HARARE POLYTECHNIC

Department of Civil Engineering

PROJECT TITLE:

DESIGN OF A PARKING LOT AND

DRAINAGE SYSTEM AT ZAOGA BRAESIDE
BY
LYDIA CHIMEDZA

A Project submitted in partial fulfillment of the requirements for

theNATIONAL DIPLOMA in Civil Engineering.

DESIGN OF A PARKING LOT AND DRAINAGE SYSTEM

SUPERVISOR : MR NCUBE

CANDIDATE NUMBER :1115001E00292

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ACKNOWLEDGEMENTS
I would like to acknowledge the supervision given by my lecturer MR Ncube in
arranging this project, my parents and siblings and also my colleagues for their
continued support. Dedication goes to God Almighty for strengthening me through
it all.

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DECLARATIONS
I declare that this project is my own work, and a result of my own investigations.
All the sources that I have used or quoted in the project report have been indicated
and acknowledged by means of complete references. To the best of my knowledge,
this work has not been submitted before for any other diploma at any other
academic institution.

Signed………………….

Date………………….

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Table of Contents Page

ACKNOWLEDGEMENTS..........................................................................................................2

DECLARATIONS.........................................................................................................................3

ACRYNONY..................................................................................................................................8

CHAPTER 1.................................................................................................................................10

1.0 INTRODUCTION.................................................................................................................10

1.2 BACKGROUND OF THE STUDY.....................................................................................10

Fig 1.1:locality map for the proposed parking lot....................................................................11

1.3PROJECT SCOPE.................................................................................................................11

1.3.1PAVEMENT DESIGN........................................................................................................11

1.3.2DRAINAGE DESIGN.........................................................................................................11

1.4PROJECT OBJECTIVES.....................................................................................................11

1.5 PROBLEM STATEMENT...................................................................................................12

1.6 JUSTIFICATION..................................................................................................................12

CHAPTER TWO: LITERATURE REVIEW...........................................................................14

PARKING LOT...........................................................................................................................14

ADVANTAGES OF PARKING.................................................................................................14

TYPES OF PARKING LOTS....................................................................................................14

Underground parking..............................................................................................................14
Multi-storey parking lot..........................................................................................................15
Surface parking lot...................................................................................................................15
Types of parking in Zimbabwe...............................................................................................15
On-street parking.....................................................................................................................15
Off-street parking....................................................................................................................16
Angle parking...........................................................................................................................16
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 Perpendicular (90 degree).......................................................................................................17

ANGLED—60 DEGREE............................................................................................................17
Angled—45 Degree..................................................................................................................17
Angled—30 Degree..................................................................................................................18

Pavement Types...........................................................................................................................18

FLEXIBLE PAVEMENT...........................................................................................................18

RIGID PAVEMENT...................................................................................................................19

Rigid and Flexible Pavement Characteristics...........................................................................20

Pavement Design..........................................................................................................................20

SOIL TESTS MECHANISM......................................................................................................21

Dry sieving................................................................................................................................21
Wet sieving................................................................................................................................21
Grading.....................................................................................................................................21

LIQUID LIMIT...........................................................................................................................22

PLASTIC LIMIT.........................................................................................................................22

LINEAR SHRINKAGE (LS)......................................................................................................23

Drainage provisions.....................................................................................................................27

PURPOSE OF STORM DRAINS..............................................................................................28

Types of Drains.........................................................................................................................28
Formulars used in drainage design........................................................................................28
Run-off coefficient....................................................................................................................29

CATCH PITS...............................................................................................................................29

Catch pits act as manholes which is used when maintenance.................................................29

SAFETY AND SECURITY........................................................................................................29

Lighting.....................................................................................................................................30
Repairs and maintenance........................................................................................................30
Landscaping..............................................................................................................................30
Durability and maintenance....................................................................................................30

CHARPTER 3 : METHODOLOGY.......................................................................................31

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SITE VISITS................................................................................................................................31

TRAFFIC ANALYSIS................................................................................................................31

TOPOGRAPHICAL MAP.........................................................................................................31

SOIL TESTS MECHANISM......................................................................................................31

SIEVING......................................................................................................................................31
Dry sieving................................................................................................................................31
Wet sieving................................................................................................................................31
Grading.....................................................................................................................................32

LIQUID LIMIT...........................................................................................................................32

PLASTIC LIMIT.........................................................................................................................33

LINEAR SHRINKAGE (LS)......................................................................................................33

DRAINAGE DESIGN METHOD..............................................................................................33

DRAINAGE DESIGN USING RATIONAL METHOD..........................................................33

Software used...............................................................................................................................34

CHAPTER 4: RESULTS AND DISCUSSION.........................................................................35

FOR PAVEMENT DESIGN.......................................................................................................35

CBR TEST................................................................................................................................35

DRAINAGE DESIGN CALCULATIONS................................................................................36

CHAPTER 5: RECOMMENDATIONS AND CONCLUSIONS............................................38

CONCLUSION............................................................................................................................38

RECOMMENDATIONS............................................................................................................38

REFERENCES............................................................................................................................39

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sACRYNONY
AASHTO: American Association of State Highways And Transportation Officials

APS: Automated Parking Systems

CBR: Califonia Bearing Ratio

CBD: Central Business District

SG : Subgrade

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8
CHAPTER 1
1.0 INTRODUCTION
Vehicular parking facilities play an important role in the efficiency of County's overall
transportation system. Parking availability can affect not only the destination, but also the means
people will use to reach a destination. The more difficult it is to find available parking, the less
likely people will drive their automobiles to a destination. If there is lack of parking space people
tend to use public transport . Parking is also an efficient means of storing vehicles while they
are not in use and it causes little disruption to the neighbouring road ways.

Drainage is also an important issue because water is probably the greatest cause of distress in a
paved structure. The primary drainage function of parking lots is to convey minor storms quickly
and efficiently to the storm sewer or open channel drainage with minimal impact on the
vehicle/pedestrian traffic and the surrounding environment. In addition, removing water quickly
from paved surfaces will prevent water from reaching the subgrade, minimize cracks due to the
weakened subgrade, and prolong the life of the pavement in a parking lot.

