FEDERAL DEMOCRATIC REPUBLIC OF ETHIOPIA

ETHIOPIAN ROADS AUTHORITY

ROUTE SELECTION
CONSULTANCY SERVICES REPORT
FOR DETAILED
ENGINEERING DESIGN AND TENDER DOCUMENTS
PREPARATION FOR KORRIE
FINAL– ADDIS ALEM ROAD
PROJECT
DECEMBER 2015

ENGINEERING REPORT
Net Consult Consulting Engineers and Architects plc
Tel: +251 (0)11 618 3227/28, Fax: +251 (0)11 663 9310, P.O. Box 3097/1250
Addis Ababa, Ethiopia
JUNE 2018

Net Consult Consulting Engineers and Architects plc

Tel: +251 (0)11 618 3227/28, Fax: +251 (0)11 663 9310, P.O. Box
3097/1250
Addis Ababa, Ethiopia
Consultancy Services for Detailed Engineering Design of Korrie – Ethiopian Roads Authority (ERA)
Addis Alem Road Project 567774736.docxFinal)
June 2018

TABLE OF CONTENTS

Page
1 INTRODUCTION......................................................................................................................1
1.1 INTRODUCTION AND PURPOSE...................................................................................................... 1
1.2 DESCRIPTION OF THE PROPOSED ROAD PROJECT.........................................................................1
1.3 PHYSIOGRAPHY........................................................................................................................... 4
1.4 CLIMATE...................................................................................................................................... 4
1.4.1 Temperature.......................................................................................................................... 4
1.4.2 Rainfall.................................................................................................................................. 4
1.5 GEOLOGICAL SETTING................................................................................................................. 4
2 DESIGN STANDARD AND DESIGN PERIOD........................................................................6
2.1 DESIGN STANDARD...................................................................................................................... 6
2.2 DESIGN PERIOD........................................................................................................................... 6
3 TOPOGRAPHICAL SURVEY..................................................................................................8
3.1 GENERAL.................................................................................................................................... 8
3.2 ESTABLISHMENT OF CONTROL POINTS AND BENCHMARKS.............................................................8
3.2.1 Site Selection........................................................................................................................ 8
3.2.2 Establishment of GPS Control Points....................................................................................8
3.2.3 Control Point GPS Measurement.......................................................................................... 9
3.2.4 Correlation to the National Grid of Ethiopia...........................................................................9
3.2.5 Traverse Survey.................................................................................................................. 11
3.2.6 Benchmark Levelling........................................................................................................... 11
3.3 DETAILED CROSS-SECTION SURVEY........................................................................................... 11
4 GEOMETRIC DESIGN...........................................................................................................12
4.1 GENERAL.................................................................................................................................. 12
4.2 GEOMETRIC DESIGN CRITERIA AND PARAMETERS.......................................................................12
4.2.1 Terrain Classification........................................................................................................... 12
4.2.2 Design Vehicle.................................................................................................................... 12
4.2.3 Design Speed...................................................................................................................... 13
4.2.4 Horizontal Alignment........................................................................................................... 13
4.2.5 Vertical Alignment............................................................................................................... 19
4.2.6 Cross-sectional Elements.................................................................................................... 22
4.2.7 Right-Of-Way (ROW)........................................................................................................... 23
4.2.8 Road Widening.................................................................................................................... 24
4.3 ROAD FURNITURE AND MARKINGS.............................................................................................. 24
4.3.1 General................................................................................................................................ 24
4.3.2 Traffic Signs........................................................................................................................ 24
4.3.3 Marker Posts....................................................................................................................... 25
4.3.4 Pavement Markings............................................................................................................. 25
5 FIELD INVESTIGATIONS AND LABORATORY TESTING.................................................26
5.1 GENERAL.................................................................................................................................. 26
5.2 SUBGRADE INVESTIGATION......................................................................................................... 26
5.2.1 Soil Extension Survey.......................................................................................................... 26
5.2.2 Test Pit Logging and Sampling of the gravel wearing course and subgrade materials........29
5.2.3 DCP Tests........................................................................................................................... 29
5.2.4 Existing Pavement Condition and In-situ Density Tests......................................................29
5.3 CONSTRUCTION MATERIALS INVESTIGATION................................................................................29
5.3.1 Borrow material sources...................................................................................................... 30
5.3.2 Natural Gravel sources for sub base...................................................................................30
5.3.3 Rock sources for Crushing and Masonry works..................................................................30
5.3.4 Natural sand sources for Mortar and Cement – Concrete works.........................................30
5.3.5 Water sources for Compaction and Cement – Concrete works...........................................30

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5.4 LABORATORY TESTING............................................................................................................... 30

6 TEST RESULTS AND CHARACTERIZATION.....................................................................33
6.1 GENERAL.................................................................................................................................. 33
6.2 SUB-GRADE MATERIAL CLASSIFICATION......................................................................................33
6.3 SUBGRADE CBR STRENGTH...................................................................................................... 35
6.4 SUB-GRADE DCP CHARACTERISTICS.......................................................................................... 37
6.5 FIELD DENSITY TESTING............................................................................................................ 37
6.6 CONSTRUCTION MATERIALS INVESTIGATIONS..............................................................................37
6.6.1 Investigation for Natural Gravel........................................................................................... 38
6.6.2 Investigation for Rock Quarry Areas....................................................................................41
6.6.3 Investigation for Construction Water....................................................................................44
6.6.4 Investigation for Natural Sand............................................................................................. 45
7 PAVEMENT DESIGN.............................................................................................................46
7.1 GENERAL.................................................................................................................................. 46
7.2 TRAFFIC LOADING...................................................................................................................... 46
7.3 DESIGN SUBGRADE CBR/ HOMOGENOUS SECTIONS...................................................................48
7.4 PAVEMENT STRUCTURE DESIGN................................................................................................. 50
7.4.1 Carriageway Pavement Design........................................................................................... 50
7.4.2 Design of Shoulder.............................................................................................................. 51
7.5 PAVEMENT MATERIALS SPECIFICATION.......................................................................................51
7.5.1 Borrow Source..................................................................................................................... 51
7.5.2 Subbase Material................................................................................................................ 52
7.5.3 Graded Crushed Stone Base Course..................................................................................53
7.5.4 Crushed Aggregate for Bituminous Mixes...........................................................................53
7.5.5 Bituminous Mix (Asphalt Concrete).....................................................................................54
8 HYDROLOGICAL AND HYDRAULIC ANALYSIS................................................................55
8.1 GENERAL.................................................................................................................................. 55
8.1.1 Scope and Objectives.......................................................................................................... 55
8.1.2 Climate, Soils and land use/land cover................................................................................55
8.2 FIELD VISIT............................................................................................................................... 57
8.3 METHODOLOGY OF HYDROLOGICAL STUDY.................................................................................57
8.4 HYDROLOGICAL CONDITIONS...................................................................................................... 58
8.4.1 Hydrological Analysis.......................................................................................................... 58
8.4.2 Analysis of Rainfall Data...................................................................................................... 59
8.5 TIME OF CONCENTRATION.......................................................................................................... 59
8.6 RATIONAL FORMULA.................................................................................................................. 61
8.7 HYDRAULIC CALCULATIONS FOR CULVERTS................................................................................61
8.8 SIDE DITCHES........................................................................................................................... 62
8.8.1 Return Period:..................................................................................................................... 62
8.8.2 Flood estimation.................................................................................................................. 62
8.8.3 Design of side drain ditches................................................................................................ 64
8.9 REFERENCES............................................................................................................................. 68
9 STRUCTURAL DESIGN........................................................................................................69
9.1 GENERAL.................................................................................................................................. 69
9.2 DATA COLLECTION..................................................................................................................... 69
9.3 CONDITION AND DESCRIPTION OF EXISTING DRAINAGE STRUCTURES...........................................69
9.4 EXISTING STRUCTURES.............................................................................................................. 69
9.4.1 Minor Drainage Structures................................................................................................... 69
9.5 NEW PROPOSED DRAINAGE STRUCTURES...................................................................................69
9.5.1 Minor Drainage Structures................................................................................................... 69
9.5.2 Major Drainage Structures................................................................................................... 70
9.6 STRUCTURE DESIGN STANDARD................................................................................................. 70

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LIST OF TABLES

Table 1-1: Project Descriptions...................................................................................................1

Table 1-2: Adet Mean Monthly Maximum and Minimum Temperature (oC).................................4
Table 1-3: Adet Mean Monthly and Annual Rainfall....................................................................4
Table 2-1: Design Period............................................................................................................ 7
Table 4-1: Terrain Classification of the Project Road................................................................12
Table 4-2: Design Vehicle Characteristics.................................................................................13
Table 4-3: Design Speed Vs Terrain Category as per ERA’s Design Manual...........................13
Table 4-4: Minimum Horizontal Curve Radii for Paved Roads (ERA Geometric Design Manual
2013)......................................................................................................................................... 14
Table 4-5: Super-elevation Rates for Max. e = 8% at Different Design Speeds........................15
Table 4-6: Super-elevation Rates for Max. e = 4% at Different Design Speeds........................16
Table 4-7: Stopping Sight Distance Design Values for Paved Roads........................................18
Table 4-8: Passing Sight Distance Values for Paved Roads.....................................................18
Table 4-9: Maximum Gradients according to ERA’s Standard..................................................19
Table 4-10: Maximum Gradients at Switchback Curves according to ERA’s Standard.............20
Table 4-11: Climbing Lane Criteria............................................................................................20
Table 4-12: Minimum Vertical Curve K Value according to ERA’s Standard............................22
Table 4-13: Summary of Geometric Dimensions for DC-5 Road Standard...............................22
Table 4-14: Slope Ratios Table.................................................................................................23
Table 4-15: Camber..................................................................................................................23
Table 4-16: Widening on Curves and High Fills according to ERA standard.............................24
Table 4-17: Spacing of Guide Posts at Curves.........................................................................25
Table 5-1:Subgrade Soil Extension along the Routes...............................................................28
Table 5-2: Laboratory Testing Procedures Followed on Subgrade Samples.............................31
Table 5-3: Laboratory Testing Procedures Followed on Sample of Natural GravelMaterial......31
Table 5-4: Laboratory Testing Procedures Followed on Sample of Natural Gravel Material.....31
Table 5-5: Laboratory Testing Performed on Water Samples...................................................32
Table 6-1: Laboratory Test Results for the AtterbergLimits Test...............................................33
Table 6-2: Laboratory Subgrade CBR Values...........................................................................36
Table 6-3: Possible Soil for Natural Gravel...............................................................................39
Table 6-4: Summary of Laboratory Results for Soil Borrow.......................................................40
Table 6-5: Summary of Laboratory Results of Natural Gravel for Subbase...............................41
Table 6-6: Rock Quarry Sources...............................................................................................43
Table 6-7: Summary of Laboratory Test Results for Rock.........................................................44
Table 6-8: Water Sources.........................................................................................................44
Table 7-1: Projected Traffic (Kore-Gonji Road Section)............................................................46
Table 7-2: Equivalent Factor from Bahir Dar zema river bridge project report...........................47
Table 7-3: Cumulative ESA per lane for the two Scenario under Different Loading, Million......47
Table 7-4: Homogenous Sections and Subgrade Classes........................................................49
Table 7-5: Alternative Pavement Structure Considered............................................................50
Table 7-6: Recommended Pavement Structure........................................................................51
Table 7-7: Recommended Compaction Requirements for Embankment Construction..............52
Table 7-8: Gradation Requirements of Sub base......................................................................52
Table 7-9: Gradation requirement for Base course...................................................................53
Table 7-10: Gradation Requirement Crushed Aggregate for Wearing Course..........................54
Table 8-1: Summary of Field Visit Observations.......................................................................57
Table 8-2: Catchments Characteristics.....................................................................................58
Table 8-3: Design Frequency (Return Period), ERA DDM 2013...............................................58
Table 8-4: Design Rainfall Depth for road to Gonje...................................................................59
Table 8-5: IDF of Region A2.....................................................................................................59
Table 8-6: Roughness Coefficients (Manning’s n) for Sheet Flow.............................................60

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Table 8-7: Different Return Period Floods and their Design Floods..........................................61
Table 8-8: Drainage structures along the road route.................................................................62
Table 8-9: Runoff Coefficient C.................................................................................................63
Table 8-10: Terrain Roughness Coefficients (r)........................................................................63
Table 8-11: Flood Estimates for Different Length of the Side Drains.........................................64
Table 8-12 Roughness Coefficient of Ditch (n)..........................................................................64
Table 8-13: Proposed Side Drain Sizes for Urban Section........................................................66
Table 8-14: Proposed Side Drain Sizes for Rural Section.........................................................66

LIST OF FIGURES
Figure 1-1: Location Map............................................................................................................ 2
Figure 1-2: Location Map Close-up.............................................................................................3
Figure 1-3: Geological Map of the Project Area..........................................................................5
Figure 4-1: Method of Super-elevation Application....................................................................17
Figure 5-1: Summary of Subgrade SoilComposition Along the Road Alignment.......................27
Figure 6-1: Plasticity trend for Subgrade...................................................................................34
Figure 6-2: Plasticity Chart for the Subgrade............................................................................35
Figure 6-3: PIW chart for the subgrade soil...............................................................................35
Figure 6-4: CBR Trend for Subgrade Sample...........................................................................36
Figure 7-1: Cumulative SUM of Lab. Soaked CBR and PIvs. Station........................................49
Figure 7-2: Design CBR Value of Subgrade Soil from 0+000 – 7+000......................................49
Figure 7-3: Design CBR Value of Subgrade Soil from 7+000 – 10+700....................................49
Figure 8-1: Major Catchments...................................................................................................56

ANNEXES

Annex 1: GPS Monograph

Annex 2: Traverse Adjustment
Annex 3: Differential Levelling
Annex 4: Horizontal Alignment Data
Annex 5: Vertical Alignment Data
Annex 6: Condition Survey
Annex 7: List of Structures
Annex 8: Traffic Analysis

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1 INTRODUCTION

1.1 Introduction and Purpose

The Government of Federal Democratic Republic of Ethiopia (FDRE) represented by the
Ethiopian Roads Authority (ERA) has intended to construct Korie – Addis Alem Road Project.
For this undertaking, the Consultancy Services for the Detail Engineering Design and Tender
Document Preparation of this Road Project is being prepared by Net Consult Consulting
Engineers and Architects.

