driver to make the traffic safer.

2. Facilities along the line

The facilities along the project are mainly a toll station, located near the end of Agbara.

5.1.5 Construction land and demolition

The land acquisition and house demolition caused by this project is the responsibility
of the owner. The land acquisition and demolition of this design are not included in
the estimate.
5.2 Subgrade Scheme
5.2.1 Subgrade Design Principles
Following the principle of “adapting to local conditions, combining prevention and
control, safety and economy, and being beautiful and natural”, according to the

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characteristics of the project, combined with local topographic and geological
conditions, using reasonable embankment filling height, slope rate, protection form
and foundation treatment measures to prevent roadbed diseases And to ensure the
stability of the roadbed. Improve the comprehensive design of roadbed protection,
drainage, earth borrowing, etc., strengthen environmental protection and soil, water
and land conservation.

1. The roadbed design adheres to the principles of stable and durable, beautiful and
natural, resource-saving and economical, and comprehensive consideration of road
construction and comprehensive design.
2. Depending on local conditions, local materials, safe and economical, beautiful in
appearance, conform to nature, and coordinate with the environment.
3. The slope protection adopts effective measures combined with landscape greening
and beautification. The greening is mainly based on native plants, reducing the
completion project and reflecting the green ecological protection.
4. Reasonably set up protection projects to treat bad foundations and ensure the
stability of the roadbed;
5. Attach great importance to the planning of borrow pits, increase environmental
protection and soil and water conservation, respect nature, cherish resources, and
achieve harmony between road development and protection of the natural
environment.

5.2.2 General roadbed design

1. Subgrade width: 34.5m
2. Road arch slope: 2.5%
3. Subgrade slope rate
Filling subgrade slope: The filling height of this project is generally below 4m, and the
filling subgrade slope is 1:1.5. Excavation roadbed slope: the excavation of the project
is shallow excavation, the slope of the excavated roadbed is 1:1.25, and the slope is
naturally connected with the surrounding floor.
4, Ground surface treatment
The current situation along the project covers the vegetation. The original ground of
the general road section should be cleaned after the surface turf, humus soil and salt

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shell are removed, and the thickness of the surface is 30cm.
5, Foundation filler and compaction
The key to the strength and stability of the roadbed lies in the three aspects of
roadbed filling, foundation and compaction. The fill roadbed is preferably selected
from coarse-grained soil such as gravel soil and sand soil, and the roadbed and
roadbed are controlled. The maximum particle size of the following basic fillers should
meet the specifications. Among them, subgrade compaction is the most important
process in subgrade construction, which plays a decisive influence on the quality
standards such as roadbed stability and durability. When the subgrade fill height H of
some sections is less than the total thickness of the pavement plus roadbed, the topsoil
of the foundation shall be over-excavated and layered backfilled and compacted. The
over-excavation depth is h, and the required H+h is not less than the total thickness of
the pavement plus roadbed. In order to eliminate the influence of surface water and
other factors. The subgrade filling and compaction requirements of this project are
shown in the following table, and the roadbed compaction degree adopts the heavy-
duty compaction standard.

Project classification below the road surface

Depth (m) Compaction Minimum Maximum

Type of section (%) strength of the particle size of
filler(CBR) (%) the filler(cm)