Parking is an issue that large cities, populated areas and large churches face. ZAOGA Braeside is
one of the largest churches in Zimbabwe and because of their numbers parking at their church
premises is an issue which requires attention. ZAOGA Braeside church is the centre where
church members gather to host national conferences or provincial conferences. According to the
ushering and security department of the church the average number of cars that they record on a
Sunday is at least 120. The Pastor approached me to offer a solution as a member of the church.
ZAOGA braeseide church has played a pivotal role in supporting me morally and financially in
paying for my studies and as a way of giving back to the society I am going to design a parking
system to help solve the issue of parking and increase the capacity of their parking area. At the
present moment there is no designed parking lot, people park haphazardly which reduces the
capacity of their parking area, increases chances of accidents because of lack of order and
besides the issue of capacity of the parking area, the parking area has poor draining capacity
hence during storms vehicles get stuck in the mud.

1.2 BACKGROUND OF THE STUDY

ZAOGA Braeside Church is located in Arcadia, geographically; it is located in the North East of
the Harare Central Business District. Braeside is in the east of Arcadia and North-East of
Graniteside. It is a location situated at 17° 50' 34 '' (17,8428) South latitude,17◦ 3’51’’ (31.0642° ¿
Easting longitude and at 1481metres (4859 feet) above Mean Sea Level. Distance from Harare
Central Business District to Braeside is about 4.5 km. The mean rainfall is ranges from 854-
900mm. Below is a locality Map .
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Fig 1.1:locality map for the proposed parking lot.

1.3PROJECT SCOPE
The overview scope of the project encompasses 2 aspects namely design of the parking lot
pavement and design of drainage systems

1.3.1PAVEMENT DESIGN
The pavement design aspect focuses on the provision of a structurally sound pavement with
proper determination of bases and surfacing.

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1.3.2Drainage design
The drainage aspect will focus on sizing the drain so as to permit efficient water drainage and
ensure that the parking facility is user friendly all year round especially during the rainy season.

1.4PROJECT OBJECTIVES
 To design a parking lot which is safe and convenient
 To design a drainage systems
 To produce working drawings
 To estimate costs and prepare a bill of quantity

1.5 PROBLEM STATEMENT

There is no proper parking facility at ZAOGA Braeside Church at the moment the congregants
are parking haphazardly due to that there is reduced capacity of the parking area which forces
congregants to park outside the perimeter of the church. The cars parked along the roads reduce
the capacity of the road making it inaccessible each time there is a service. There will be high
probability of accidents due to the reduced capacity of nearby streets. There is poor drainage
capacity during rainy season, some areas will be too swampy to accommodate cars which forces
congregants to park along the roads and this will reduces capacity of roads, increases accidents.
The lack of a proper parking and drainage facilities reduces the level of service of the nearby
streets in terms of reduced speed ,reduced road capacity, delays and prone to accidents. Parking
along the nearby streets cause congestion which causes emission of gasses which causes air
pollution.

1.6 JUSTIFICATION
There is need to put in place proper parking facilities at the church as to increase capacity, safety
and reduce accidents. A designed parking lot will increase capacity of the nearby streets since
there will be enough space to move Non congregants and passer-by vehicle will have a free
access to the road as all cars will be accommodated within the perimeter wall. The project will
ensure that there is user friendly parking all year round because it will deal with the issue of
drainage which was reducing the capacity of the parking area during rainy season. This will
increase capacity of the nearby roads reduce chances of accidents.

Proper drainage system will convey storm water to appropriate drainage structures. This
increases the life span of nearby streets as their pavement layers will be affected by seepage of
water from the parking area into their layers through underground flow. This project will benefit
the community and academics

a) The community and the congregants

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 The community benefit because this project is going to create space inside the boundary wall
which will increase the capacity of the existing parking area. The community will have safe
and convenient parking and risk of accidents in the nearby streets will be reduced.

b) Academics
The project requires deep understanding of soil mechanics. Soil Investigations are
required, extensive soil tests need to be carried out both in situ and in the laboratory.
Deep understanding of Pavement make up design is required and understanding of types
of parking is required to design parking lot. There is need of the use of softwares such as
AutoCAD, Wind cop software for successful completion of this project. The designer
will be required to bring all the knowledge she has acquired and additional research to
accomplish the project.

Layout of the project

Figure 1Topographical map

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CHAPTER TWO: LITERATURE REVIEW
Parking lot
Vehicular parking facilities play an important role in the efficiency of County's overall
transportation system. Parking availability can affect not only the destination, but also the means
people will use to reach a destination. The more difficult it is to find available parking, the less
likely people will drive their automobiles to a destination. If there is a consistent abundance of
available parking, it may indicate the parking lot is too large creating unnecessary environmental
impacts such as increased storm water runoff and heat island effect.

Determining the proper size, location, and layout of parking facilities are important decisions
that municipalities must make to provide the most appropriate level of parking within a
community and also to achieve a functionally and environmentally appropriate amount of
parking spaces, as well as the use and potential development of park and ride facilities to
mitigate traffic congestion. Facility types generally include off-street surface parking, on-street
parking, and structured parking (parking garages).

Advantages of parking
Safety: parking lots provide a safe stop, off-loading and disembarking places for people and
goods.
Convenience: they allow drivers to disembark from their vehicles and conduct other businesses
In most countries where cars are the dominant mode of transportation, parking lots are a feature
of every city suburban areas, shopping malls, sports stadiums and mega churches. However
parking lots tend to sources of water pollution because of their extensive impervious surfaces.

Types of parking lots

Parking facility can be both in-door or outdoor, public or private. It a can be parking garage or
space that belongs to a person’s property. The type is dependent on usage, purpose, location and
available land. (Vehicular Access Standards, 1999)

Underground parking

Land it refers to parking located below grade within an occupied building. The parking lot
however requires one aisle of straight ways it is typical beneath office buildings for building
occupants and visitors as well. This type of parking comes with additional structural

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requirements below grade which include additional excavations and modified ventilation
systems.

Multi-storey parking lot

Is also called a parking garage, parking deck, package or parking building. Wikipedia states that
a multi-storey parking lot is a building designed for parking and where there are a number of
floors or levels on which parking takes place. Automated parking lot

Automated car parking system (APS) is a mechanical system designed the area and / or volume
required for parking cars. Like a multi-storey parking garage an APS provides cars on multiple
levels stacked vertically to maximize the number of parking spaces while minimizing land usage.
The APS, however utilizes the mechanical system to transport cars to and from parking spaces
rather than the driver. All APS take advantage of a common concept to decrease the area of
parking spaces- removing the driver and passenger from the car before it is parked. The space
serving provided by the APS is simply because it does not have driving lanes or ramps, there is
reduction in ceiling height, no walk way, stairways or elevators and parking space widths and
depth between parking spaces are dramatically reduced.