As part of this task, this Engineering Report has been prepared. The purpose of this
Engineering Design Report is to present a record of the process for detailed highway design,
including all the aspects not covered in other project reports. It is also aimed at providing
necessary information that will be needed by ERA and their site supervision team during
construction.

1.2 Description of the Proposed Road Project

The project road Korie – Addis Alem starts at Korie kebele, which is located in Amhara
Regional States, located on Mota – Bahirdar road about 58km from the outskirts of Bahir Dar
Town towards Mota. It diverts to the east direction traverses for about 7km it reaches Addis
Alem Town seat of Gonji Kolela Wereda after traversing a Hidasse Village around km 3.5. The
project has about 10.74km length.

Table 1-1: Project Descriptions

Project Name Korrie – Addis Alem Road Project

Starting Point Description Korrie
Ending point description Addis Alem
Length 10.74km
Road Functional Access Road
classification
Climate classification C3 (Weynadega)
Elevation (m) (min-max) Min = 2,240 m Max = 2,360 m
*Traffic volume vpd 171
*Base year AADT estimate.

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 Project
Location

Figure 1-1: Location Map

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 Korrie –
Adiss Alem
Road Project

Figure 1-2: Location Map Close-up

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1.3 Physiography
The starting point of the project road, Kore, is found at an altitude of about 2360m amsl. The
elevation descends gradually and reaches 2240m amsl at Addis Alem.

The broad terrain classification of the proposed alignment is mostly rolling with localized spots
of flat terrain.

1.4 Climate
The area through which the project road traverses can be classified as “WeinaDega” with an
altitude ranging from 2240 to 2360 amsl. Based on a nearby meterological station at Adet, the
project area has mean annual temperature between 6.3 and 29.4 oC and mean annual rainfall
of 1243mm at Adet.

1.4.1 Temperature
The mean monthly maximum and minimum temperatures for the project area are summarized
and presented in the table below.

Table 1-2: Adet Mean Monthly Maximum and Minimum Temperature (oC)

Feb MA
  Jan. . Mar Apr May Jun Jul Aug Sep Oct Nov Dec T
Mean Max. 26. 28. 29. 29. 28. 25. 23. 23. 24. 24. 25. 26.
(0C) 9 6 4 3 3 9 0 0 4 9 7 1 26.3
11. 12. 12. 12. 11. 10.
Mean Min. (0C) 6.3 7.7 9.8 3 2 0 1 6 6 9.8 7.9 6.9 9.9

1.4.2 Rainfall

The mean monthly and annual rainfall of the project area is presented in the table below.

Table 1-3: Adet Mean Monthly and Annual Rainfall

Jan Feb Mar Oct Nov Dec

  Apr. May June July Aug. Sep.
. . . . . .
Mean Monthly
25. 107. 154. 320. 266. 168. 99. 26.
Rain fall in 5.2 4.3 54.1 9.5
7 3 9 7 9 9 1 4
(mm)
Mean Annually
Rain fall in 1242.9
(mm)

1.5 Geological Setting

The geologic formation of the project area is assessed based on the Geologic Map of Ethiopia
1996 edition and observations made during the field investigation. Thus, the project area is
dominantly covered with the TarmaberGusa formation:

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Figure 1-3: Geological Map of the Project Area

Tarmaber Gussa Formation (PNtb): Alkaline to transitional basalts often forming shield
volcanoes with minor trachyte and phonolite flows. Almost all the project area is covered by this
type of formation. This formation can be a good source of rock for crushing as well as for
masonry and also the weathering of this formation can form natural gravel, which can be used
for fill, capping and subbase.

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2 DESIGN STANDARD AND DESIGN PERIOD

2.1 Design Standard

a) Road Functional Classification

In the Ethiopian context, road classification is based on the function of the road it serves. In line
with this, the Ethiopian Roads Authority (ERA) Geometric Design Manual (2013) has classified
existing roads based on the function they serve. It has also set terms on which future road
classification should base.

Functional classification (the grouping of highways by the character of service they provide) of
roads was developed mainly for transportation planning purposes. ERA’s Design Standard
classifies roads in five (5) categories based on the character of service they provide. These are
Trunk, Link, Main Access, Collector and Feeder roads.

The functional classification of the project road is not set in ERA’s geometric design standard.
However, considering that the project road connects provincially important center Addis Alem
Town (Ye Gonji Kolela Wereda Seat) the project road has been classified as Main Access
Road. Main Access Road geometry can be designed from DC2 to DC5 standard as per the
AADT requirement.

b) Selection of Design Class

In ERA’s Geometric Design Manual (2013), eight design class categories, designated DC1 to
DC8, are included. Each class corresponds with designated AADT category (i.e. an AADT
range) expected to be carried by the road. Thus, the AADT categories and design standard
categories are related one-to-one. In other words, for a road section identified with a particular
AADT range, the related DS category is uniquely determined and becomes applicable for the
entire road section as shown in table below.

After analysis of the data obtained from the traffic survey, as shown in the above section, the
base year (2019) traffic is estimated to be 171, the mid-year (2026) traffic is estimated to be
306 and horizon year (2033) traffic is estimated to be 464. Considering this AADT and the
design classes listed under the category of Main Access Road (which are DC2 – DC5) the
project road falls under the category of Design Class DC5. Therefore, the consultant
recommends adopting DC5 Design Standard for the subject project.

2.2 Design Period

Determining an appropriate design period is the first step towards traffic forecast and selection
of design class. Many factors may influence this decision, including budget constraints.
However, the designer should follow certain guidelines in choosing an appropriate design
period, taking into account the conditions governing the project. Some of the points to consider
include:

 Functional importance of the road

 Traffic volume
 Location and terrain of the project
 Financial constraints
 Difficulty in forecasting traffic

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It generally appears economical to construct roads with longer design periods, especially for
important roads and for roads with high traffic volume. Where rehabilitation would cause major
inconvenience to road users, a longer period may be recommended. For roads in difficult
locations and terrain where regular maintenance proves to be costly and time consuming
because of poor access and non-availability of nearby construction material sources, a longer
design period is also appropriate.

Problems in traffic forecasting may also influence the design. When accurate traffic estimates
cannot be made, it may be advisable to reduce the design period to avoid costly overdesign.

Bearing in mind the above considerations, ERA’s 2013 design manual prepares the general
guidelines as shown in table below:

Table 2-4: Design Period

Road Classification Design Period (years)

Trunk Road 20
Link Road 20
Main Access Road 15
Other Roads 10

Since the project road is classified as Main Access Road the design period will be 15 years.

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3 TOPOGRAPHICAL SURVEY

3.1 General
The following section presents undertaking of the detailed topographic surveys conducted for
the road project. Briefly, the works done on the topographical survey exercise consisted of the
following activities:

 Establishing a primary control points by means of GPS stations not less than 5 km
spacing and tying each to the National Grid System.
 Establishing permanent benchmarks (Secondary control points) in most cases less than
300m but not greater than 500m intervals depending on whether they are inter-visible to
one another or not.
 Leveling of control points with automatic level instruments.
 Surveying detailed cross-section of about 100m wide corridor, with approximately 20m
cross-section interspacing.
 Surveying details at structures location.
 Preparation of monograph for Control Points with triangulation, photographic and other
location descriptions.

3.2 Establishment of Control Points and Benchmarks

3.2.1 Site Selection

Before field GPS observation and benchmark levelling were carried out, the first step taken
was site assessment and selection of best possible positions. For control points on which GPS
observations are made, the selected positions were such that they are free from any
obstructions to satellite reception, away from metallic materials nearby, buildings, and trees
etc. which would make the signal of poor quality. Also for level benchmarks, the site selection
was done in such a way that the positions are sufficiently away from construction limits.

3.2.2 Establishment of GPS Control Points

A total of 4 couples of Control Points have been established along the project. Couples of inter-
visible GPS Control Points were established to serve as a base station for the survey of cross
sections using total stations.

These Control Points have been enumerated in such a way that each couple points are
uniquely related to each other (difference of 100), while at the same time the total GPS points
is incremental (difference of 1). Also the last two digits of each control point describe the base
number assigned for that particular area.

E.g. If GPS 01 and GPS 101, for instance are points assigned at certain location - the two
numbers 01 & 101 describe the two inter visible couple points (01 is back and 101 are forward)
while 01 is the base number.

In the same manner, the points are assigned as:

GPS 01 GPS 101 …

GPS 02 GPS 102 …
GPS 03 GPS 103 …

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All the GPS Control Points are materialized on Bed Rock which are highlighted with yellow and
red paints.

3.2.3 Control Point GPS Measurement

Global Positioning Satellites (GPS) System is the method and equipment used to determine
the three-dimensional coordinates of any point within the spherical world. The system consists
of NAVSTAR satellites that transmit signals toward the earth. Special receivers record these
signals and interpret the signals using computer programs. GPS has been used to establish
national geodetic control networks, for mapping and GIS data collection, for engineering and
construction site setting out, and for cadastral boundary demarcation.

All Control Points have been observed with GPS instruments working in static mode. Static
surveying, is used that require high accuracy, In this method, each receiver at each point logs
data continuously for a pre-planned length of time The duration of data collection depends on:

• Precision
• Number of visible satellites
• Satellite geometry (DOP)
• Distance between receivers

It is necessary to observe simultaneously with at least three (3) GPS equipment stationed on
three (3) different Control Points. So that same satellites are visible at the time of observation
and a vector is established. Even if the site selection was made carefully, sometimes minor
obstructions or limited number of satellite availability may occur. It is true that the precision of
field observed data is dependent on the availability of sufficient satellites at a particular time.
For post processing a minimum of 4 satellites are required. The availability of satellites will
confirm throughout the GPS observation sessions to minimize errors that may occur during pre
and post GPS processing. We will use for this project four TRIMBLE R8 and 5800 receivers.
Each receiver will station on four different points to collect data simultaneously. Data collection
for these points started and ended at the same time for that particular session. The total time
needed for a single session depends upon the length of the longest vector line within the base
and the number of satellites availability. For the project, the average time of data collection for
each session of a typical 3Km (1 base line) have amounted to 30-45 minutes.

All GPS observation were process on a daily bases. Each vector were computed and the
quality of solution were examined. Any vector which did not satisfy the required optimum
solution was discarded and re-observed if no alternative vector was available. As part of the
quality control procedure, loop -closures and Network adjustment was performed to confirm
network integrity. After having static GPS observation on every GPS primary control points at
the same time for the same session number, the data is downloaded, processed, and adjusted.
This process results that each Control Points will have a known coordinates based on WGS84
coordinate system.

3.2.4 Correlation to the National Grid of Ethiopia

The GPS crew correlate the control points to the national grid system of Ethiopia by using
known Ethiopian Mapping Agency (EMA) control point for starting point for GPS surveying. In
this case the GPS-001 is GPS-119 of Bahirdar – Zema road which has already been correlated

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with the National Grid. This is done since the project road at hand is a branch from Bahirdar –
Zema Road.

The Grid Control Point was surveyed using the same methodology described in the “GPS
observation” paragraph. The GPS network will then transform from WGS 84 coordinates to
local coordinate system in UTM zone 37, which has the following parameters: Ellipsoid: Clark
1880 (modified).

Coordinate system
Name: UTM-ETH Z37
Type: Projected
Unit name: Meters
Vertical datum: EGM96
Vertical unit: Meters
Datum
Name: Adindan
Semi-major Axis: 6378249.145 m
Inverse Flattening: 293.466307600
DX to WGS84: -162.0000 m
DY to WGS84: -12.0000 m
DY to WGS84: 206.0000 m
RX to WGS84: 0.000000 "
RY to WGS84: 0.000000 "
RZ to WGS84: 0.000000 "
ppm to WGS84: 0.000000000000

Projection
Projection Class: Transverse_Mercator
Latitude_of_origin: 0° 00' 00.00000"N
Central meridian: 45° 00' 00.00000"E
Scale factor: 0.999600000000
False easting: 500000.000 m
False northing: 0.000 m

Note:-
All distances measured on site, using Total Stations, should be corrected by a Grid Factor in
order to fit with the co-ordinates distances obtained by the GPS coordinates. This Grid Factor
is a combination of two different factors given by the following formula:

Grid Factor = Scale Factor x Elevation Factor

 The Grid Factor depends on the Easting value of the point.
 The Elevation Factor is calculated by the formula:
Elevation Factor = R/(R+H)
Where: R=Radius of the Earth =6372km
H= Elevation of the GPS control point (in km)

Final GPS UTM and Geographic Coordinates with scale factor, grid factor and elevation factor
including GPS network diagram and all GPS process and adjustment report, will summarized
in the report.