Filling roadbed 0～0.3 ≥96 8 10

0.3~0.8 ≥96 5 10

0.8～1.5 ≥94 4 15

1.5 or less ≥93 3 15

Zero filling and 0～0.3 ≥96 8 10

excavation
0.3~0.8 ≥96 5 10
roadbed

5.2.3 Special Subgrade Design

1. Soft soil roadbed treatment

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The silt and silt soil along the project is relatively developed, with large water content,
high compressibility, low strength and poor engineering performance. When directly
used as roadbed soil, the foundation soil will produce large settlement and differential
settlement due to consolidation and shear deformation. Moreover, due to its low
strength, the foundation bearing capacity and stability cannot meet the engineering
requirements and the foundation soil is destroyed, which affects the normal use and
life of the road. Therefore, it is necessary to carry out roadbed treatment on soft soil
such as silt and muddy soil. For the soft soil roadbed, the shallow soft soil layer of the
ground cover layer with a small buried depth, when the depth of the bottom plate
and the layer thickness ≤ 3 m, are generally treated by the replacement method. The
weak foundation with the depth of the bottom plate and the thickness >3m is
generally considered to be treated by the composite foundation scheme. Under the
premise of reasonable economic and technical conditions, the treatment plan is
rationally selected according to the actual geological conditions.
According to the soft soil thickness and physical and mechanical properties of the
project, several treatment schemes such as drainage consolidation method, vacuum
preloading method, reinforced concrete prefabricated pipe pile, CFG pile and cement
soil mixing pile are selected.
1) Drainage consolidation method:
The vertical drainage body is arranged in the soft base, which greatly shortens the
drainage distance, accelerates the consolidation process of the foundation, and
combines the preloading of the pile to significantly improve the preloading effect.
Commonly used vertical drainage bodies include bagged sand wells and plastic
drainage boards. As a conventional soft foundation treatment method, the method is
mature in design and construction, simple in construction and low in engineering cost.
However, it must ensure a certain preloading period to achieve good soft foundation
treatment. Generally, the preload is required. The period shall not be less than 6
months. For tight construction period, soft soil is thicker, and it is often treated with
overload preloading.

2) Vacuum preloading method

The vacuum preloading method uses vacuum negative pressure as the load for

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preloading and overload preloading, the horizontal drainage channel adopts a sand
cushion of 50-80 cm thick, and the vertical drainage channel adopts a bagged sand
well with a spacing of 1.1-1.5 m and equilateral triangle arrangement. . The method is
applicable to silt soils with low permeability and saturated soft clay foundations,
especially super soft foundations. The vacuum preloading method does not require
stacking, omitting the loading and unloading process and shortening the preloading
time; also, the vacuum generated by the vacuum preloading method makes the
foundation soil

Secondly, the negative pressure generated by the vacuum preloading method

accelerates the discharge of the pore water of the foundation soil and shortens the
consolidation time. This method is widely used in soft foundation treatment. It is an
advanced design and mature technology, which can meet the requirements of tight
construction period. Vacuum preloading method soft soil has high requirements on the
quality of sealing and vacuum construction technology. When used in large area, there
are more jet vacuum pump equipment required, and the construction cost is slightly
higher. If the soft base layer is covered with a large layer of sand aquifer, it should be
used with caution. Otherwise, this method could be used after the mud mixing pile is
used as a curtain for sealing water treatment.
3) Reinforced concrete prefabricated pipe pile

The method of purchasing or concentrating prefabricated reinforced concrete piles,

using a diesel hammer power impact or static pressure, to drive the precast pile into a
soft foundation for ground treatment. In recent years, the methods have been used
more in soft foundation treatment in municipal roads and highway projects. The
method has good construction quality, easy control, simple construction, shortest
construction period, good soft foundation treatment effect, and generally no
restrictions on the reinforcement depth. However, the construction cost is high. For
buildings with dense areas, the vibration of the pile body shall be fully considered.
Impact, if necessary, use shock absorption measures.

4) Cement fly ash gravel pile

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The CFG pile is made of gravel, stone chips, fly ash and a suitable amount of cement
pile tools and has a variable bond strength pile type. The CFG pile composite
foundation formed by the pile layer together with the soil between the pile and the
pile is used. This composite foundation has great adjustability due to the
improvement of bearing capacity, small settlement deformation, relatively low cost,
simple construction, effective reinforcement depth of 25m, fast strength improvement,
short construction period and small post-construction settlement. To strengthen the
construction quality control, it is necessary to test the piles and the construction cost is
high. The CFG pile diameter is 0.4-0.5m, the spacing is 1.5-2.0m, and the medium
and coarse sand cushion is used, and the thickness is 0.5m.

5) Cement soil mixing pile

It is mainly made of cement as a curing agent, using deep mixing machinery and soft
soil for forced agitation. Through physical and chemical action, a special mixed
column with higher strength is formed to form a composite foundation with the
original layer: it is divided into powder-jetting piles and Slurry spray pile. The method
has good reinforcement effect on soft soil foundation, mature construction
technology and fast construction progress. However, it is necessary to strengthen the
construction quality control, and it is necessary to test the piles and the construction
cost is high. The effective reinforcement depth of the powder jet pile is less than 12m,
and the effective reinforcement depth of the slurry jet pile is less than 15m. According
to the natural water content and reinforcement depth of the foundation, the powder
spray pile and the slurry spray pile are selected respectively. For the soft foundation
with natural water content less than 50%, the slurry spray pile should be used; for
the soft base with natural water content greater than 50%, the powder spray is used.
The pile reinforcement effect is better. The diameter of the cement mixing pile is 0.4-
0.5m, the spacing is 1.5-2.0m, and the medium and coarse sand cushion is used, and
the thickness is 0.5m.
Considering the situation of the stratum, construction time, treatment effect and
project cost, the cement mixing pile treatment scheme is recommended in the soft soil
foundation section.