Surface parking lot

Surface parking refers to large paved areas used for extensive vehicle parking. It is generally
located to the rear or side of the building and away from the street or street intersections, while
providing direct pedestrian access to the building. The surface parking lot should not dominated
the building site though a combination of planning , architectural, landscaping elements can be
employed to come up with a more appealing structure. National institute of building sciences
2016 noted that textures, patterns, and colours are encouraged in the design of surface parking in
order to provide breaks in large monolithic areas of pavements and distinguish between
pedestrian and vehicular movement within the parking area.

Types of parking in Zimbabwe

There are mainly two types of parking in Zimbabwe which are on-street parking and off-street
parking
On-street parking

On street parking meets the vehicles are parked on the sides of street. This will be usually
controlled by government agencies itself, as per IRC the standard dimension of a car is taken as
5x2,5m and that of a truck 3,75x7,5m. Parking Network highlighted that, On-street parking
means parking your vehicle on the street, anywhere on or along the curb of streets in contrary to
parking it in a parking garage. Parking network goes on to say in some streets you can always
park your vehicle on the streets, but sometimes there are restrictions.

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Figure 2 Example of an off-street parking facility
Off-street parking

Off street parking means that vehicles are parked off the street. This will be usually controlled
by commercial agencies. My Renters Guide 2013 states that off-street parking means that your
complex offers your vehicle a parking lot that takes your vehicle off the streets. It goes on to say
most of the off-streets parking lot offer proper lighting at night. This makes for a safer commute
from your building to your car.

Angle parking

One of the first decisions to make when designing a parking facility is to determine the safest
and most efficient configuration of the available space to meet the parking requirements. There
are a number of different parking angle configurations to be considered, including perpendicular
(or 90 degree) and other angled (60, 45, 30 degrees) options. The following provides basic
descriptions and dimensions including the advantages and disadvantages for each configuration
type:

Figure 3Perpendicular (90 degree)

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Perpendicular (90 degree)

This is the most efficient and economical parking configuration because it accommodates the
most vehicles per square metre of available parking area. Perpendicular configurations work best
with two-directional driveway aisles; one way drive aisle configurations have almost the same
space requirements and offer little advantage in circulation.

Advantages

 Handles the most vehicles per square metre of available space

 Handles most vehicles per linear metre along a driveway

Disadvantages

 Requires the widest dimension for a double bay

 Difficult maneuvering for some drivers compared to other angled options

Angled—60 Degree
The primary advantage with any angled parking is the ability to provide more spaces or better circulation
patterns when the space available for parking is dimensionally constrained. The 60 degree angled
parking configuration is ideal for a fast turnover rate or predominantly short term use and may be
preferred over 90 degree parking in some situations due to ease of navigation, even though it may be a
less efficient use of the available space.

Advantages

 Easy maneuvering in and out of parking spaces due to better visibility

 Lends itself to either one-or two-way aisles
 Works best with short term and high turnover situations

Disadvantages

 Requires more pavement per vehicle than perpendicular configurations

 Handles fewer vehicles per linear foot

Angled—45 Degree

The 45 degree angled parking configuration displays similar benefits and limitations as the 60
degree configuration. Two-directional driveway aisle dimensions are not provided since two-
directional 45 degree parking requires almost the same amount of cross section width as 90
degree configurations while providing significantly fewer spaces.

Advantages
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  Reduced width requirements
 Easy maneuvering in and out of parking spaces
 Good rear visibility

Disadvantages

 Does not work well with two-way aisles

 Requires more pavement per vehicle than both 90 and 60 degree parking configuration

Angled—30 Degree

Similar to 45 degree configurations, this configuration progressively increases the amount of

pavement required per space while narrowing the double bay cross section.

Advantages

 Easiest spaces to back out from a visibility standpoint

 Least required width for double bay cross section

Disadvantages

 Requires the most pavement per vehicle parking space

 Does not work well with two-way aisles

Pavement Types

Flexible Pavement

A flexible pavement structure is typically composed of several layers of material with better
quality materials on top where the intensity of stress from traffic loads is high and lower quality
materials at the bottom where the stress intensity is low. Flexible pavements can be analysed as a
multilayer system under loading.

A typical flexible pavement structure consists of the surface course and underlying base and sub
base courses. Each of these layers contributes to structural support and drainage.

When hot mix asphalt (HMA) is used as the surface course, it is the stiffest (as measured by
resilient modulus) and may contribute the most (depending upon thickness) to pavement
strength. The underlying layers are less stiff but are still important to pavement strength as well

17
as drainage and frost protection. The figure below shows a flexible pavement

Figure 4 Flexible pavement

Rigid Pavement

A rigid pavement structure is composed of a hydraulic cement concrete surface course and
underlying base and sub base courses.

The surface course (concrete slab) is the stiffest layer and provides the majority of strength. The
base or sub base layers are orders of magnitude less stiff than the PCC surface but still make
important contributions to pavement drainage and frost protection and provide a working
platform for construction equipment.

Rigid pavements are substantially ‘stiffer’ than flexible pavements due to the high modulus of
elasticity of the PCC material, resulting in very low deflections under loading. The rigid
pavements can be analysed by the plate theory. Rigid pavements can have reinforcing steel,
which is generally used to handle thermal stresses to reduce or eliminate joints and maintain tight
crack widths. Figure 5shows a typical section for a rigid pavement.

Figure 5 Typically of rigid pavement

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Figure 2-3. Typical section for a rigid pavement.

Rigid and Flexible Pavement Characteristics

The primary structural difference between a rigid and flexible pavement is the manner in which
each type of pavement distributes traffic loads over the subgrade. A rigid pavement has a very
high stiffness and distributes loads over a relatively wide area of subgrade – a major portion of
the structural capacity is contributed by the slab itself.

The load carrying capacity of a true flexible pavement is derived from the load-distributing
characteristics of a layered system (Yoder and Witczak, 1975).