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Monograph for the GPS Control Points with triangulation data, photographic and other location
description data has been prepared and shown in Annex 1.

3.2.5 Traverse Survey

The topography survey team has conducted a traverse survey between the GPS points to
establish the coordinates of the secondary benchmarks using Total Stations. Measurements
were taken using Total Stations and corrections were made whenever the errors were found to
be within permissible ranges. In few cases where the errors exceeded the limits, the traverse
was repeated until acceptable closures were obtained. Acceptable closures were obtained
after careful readings and in some cases changing number and locations of the benchmarks.
The relative error observed is above or around 1:10,000.

A total of 41 benchmark points were established, processed and adjusted. The data has been
presented using tabular traverse computation system as enlisted in Annex 2.

3.2.6 Benchmark Levelling

Levelling work has been undertaken to determine the elevation of the GPS points as well as
Bench marks. The methodology adopted is the double run method.

The process of levelling work involved taking back sights and fore sight on every bench marks
and turning points for a run and check back activities. After having the desired allowable range
for precision, each run and check back observations are adjusted.

Maximum permissible error in cm = √ k (where k is in km.)

The detailed Differential Levelling Computation are attached in Annex 3 for reference.

3.3 Detailed Cross-section Survey

After determining horizontal and vertical control points, the next step was the surveying of
cross-section to obtain enough data for an accurate representation of the field such as: natural
and manmade features like: road centreline, road edges, shoulder edges, bridges, drainage
structures, building, fence, electrical lines communication lines, buried pipe systems and water
lines.

The cross-section has been conducted over approximately 100 meters wide corridor with
distance between cross-sections being approximately 20 meters depending on the terrain
conditions along the existing road in reference with the pre-determined bench mark
coordinates which were tied to NGS. All distance measured on site using total stations should
be corrected by Grid Factor in order to fit with the coordinates distance obtained by GPS.

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4 GEOMETRIC DESIGN

4.1 General
In general the geometric elements of the project road were designed using design criteria
derived from ERA’s Geometric Design Manual 2013 for DC-5 Road Class. Since there is no
terrain constraint departure from standard is not envisaged. However based on the request
from Gonj Kolela Wereda, Addis Alem Town cross section is modified as discussed under
section 1.2.6.

4.2 Geometric Design Criteria and Parameters

4.2.1 Terrain Classification

Terrain class has to be determined for the road to be designed beforehand independently of
the alignment that is to be designed. It is determined by counting the number of 5m contours
crossed by straight line connecting two ends of the road section. As per ERA Manual 2013 four
categories have been defined which apply to all roads as shown below.

Flat: 0 - 10 five meter contours per km. The traverse ground slopes perpendicular to the
ground contours generally are below 3%.

Rolling: 11 - 25 five meter contours per km. The traverse ground slopes perpendicular
to the ground contours generally are between 3% and 25%.

Mountainous: 26 - 50 five meter contours per km. The traverse ground slopes
perpendicular to the ground contours generally are above 25%.

Escarpment: More than 50 five meter contours per km. The traverse ground slopes
perpendicular to the ground contours generally are above 50%.

Based on the above criteria and using information gathered during field investigations a broad
terrain classification is performed for the project road as shown below.

Table 4-5: Terrain Classification of the Project Road

From To Terrain Type Typical Section

0+000 0+800 Town Section Kebele Seat
0+800 3+100 Rolling Rural Section
3+100 3+800 Town Section Kebele Seat
3+800 7+100 Rolling Rural Section
7+100 10+740 Town Section Wereda Seat*
*Based on request from Ye Gonj Kolela Wereda median has been included.

4.2.2 Design Vehicle

The physical characteristics of the design vehicle dictate many aspects of the geometric
design. The road elements affected include horizontal curvature widening, lane width,
maximum gradient and junction design. Four different design vehicles are included in ERA

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Geometric Design Manual. The physical characteristics of these vehicles are shown in the
table below.

Table 4-6: Design Vehicle Characteristics

Min.
Design
Design Overhang Wheelbas
Overall (m) Turning
Vehicle (m) e (m)
Design Vehicle Radius
Designatio
(m)
n
Heigh Lengt Fron
Width Rear
t h t
4x4 Utility
DV1 1.3 2.1 5.8 0.9 1.5 3.4 7.3
Vehicle
Single Unit
DV2 4.1 2.6 11.0 1.5 3.0 6.5 12.8
Truck
Single Unit Bus DV3 4.1 2.6 12.1 2.1 2.4 7.6 12.8
Truck +Semi- 4.8+8.4=
DV4 4.1 2.6 15.2 1.2 1.8 13.7
Trailer 13.2
The design vehicle for DC-5 road standard is the Truck + Semi-Trailer (DV4).

4.2.3 Design Speed

Design speed is defined as the speed which is used to determine the various geometric design
features of the roadway, such as horizontal curve radius, maximum gradient, super elevation,
sight distance and so on. During selection of design speed factors such as functional
classification, topography and adjacent land use are considered.

The design speed recommended for the different terrain classifications based on ERA’s
Geometric Design Standard is as follows:

Table 4-7: Design Speed Vs Terrain Category as per ERA’s Design Manual

Terrain Town
Flat Rolling Mountainous Escarpment
Design speed
85 70 60 50 50
(km/h) for DC-5

In general during the design process it is best to achieve the upper design speeds whenever it
was economically justifiable. However, when terrain conditions are restrictive, traffic safety is
maintained by advising motorists for speed changes with advisory or mandatory traffic signs
and guiding road furniture as appropriate.

4.2.4 Horizontal Alignment

General
The design elements of the horizontal alignment include the tangent, the circular curve, the
transition curve and the super-elevation sections. The design parameters of these elements
primarily depend on the topography through which the project route passes as well as the
associated construction cost.

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Tangent Section
Tangent sections are the straight sections of the horizontal alignment. From a safety
standpoint, they provide better visibility and more passing opportunities. However, long tangent
sections increase the danger from headlight glare and usually lead to excessive speeding.

Circular Curves
The ease, comfort and safety operation of vehicles on a road are determined by the
consistency of design. This consistency is achieved partly by relating the magnitude of design
elements of horizontal alignment to a design speed.

When a vehicle negotiates a horizontal curve, a sideways frictional force is developed between
the tyre and the road surfaces. This friction must be less than the maximum available friction if
the bend is to be negotiated safely. Super-elevation may be introduced to enable a component
of the vehicle’s weight to reduce the frictional need. Thus, the minimum horizontal radius Rmin,
for a particular design speed can be calculated as:

Rmin = Vd2
127(emax+fmax)

Where, Vd = design speed (km/h)

emax = maximum super-elevation (% /100)
fmax = side friction coefficient

From results of several studies various standards have derived maximum values of friction
factors, which most drivers will tolerate in negotiating a horizontal curve along with the
associated maximum super-elevation values. The table below shows the minimum horizontal
curve radii together with side friction and maximum super-elevation values.

The following table indicates, based on ERA‘s Geometric Design Manual, for maximum super-
elevation rate of 8% for the minimum radii to be used in the design of the horizontal curves on
rural section of the road and a maximum super-elevation rate of 4% for the minimum radii to be
used in urban sections of the road project.

Table 4-8: Minimum Horizontal Curve Radii for Paved Roads (ERA Geometric Design
Manual 2013)

Design F (Side Rmin_ Rmin_

Speed Friction e = 8% e = 4%
(km/h) Factor) (Rural) (Rural)
20 0.23 15 15
25 0.20 17 19
30 0.21 25 30
40 0.19 50 55
50 0.17 80 95
60 0.16 120 145
70 0.14 175 215
80 0.13 240 300
85 0.12 280 350
100 0.11 410 515

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120 0.10 610 780

Compound Curves
The use of compound curves affords flexibility in fitting the highway to the terrain. However,
caution should be exercised in their use. Preferably their use should be avoided where curves
are sharp. Where topography or right of way restrictions make their use necessary, the radius
of the flatter circular arc, R1, should not be more than 50 percent greater than the radius of the
sharper circular arc, R2,i.e. R1 should not exceed 1.5 R2.
Broken Back Curves
The “broken back” arrangement of curves (having a short tangent between two curves in the
same directions) should be avoided except where very unusual topographical or right-of-way
conditions dictate otherwise.

Transition Curves
Transition curves may be inserted between tangents and circular curves to reduce the abrupt
introduction of lateral acceleration. They may also be used between two circular curves.

In practice, however, drivers employ their own transition on entry to a circular curve, and
transition curves contribute to the comfort of the driver in only a limited number of situations.
However, they also provide convenient sections over which super-elevation or widening may
be applied, and can improve the appearance of the road by avoiding sharp discontinuities in
the alignment at the beginning and end of the circular curves.

According to the ERA’s Geometric Design Manual, transition curves are always related to
higher design speeds and recommended to be used in case of flat and rolling terrain for DC-5
road standard.

Super-elevation Application
In accordance with ERA Geometric Design Manual, intermediate values of super-elevation at
different design speeds to be used in the geometric design of the road shall be as shown in
tables below.

Table 4-9: Super-elevation Rates for Max. e = 8% at Different Design Speeds

Radius Design speed (Km/hr)

(m) 30 40 50 60 70 85 100 120
7000 NC NC NC NC NC NC NC NC
5000 NC NC NC NC NC NC NC NC
3000 NC NC NC NC NC NC RC 2.4
2500 NC NC NC NC NC RC 2.1 2.9
2000 NC NC NC NC NC 2.2 2.6 3.5
1500 NC NC NC NC RC 2.5 3.4 4.6
1400 NC NC NC RC 2.1 2.6 3.6 4.9
1300 NC NC NC RC 2.2 2.8 3.8 5.2
1200 NC NC NC RC 2.4 3.0 4.1 5.6
1000 NC NC RC 2.2 2.8 3.5 4.8 6.5
900 NC NC RC 2.4 3.1 4.2 5.2 7.1
800 NC NC RC 2.7 3.4 4.6 5.7 7.6
700 NC RC 2.2 3.0 3.8 5.1 6.3 8.0
600 NC RC 2.6 3.4 4.3 6.5 6.9

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Radius Design speed (Km/hr)

(m) 30 40 50 60 70 85 100 120
500 NC 2.2 3.0 3.9 4.9 7.2 7.6
400 RC 2.7 3.6 4.7 5.7 7.8 8.0
300 2.1 3.4 4.5 5.6 6.7 8.0
250 2.5 4.0 5.1 6.2 7.3
200 3.0 4.6 5.8 7.0 7.9
175 3.4 5.0 6.2 7.4 8.0
150 3.8 5.4 6.7 7.8
140 4.0 5.6 6.9 7.9
130 4.2 5.8 7.1 8.0
120 4.4 6.0 7.3
110 4.7 6.3 7.6
100 4.9 6.5 7.8
90 5.2 6.9 7.9
80 5.5 7.2 8.0
70 5.9 7.5
60 6.4 7.8
50 6.9 8.0
40 7.5
30 8.0

Table 4-10: Super-elevation Rates for Max. e = 4% at Different Design Speeds

Radius Design speed (Km/hr)

(m) 30 40 50 60 70 85 100
7000 NC NC NC NC NC NC NC
5000 NC NC NC NC NC NC NC
3000 NC NC NC NC NC NC RC
2500 NC NC NC NC NC RC 2.2
2000 NC NC NC NC NC 2.1 2.6
1500 NC NC NC NC RC 2.2 2.7
1400 NC NC NC NC RC 2.3 2.8
1300 NC NC NC NC RC RC 2.9
1200 NC NC NC RC RC 2.7 3.2
1000 NC NC NC RC 2.2 2.9 3.4
900 NC NC RC 2.1 2.4 3.2 3.5
800 NC NC RC 2.3 2.5 3.4 3.7
700 NC NC RC 2.5 2.7 3.5 3.9
600 NC RC 2.1 2.7 2.9 3.7 4.0
500 NC RC 2.3 2.9 3.1 3.9
400 NC 2.1 2.5 3.3 3.4 4.0
300 RC 2.3 2.8 3.6 3.8
250 RC 2.6 3.0 3.8 3.9
200 2.3 2.8 3.3 3.9
175 2.4 2.9 3.5 4.0
150 2.5 3.1 3.7
140 2.6 3.2 3.8
130 2.6 3.3 3.8
120 2.7 3.4 3.9
110 2.8 3.5 4.0
100 2.9 3.6 4.0

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Radius Design speed (Km/hr)

(m) 30 40 50 60 70 85 100
90 3.0 3.7
80 3.2 3.8
70 3.3 3.9
60 3.5 4.0
50 3.7
40 3.9
Where, NC = normal crown section, RC= remove adverse crown

In the super-elevation application process, the change in cross slope begins by removing the
adverse cross slope from the lane on the outside of the curve on a length of tangent to reach
the full super-elevation. Super-elevation runoff length is the length of the road required to
accomplish the change in cross slope from a section with adverse crown removed to a fully
super-elevated section or vice versa. Whereas tangent run out length is the length needed to
accomplish the change in cross slope from normal section to a section with adverse cross
slope removed or vice versa.

In alignment design with spirals the super-elevation runoff is incorporated over the whole of the
transition curve. For alignment with no spiral provision, the current design practice is to place
approximately two-thirds of the runoff on the tangent approach and one-third on the curve.