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5.2.4 Subgrade of the reservoir and ditch section

The mud that exists at the bottom of the pond and the ditches that the route passes
through has adverse effects on the project.
1 Ditch pond with water and deep ditch and difficult construction. After draining and
dredging, fill 50cm piece of stone + 10cm gravel filling and leveling +40cm lime (5%)
to treat low liquid limit clay, and then excavate the steps. The ordinary soil is layered
and filled, and the stone should be made of non-weathering stone. Its compressive
strength is ≥30MPa and the size is less than 30cm.

2 For the ditch ponds with water in the ditch pond and the ditch is not deep, and the
construction is not difficult, after draining and dredging, lay a layer of filament
geotextile, fill 40cm lime (5%) to treat the low liquid limit silt, and then excavate the
steps.

3 There is no water in the ditch pond. After the table is compacted, the steps are
excavated to fill the common soil.

3, Bridge, Channel Culvert (Structure) Head Embankment

The range of road and bridge transition section treatment: the bottom is not less than
2m from the back of the platform along the direction of the route, and the top is not
less than 1.5 times the basement height from the back of the platform (the roadbed
height does not include the road surface thickness) plus 2m. The filler is preferably
treated with 5% lime to treat the low liquid limit clay. When the borrowing field
does not have enough low liquid limit clay, 5% cement can be used to treat the low
liquid limit silt. The compaction requirement is not less than 96%, and the pressure of
the large roller is implemented. A smashing machine to fill the compaction layer is
applied to the dead angle.

The roadbed filling height or the excavation slope height is less than 4 meters, and the
slope is protected by grass. This is to prevent the rain from scouring the slope and
ensuring the slope stability, the bridgehead is covered with prefabricated hexagonal
concrete blocks within 10 meters. The section of the submerged section of the road is
covered with hexagonal precast concrete blocks; the roadbed is limited to the slope

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section, and the retaining wall can be used to close the slope.
5.2.5 Subgrade drainage

The design principle of the subgrade drainage system of this project: According to the
topography, geological conditions and rainfall size along the line, the subgrade water
is introduced into the nearby ditches by means of interception, drainage and
introduction. The subgrade pavement drainage system is self-contained and
organically combined with the local irrigation and drainage system, which not only
ensures the need for roadbed drainage, but also does not affect irrigation and
drainage. The main drainage facilities are: side ditch, drainage ditch, etc.
Rectangular cover groove is provided on both sides of the roadbed of the excavation
section.

A 1.0m wide slope is installed on the foot of the embankment, and a rectangular or
trapezoidal drainage ditch is arranged outside the slope. The water is purified and
discharged into the ditch and pond.
The side ditch and drainage ditch of the whole road section are all made of
reinforced concrete; some sections can adopt trapezoidal soil drainage ditch
according to the actual situation on site.

5.3 Pavement plan

5.3.1 Pavement design principles

Pavement structure design according to the traffic, its composition, requirements,

combined with local climate, hydrology, soil and other natural conditions, follow
the principles of local conditions, rational material selection, convenient construction,
conducive to conservation, and investment saving, technical and economic
comparison of pavement structure schemes. A pavement structure scheme with
advanced technology, reasonable economy, safety and reliability, and favorable for
mechanized construction.

Pavement design mainly follows the following principles:

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(1) based on traffic volume;
(2) Adaptation to road grades and service function requirements;
(3) Compliance with the supply of local road construction materials;
(4) Adapt to the requirements of natural conditions;
(5) Mature technology, excellent performance and reasonable cost.

5.3.2 Comparison of pavement structure types

Comparison of road performance between asphalt concrete pavement and cement
concrete pavement

Type of pavement surface Cement concrete Asphalt concrete

layer pavement pavement

Compressive strength and High compressive strength Low compressive strength

tensile strength and tensile strength Low and tensile strength Low

Deformation ability Deformation ability is good deformation ability,

poor, sensitive to adapt to roadbed
subgrade deformation deformation

Temperature stability good temperature poor temperature

stability, not easy to stability, easy plastic
produce plastic deformation
deformation
Driving comfort driving comfort is slightly driving comfort is good
poor
Vibration and noise High vibration high noise low vibration and low
noise

Engineering economics Low requirements for High requirements for

sand and gravel materials, sand and gravel materials,
low initial investment high initial investment
costs costs

Economical operation low tire wear and fuel large tire wear and fuel
consumption consumption

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Maintenance costs Low maintenance costs maintenance costs are
high

Serviceability is not easy to repair, long easy to repair, no

maintenance period after maintenance after
previous maintenance previous maintenance

Comprehensive analysis of the advantages and disadvantages of asphalt and cement

concrete pavement, the project is planned to use asphalt concrete pavement, and the
toll station section uses cement concrete pavement.