Comparison between Rigid and Flexible pavement

Flexible pavement

1. Deformation in the sub grade is transferred to the upper layers

2. Design is based on load distributing characteristics of the component layers
3. Have low flexural strength
4. Load is transferred by grain to grain contact
5. Have low completion cost but repairing cost is high

Rigid pavement

1. Deformation in the subgrade is not transferred to subsequent layers

2. Design is based on flexural strength or slab action
3. Have high flexural strength
4. No such phenomenon of grain to grain load transfer exists
5. Have low repairing cost but completion cost is high

Advantages of Rigid Pavement over Flexible pavement

 Rigid lasts much, much longer i.e 30+ years compared to 5-10 years of flexible
pavements.
 In the long run it is about half the cost to install and maintain. But the initial costs are
somewhat high.
 Rigid pavement has the ability to bridge small imperfections in the subgrade.
 Less Maintenance cost and Continuous Traffic and Flow.
 High efficiency in terms of functionality

Pavement Design
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Soil tests mechanism
Dry sieving

It is a process that allows the determination of fines that constitutes the sample, which is
material that passes the 0.425mm sieve (TMH 1, 1996).

Procedure

• Weigh a sample between 1500g to 2000g of the material that has been oven dried
• Pass the material through the 0.425mm sieve. In carrying out the sieving make sure
you nest a bigger sieve above the 0.425mm to protect the sieve from damage by large
stones. Collect and store the fine material.

Wet sieving

Wet sieving is done to completely remove the fines that were not realized during dry sieving
largely because they adhered to the surface of other aggregates.

Procedure (TMH 1, 1996)

• Wash the retained material over the 0.425mm sieve collecting the material passing.
The washing should be carried out until the water coming under the sieve is clear.
• Allow the collected material in the dish to settle overnight and drain out the liquid
water carefully. Dry the residue in the sun or in the oven and at the same time collect
the material retained and dry it in an oven.
• After the residue is dry crush it and pass it again through the 0.425mm sieve. This is
done because after drying, the material hardens and changes shape. This may result in
the particle failing to pass through the sieve yet it passed during wet sieving.

Mix the fines from both the dry sieving and from the wet sieving and these are the fines that
constituted the material.

Grading

The material retained during wet sieving is oven dried and used for grading. Grading is done
to determine the general sizes of aggregates that make up the material.

Procedure (TMH 1, 1996)

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 • Nest the sieves in the order of 75.0mm sieve, 63.0mm, 53mm, 37.5mm, 26.5mm,
19.0mm, 13.2mm, 4.75mm, 2.0mm and lastly, 0.425mm sieve.
• The material retained on every sieve is weighed and expressed as a percentage of the
total mass of the sample. The obtained value is subtracted from 100% to give the
percentage passing the sieve.

LIQUID LIMIT
PI measures the volumetric properties of the material, which is how it swells after being
submerged in water which is the main cause of pavement failures. The higher the PI value the
poor the material as it reflects how the layer will be destabilized as a result of swelling that it
undergoes after being subjected to water. The first procedure in plastic index determination is
the liquid limit determination (TMH1, 1992).

Procedure

• Using the material that passed through the 0.425mm sieve from both the dry sieving
and the wet sieving, weigh a mass between 48 to 50 g.
• Add a small amount of water and thoroughly mix with the material. Take a small
portion of the material and put it on a Casagrande tool.
• Make a groove that divides the sample into two equal halves with a standard
casagrande grooving tool.
• Rotate the knob to record the number of blows that are required to close the groove.
Take a portion of that material of between 2 to 3 grammes, especially in the region
that closed. Weigh it and place it in an oven overnight and reweigh it to determine the
percentage of moisture that was present. The procedure is done to determine the
moisture required to close the grove between 15 to 22 blows, 22 to 28 blows and
between 28 and 35 blows
• NB: In carrying out the process adding water or more of the material is done to
achieve the three ranges of blows
• Plot the graph of the three points and the point that coincides with the 25 th blow is the
liquid limit of the material

Plastic limit
Another parameter required in plasticity index determination is the plastic limit (Collins,
2005).

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Procedure (TMH 1, 1996)

From the remaining mixed material used in liquid limit determination, roll a mass of the material
on a glass plate. Roll it until it is about to break that is it can no longer hold together if you
continue to roll. Weigh the mass and put it in an oven overnight and reweigh it to determine the
percentage of moisture. Make two samples for the plastic limit determination and the average of
the two moistures is the plastic limit of the material

Plasticity Index

PI is then determined from the following formula (TMH1, 1996: PI = LL – PL

Where LL is the liquid limit

PL = is the plastic Limit

PI = Plasticity Index

Linear Shrinkage (LS)

An indicator test that is carried out to check the PI results is linear shrinkage test. The LS
results must support the PI values. Linear shrinkage measures the change a soil mass goes
when it completely loses moisture after it has been submerged. The higher value of LS should
indicate material of high PI value otherwise the test will have to be carried out again

Procedure

• Fill a standard trough with the material that was used to obtain moisture present in the
range of 22 to 25 blows. Leave it for the whole day and night exposed to the
environment.
• Measure the shrinkage that took place using a vernier caliper to see how it has shrinked
as a result of water loss.

For a high PI value, a high LS value is expected and this confirms the expected behavior of
the material. A high PI value and a low LS value suggest an anomaly hence the test has to be
repeated.

The California bearing ratio (CBR) is a penetration test for evaluation of the mechanical
strength of natural ground, subgrades, sub base and base courses beneath new carriageway

22
construction. The CBR rating was developed for measuring the load-bearing capacity of soils
used for road construction. The CBR can also be used for measuring the load-bearing capacity of
unimproved airstrips or for soils under paved airstrips. The harder the surface, the higher the
CBR rating. California bearing ratio test is for the determination of the strength or the bearing
capacity of the soil type under the worst conditions. The aim of the CBR is to enable the designer
to estimate the minimum cover required by the sub grade in order for it to safely support traffic
loads and transmit it to the ground.

The California bearing ratio value assigned to a sub grade and is used to determine the
require pavement thickness. It is the CBR of a sample compacted at standard ASHTO
optimum moisture content and soaked for minimum of four days. In the sub grade
classification SG1, SG3, SG5, SG9, the numerical values are the CBR value of the soil .

According to the ministry of transport roads design manual, sub-grades are classified on the basis
of laboratory soaked CBR tests on samples compacted to 100% standard AASHTO, at maximum
dry density and optimum moisture content. Samples are soaked until zero swell is recorded. The
laboratory compaction procedure for CBR design values is summarized below.

Rammer Rammer No of layers Blows per layer

Type of test Mass(kg) Drop(mm)

Standard AASHTO
compaction
2.5 305 3 56
Test for sub-grade

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Their design CBR,for expansive soils an additional classification,SGE is used. The CBR
is used to assign a design sub grade class for soils. The table below shows the various
subgrade classes against their design CBR according to Roads Design Manual (2003)

The values range from below 3 to above 30.