Figure 4-4: Method of Super-elevation Application

Horizontal Sight Distance

General: Sight distance is a fundamental criterion in the horizontal alignment design of any
road. It is essential for the driver to be able to perceive hazards on the road with sufficient time
in hand to initiate any necessary evasive action safely. Sufficient length of sight distance has to
be provided in the horizontal design of the road to able the drivers to control the operation of

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their vehicle. On the inside of horizontal curves, it may be necessary to remove sight
obstructions to obtain the required sight distance.

Stopping Site Distance: Stopping sight distance is a roadway distance to enable a vehicle
travelling at or near the design speed to stop before reaching a stationery object in its path.
Stopping sight distance is the sum of two distances: the distance traversed by the vehicle from
the instant the driver sights an object necessitating a stop to the instant the brakes are applied
and the distance required to stop the vehicle from the instant brake application begins. These
are referred to as brake reaction distance and braking distance, respectively.

The minimum stopping sight distances for a given design speed are usually calculated based
on assumed braking perception reaction times and braking distance calculated from the
coefficient of longitudinal friction.

d= 0.278tV + V2
254f

Where, d = distance (meter)

t = driver reaction time, generally taken to be 2.5 seconds
v = initial speed (km/h)
f = coefficient of friction between tires and roadway

Table 4-11: Stopping Sight Distance Design Values for Paved Roads

Design Coefficient
Stopping Sight Distance (m)
Speed of Friction
Km/hr (f) Grade = 0% Grade = 5% Grade = 10%
20 0.42 18 18 19
25 0.41 23 24 25
30 0.40 30 32 33
40 0.37 45 47 50
50 0.35 65 70 75
60 0.33 85 90 105
70 0315 110 120 140
80 0.305 140 155 180
85 0.295 155 175 205
90 0.29 170 195 230
100 0.285 210 240 285
110 0.28 245 285 340
120 0.28 285 330 400

Passing Sight Distance: Passing sight distance is the minimum sight distance that must be
available to enable the driver of one vehicle to overtake the slower moving vehicle safely
without interfering with the speed of the opposing traffic.

Table 4-12: Passing Sight Distance Values for Paved Roads

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Minimum Passing Passing Sight

Design
Coefficient Sight Distance Distance to Allow
Speed
of Friction (f) (m) Manoeuvre to be
(Km/hr)
from Formulae Aborted (m)
20 0.42 160 -
25 0.41 190 50
30 0.40 220 80
40 0.37 285 135
50 0.35 350 180
60 0.33 415 230
70 0315 480 270
80 0.305 545 310
85 0.295 575 330
90 0.29 610 345
100 0.285 675 375
110 0.28 740 405
120 0.28 805 425

Horizontal alignment data is included as Annex 4.

4.2.5 Vertical Alignment

General
Vertical alignment is a combination of vertical curves and tangent sections. The selection of
rates of grade and lengths of vertical curves is based on the assumptions about characteristics
of the driver, the vehicle and roadway.

The gradient of tangent sections introduces forces, which affect speed and performance of
vehicles and vertical curvature may impose limitations on sight distance particularly when
combined with horizontal curvature.

Maximum Gradient
ERA’s Geometric Design Manual 2013 suggests maximum gradients based on vehicle
performance and driver characteristics as is shown in the following table.

Table 4-13: Maximum Gradients according to ERA’s Standard

Maximum Gradient (%), for

Topography Design Standard (DC-5)
D A
Flat 4 6
Rolling 6 8
Mountainous 8 10
Escarpment 8 10
Urban 7 9
Note: (D) is desirable values; (A) is absolute values

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Maximum Gradient at Switchbacks

Where switchback curves are unavoidable in mountainous or escarpment terrain, there may be
a need to reduce the maximum allowable gradient at any point through switchback curves. It is
recommended to use the following maximum gradients at switchbacks as has been
recommended in the ERA’s design standard.

Table 4-14: Maximum Gradients at Switchback Curves according to ERA’s Standard

Road Standard Maximum Gradient (%)

DC-8 – DC-5 4

Minimum Gradient
The minimum gradient recommended as per ERA’s standard is 0.5% and it is recommended to
stick to this value with the exception of uncurbed high fills roads, bridge approaches and ridge
sections.

Critical Length of Gradient

A climbing lane is an auxiliary lane added outside the continuous lanes and has the effect of
reducing congestion in the through lanes by removing slower moving vehicles from the traffic
stream.

Table 4-15: Climbing Lane Criteria

Critical Length of Gradient

Design Gradient, Maximum Desirable Length
above which a Climbing
Class % of Gradient
Lane is Required
5 240 800
6 200 700
7 170 600
DC-5
8 150 500
9 130 400
10 Required 400

Vertical Curves
Vertical curves that may be crest or sag types are required to achieve gradual change between
tangent grades. Vertical curves should be designed to be safe and comfortable in operation,
pleasing in appearance and adequate for drainage. The minimum length of vertical curve to
provide sufficient sight distance is designed based on minimum allowable “k” values.

“K” values are the horizontal distance required to achieve a 1% change in grade and it is
calculated as:

K= L/A, where: L = length of vertical curve (m) and

A = algebraic difference of tangent grades (%).

Minimum Length of Vertical Curves

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Minimum lengths of both sag and crest vertical curves satisfying all the road safety
requirements recommended by ERA Geometric Design Manuals based on the minimum “k”
values are shown below.

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Table 4-16: Minimum Vertical Curve K Value according to ERA’s Standard

Minimum Crest K Values for Minimum Sag K

Design Paved Roads Values
Speed (km/h) For Stopping For Passing
Sight Distance Sight Distance
20 1 10 1
30 2 50 3
40 6 90 4
50 11 130 7
60 17 180 9
70 30 245 12
85 55 350 18
100 100 480 25
120 185 680 36

Vertical alignment data is included as Annex 5.

4.2.6 Cross-sectional Elements

General
The cross-section of a road must provide accommodation for moving and parked vehicles,
drainage, public utilities and pedestrians. Generally, a cross-section consists of carriageway,
shoulder, drainage features, walkways and side slopes of the earthwork.

Typical Cross Sections

Different standards suggest different geometric dimensions considering the volume and type of
traffic using the road and based on the respective conditions in the countries of the standards.
However, for the project at hand, ERA’s Geometric manual has been directly adopted for the
project except in Gonji (Addis Alem) Town. In Gonji Town consultation made with Gonj Kolela
Administration was considered to modify the cross-section, i.e. even though the town is
Wereda seat, Zonal seat section has been adopted.

Table 4-17: Summary of Geometric Dimensions for DC-5 Road Standard

Rural
Town Section
Section
Cross section Unit
Zonal Wered Kebele
(DC-5)
Seat a Seat Seat
Lane width m 3.5 3.5 3.5 3.5
Shoulder width
Flat terrain m 1.5
Rolling terrain m 1.5
Mountainous terrain m 0.5
Escarpment terrain m 0.5
Parking lane width m - 3.5 3.5 2.5
Median 2.5 - -
Foot way m - 2.5 2.5 -

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Rural
Town Section
Section
Cross section Unit
Zonal Wered Kebele
(DC-5)
Seat a Seat Seat
Carriageway cross fall % 2.5 2.5 2.5 2.5
Shoulder cross fall (Unpaved) % 4.0 - - -
Parking lane cross fall % - 2.5 2.5 2.5
Maximum super-elevation % 8.0 4.0 4.0 4.0

Side and Back Slopes

The side and back slopes provided in ERA’s Geometric Design Manual 2013 were adopted as
shown below.

Table 4-18: Slope Ratios Table

Side slope (H:V) Back Slope

Material Height of Slope
Fill Cut (H:V)
0.0 – 1.0 3:1 3:1
Earth or Soil 1.0 – 2.0 2:1 2:1
Over 2.0 1.5:1 1.5:1
– 2.0 5:4 0.5:1
Strong Rock
Over 2.0 1:1 0.25:1
2:1
0.0 – 2.0 3:2 0.5:1
Weathered Rock
Over 2.0 1:1 0.333:1
0.0 – 1.0 3:1 3:1
Decomposed Rock 1.0 – 2.0 2:1 2:1
Over 2.0 1.5:1 1.5:1
Black Cotton Soil 0.0 – 2.0 6:1
- -
(Expansive Clays)* Over 2.0 4:1
*Move side ditch away from toe of fill for a minimum of 4m.

Road Cross-Fall

Normal Cross Fall (Camber): Values of recommended camber by ERA’s geometric design
standards for the straight stretches are as follows:

Table 4-19: Camber

Camber
Surface Category
(%)
Paved c/w 2.5
Unpaved c/w and Shoulder 4

4.2.7 Right-Of-Way (ROW)

According to ERA’s geometric design manual for road class of DC-5, the right of way width
required is 50m. However, the settlements, town and villages along the project are close to the
proposed route especially in town sections. To reduce the need for demolishing and
compensation of property, a ROW width of 3m from construction limits on both sides (with a

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minimum of 30m RoW) is adopted. This is considered to be sufficient for public utility
installations, maintenance, and safety considerations.

4.2.8 Road Widening

General
Roads shall be widened at sharp horizontal curves and high fills in order to maintain the
operating conditions comparable to those on tangents due to the increase in wheel tracking.

Widening on Curves and High Fills

Widening of the carriageway on low radius curves is essential to allow the passage of large
and articulated vehicles. Full Curve widening shall be applied on the inside of the circular curve
throughout the full super-elevation application length and should be gradually introduced in
accordance with the super-elevation application detail discussed above.

Fill widening should be applied for the psychological comfort of drivers in high embankments.

The table below gives the road widening values to be used in the design according to ERA
Geometric Design manual.

Table 4-20: Widening on Curves and High Fills according to ERA standard

Fill Widening
Radius of Curve
Height of Fill
Curve (m) Widening Amount (m)
(m)
>250 0.0 0.0 – 3.0 0.0
120 – 250 0.6 3.0 – 6.0 0.3
60 – 120 0.9 6.0 – 9.0 0.6
40 – 60 1.2 Over 9.0 0.9
20 – 40 1.5
<20 *
*Switchbacks are to be design for passage of single DV4 and DV1 vehicles
forDC-5 road standard as switchback.

4.3 Road Furniture and Markings

4.3.1 General
Traffic signs provide essential information to drivers for their safe and efficient manoeuvring on
the road. Marker posts assist in a timely perception of the alignment ahead. Road markings
supplement traffic signs and marker posts or serve independently to indicate certain
regulations or hazardous conditions.

4.3.2 Traffic Signs

The safety and efficiency of a road depends to a considerable degree on its geometric design.
However, physical layout must also be supplemented by effective traffic signing as a means of
informing and warning drivers and controlling drivers.

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Hence, the reflective traffic signs provided in ERA’s design manual in cases of sharp curves,
winding alignments, road intersections, pedestrian crossings, villages and town entry, for
speed limit, etc.

4.3.3 Marker Posts

Marker posts have the function of controlling traffic to encourage safe and expeditious
operation. There are two types of marker posts in use; guideposts and kilometer posts.

Guideposts are intended to make drivers aware of potential hazards such as abrupt changes in
shoulder width, abrupt changes in the alignment, approach to structures, etc.

Table 4-21: Spacing of Guide Posts at Curves

Curve Radius (m) Guide Post Spacing (m)

500 35
200 20
100 12
50 8
30 5

In addition guideposts shall be placed 20m apart regardless of fill height on all approaches to
bridges (max 5 posts on each side, i.e a total of 20 posts for one bridge) and 25m apart on
tangent sections where fill heights are over 3m.

With regard to kilometer posts, they shall be placed every 1 km alternatively on each side.

4.3.4 Pavement Markings

Pavement markings consists of centerlines, lane lines, no overtaking lines, edge lines, stop
and pedestrian crossings, and various word and symbol markings.

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5 FIELD INVESTIGATIONS AND LABORATORY TESTING

5.1 General
Field investigations were undertaken with a view to assess and characterize broadly the type
and condition of the existing subgrade materials.
The Material and Site investigation has been carried out according to the ERA 2013 manual
along the entire project route that comprised the following activities:
• Survey and visual identification of road bed material soil,
• Identifying the locations, of borrow areas for embankment construction and good quality
sources for graveling wearing course,
• Location of rock quarries and sand source that can be used as sources for the concrete
works,
• Survey of potential sources for water and,
• Representative samples were collected in sufficient quantity both from Subgrade soils
and construction materials for laboratory testing.
In addition laboratory testing of the samples, which is collected from the field, were tested for
their suitability.
During the field investigation, visual identification and evaluation and test pit logging,
coordinates were recorded by the help of hand held GPS. Photography and descriptions of the
samples have been also made for both subgrade soils and construction materials sources.
To assess the overall condition of the project area and collect the relevant information required
for the design purposes, soil extension survey, existing pavement condition survey, test pit
logging & sampling and construction materials investigation were conducted. The test pits were
dug up to a depth of 1.0 – 1.5m below the road surface.