5.3.3 Pavement structure design

The pavement design of this project must meet the requirements of practical,
economical, comfortable and beautiful; the pavement structure should meet the
requirements of better temperature stability, water tightness, durability and good
anti-sliding performance. The recommended pavement structure is as follows:

Asphalt concrete anti-slip surface layer AC-13C 4cm

Asphalt concrete base AC-20C 6cm
Asphalt lower seal layer 0.5cm
5% cement stabilized macadam base 20cm
Graded gravel underlay 20cm
Total thickness of pavement structure 55cm
A 15cm gravel or gravel cushion is required to be placed on the base of the wet
section where the groundwater level is high.
5.3.4 Pavement drainage
Motor vehicle lanes, traffic lanes and hard shoulders are provided with road arches
and cross slopes. The road surface water is discharged from the road arches to both
sides of the roadbed.

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5.4 Bridge and culvert engineering
5.4.1 Bridge Design Standards
Bridge and culvert design load: “The Federal Ministry of Construction Federal
Highway Engineering Manual” specifies the load;
Design flood frequency: 1/100;
Use environment category: Level I;
Structural design base period: 100 years;
Road clearance: ≥5.0 m,
Bridge width: the bridge width is 2 × 13.45m;
Culvert length: meet the subgrade width requirements

5.4.2 Bridge design principles

The project is located in the coastal sedimentary plain, the terrain is flat, the
difference between the coast and the water surface is small, the height of the bridge
building should be as small as possible, and there is enough clearance under the
bridge to meet the flood discharge needs. Most of the bridges are of general
structure. When selecting the form of bridge structure, comprehensive consideration
shall be made according to the following principles:

1. The bridge setting is comprehensively formulated according to the route direction,

hydrology, topography and geological conditions. The selection of bridges is based
on the principles of safety, economy, application, aesthetics and convenient
construction. It is generally based on safety and economy, taking into account the
needs of the landscape, and comprehensively facilitating the requirements of
maintenance, driving, flood discharge, irrigation and other aspects of the selection of
appropriate structural types

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Coordination of beam span and pier height coordination of bridge and nature

2. In the selection of bridge structure, new materials and new processes should be
fully adopted to make the best combination of applicability and economy. The
design of the structure is advanced, economical and reasonable, adhering to
standardization, light weight, assembly, and convenient construction. The economic
indicators are low. Under the premise of satisfying the function of use, the structural
design should follow the principles of economic rationality, safety, reliability,
durability and beauty, and choose the bridge structure with mature technology,
easy maintenance, simple construction and short construction period.
3. When selecting the type of structure of the upper part of the bridge, factors such
as topography and geological conditions at the bridge position should be
considered comprehensively. Generally, the bridge deck continuous simple hollow
slab beam or rectangular beam, the first simple supported structure continuous
prestressed concrete small box girder or T beam is used. When the height of the pier
is relatively high, the cast-in-place continuous box girder can also be used.
For general bridges, hollow slab beams or rectangular beams with spans of 20 m or
less are used. When crossing large rivers, high pier heights or difficult construction
and transportation conditions, prestressed concrete small box girder with span
diameters of 25m, 30m and 35m may be used. T beam or continuous beam,
continuous rigid frame, etc.
According to the collected data, combined with hydrology, topographical
geological conditions and on-site investigation, the location and aperture of the
bridge should be set up, combined with the comprehensive analysis of the existing
bridge design and construction, and finally the low cost, quick effect and convenient
maintenance
4. The bridge across the marshland is designed with pile-slab bridges, each span of 8
meters.