`SUB-GRADE CLASSES

Class Design CBR Notes

Sg30 30 a) May be used in all fills and as sub-

base layer.

b) Upper 150mm layer or the sub-base

layer is usually compacted to 95% mo
AASHTO density.

Sg15 15-29 a) May be used in all fills and as

selected fill layer.

b) Upper 150mm layer or the selected

fill layer is usually compacted to 95%
mod AASHTO density.

Sg 9 9-14 a) May be used in all fills

b) Upper 150mm layer usually

compacted to 93% mod AASHTO
density.

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 Sg5 5-8 a) May be used in all fills

b) Upper 150mm layer is usually

compacted to93% mod AASHTO
density.

Sg3 3-4 a) May be used in fills not exceeding 3m

in height.

b) Normally compacted to 93% mod

AASHTO density.

SgE <3 A soil is potentially expansive if it

exhibits any two of the following
Expansive soils properties:

a) Liquid limit of the whole sample

(WLW) exceeds 55%.

b) Clay fraction exceeds 20%.

c) Free swell exceeds 60%

d) WLW = WL * P425/100

e) Clay fraction = percentage passing

the 2µm sieve.

A critical situation is when the soil is SgE type. The soils cannot be control compacted, and
should be removed where possible.

The criteria listed above should be regarded as a guide to the identification of expansive soils.
Before commencing extensive and costly construction works the engineer should satisfy himself
on the nature and extent of the expansive material. His judgment and experience will be of prime
importance. Typical values of CBR rating for different materials are (Hear 1982) [1]:

25
Type of soil CBR range
Clay 1-3
Sandy clay 4-7
Well graded sand 15-40
Well graded sandy gravel 20-60

Surfacing- Is the uppermost layer, which makes direct contact with the wheels of traffic. It could
be an impermeable bituminous material or just gravel.

Base- It is just below the surfacing and is the primary load bearing and distributing layer,
comprising of natural gravel or crushed stone.

Sub-base- It is the secondary load bearing layer below the base. It provides a stiff platform
where the base can be compacted adequately.

Sub-grade- Is the upper layer of the natural soil that supports the whole pavement structure. It
could be undisturbed soil but if the local soil has a poor bearing capacity then imported soil can
be used as fill.

The road design manual states that the strongest material is placed at the top of the pavement
where the imposed load stresses are highest, and the weakest at the bottom.

Drainage provisions
Drainage problems are frequently a major cause of parking area pavement failures. It is critical to
keep water away from the subgrade soil. If the subgrade becomes saturated, it will lose strength
and stability, making the overlying pavement structure susceptible to break under imposed loads.
The storm water should collected by a drainage system where runoff from large storm events
would be temporarily stored in a retention basin then slowly released through control structures
into the natural drainage systems.

The primary drainage function of parking lots is to convey minor storms quickly and efficiently
to the storm sewer or open channel drainage with minimal impact on the vehicle/pedestrian
traffic and the surrounding environment. In addition, removing water quickly from paved
surfaces will prevent water from reaching the subgrade, minimize cracks due to the weakened
subgrade, and prolong the life of the pavement in a parking lot. Parking lot drainage requires
consideration of
surface drainage, gutter flow, inlet capacity, and inlet locations. The design of these elements is
dependent on storm frequency and rainfall intensity.

According to Colquhoun,1981 storm drainage is a significant factor in the performance of a

26
pavement and when the pavement fails it is because of inadequate drainage on both surface and
subsurface. Failure of road normally occurs when water penetrates into the subgrade and
weakens it so that it can no longer withstand the traffic.
Drainage provisions must be carefully designed and should be installed early in the construction
process. Parking area surfaces should have a minimum slope of 2 %, they should be constructed
so that water does not accumulate at the pavement edge. An under drain system may be required
to carry water away from the pavement structure.

Hydro modification flow control is necessary to minimize a projects impact on receiving waters
in terms of erosion, sedimentation, and degradation of in-stream habitat. Since parking is usually
accommodated on an asphalt or concrete surface with conventional underground storm drain
systems, parking areas typically generate large, connected impervious areas which make them a
significant contributor to water quality degradation. Several strategies can be implemented to
minimize and/or mitigate impacts to the water systems, including reducing impervious surfaces,
using permeable materials in overflow parking areas and many more.

Purpose of storm drains

 to collect storm water runoff from the pavement and convey it to an outfall
 to ensure that the flow in the drain and at the outfall causes minimum erosion.
Effects of an inadequate storm drains
 Weakening of bases and subgrade due to saturation from frequent ponding of long
duration.
 Risk and delay caused by excessive ponding along the pavement causing people to make
decisions that will result in accidents.
 Damage to surrounding property caused by ponding of water,
Water overflowing through curbs causing damage to developed properties
Types of Drains

a) Vee drains –are shallow and wide and are usually placed at the head of the system and
discharge into splash drains and culverts
b) Trapezoidal drains – Have more capacity compared to vee drains.
c) Splash drains – used to carry water across the road at an intersection or to a drainage outfall
for example a culvert can be constructed when the parking lot is extending to the other side of a
stream.

Formulars used in drainage design

The formula has been revised and converted to:Q=2.755× 10−3 CAI

Where Q= storm water runoff

C= runoff coefficient

27
 A=catchment area (hactors)
I=rainfall intensity (mm/hr)

Run-off coefficient
In determining the run-off coefficient the designer should use knowledge of local conditions and
take into account parameters such as: average catchment area, slope, soil type, degree of
imperviousness, and land use. Typical run-off confident are as follows

City center 90%

Shopping area 80%
Industrial Area 75%
Flats Area 50%
High density villages 55%
Medium density villages 40%
Low density villages 30%
Parks and public gardens 30%
Sports area 25%

CATCH PITS

Catch pits act as manholes which is used when maintenance

Catch pits should be provided at:

(a) Intersections of storm water drains.

(b) Junctions between different sizes of storm water drains.

(c) Where a storm water drain changes direction/gradient.

(d) On long straight lengths at the following intervals:

Diameter of Pipe(mm) Maximum Intervals (m)

Smaller than 600 40
Between 600 – 1050 80
Larger than 1050 120

SAFETY AND SECURITY

28
Safety is a major concern in all areas today, particularly in parking facilities where people are
often walking alone or at night. Therefore it is of critical importance to incorporate the highest
level of security features into every aspect of parking planning and design.
Lighting

Lighting is considered to be the most important security feature in a car parking facility. All car parking
areas need to be well lit and lighting regularly maintained, to ensure that bright and even lighting is
maintained in all areas of the car park. Lights will be useful during evening services.