5.2 Subgrade Investigation

5.2.1 Soil Extension Survey

In order to assess the lateral extent and physical properties of the alignment soils and
materials, soil extension survey was conducted along with test pitting during the field
investigation. Emphasis has been given to identify problematic soils such as black cotton soils
to propose remedial measures and rocky sections which may require blasting for further
widening.
Based on the field observations, the materials along the project road are categorized into the
following seven major groups:
 Red to Reddish brown silty clay soil
 Dark gray to brown and Dark brown silty clay soil
 Black silty clay soil
 Weathered brownish silty gravel
 Boulder/ weathered rock

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Red to Reddish brown silty clay soilcover 34%, the Dark gray to brown and Dark brown silty
clay soil cover about 32%, the Dark to black clay soil covers about 23%, Weathered brownish
silty gravel 10%, andBoulder/ weathered rock covers about 1%..
Based on observations made during the field investigation and the laboratory test results the
materials are summarized as follows.
Red to Reddish brown silty clay soilcover 34%of the project road could be considered as fair to
poor roadbed materials.

The Dark gray to brown and Dark brown silty claysoils cover about 32%, of the project road
could be considered as fair to poor roadbed materials.
The Dark to black clay soil covers about 23%are usually characterized by their low CBR and
high swell and are subject to significant volumetric changes with moisture fluctuation. Hence,
these soils are considered as unsuitable roadbed materials. Therefore, design and construction
of roads on such sections requires special care that involves replacement with a non –
expansive, better quality /improved subgrade material to minimize the moisture fluctuation and
hence the subsequent shrink and swell.
The Weathered brownish silty gravel 10%of the project alignment could be considered as fair
roadbed materials and
The rock formations and boulder with varying degrees of weathering and fracturing that cover
1% of the project alignment are excellent roadbed materials but need a minimum of 15cm thick
undercut and replacing it with improved subgrade materials for anchoring. These rock
formations could be categorized as requiring hard excavation.

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Highly weathered rock and boulder

1%
Black Clay
23%
Redish material to red clay
34%

Weathered brownish clayey gravel Dark gray to brownish gravelly clay soil
10% 32%

Figure 5-5: Summary of Subgrade SoilComposition Along the Road Alignment

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The soil extension along the road is typically the reflection of the geological formations that make up the road. The summarized
visual subgrade soils formations traversed by the project road, together with any implications these might have on the scope of
engineering design and the cost of construction, which primarily expressed in terms of suitability as roadbed and class of
excavation, are presented in Table below.

Table 5-22:Subgrade Soil Extension along the Routes

Station
Suitability as a
Sr No Material Description Excavation
From to subgrade
1 0+000 0+500 gravel with Dark brown silty clay soil Suitable common
2 0+500 1+506 Black Clay soil unsuitable Unsuitable material removal
3 1+506 3+012 brown to grayish weathered material suitable common
4 3+012 3+511 Red Clay soil suitable common
Dark to light brown silty clay soil underlain by
5 3+511 4+568 suitable common
decomposed material
6 4+568 5+245 silty clay soil underlain by weathered rock suitable 30 % hard
7 5+245 6+723 Reddish weathered material to red Clay soil Suitable common
8 6+723 7+226 Weathered material Suitable common
9 7+226 7+000 gravel with red clay soil Suitable common
10 7+000 9+738 Black Clay soil unsuitable Unsuitable material removal
10% hard and 90%
11 9+738 10+238 Light brown weathered material with boulder unsuitable
unsuitable
12 10+238 10+700 Red Clay soil unsuitable Unsuitable material removal

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5.2.2 Test Pit Logging and Sampling of the gravel wearing course and subgrade
materials
During the field investigation, 22 test pits have been dug at an interval of 500m and
representative samples were collected .From the collected samples about 22 soil classification
and 11 three point CBR tests were conducted. Moreover, uniform soil sections has been
delineated by visual study at river and road cut exposures and from the conducted test results.
Test pits were dug at approximate nominal intervals of around 0.5km with each pit attaining a
target depth of minimum 1.0 m. The aim of the excavation of trial pits was to determine the
existing pavement composition, and the type of soil in the subgrade including extraction of
material samples for laboratory testing.
The layer thickness and type of materials encountered in the test pits were noted. Information
on type, depth and location of the samples were labeled on the samples tag both on the inside
and outside and samples were transported to Adet for laboratory testing in project’s lab.
Samples collected during investigation have been subjected to AASHTO soil classification
(Grading and Atterberge limit tests), moisture - density relationship, CBR test and CBR swell
test. The test frequency was scheduled in such a manner that classification tests at 500m and
compaction and CBR test at 1km interval. The details of the methodologies and result analysis
have been presented in the next chapter.

5.2.3 DCP Tests

Dynamic Cone Penetrometer (DCP) testing was not conducted to determine the structural
properties/strength of the existing pavement layers and the underlying subgrade material since
the existing road is almost deteriorated.

5.2.4 Existing Pavement Condition and In-situ Density Tests

The existing condition of the road was visually assessed in terms of the generally prevalent
modes of surface deformations like corrugation, potholes, rutting, and ravelling. The initial
observation is for the purpose of providing a general impression of the existing road, and more
importantly for preparation/ proposal of working schedule for the subsequent details work.
Normally, the surface characteristics of gravel roads can be dramatically changed from one
rainy season to the next due to factors such as heavy rains or local heavy traffic. In addition,
routine maintenance activities, such as one blade of a motor grader, could improve the surface
conditions of a gravel road significantly.
The overall assessment of condition of the existing road tends to be 'poor'. In the first 8km,
riding is more or less on a rough ravelled gravel surface.
From km 8 to km 10.7 the status of the gravel road is worse manifested by high bouncing due
to frequent deformation due to the existence of poor sub grade.

5.3 Construction Materials Investigation

Office works including referring previous works in the project area, study of the geological map
and the topographic map of the project area were conducted before commencing the field
investigations.
The route corridor is dominantly covered with dark brown to dark gray soil overlaid by thin layer
of organic soil, red to reddish brown silty clay soil and decomposed rocks with scarce boulders.

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The decomposed material can be considered as sources of borrow material for embankment
construction.
During the field investigation, three rock sources, three natural gravel sources, one borrow
material sources and two water sources were identified.
The following conditions have been assessed during the investigation: the type, quality and
quantity of materials, the overburden material and its use for the construction purpose, and
their accessibility. Finally, samples were collected for the relevant laboratory tests from the
sources that have sufficient quality and quantity by visual inspection.

5.3.1 Borrow material sources

During the field investigation, one borrow material source has been identified that is deemed
suitable for embankment construction and replacement of poor subgrade materials. In
addition, in most excavation section, the excavation material, if it is properly stocked without
contamination with overburden materials, can be used as embankment and capping material.
Sample was collected from this source to assess its suitability for the intended works.

5.3.2 Natural Gravel sources for sub base

During the field investigation, three natural gravel sources have been identified that are
deemed suitable for sub base construction and as backfill material for structures.
Samples were collected from the seven sources to assess their suitability for the intended
works.

5.3.3 Rock sources for Crushing and Masonry works

During the field investigation, two potential rock quarries have been identified that could bear
crushed aggregate for base course, asphalt and cement concrete. Samples were collected
from these two sources to assess their suitability for the intended works. Moreover, for
masonry work one rock quarry is proposed at around km 11+000 to the RHS.

5.3.4 Natural sand sources for Mortar and Cement – Concrete works
During the field investigation, there was no identified natural sand sources that can be used as
sand source for mortar and cement – concrete works. However, there is a very limited and
poor quality source at Zema River and Tana Lake at Bahir Dar town.

5.3.5 Water sources for Compaction and Cement – Concrete works

During the field investigation, only two water sources have been identified that are deemed
suitable for compaction and cement – concrete works. Samples were collected from the six
sources to assess their suitability for the intended works.

5.4 Laboratory Testing

In general, laboratory testing is useful in providing reliable data for determining the physical
characteristics of the soil, for calculating the bearing strength of the soil and for stability and
settlement behaviour of foundations.

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For the subject project, laboratory testing performed for the samples collected from the site at
site laboratory in Adet.
All quality tests for subgrade and construction materials were tested in site laboratory.Water
quality tested in TCDSCo’s.
All laboratory tests were carried out in accordance with the TOR. The following quality tests
have been performed on samples from each type of materials collected from the site.
Frequencies of tests performed on samples from each type of materials collected are as
described in the subsequent paragraphs.
a) Laboratory testing on Subgrade Samples
The following tests were performed on the samples collected from the in-situ Subgrade
Table 5-23: Laboratory Testing Procedures Followed on Subgrade Samples

Item Type of tests Standard Test intervals Number of Tests

no. procedures followed performed
1 Atterberg limits AASHTO T89/90 0.5km 22
2 Grain size analysis AASHTO T88 0.5km 22
3 Moisture/density AASHTO T180 1km 11
relationships
4 Three point CBR AASHTO T193 1km 11

b) Laboratory tests performed on Samples from natural gravel pits

The following tests were performed on the samples collected from the natural gravel pit
materials to verify their properties and suitability for use as borrow for an embankment and
subbase construction.
Table 5-24: Laboratory Testing Procedures Followed on Sample of Natural Gravel
Material

Item Type of tests Standard Test intervals Number of Tests

no. procedures followed performed

1 Atterberg limits AASHTO T89/90 Each sample 3

2 Grain size analysis AASHTO T88 Each sample 3

3 Moisture/density AASHTO T180 Each sample 3

relationships

4 One point CBR AASHTO T193 Each sample 3

d) Laboratory testing performed on hard rock samples obtained from quarry source

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The following quality tests were performed on the rock samples collected from different
locations.

Table 5-25: Laboratory Testing Procedures Followed on Sample of Natural Gravel

Material

Item Type of tests Standard procedures Test intervals Number of Tests

no. followed performed

1 LAA AASHTO T96 Each sample 2

2 ACV BS 812 part110 Each sample 2

3 TFV (dry & wet) BS 812 part111 Each sample 2

4 SSS AASHTO T104 Each sample 2

5 Water Absorption AASHTO T85 Each sample 2

6 Specific gravity AASHTO T85 Each sample 2

7 Coating and AASHTO T182 Each sample 2

Stripping test

e) Laboratory Testing Procedures performed on Water Samples

The following quality tests were performed on the water sources collected from the river water
found within a reasonable hauling distance to the project corridor.
Table 5-26: Laboratory Testing Performed on Water Samples

Item Type of tests Standard procedures Number of

no. followed Tests
performed

1 PH value AASHTO T26 2

2 Chloride content AASHTO T26 2

3 Sulphate content AASHTO T26 2

4 Total dissolved solids AASHTO T26 2

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6 TEST RESULTS AND CHARACTERIZATION

6.1 General
The gravel and subgrade samples from the test pits were subjected to a range of laboratory
tests.
The laboratory testing of the subgrade soil includes:
 Soil classification
 Proctor density
 Atterberg limits,
 CBR value & percent swell potential
The above tests are used to classify soils into their category & to know their engineering
properties for the determination of the bearing strength of the soil. The subgrade samples from
the test pits were subjected to a range of laboratory tests as listed in 'Materials and Site
Investigation' report.

6.2 Sub-grade Material Classification

The subgrade soil classified as silty or clayey based on their plasticity charts (also referredto as
the A-line chart). Atterberg limits test is used to characterize the plasticity properties ofthe soil.
Based on the Atterberg limits test results conducted in laboratory, the plasticity chartand the
plasticity trend of the subgrade soil have been determined. The plasticity chart helpsto classify
the type of soils based on their plasticity characteristics (i.e. Atterberg limits andindices of
soils).
As visually identified, the subgrade soil consists of reddish brown silty clay and gravelly soil.
From the plasticity chart, it can be seen that the project soil ispredominantly characterized by
medium to very high plasticity. The results of the Atterberg limits test are presented in Table
below.
Materials, which are found above the A-line are, classified as clays and below the A-line
areclassified as silts (see figure below). Accordingly, the soil lies below and parallel to the A-
lineand hence predominantly classified as silty. The plasticity trend of the subgrade samples
are plotted in Figure below.

The liquid limits are mainly clustered between 40 and 62. The PI values are between 14 and
31, which are organic clays of medium to high. The classification test showed that these soils
fall into A-7-5, A-7-6, and A-2-7 AASHTO soil group with A-7-5 as a dominant soil type.
Their PIW value indicates that their expansion potential. A PIW may be calculated to quantify a
soil’s expected expansion. A value above 20 indicates a poor material. Therefore, these soils
should be improved with good bearing strength materials. The PIW trend of the sub grade
materials are plotted in figure below
Table 6-27: Laboratory Test Results for the AtterbergLimits Test
Chainage LL PI PI=0.73*(LL-20)
  8   -9
  10   -7
  20   0

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 Chainage LL PI PI=0.73*(LL-20)
  30   7
0+000 44 14 18
0+500 61 26 30
1+000 62 31 31
1+500 55 21 26
2+000 47 16 20
2+500 55 19 26
3+000 51 18 23
3+500 56 19 26
4+000 49 14 21
5+000 47 18 20
5+500 50 20 22
6+000 40 25 15
6+500 44 17 18
7+000 48 18 20
7+500 52 20 23
8+000 59 26 28
8+500 59 24 28
9+000 56 18 26
9+500 55 21 26
10+000 54 19 25
10+500 56 22 26
10+658 57 22 27

The plasticity trend for subgrade samples are plotted in Figure below:

70
60
50
40
30
Values

20
10
0
0 0 0 0 00 0 0 00 0 0 0 0 00 00 0 00 0 0 0 0 0 8
00 50 00 50 +0 50 00 +5 00 00 50 00 +5 +0 50 +0 50 00 50 00 50 65
0+ 0+ 1+ 1+ 2 2+ 3+ 3 4+ 5+ 5+ 6+ 6 7 7+ 8 8+ 9+ 9+ 10+ 10+ 10+

Chainage

LL PI

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Figure 6-6: Plasticity trend for Subgrade
60

50

40
PI Values

CL= in organic clays of low to medium plasticity,

30 gravelly clays, sandy clays, silty clays and lean clays

MH=Fine sand or silty soils

20 OH= Organic clays of medium to
high plasticity
10

0
0 10 20 30 40 50 60 70 80 90 100
LL

Figure 6-7: Plasticity Chart for the Subgrade

25
20
15
10
PIW
Figure 6-8: PIW chart for
5 the subgrade soil
0
6.3 Subgrade CBR
2+000

3+500

6+500
7+000

8+000
0+000
0+500
1+000
1+500

2+500
3+000

4+000
5+000
5+500
6+000

7+500

8+500
9+000
9+500

10+500
10+658
10+000

Strength
Chaiange The Subgrade Strength is
classified according to the
CBR value. The results
PIW Vs chainage PIW=20 from the laboratory tests
combined with the relevant
field observations will enable a classification of asubgrade soils to be made.
In addition to the AASHTO soil classification tests, the 4 days soaked CBR tests were
performed on the soil samples to determine the subgrade shear strengths.
Wherever a soil with a CBR value less than 3% occurring within the design depth, it shouldbe
replaced with a better material having a good bearing strength. Hence, on those roadsections
where there needs improvement, the existing natural subgrade is re-classifiedaccording to the
new subgrade strengths after treatment.