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Cross section of the pile bridge recommended across the marshy section (for
illustration only)

5, Culverts, Passages

The agricultural irrigation water and drainage issues along the project are mostly
solved by longitudinal ditches parallel to the route. The design culverts are roughly
arranged. The next stage shall be adjusted and improved according to the project
plan. Detailed irrigation ditches and river ditch with culverts along the line should
be elaborated. Investigate and conduct comprehensive analysis and rational
deployment to meet the needs of flood discharge, roadbed drainage and irrigation
and drainage along the farmland. The culverts of the whole line are made of
reinforced concrete box culverts or round culverts according to the status and
geological conditions of the ditch. For the sections with poor geological conditions,
the culvert needs to be grounded to improve the bearing capacity of the sill
foundation.
At this stage, the culvert is temporarily laid out according to 2~3 roads/km, and is
estimated. The next stage should be adjusted and improved according to the site
investigation.

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 5.4.3 Overview of Bridge Layout
According to the collected data, combined with hydrology, topographic and
geological conditions, according to the site investigation, combined with the
comprehensive analysis of the existing bridge design and construction, the bridge
settings of the project are shown in the following table:

Serial river Bridge angle bridge structure type

number nam deck the of full
Low structure
e Width number of inters length
Pile
Upper
(m) holes and ectio (m) Pier and platfo
num
part
Bridg Aperture n rm
ber Basic
constructi
e (hole × m) and
on
nam Basic
e

1 Bada 2*13.45 9×8m pile 90 460 Reinforced Pile Seat

Gry slab bridge concrete pier, plate
BDK 1 +10×38mT cast-in- seat
30+ Bridg girder place T- plate
780. e bridge beam pier
0 +8m pile
slab bridge

The widened bridge layout of the truss bridge is shown in the figure "QL-1 Bridge
Layout". At the BDK29+840 position, both the bridge needs to be demolished and
be reconstructed.

5.5 Other works

5.5.1 Road lighting
1. Design content and scope

The design content mainly includes street lighting box change, low-voltage lighting
line and laying, lamp type selection, lamp arrangement, lighting control and

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grounding. The lighting box variable power supply is powered by the mains, and the
power supply department implements the external power supply, which is outside
the scope of this design.

2. Lighting design standards

The road lighting is designed according to the urban expressway standard, the
average illuminance is not less than 30lx, the illumination uniformity is not less than
0.4, the average brightness is not less than 2cd/m2, the total brightness uniformity is
not less than 0.4, and the brightness longitudinal uniformity is not less than 0.7. The
illumination power density value is not higher than 1.00 W/m2.

3. Design principles
(1) Maintenance
Road lighting design should fully consider the maintenance-free and easy
maintenance of lighting and power supply systems, and avoid the maintenance of
streetlights affecting the normal operation of the road.

(2) Security
The design should consider the safety of each device of the lighting system, and
avoid accidents such as falling of lighting equipment or electrical fires.
(3) Energy saving and environmental protection
The lighting system is the major electricity use during the whole life of the road. The
design should respond to the national “energy saving and emission reduction” call.
Under the premise of meeting the design standards and ensuring road safety, reliable
operation and social and economic benefits, fully consider new energy and new
energy. The application of technology in road lighting systems.
(4) Equipment selection
The equipment and equipment used in the design of the lighting system shall comply
with the current national and industrial product technical standards, and should be
selected with advanced technology, economical and energy-saving complete sets of
equipment and stereotyped products, and actively and cautiously adopt new
technologies, new processes and new material.

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4. Power supply and distribution
A dedicated 10/0.4kV box-type substation is installed along the road to supply road
lighting. The high-voltage side of the box is connected to the ring network, and the
10 kV power supply is provided by the power supply department. The transformer
in the box is selected as the D, yn11 three-phase power distribution dry-type
transformer; the capacitor compensation cabinet and the intelligent power-saving
controller are set in the box. Each box-type substation has a capacity of 1x100kVA
and a low-voltage power supply radius of about 0.8km, ensuring that the pressure
drop of the last lamp is controlled within 10%.
The box-type substation adopts an outdoor pre-installed environment-friendly type,
and its appearance is coordinated with the surrounding landscape. The box set in the
green belt is changed, and a fence is required around it. The tank-changing drainage
is provided with a PVC-Φ150 pipe at the bottom of the foundation, and the
accumulated water is discharged to the adjacent rainwater system, and the drainage
gradient is not less than 1%.

5. Road lighting
(1) Light source selection

The street light source uses an LED light source. The whole lighting effect is
≥120lm/W, the color rendering index is ≥75, the color temperature is 4000~4500K,
the lamp luminous flux at the burning point of 2000h should be no less than 98%,
and the lamp maintenance rate at the burning point of 5000h should be no less than
97%. Oval flare. The power factor is not less than 0.95.