Repairs and maintenance

 Vandalism stops people from using the car park, particularly women and the elderly.
Clean and well maintained areas reduce the incidence of vandalism

 Rubbish should be removed after every service

 Provide fixed rubbish bins at regular intervals inside or in close proximity to the car
parking area
 Lighting needs to be monitored regularly and expired or damaged lights replaced within
appropriate timeframes to maintain lighting levels
Landscaping

The most attractive and arguably the most functional and sustainable parking areas are those that
are well landscaped. Trees provide valuable additions to parking areas, whether planted in
curbed islands or located on the parking area perimeters. Trees provide shade, visually reduce the
mass of open pavement, and mitigate heat gain.

Durability and maintenance

Parking structures are unique facilities, designed to withstand extremely harsh conditions
including weather extremes, water infiltration, thermal expansion and contraction, vehicular
traffic. The service life of a parking structure is measured by an engineers’ expertise in
understanding concrete durability, and the design of systems, such as precast concrete and cast-
in-place post-tensioned concrete, that are used in building parking structures.

29
CHARPTER 3 : METHODOLOGY
Site visits
Primary and secondary data was collected through the site visits where the author take note of
existing features (existing road and storm drain, booster and taps) was recorded and sketched.

Traffic analysis
Traffic analysis was done by counting the number of vehicles parked inside the boundary wall and
along Airport road and Leeroy road on Sunday church services. The survey took 3 to 4 Sundays
and the average number of vehicles was recorded

Topographical map
The topographical map was provided by the relevant office

Soil tests mechanism

 Ten trial pits were excavated to a depth of 1m using hand tools
 The trial pits were at 10m intervals in any direction
 Samples were taken from all pits and labelled

SIEVING
Dry sieving

Procedure

• Weigh a sample between 2000g of the material that has been oven dried
• Pass the material through the 0.425mm sieve.

Wet sieving

Procedure

• Wash the retained material over the 0.425mm sieve collecting the material passing.
The washing was done until the water coming under the sieve was clear.
• The collected material in the dish was allowed to settle overnight and drained out the

30
 liquid water. The residue dried in the in the oven.
• After the residue dried it was crushed and allowed it to pass again through the 0.425mm
sieve. This was done because after drying, the material hardens and changes shape.
This may result in some particle failing to pass through the sieve yet it passed during
wet sieving.

The material from wet and dry sieve were mixed.

Grading

The material retained during wet sieving was oven dried and used for grading. Grading is done
to determine the general sizes of aggregates that make up the material.

Procedure

• Nest the sieves in the order of 75.0mm sieve, 63.0mm, 53mm, 37.5mm, 26.5mm,
19.0mm, 13.2mm, 4.75mm, 2.0mm and lastly, 0.425mm sieve.
• The material retained on every sieve was weighed and expressed as a percentage of the
total mass of the sample.

LIQUID LIMIT

Procedure

• Using the material that passed through the 0.425mm sieve from both the dry sieving
and the wet sieving, a mass 50 g was weighed.
• A small amount of water was added and thoroughly mixed with the material. A small
portion of the material was taken and put it on a Casagrande tool.
• the sample was divided into two equal halves(groove) using a standard casagrande
grooving tool.
• The knop was rotated until the groove closed and number of blows was recorded.
2grammes portion of that material of was taken,(especially in that closed region). The
sample was weighed and placed in an oven overnight and reweighed to determine the
percentage of moisture that was present. The procedure was done to determine the
moisture required to close the grove between 15 to 22 blows, 22 to 28 blows and
between 28 and 35 blows

31
 • NB: In carrying out the process adding water or more of the material was done to
achieve the three ranges of blows
• the graph was plotted using the three points and the point that coincides with
th
the 25 blow was the liquid limit of the material

Plastic limit
Another parameter required in plasticity index determination is the plastic limit.

Procedure

From the remaining mixed material used in liquid limit determination, a mass of the material
was rolled on a glass plate, it was rolled until it was about to break (no longer hold together if
you continue to roll) We the mass was weighed and put it in an oven overnight and reweigh it
to determine the percentage of moisture. two samples were made for the plastic limit
determination and the average of the two moistures was the plastic limit of the material

Plasticity Index (PI = LL – PL )

Where LL is the liquid limit ,PL = is the plastic Limit

Linear Shrinkage (LS)

Procedure

• The material that was used to obtain moisture present in the range of 22 to 25 blows
was filled in a trough. The material was left for the whole day and night exposed to the
environment.
• Measure the shrinkage that took place was measured to see how it has shrinked as a
result of water loss.

DRAINAGE DESIGN METHOD

Drainage Design using Rational Method

The formula is Q=k CAI

Where Q= storm water runoff

C= runoff coefficient
A=catchment area (ha)

32
 I=rainfall intensity (mm/hr)
k= k= 2.755 ×10−3

The formula used in drainage sizing

Manning’s Formula

V=1/n*R2/3*S1/2

Where:

V=Average velocity m/sec

n=Manning’s roughness coefficient

R=Hydraulic radius

S=Longitudinal slope of channel.

Manning’s Roughness coefficient is

N=0.02 for unlined ordinary ditches

=0.05 to 0.1 for unlined ditches with heavy vegetation

=0.013 for rough rubble

=0.04 for stone riprap

=0.015 for pipe culverts

Cross sectional area

Hydraulic Radius=
Wetted Perimeter

Software used.
 Auto Cad.
 Google Earth Pro
 Microsoft excel

CHAPTER 4: RESULTS AND

DISCUSSION
33
The results were obtained for each of the factors and methods used to gather design data and
usage: topography, land use, soil classification and field visits. Considering each of these factors
and methods separately the results were discussed on their suitability to the parking lot.

FOR PAVEMENT DESIGN

Results from sieving

Sieve size % passed

75.0mm 95
63.0mm 92
53.0mm 89
37.0mm 87
26.5mm 81
19.0mm 76
13.2mm 64
4.75mm 57
2.0mm 40
0.425mm 25
The soil particles are small as shown in the table above and this means the soil is clay soil

CBR TEST

The results from the laboratory came with their recommendations and specification since it is a
specialist service hence recommendations from the laboratory are to be followed as they are. Soil
profiling that was done indicated no change in colour or texture within 500mm depth from the
surface in some areas the case was different with a change of texture and colour within a depth of
150-300mm.