Analysis of the laboratory CBR and percent swell values performed on samples collected from
the existing road bed indicates that the material have a CBR value within the range (1%-15%)
and swell value (0.91-6.2) as measured after the four days soaked CBR specimen. Those road
sections having a CBR value less than 3 will be replaced with an improved subgrade material
with a CBR value >7.

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 For road sections having similar or nearly similar CBR values have been taken as oneuniform
road section. The design CBR is produced for each uniform section by calculating the 90th
percentile value. A list of uniform sections withthe selected design CBR values has been
produced and is discussed in detail in chapter 5. The laboratory CBR value for each station is
tabulated below.
Table 6-28: Laboratory Subgrade CBR Values
Atterberge Modified CBR @
Grain-size Analysis
Limits AASHT Compaction 95%
AASHTO T O AASHTO T AASHTO T
S Statio AASHTO T 88
89, T 90 ClassA 180 193
No. n
0.42 0.07 ASHTO CB
2 LL PI MDD OMC Swell
5 5 M145 R
mm mm mm % % g/cm3 % % %
93.2 82.5 66.1 22.1
1 0+500
1 8 2 61 26 A-7-5 1.38 3 2 4.20
56.8 42.6 34.1 20.0
2 1+500
7 1 1 55 21 A-2-7 1.43 2 9 2.64
44.5 30.9 19.8 15.4
3 2+000
8 1 6 47 16 A-2-7 1.53 3 13 0.91
95.6 84.4 65.3 21.7
4 2+500
7 9 4 55 19 A-7-5 1.39 8 3 4.32
55.5 46.1 36.9 20.6
5 4+000
2 1 1 49 14 A-7-5 1.61 8 15 1.29
72.5 68.3 53.5 21.3
6 5+000
9 8 8 47 18 A-7-6 1.56 3 6 1.54
96.4 87.9 75.9 18.1
7 6+000
8 2 9 40 25 A-7-6 1.7 4 10 1.79
88.8 83.6
8 8+000
93.6 9 2 59 26 A-7-5 1.42 25.6 1 5.5
77.2 68.1 61.4 24.2
9 9+000
7 5 9 56 18 A-7-5 1.43 7 3 3.8
10+00 95.2 25.1
10
0 98.2 7 64.5 54 19 A-7-5 1.51 1 1 6.2
10+65 94.2 91.1 64.9 21.4
11
8 9 4 9 57 22 A-7-5 1.43 4 2 6.2

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 16
CBR and CBR-Swell values 14
12
10
8
6
4
2
0

2+000

8+000

10+000

10+658
1+500

2+500

9+000
0+500

4+000

5+000

6+000
Chainage

CBR CBR swell

Figure 6-9: CBR Trend for Subgrade Sample

The CBR test results show that about 55% of the total subgrade samples have a CBR
valueless than or equal to 3 (poor strengths). These road sections should be improved and
replaced withgood bearing strength materials. In order to carry out an improvements, materials
will have tobe brought from borrow pits or from adjacent sides of the road.

6.4 Sub-grade DCP Characteristics

The DCP test is designed for the rapid in-situ measurements of the structural properties ofthe
existing road or the existing natural ground. It is used to determine the in-situ bearingcapacity
of fine grained and granular subgrades, granular base and subbase materials. Theunderlying
principle of the DCP is that the rate of penetration of the cone, when driven by astandard force
is inversely related to the strength of the material.
However, dynamic Cone Penetrometer (DCP) testing was not conducted to determine the
structural properties/strength of the existing pavement layers and the underlying subgrade
material since the existing road is almost deteriorated

6.5 Field Density Testing

Field density test is a measure of the percent compaction of the subgrade. Compaction ofthe
soil is the process of reducing air voids in the soils by mechanical means.
For the subject project, in-situ density testing is not conducted as the existing road is almost
deteriorated.

6.6 Construction Materials Investigations

The route corridor is dominantly covered with dark brown to dark gray soil overlaid by thin layer
of organic soil, red to reddish brown silty clay soil and highly weathered to decomposed
material. During the field investigation, it has been observed that boulders of basaltic hill of
varies degrees of weathering is found in a remarkable amount along the proposed alignment
which can only proposed for masonry works. However, rock sources at km 35+000 and
79+500 can be sources of rock for crushing aggregate. Moreover, highly weathered to
decomposed materials are considered as a good sources of natural gravel for sub base and
capping layer construction.

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During the field investigation, three rock sources, three natural gravel sources, and one borrow
material sources and two water sources were identified.

The following conditions have been assessed during the investigation: the type, quality and
quantity of materials, the overburden material and its use for the construction purpose, and
their accessibility. Finally, samples were collected for the relevant laboratory tests from the
sources that have sufficient quality and quantity by visual inspection.

For each site identified as potential material source, the minimum data recorded were location
with UTM coordinates, visual description, amount of overburden material, estimated quantity,
vegetation cover, accessibility, and photograph.

The summarized information along with their laboratory assessment has been presented in
subsequent paragraphs. The specification requirements are in accordance with ERA's
Standard Technical Specifications 2013.

6.6.1 Investigation for Natural Gravel

During the field investigation, four natural gravel for borrow and subbase material sources have
been identified that are deemed suitable for embankment construction and replacement of poor
subgrade and as subbase materials. In addition, in some excavation section, the excavation
material, if it is properly stocked without contamination with overburden materials, can be used
as embankment and capping material.

Samples were collected from three sources to assess their suitability for the intended works,
one for borrow and two for subbase sources.

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Table 6-29: Possible Soil for Natural Gravel

Location Estimat
Ove
Sr Tested Material Vegetatio ed
Code GPS Coordinate rbur Access Remark
No Offset for Description n Quantity
Station den
(m) (m3)
Variegated
Natural
2.3kmRH color Side of
1 Gravel 0+000 subbase 346487 1237746 1m Nill 10000 Existing
S weathered road
(NG)-1
Material
Variegated
Natural
11.3km color 0.3 Side of Existing
2 Gravel 0+000 Subbase 350669 1231573 Nill >30,000
RHS weathered m road borrow
NG-2
Material
weathered 0.3 Side of
3 BO-1 5+200 10RHS Borrow 351874 1240702 Nill Ample farm land
Gravel m road

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Borrow Material Source

Some of the subgrade soils and side hills are weathered gravel materials with silt and organic
clay. These materials normally have Plasticity Index less than 30%. Moreover, in most
instances, they satisfy the requirements for ordinary fill material that demands CBR in excess
of 5% and CBR swell less than 2%. This means that,in some sections, materials resulting from
cuts, widening of cuts or other excavations in the road reserve can be utilized for construction
of earthworks. Therefore, in some road sections where the design requires a widening, raising
or construction of new embankments general fill material can be obtained from areas near the
road alignment containing suitable fill material.
The following tests were carried out on the samples collected from the investigation of soil
borrow areas:
 Liquid Limit, AASHTO T89
 Plastic Limit and Plasticity Index, AASHTO T90
 Particle Size Distribution-wet sieving, AASHTO T311
 Modified Compaction, AASHTO T 180
 CBR (3 point, 4 days soak), AASHTO T193
Table below summarizes test results of the selected sources for this phase.
Table 6-30: Summary of Laboratory Results for Soil Borrow
Atterberg AASHTO
% age Pass on CBR @ 95%
Limits Class
AASHTO T AASHTO
S AASHTO T 11, T 27 AASHTO T 193
Station km 89, T 90 M145
No.
0.42 0.07
2 LL PI CBR Swell
5 5
mm mm mm % % % %
61.6 47.1 30.6
1
5+200 1 1 3 40 16 A-2-7[1] 20 1
Max
For Ordinary fill - - - Max 60 - Min8 Max 2
30
Max
For Capping - - - Max 60 - Min15 Max 2
30
The above table shows that meet broadly the specified criteria for embankment construction.
Therefore, it is evident that suitable borrow materials for embankment construction can be
obtained from nearby borrow sources at a reasonable hauling distance.
Natural Gravel sources for Subbase
Naturally occurring granular material suitable for subbase and/or gravel wearing is a concern in
the project. As a result of the geological condition, the majority of the area of the project area
is covered by highly weathered and decomposed igneous rock origin. Suitable granular
materials that are weathering results of the aforementioned types of rocks is subject to
respective laboratory test to identify suitable materials that compliance with the project
specifications and requirements for subbase prior to take as potential source.
Collected samples have been submitted for the following laboratory tests:
 Liquid Limit, AASHTO T89

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 Plastic Limit and Plasticity Index, AASHTO T90

 Particle Size Distribution-wet sieving, AASHTO T311
 Modified Compaction, AASHTO T 180
 CBR (3 point, 4 days soak), AASHTO T193
 Linear Shrinkage, BS 1377
As can be seen from Table below, the laboratory test results on the natural sources for
subbase,two ofthe source meet the requirements in full.
All in all, one has to ensure while utilizing these sources or other sources that might be
identified during construction that the limits of plasticity and grading are adhered to after
compaction.
Table 6-31: Summary of Laboratory Results of Natural Gravel for Subbase
Atterberg
% age Pass on CBR @ 95%
Limits
AASHTO
AASHTO T AASHTO T
S AASHTO T 11, T 27 Class
Station 89, T 90 193
No. AASHTO
0.07 Swel
2 0.425 LL PI M145 CBR
5 l
mm mm mm % % % %
0+000 offset 2.3km 11.8
1
RHS 18.66 14.16 6 42 11 A-2-7[0] 35 1
2 0+000 offset 11.2km 25.29 18.67 8.45 34 10 A-2-6[0] 48 0.57
Max Max
Specification for Subbase 11-56 5-25 NA Min30 -
45 12
Max Max
Specification for capping NA Min 15 -
60 30

Shading indicates not compliance with Requirements for Subbase

6.6.2 Investigation for Rock Quarry Areas

Existing quarry sites suitable for aggregate production are available considerably sufficient
potential in the corridor proximity. From the geology, the major potential rock types can be
considered for examination in the project area for crushed aggregate source: basalt rock.
Normally, basic lithologies igneous such as basalt rocks are generally suitable for quarrying.
The two significant quarrying benefits found in basalt flows are their non-abrasive mineralogy
and the presence of closely spaced columnar joints, which reduce crushing and blasting costs
respectively. For this reason, attempt was made to review available geologic map and consult
local people so as to identify if basaltic rock is available in the project vicinity.In due course of
this investigation, three sources were identified which could yield suitable fresh rock for
aggregate.

Representative samples were collected and the under-listed tests were conducted for
assessing the suitability of the material. Most quality tests, which are a measurement for
inherent properties of a rock, were carried out. Aggregate grading and deleterious substance
contents, whose results are dependent on crushing operation and production on site, are not
included. Complete production control and laboratory schedule are recommended during
production in order to meet these requirements.

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 Specific gravity and Water absorption as per AASHTO T 84/T85

 Los Angles abrasion test as per AASHTO T96
 Aggregate Crushing Value as per BS 812 Part 110
 Ten Percent Fine Value as per BS 812 Part 111
 Soundness test (loss with Sodium Sulphate 5 cycles) as per AASHTO T 104

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Table 6-32: Rock Quarry Sources

Estimated
Sr Location Material Overb
Code GPS Coordinate Vegetation Access Quantity
No Description urden
Station Offset (m) (m3)
Slightly
Rock 35+000 22.4 km
weathered
Source along Bahir to LHS Grass and Existing
1 333401 1249835 closely fractured 5m limited
Quarry Dar Mota from bushes access
and jointed
(QR)-1 Road 0+000
basalt
slightly
79+500
22.1km to weathered
along Bahir
2 QR-2 RHS from 362432 1230296 closely fractured 2m Nill Side of road Ample
Dar Mota
0+000 basalt with
Road
boulder
Slightly Scattered
3 QR-3 11+000 100 RHS 357549 1240833 weathered 0.5m bushes and Side of road Ample
basaltic boulder a big tree
Source: the Consultant

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Table 6-33: Summary of Laboratory Test Results for Rock

TFV Wet/Dr
S.No LA
Station G WA SSS ACV (dry) y ratio
. A%
% % % KN %
22.4 km to LHS from
1 2.81 2 5.2 12 276 12
0+000 80
22.1km to RHS from
2 2.83 1.6 5.2 11 310 11
0+000 77
max Min18 ma
For chipping aggregate NA - - Min 75
12 0 x 30
max Min16 ma
For asphalt concrete aggregate NA max 2 - Min 75
10 0 x 30
max ma
For cement concrete NA - - - -
12 x 40
Min11
Base course NA - - - Min 75 -
0
Shading indicates not compliance with asphalt aggregate requirements
The above test results show that the rocks sampled from all the sources fully meet the
specification criteria for chipping aggregate, asphalt concrete aggregate, granular base
and cement concrete.
Therefore, quarry source QR2 (located at 79+500) is most suitable for asphalt aggregates
of the road project. All quarries indicated above are potential sources for high quality
masonry stones.