(2) Lamps and their attachments

The street lamp is made of high-pressure cast aluminum casing and half-cut type lamp.
The maintenance factor of the lamp is 0.7, the protection level of the lamp is above
IP65, and the level of electrical insulation is one level. The luminaire adopts the
module design, and the service life of the luminaire should not be lower than
20000h. The luminous efficiency of the lamps is not less than 90%. A separate fuse
should be provided for each luminaire. The reflective system uses a stereo light
source or a lens light guide design. LED lights need to have a good heat dissipation

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system and have the functions of over temperature protection, moisture resistance
and moisture breathing. The LED lamp body is made of high thermal conductivity
aluminum alloy material, good bat-type light Distribution Design and Heat
Dissipation performance.

In places where strong vibrations are likely to occur, such as bridges passing through
motor vehicles, the lamps used shall comply with the anti-vibration requirements
stipulated by the national standard.

(3) Light plan

The street lamp adopts a 12-meter pole high street lamp, which is arranged
symmetrically on both sides with a spacing of about 25 meters. The street lamps are
placed on the shoulders on both sides of the lane. The distance from the standing
teeth is 0.5 meters. The shoulder lamps on both sides are in the form of single-
handed arms. The lamps use 250W LED light source. The length of the poles is 2
meters and the elevation angle is 5 degrees.
The curve section with a radius of less than 1000m reduces the spacing of the street
lamps. The spacing is 50%~70% of the distance between the lamps of the straight
line segment. The smaller the radius, the smaller the spacing; the lamps at the turning
point shall not be installed on the extension line of the straight line segment lamps;
The lighting of the bridge crossing the river should be consistent with the road
lighting connected to it, and the bridge railings and edge stones should have
sufficient vertical illumination. A 15-meter high three-head 180W LED street light is
placed at the intersection.
(4) Light pole

The light poles are all formed by one-shot internal and external hot-dip galvanized
steel rods. The casing is excellent in corrosion resistance. According to the
earthquake-resistant level 7, the wind resistance is 12 levels. The waterproof and
internal leakage measures are reliable. There should be a grounding wire mounting
bolt in the pole. After the construction is completed, the lamp pole number should
be marked on the road lamp pole with paint to check it in the future.

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6. Intelligent lighting control

1) Road lighting should reasonably determine the time of switching lights according
to seasonal changes. The automatic control based on the combination of light
control and time control based on the change of sky brightness is mainly used, and
the control mode is supplemented by manual control.
2) Multi-level dimming control mode is adopted. During the dimming process, the
color temperature of the LED road lighting fixtures should not change, and the
dimming level should be linearly proportional to the power of the corresponding
LED road lighting fixtures; while dimming, the brightness of the LED road lighting
fixtures should be slowly transitioned.
3) The street lamp adopts intelligent single lamp control. The lamp should have
dimming interface. Through the single lamp control module, it can realize
continuous dimming, fault detection, ground fault detection, leakage detection and
other functions, and can pass RTU and remote control terminal communication to
achieve intelligent operation.
7. Lighting lines and laying
(1) The low-voltage mains of the street lamp is powered by the 4-core YJV-1kV low-
voltage cable. Under each lamp post, the street lamp wiring well is buried, and the
insulated puncture clamp is used. It is not necessary to break the main cable or peel
the skin by connecting the clamp to the main line. Convenient construction, safe and
reliable.
(2) Road lighting cables are laid through HDPE pipes and laid through steel pipes
when crossing intersections.
(3) Illuminating cable hand wells are installed at both ends of the pipe, which is
convenient for cable replacement during maintenance.

8. Grounding
(1) The lighting power supply system adopts TT system. The bridge section street
lamp uses the main steel bar in the bridge structure as the grounding pole. The other
section street lamps use 25x4mm hot-dip galvanized flat steel and φ14 hot-dip
galvanized round steel as the horizontal grounding wire and vertical grounding pole.
All street lamp grounding resistance requirements are not more than 10 ohms.
(2) The working grounding, protective earthing and lightning protection grounding

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of the box-type substation share a set of grounding devices, and the grounding
resistance is not more than 4 ohms.
5.5.2 Road greening
In combination with the cross-section of the road, the greening plan for the road is
proposed and coordinated with the surrounding environment, such as sidewalk trees,
central green belts and other forms of greening.
5.5.3 Landscape Engineering
According to the current situation and planning situation along the surrounding area
and combined with the actual situation of the project, rational segmentation and
segmentation landscape positioning, landscape design, and strive to achieve
harmony with the surrounding environment.

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