CBR Test Results

Classification Design CBR Value Subgrade treatment

Do2380a 3 SGE/TE

The in-situ soils are predominantly silty clay with subgrade class of T5.

The result from the laboratory shows that the soil is expansive and it requires a special
[Link] soil is SgE type, this type of soil is very difficult to compact and should be
removed and replace it with other material(fill), fill material needs to be granular material. Such
imported material needs to be tested before use.

A soil is potentially expansive if:

a) Liquid limit of the whole sample (WLW) exceeds 55 %.)

34
b) Clay fraction exceeds 20%.

As recommended by the geotechnical investigations done by the Author assisted by laboratory

specialist the parking and pavement area is to be removed off bad soils to stipulated depths. Fill
material is to be imported, spread and compacted to specified densities (see car park and
pavement design)..

NB: the location of imported material was outside the scope of our works but we recommend the
following

Fill material –for construction to subgrade level, fill material needs to be imported granular
material. Such material needs to be tested before use.

Sub-base material- use imported gravel. Stockpile test to be done to confirm quality of
gravel before use.(quality control and assurance measure)

TESTING MATERIALS BEFORE USE IS DONE TO ENSURE QUALITY

DRAINAGE DESIGN CALCULATIONS

Q= 2.755 X 10-3 X CAI

Where Area = 1.5365 hectares

Run off coefficient=0.95

Rainfall intensity = 100mm/hr

Therefore Q = 2.755 x 10-3 x 0.95 x 1.5365 x 100.00

=0.402.m3 /sec

Drain sizing

Assuming the drain size is 0.8 *0.6

Using the formula V=1/n*R2/3*S1/2

N=0.02 for unlined ordinary ditches

Cross sectional area

Hydraulic Radius=
Wetted Perimeter

R= 0.8*0.6/(0.8+0.8+0.6) =0.22

Using slope of 1/100

35
V =1.8m/s

But Q= VA

Using velocity of 1.8m/s x o.48m square

Q =0.9m cubic

CHAPTER 5: RECOMMENDATIONS
AND CONCLUSIONS

36
CONCLUSION
This chapter reviews the project objectives, how this project managed to answer the
objectives and also the brief answers to every objective that was set for this project. The
implication of this project to the community and pavement construction knowledge is
presented.

Project objectives review.

This project aimed on designing a parking lot and drainage system. On meeting this
objective, site visits interpretation of topographical map and soil tests were done. In addition
land use was used to determine the runoff coefficient which was used in drainage design

Another objective was to produce working drawings. All working drawings was produced
using auto cad, some of calculations were done using Microsoft excel. Methods used to
produce drawings were explained in Chapter 3 of this project .Finally the Bill of quantity of
the whole project was done.

Project relevance.

The project has offered a solution to the car park and drainage problems at ZAOGA
Braeside and congestion in nearby streets because there will be increased capacity inside the
boundary wall, safety will be increased also. This project also increased designing
experience to the Author.

Recommendations
The author recommend to use interlocking blocks because it permits water to pass through the
gaps

Also open channel to be used because it is easy to clean and maintain

REFERENCES

37
Ethekweni Design Manual (May 2008)

[Link] Lacy, P.E, NCDOT, (2003)

J O’Leary, Forest Engineering Department, (1979)

Khisty, C. and M. Kyte, Lab and Field Manual for Transportation Engineering, Prentice Hall,
Englewood Cliffs, NJ, 1991.

K Andersen, T HALL and Van Dersehyff, Basic Principles In Designing Parking Lots (1981)

Knox Tenneesse, Stormwater Management Manual, Section on Rational Method (1998)

M.A McPeak, Types of Pavements for parking lot design(1994)

McCaun Richard H. Hydrologic Analysis and Design, 2nd edition, NJ, (1998)

Ministry of Transport Standard Manual: i)Part F

ii)Pavement Design Manual

MPA Asphalt Association, Construction and Surfacing of Parking Areas Including Private
Drives, (2009)

Marlvin F Thompson, Parking Design Standards. (Nov 2008)

Ministry of local Government, National Housing and Public Works, Harare, Zimbabwe, off-
street parking image, (2016)

Needhidasan S, An Approach To Storm Water Management For Environmental Protection,

(2002)

[Link], Construction handbook.(1976)

Sala, Stormwater Drainage,(1990)

Traffic Engineering Manual, Pavement Markings, (2008)

The Planning Service, Parking Standards, (1981)

Appendix A
1.0 Scope of work

38
The term reference of the soil investigations were to carry out field and laboratory work and
provide recommendations on:
i) In-situ soil classification.
ii) In-situ soil subgrade treatment
iii) Pavement design proposal

2.0 Site Description

a) The site is covered by short grass and lawn
b) The geology of the site is predominantly dolerite
c) Land is slightly slopping from south to north

3.0 Field/ Laboratory Work

1) Ten trial pits were excavated by hand during the course of the investigations
2) Representative disturbed samples were obtained from the trial pits and the samples were.
3) Subjected to careful visual examination as well as subsequent laboratory testing to determine.
4) In-situ soils classification.
5) Soil profiling was done for each trial pit as recorded
6) No ground water was observed from the excavated trial pits.

Appendix B

Analysis of test results

Soil Classification
Hole Depth(mm) Liquid Plasticity Coarseness Fineness Plasticity Classification
no. limit index PI Index index - product
LL% % +2.366mm% 75µm% PP
TH 1 300-700 83 63 2 74 1702 Do2380a
TH2 0-400 83 63 83 2075 Do2380a
400-1000 67 40 19 27 621 Do2380a
TH3 0-1000 93 60 16 46 828 Do1880a
TH4 300-1000 57 38 14 36 828 Do2380a
TH5 0-1000 59 33 2 73 1825 Do2380a
TH6 0-1000 84 61 1 72 1728 Do2380a
TH7 0-1000 89 64 2 72 1800 Do2380a
TH8 300-1000 54 25 2 64 1600 Do2380a
TH9 300-700 48 28 1 66 1255 Do1880a
700-1000 52 25 27 49 1225 Do2380a
TH10 0-400 67 40 1 84 2184 Do2380a
400-1000 74 63 47 30 600 Do2380a
The in-situ soils are predominantly dolorite, fine silty clays of medium plasticity. In-situ soils are
not potentially active.