6.6.3 Investigation for Construction Water

Relatively large quantities of water will be required for compaction of subgrade, pavement
layers and for concrete work, as well as for construction camps. Water for construction is
a problem in most sections of the proposed route except for the sections around 0+000.
Even in this section, there is the available two sources is intermittent that can be with
flowing water from July to January.
Samples were collected from the six sources to assess their suitability for the intended
works.
Table 6-34: Water Sources

S. UTM Seasonalit
Code Station Offset (m) Access
No. Coordinate y

(WR)-1 0+000 1.74km LHS 346722, Asphalt

1 intermittent
1241136 road
offset 3.4km
WR-2 0+000 347394,123629 Asphalt
2 RHS intermittent
6 road
In order to see if they comply with the specification for concrete work, laboratory tests
were conducted on the collected samples from the two rivers. Awaiting the test results
compliance will be checked with the following requirement and include in the ‘Materials
and Site Investigation’ report.
The requirement of water to be used for concrete and mortar work is the following:
 Chloride Content ≤ 400 ppm
 Sulfate content ≤ 500 ppm
 TDS ≤ 2000 ppm

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 PH in the range 7-9

6.6.4 Investigation for Natural Sand

There was no identified natural sand sources that can be used as sand source for mortar
and cement – concrete works. However, there are poor quality source at Zema River and
Tana Lake at Bahir Dar town. Almost the entire route traverses through basaltic origin
rock from which obtaining quality and potential sand is rare. In line with this, the observed
sand at some rivers and streams is full of silt and most probably higher in its organic
content.
Crushed sand is the only alternative.Accordingly, suchcrushed sand should satisfy the
requirements of British standard specification of BS 882 1992 table 4 and the listed below
parameters should satisfy AASHTO M-6.

 Clay Lumps and Friable particles, AASHTO T 112

 Organic impurities, AASHTO T121
 Sodium sulphate soundness, AASHTO T 104

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7 PAVEMENT DESIGN

7.1 General
The purpose of pavement design is to limit the stress induced in the subgrade by traffic to
asafe level at which subgrade deformation is insignificant whilst at the same time ensuring
thatthe road pavement layers themselves do not deteriorate to any serious extent within
aspecified period of time
In most design methods, it is assumed that adequate routine periodic maintenance is
carriedout during the design period of the road and that at the end of the design period a
relativelylow level of deterioration will occur.
There are three main steps to be followed in designing new road pavements. These are:
 Estimating the amount of traffic

 Assessing the strength of the subgrade soil over which the road is to be built.
 Selecting the most economical combination of pavement materials and layer
thickness thatwill provide satisfactory service over the design life of the pavement.

7.2 Traffic Loading

One of the major parameters in the pavement design is the estimation of the design
trafficloading that will be carried by the road over its design period. The design traffic is
expressed interms of the annual average daily traffic. Detail analysis of the traffic
projection is indicated inthe below subtopics. The traffic loading for the pavement design
is predicted based on the traffic growth and prediction analysis.
Design service period of 15 years is considered based on the function of the project road
in the overall network as a link road. It has been also assumed that year 2019 (giving
construction times) has been considered as the base year when the project road will be
opened for traffic, upon which traffic projections will be based.
The base year, projected traffic for the design period and equivalency factors for each
category of vehicle have been extracted from traffic analysis. The entire corridor has been
divided into one homogeneous traffic section for the purpose of pavement design.
Considering the base year traffic (2019), and the proposed growth rates, and generated
anddiverted traffic, the traffic projections exercise has been carried out for the entire
project appraisalperiod. The results of the traffic projections for all the motorized modes
on the project road aresummarized in Tablesbelow and the details is presented in the
traffic report of Bahir Dar zema river Bridge road upgrading project (Feb 2017).
Table 7-35: Projected Traffic (Kore-Gonji Road Section)

Small Large S/Truc M/Truc H/Truc

Year Car 4WD T &T TOTAL
bus Bus k k k
2019 9 29 44 26 29 19 13 3 171
2020 10 31 47 29 32 21 14 3 187
2021 11 34 52 31 35 23 15 4 204
2022 12 37 56 34 38 25 17 4 222
2023 13 40 61 37 41 27 18 5 242
2024 15 43 66 40 45 30 20 5 264
2025 16 47 72 43 50 32 22 5 288
2026 18 50 76 46 53 35 24 6 306
2027 19 52 80 48 57 37 25 6 324
2028 21 55 84 51 61 39 27 7 344

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Small Large S/Truc M/Truc H/Truc

Year Car 4WD T &T TOTAL
bus Bus k k k
2029 22 58 88 54 65 42 29 7 365
2030 24 61 93 56 69 45 31 8 388
2031 26 65 98 59 74 48 33 8 411
2032 28 68 104 63 79 52 35 9 437
2033 30 72 109 66 85 55 38 9 464

Based on this review, the estimated cumulative Equivalent Standard Axle Loads on the
project road are calculated as presented below for the road project by adopting the
project’s (Bahir Dar Zema river Bridge) traffic loading scenarios.
Table 7-36: Equivalent Factor from Bahir Dar zema river bridge project report
Car Utility S. Bus L. Bus S. Truck M. Truck H. Truck T/T
0 0 0.19 1.54 0.3 0.82 6.22 11.98

Prediction of traffic loading is even worse as it is related to driverbehavior, vehicle owner

and the legal enforcement and the overall road asset management strategy and
technology adopted. However, for the pavement design purpose it is attempted to predict
the traffic loading in terms equivalent axle load for the above equivalent factor scenarios
as shown below.
Table 7-37: Cumulative ESA per lane for the two Scenario under Different Loading,
Million
Small Large S/Truc M/Truc H/Truc
Year Car 4WD T &T TOTAL
bus Bus k k k
2019 0 0 1515 7428 1586 2822 14614 6985 34951
2020 0 0 1645 8067 1735 3087 15988 7642 38165
2021 0 0 1787 8760 1898 3377 17491 8360 41674
2022 0 0 1941 9514 2077 3695 19135 9146 45507
2023 0 0 2107 10332 2272 4042 20934 10006 49693
2024 0 0 2289 11220 2486 4422 22902 10947 54265
2025 0 0 2486 12185 2719 4838 25054 11976 59258
2026 0 0 2620 12843 2907 5171 26783 12802 63127
2027 0 0 2761 13537 3108 5528 28631 13685 67250
2028 0 0 2910 14268 3322 5910 30607 14630 71646
2029 0 0 3067 15038 3551 6318 32719 15639 76332
2030 0 0 3233 15850 3796 6753 34976 16718 81327
2031 0 0 3408 16706 4058 7219 37390 17872 86653
2032 0 0 3592 17608 4338 7718 39970 19105 92330
2033 0 0 3786 18559 4637 8250 42727 20423 98383

MESA 0.96

The base year and projected traffic for the design period for each category of vehicle have
been extracted from traffic and transport analysis report. Design traffic loading (MESA)
has been estimated using the estimated traffic data, EF as estimated above and lane
distribution factors of 0.5.
The damages that vehicles do to a road depend very strongly on the axle loads of the
vehicles and normally expressed in terms of Equivalent Factor (EF). Extra damage due to
overloading shall be controlled through effective legal enforcement instead of consider the

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expected overloading during design. Based on this analysis, traffic loading of the project
road can reasonably be classified in T3 traffic class (0.7–1.5 MESA).

7.3 Design Subgrade CBR/ Homogenous Sections

The final pavement structure along the road length is based on the traffic loading and in-
situsubgrade quality. For practical constructability reasons, the pavement structure cannot
bechanged for each variance in the subgrade strength.
The selection of the homogenous/uniform section mainly governed by the soaked CBR
curve theengineering properties and the geotechnical characteristic of the subgrade soil.
The CBRtest is designed to simulate conditions that will exist at the surface of the
subgrade. It is usedprimarily to determine empirically the required thickness of flexible
pavements for highways.
A road section for which a pavement design is undertaken should be subdivided
intosubgrade areas where the subgrade CBR can be reasonably expected to be uniform,
i.e. without significant variations. It is not practical to create delineations between
subgradeareas that would be too precise and indeed this could be the source of confusion
duringconstruction.
For design purposes, it is important that the strength of the subgrade should not
beunderestimated for large areas of pavement or overestimated to such an extent that
there is risk of local failures. The best compromise for design purpose is to use the lower
tenpercentilevalue, i.e. that value which is exceeded by 90% of the readings.
It is important to differentiate between localized poor or good soils and general
subgradeareas. Normally, localized poor soils will be removed and replaced with suitable
materials.Various subgrade quality parameters are therefore used to define significant
sections ofsimilar subgrade strength so that an approximate CBR is defined for each in-
situ subgradeunit. Uniform pavement structures are allocated to each of these sections.
In order to categorize uniform sections, visual evaluations with regards to their
Engineeringproperties as well as laboratory results were taken into considerations.
Thelaboratory CBR tells us about the soil characteristics when exposed to its worst/
soakedcondition. Although the selection of uniform sections is thus mainly governed by
the laboratory4 days soaked CBR values, other parameters such as swelling and plasticity
have also been observed while determining the homogenous sections.
The homogeneous sections have been separated initially by adopting cumulative sum
method using laboratory CBR and Pi as a parameter. The method utilizes plotting of the
cumulative sum of difference from average value against station as presented in Figure
below. The limits of possible uniform section are determined from significant change in
slopes, and then the exact boundaries are defined based on the soil extension.
50
40
30
Cusomvalue

20
10 Section I
0
0 0 0 0 00 0 0 00 0 0 0 0 00 00 0 00 0 0 0 0 0 8
00 50 00 50 +0 50 00 +5 00 00 50 00 +5 +0 50 +0 50 00 50 00 50 65
-10
0+ 0+ 1+ 1+ 2 2+ 3+ 3 4+ 5+ 5+ 6+ 6 7 7+ 8 8+ 9+ 9+ 10+ 10+ 10+
-20
Chainage

CBR Cusom PI Cusom

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Figure 7-10: Cumulative SUM of Lab. Soaked CBR and PIvs. Station
Considering the cumulative sum difference for various parameters as shown above, CBR
based two homogenous sections have been formed. Short sections have been merged for
practical construction consideration. The 90 percentile value was determined using
statistical computations and the corresponding subgrade classes were identified as
summarized in Table below.
After the delineation of fairly homogenous sections, Design CBR values (CBRd) were
determined by taking the 90th percentile CBR value (the CBR value below which only
10% of results may fall) for respective sections.

17.5
14
10.5
CBR,%

7
3.5
0
1 1.75 2.5 3.25 4 4.75 5.5 6.25
Tests

Figure 7-11: Design CBR Value of Subgrade Soil from 0+000 – 7+000
8

6
CBr,%

0
1 1.45 1.9 2.35 2.8 3.25 3.7 4.15
Tests

Figure 7-12: Design CBR Value of Subgrade Soil from 7+000 – 10+700
The following table shows the design CBR values and subgrade bearing classes for the
above homogenous sections.
Assignment of subgrade bearing classes was carried out by using the Ethiopian Roads
Authority Pavement Design Manual, 2013.
Table 7-38: Homogenous Sections and Subgrade Classes
Station, [km]
CBR Value, %
Subgrade
S. No
Range of Design Class
From To
Test Result CBR
0+000
1 7+000 2-15 7 S3
(Start)
2 7+000 10+700 1-3 7 S3

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7.4 Pavement Structure Design

7.4.1 Carriageway Pavement Design

The pavement structural design was made considering subgrade material properties,
anticipated traffic and materials available for construction adopting ERA 2013 Flexible
Pavement Design Manual. The design of flexible pavement as given in this guide is based
on the catalogue of pavement structures of ERA 2002 and TRL Road Note 31 and offers
in seven different design charts. The various charts correspond to distinct combination of
surfacing and road base materials. The choice of chart will depend on a variety of factors
and an economic analysis for the project should be carried out for different types of
pavement structure. However, the main factor for the initial choice should be based on the
standard of the road and available construction materials and techniques options.
According to this manual, for the corresponding subgrade classes and traffic Class T5, a
number of design charts are available reflecting the different types of materials that could
be used in the pavement construction. Granular road base and thin flexible AC surfacing
(Chart B1), composite road base and surface treatment surfacing (Chart A2) and granular
roadbase and surface treatment surfacing (Chart A1) are candidate pavement structure
types. However, considering the availability of material, the cost and absence of
construction practices on composite types, pavement structure with thin flexible AC
surfacing and granular base and double bituminous surface treatment (DBST) and
granular base have been found technically relevant and presented in Table below for
further economic evaluation.
Sections considered unsuitable are indicated in soil extension. These sections need high
attention as a result of their expansive and very weak strength nature. In these sections,
remove the unsuitable material to a minimum depth of 600mm over the widened sections
and backfill with suitable material. Undercutting and replacement up to 1m is
recommended for swampy sections depending on the likelihood of water ponding, the
depth of moisture fluctuation, and the expansive nature of the soil.
Table 7-39: Alternative Pavement Structure Considered
Lengt Granula
S. Section [km] Crushed
h Traffi Carriageway r Capping
N Subgrade Base
c Surface Subbas [mm]
o From To [km] [mm]
e [mm]
DBST 200 150 175
1 Km0.0 Km7 7 S3 T3
AC-50mm 175 225*
DBST 200 150 175
2 Km7 Km10.7 3.7 S3 T3
AC-50mm 175 225*

* 225mm can be constructed in one layer if density requirements achieved.