39
CBR Test Results

Classification Design CBR Value Subgrade treatment

Do2380a 3 SGE/TE(S)

The in-situ soils are predominantly silty clay with subgrade class of T5.

Appendix C

Hole no Moisture Colour Consistency Soil Type

TH 1 Dry Black clay

0-300 Dry black Soft clay
300-700 Moist grey Hard Laterite grey
700+
TH 2 Dry Black Soft Silty clay
0-400 Moist Black Hard Laterite grey
400-1000+
TH 3 Moist Black Soft clay
0-1000+
TH 4 Moist Black Soft clay
300-1000+
TH 5 Moist Black Soft Silty clay
0-1000+
TH 6 Moist Black Soft Silty clay
0-1000+
TH 7 Moist Black Soft Silty clay
0-1000+
TH 8 Dry Grey/black Soft Clay
0-300 Moist Black Silty clay
300-1000+
TH 9 Dry Light grey Soft Silty clay
0-300 Dry light grey Soft Silty clay
300-700 Moist Grey Hard Gravelly silty
700+ clay
TH 10 moist Grey black soft clay
0-1000 +

Appendix D

Subgrade treatment TE(S) for SG E soils-(Grey/black cotton soils)

40
 1. Compact to waste at least 500mm of top humic clayey soil, shape compact with a heavy
vibratory roller.
2. Construct fill to subgrade layer in 150mm layers using imported fill material of SG3
equality or better and compact to 91%MODAASHTO.
3. Construct minimum 2 base layers each being 150mm using gravel material of a minimum
socked CBR of 80 for the base layer and 50 for sub-base layers.
4. Compact to minimum density of 96% MODAASHTO for the sub-base layers and 98%
MODAASHTO for the base layer
5. Lay the specified 60mm thick gee-blocks and sweep sand.

Pavement materials

The location of imported materials was outside the scope of our works but we recommend the
following.

 Fill material – for construction to subgrade level, fill material needs to be imported
granular material. Such material needs to be tested before use
 Sub base or Base material – use imported gravel. Stockpile tests to be done to confirm
quality of gravel for use.

Appendix E

CATCH PITS CALCULATIONS

DIST DEPTH
CP (m) SLOPE NGL INV LVL (m)
1 0 0 80.45 79.45 1.00
5 35 100 82.13 80.70 1.43

1 0 100 80.45 79.65 0.80

8 33 100 81.38 80.58 0.80

13 30 100 83.29 81.93 1.70

Calculations were done using Microsoft exel

Appendix F

LONG SECTION OF PAVEMENT

41
 Distanc CUT/
e GL LE CL RE FILL
0 81.1 83.07 83.1 83.13 0.437
20 82.7 82.64 82.7 82.73 0.605
40 82.4 82.37 82.4 82.43 1.39
60 82.23 82.2 82.23 82.26 1.28
80 82.12 82.1 82.13 82.16 -0.82
100 81.9 81.37 81.9 81.93 -2
120 81.4 81.17 81.4 81.43 -5.82
140 81.15 80.02 80.05 81.08 -8.38
160 80.9 80.87 80.9 80.93 -9.28
180 80.78 80.73 80.76 80.79 -10.69
200 81.61 80.58 80.5 80.56 -4.67
220 81.2 81.17 81.2 81.23 1.53
240 81.48 81.45 81.48 81.51 0.28
260 81.7 81.67 81.7 82.73 0.43

Appendix G

42
Appendix F
BILL OF QUANTITY

PROPOSED PARKING LOT B.O.Q

Item Description Unit Qnty Rate
ROADWORKS
For preambles see the relevant section of the
specification included elsewhere in this document
and applicable additional preambles as specified in
the trades

Note:The responsibility for achieving compaction

densities specified and for obtaining suitable fill
material from appropriate source rests solely with
the [Link] rates shall be deemed to
include for all costs in connection therewith.

SITE CLEARANCE [Provisional]

43
A Clear site , this includes removing of grasses but there m2
is no trees at the site

SURFACE ROADS
Excavate in pickable earth below natural or reduced
ground level and excavated material deposited on site
for filling.

B Excavate over site to remove top soil and unsuitable

materials not exceeding150mm deep. m2 13420

C Excavate to reduced ground level not exceeding m3 719

1.000m deep

D Scarify reduced surface level for a minimum of

150mm
levelled,well watered and mechanically compact to m2 13150
93% [Link] density.

E Cart away surplus excavated material to a dump site

to be found by contractor [contractor to allow for m3 2478
bulking]

F Spread and level excavated material obtained from m3 10

spoil heaps within confines of site ,where directed by
Architect

G Allow for the keeping the excavations free from storm

and surface water for the duration of the contract by
hand or machinery. Including digging any necessary
trenches or forming banks to keep water away from item
the excavations

Sub-grade
A 150mm thick SG4 material, imported and carted on by
contractor, well watered and compacted in layers not m2 13150
exceeding 150mm thick to 93% [Link]
density

Sub-base

44
B 150mm Thick SG6 material, imported and carted on by
the contractor ,well watered and compacted in layers
Not exceeding150mmm thick to 93% HCE density m2 13150
including forming to falls,slopes etc.

Base Course
C 50mm Class 2.8 gravel base course material laid to
falls
imported and carted on by the contractor,levelled well
watered aqnd compacted in layers to 98%
[Link]
density,etc. m2 14690

D Allow for the keeping the excavations free from storm

and surface water for the duration of the contract by
hand or machinery, including digging any necessary item
trenches or forming banks to keep water away from the
excavations.

F On prime coat (elsewhere measured) m2 23966

Road Marking
Chlorinated rubber based white road marking paint
applied
in two coats on surface of tarmac roads

G Road and car park marking m2 115

Kerb and Edging

Standard road kerbs jointed in cement mortar (1:4)and
pointed with half round recessed joints and including
any necessary shallow excavations and disposal

H Municipal kerb ,size 915mm long 100mm wide x

305mm
high extreme with circular front face to be ''Fort
Concrete"
Ref H7 or similar approved bedded on and including m 2700

45
 70x340mm hunching to back face….

TERMITE TREATMENT
A Termite treatment with approved fumigant to SAZS
314(1973)
, sprayed over anthill areas(contractor to provide a m2 798
written ten year guarantee as to the contents, quality
and effectiveness of termite treatment.)

B Supply and erect road signs MOT specification

Give way signs no 4

46