NOTE:
- Both the two alternative pavements, the DBST and AC, proposed above are
theoretically believe to serve for a service period of 20 years for the predicted
traffic considering only structural adequacy (assuming that both DBST and AC
paved properly in terms of material & construction QC). However, although DBST
can serve structurally for such traffic in many countries, the common practice in
our country is that DBST pavements deteriorate in relatively short time (i.e. within
7 – 8 years) basically due to poor workmanship and experience in QC rather than
structural failure.
Although the DBST can be economical in terms of construction cost, from the current
practice in the country the life time of DBST quite short time (7 – 8 years) despite the

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theoretical consideration in the design aspects. Therefore the recommended pavement

thickness according to ERA Manual is therefore summarized in table below
Table 7-40: Recommended Pavement Structure
S. Road Crushe Granular Improved
Length Carriagewa Cappin
N Section Subgrade Traffic d Base Subbase subgrade
[km] y Surface g [mm]
o [km] [mm] [mm] (mm)
1 0 –10.700 10.7 S3 T3 AC-50mm 175 225

* Under cut for the expansive soil stretch in any section and up to 1000mm replacement
for the weak subgrade <5%.

7.4.2 Design of Shoulder

As the road is going to be constructed in DC5 standard, the road has shoulder width of
1.5m in all rural sections.
Shoulders participate in the structural function of a road pavement, providing
lateralsupport for the pavement layers.
Accordingly, type I gravel shoulder for all rural sections are adopted since most of the
route traverses through longitudinally well drained rolling sections.

7.5 Pavement Materials Specification

Specification on construction materials is set by referring ERA's Standard Technical
Specification 2013, TRL Road Note 31 and AASHTO's Specification 2006 Part I and part
II. Locally available construction materials and environmental condition of the project are
the main factors while specifying the construction material.
The locally available construction materials include,
 borrow for replacement ,embankment construction and (capping layer) material,
 Natural gravel for sub base layer,
 Quarry stone for base course, bituminous works ,concrete and masonry works
 Natural sand/crushed sand for mortar and concert works and
 Water sources for compaction and concert works.

7.5.1 Borrow Source

a) Borrow Material for fill or embankment construction.
Material ranging from soil (i.e. sandy clay soil) through to broken rock (i.e. fresh to highly
weathered rock), can be used for embankment construction, the main limitation being the
ease with which the material can be handled and compacted.
Borrow Materials that are proposed to be utilized in Embankment construction shall meet
the following requirements:
Seven borrow sources were identified, sampled and tested for quality tests and met the
minimum requirement of both CBR and swell values.
The fill /embankment material shall full fill the minimum requirement based on ERA
Specification below:
- The CBR value of not less than 7% after compaction to 95% of Modified
AASHTO density.
- For L.L shall not exceed 60% (AASHTO T-89 and T-90)
- For P.I shall not exceed 30% (AASHTO T-89 & 90).

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- Shall not have a swell more than 2% (AASHTO T-193)

The material placed in layers for formation of embankments shall be compacted to the
density specified below.
Table 7-41: Recommended Compaction Requirements for Embankment
Construction
Depth in mm below % of Maximum Dry Density as
Subgrade Level determined by AASHTO T-180

0 to 600 95 (Modified AASHTO density)

Over 600 93 (Modified AASHTO density)

b) Capping Layer

 CBR at 95% of modified AASHTO Density and soaked for 4 days shall not be less
than 15%.
 P.I shall be less than 25%(AASHTO T-89 and T-90)
 Shall not have a swell exceeding 2% (AASHTO T-193-93)
 Compacted with minimum density of 95%MDDof modified AASHTO Density.

7.5.2 Subbase Material

The sub base is an important load spreading layer in a completed pavement. It enables
traffic stresses to be reduced to an acceptable level in the sub grade, it acts as a working
platform for construction of upper pavement layers and it acts as a separation layer
between subgrade and base course. For natural gravel sub base:
 The minimum soaked CBR at a minimum density of 95% of MDD achieved by
modified AASHTO Compaction should be greater than 30%
 PI shall be less than 12 % (AASHTO T-90),
 The L.L shall be less than 45 %( AASHTO T-89 and T-90)
 Compacted with a minimum density of 95% MDDby modified AASHTO
Compaction.
 Graduation requirements shall be as per type A or B of ERA Technical
Specification Manual table 5104/1
Table 7-42: Gradation Requirements of Sub base
Percentage by mass of total
Sieve Size
Aggregates Passing test sieve (%)
(mm)
A B
63 100 -
50.0 100
37.5 70-100 95-100
26.5
20 50-100 60-80
9.5 40-60
4.75 30-100 25-40
2.36 15-30
1.0 17-75
0.425 11-56 7-19
0.075 5-25 5-12

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Also the following criteria should be used to evaluate a sub-base as a separating or filter
layer:
D 15(coarselayer )
a) The ratio should be less than 5
D 85 (fine layer)
D50(coarselayer )
b) The ratio should be less than 25
D50 (fine layer )
For a filter to possess the required drainage characteristics a further requirement
is:
D 15(coarselayer )
c) The ratio should lie between 5 and 40
D 15(fine layer)
Where D15 is the sieve size through which 15% by weight of the material passes, D 50 is the
sieve size through which 50% passes and D85 is the sieve size through which 85%
passes.

7.5.3 Graded Crushed Stone Base Course

This material is produced by crushing freshly quarried rock (GB1) and may be all-in
product; alternatively the material may be separated by screening and recombined to
produce a desired particle size distribution.
- Flakiness Index <30%
- PI Non Plasticor <4%
- TFV > 110kN, with.
minimum ratio of Wet/Dry test 75%
- ACV < 25
LAA < 35
SSS < 12%
- Nominal size of aggregate 28mm

Table 7-43: Gradation requirement for Base course

Percentage by mass of total
Test sieve
aggregates passing test sieve
(mm)
Nominal maximum size28mm
50 -
37.5 100
28 -
20 70-85
10 50-65
5 35-55
2.36 25-40
0.425 12-24
0.075* 5-12
*For paver-laid materials a lower fine content can be allowed up to a minimum of 3%

7.5.4 Crushed Aggregate for Bituminous Mixes

This material is produced by crushing freshly quarried rock (GB1) and may be all-in
product; alternatively the material may be separated by screening and recombined to
produce a desired particle size distribution.
Aggregate requirements for asphalt concrete mixture:

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- Aggregate Crushing Value (ACV), BS 812 <25%

- Flakiness index(FI) <35%
- Los Angeles Abrasion(LAA) ASTM C131 & C535<30%
- Sodium Sulphate Soundness Loss (SSS) <15%
- Water Absorption <2%
- Bitumen Affinity (Stripping test) >95%
- Aggregate Impact Value (AIV) <25
- Ten Percent fineness value (TFV) >160kN minimum ratio of Wet/Dry test
75%
- Nominal size of aggregate 14mm
- Grading Requirement for wearing course material as shown on table below:
Table 7-44: Gradation Requirement Crushed Aggregate for Wearing Course
Percentage by massof the total
Sieve size aggregate
(mm) Nominal maximum stone size (mm)
19 12.5
25 100
19 90-100 100
12.5 90-100
9.5 56-80
4.75 35-65 44-74
2.36 23-49 28-58
0.3 5-19 5-21
0.075 2-8 2-10
Bit. Content (%) 4-10 4-11

7.5.5 Bituminous Mix (Asphalt Concrete)

- Binder Content : see table above
- Note: The binder content is to be determined by Marshal Design method
(ASTM D1559) during construction phase.
- Bitumen Grade (Penetration) :80/100
- Minimum Marshal Stability (60oC) Compacted at 75 blow or to refusal
density : 9KN
- Minimum Flow : 2-4mm
- Air Voids at optimum bitumen content: 3-6%

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8 HYDROLOGICAL AND HYDRAULIC ANALYSIS

8.1 General

The road alignment and its drainage areas crossing the road are found in one geological
provinces-tertiary volcanic of flood basalt. The road pursues mainly eastern direction from
Bahir Dar –Zema road at its 57+000km section until it reaches Gonje town. From the start
of the road route to Gonje it is aligned along a water shed divide where a number of
saddle and peak points are observed (figure8-1).
The only defined catchment which drains to the road is at 0+350km and has a total
catchment area of 9ha and at 9+820 there is very small catchment which drains to the
road. The other part of the road route is aligned along a watershed divide which have a
number of saddle points and peak points.
The peak points are at 0+500, 1++800, 4+550, 5+500, 7+400 and 9+100km and saddle
points are at 1+150, 3+000, 5+350, 6+450 and 8+350km.
To assess the hydrological conditions of the road alignment and to estimate different
return period floods of rivers and streams crossing the road, field survey, review of
different maps, and flood estimate by rational methods is carried out in order to size the
drainage structures for proposed site.

8.1.1 Scope and Objectives

Amongst other supplementary matters, the scope and objectives discussed in this report
are:
 To estimate different return period floods
 To check the capacity of the existing drainage structure for their adequacy
to the pass design flood
 Hydraulic design of side drains

8.1.2 Climate, Soils and land use/land cover

The mean annual rainfall along the road route varies from 1600 to 1450mm and the
increment of rainfall is directly related to increment of elevation.
The major soil class of the road route and its catchment from is Pellic vertisols of
hydrologic soil group D – low permeability.

The land use/ land cover of the drainage attachment and along the road route is
dominantly intensively cultivated land. From station 7+430km to the end is urban.

Net Consult Consulting Engineers and Architects Plc 56

 348000 352000 356000

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CATCHMENTS AND DRIANAIGE CHARACTERSTICS 57+000KM TO GONJE

1236000

1236000
N
Legend
#Y Exisitng Culverts
Catchments
$ Saddle points 900 0 900 1800 Meters
Town section- start-end

Watershed divide 1:50000

348000 352000 356000

8.2 Field Visit

On 25/03/17 field visit was done along the road route. The field visit observations are summarized in the following table.

Table 8-45: Summary of Field Visit Observations

N Sta., Dia.
o X Y km Status Type inch Flow Remark
34761 123921 0+35 existin raise the
2 6 5 0 g RCP 42 Left embankment
Raise the
34840 123935 1+15 existin Turn out both embankment 0.5 to
3 0 9 0 g ditch   sides 1.0m
Raise the
34986 124040 3+00 existin Turn out both embankment 0.5 to
5 9 4 0 g ditch   sides 1.0m
both Raise the
35175 124082 5+35 existin Turn out sides embankment 0.5 to
6 7 3 0 g ditch   1.0m
Raise the
35288 124050 6+45 existin Turn out both embankment 0.5 to
7 0 3 0 g ditch   sides 1.0m
Raise the
35465 124032 8+35 existin Turn out both embankment 0.5 to
8 6 1 0 g ditch   sides 1.0m
35576 124054 9+57 existin Blocked - could be
14 9 8 5 g RCP   right omitted
35586 124059 9+68 existin Blocked - could be
15 5 1 0 g RCP   right omitted
the two blocked
culverts could be
omitted and the
culvert size at this
35599 124064 9+82 existin point can increased
16 4 4 0 g RCP 42 right -local drainage

8.3 Methodology of Hydrological Study

 Meteorological Data: ERA DDM 2013 Rainfall regions are used to apply rational method for flood estimation as per ERA DDM 2013.
 Maps, aerial photos and satellite imagery: The followings were used: Topographic maps scale and 1:50,000 along all road alignment, major and minor rivers
catchments crossing the road, Geological map Scale 1:2,000,000 (Ethiopia), Soil Map 1:1,000,000 of Ethiopia, Land use/land cover map scale 1:1,000,000 of
Ethiopia, Satellite Imagery of the project area 30X30m resolution and Digital elevation model (DEM) 90x90m and 30x30m.
  Delineation of drainage catchments crossing the road has been determined from DEM 30x30 m grid and 1:50,000 scale topographic maps for small catchments,
and DEM 90x90 m grid and 1:250,000 for large catchments. The catchment areas of the delineated catchments were determined by the use of ArcGIS, ArcView
3.2 computer software. The catchments’ parameters such as slope, length of the longest water course, difference in elevation between the crossing point and
water divide were all determined from 1:250,000 and 1:50,000 scale topographical maps and DEM 30x30m and 90x90m grids applying Global Mapper
7.Summary of the drainages catchment characteristics are given in Table 8-2.

Table 8-46: Catchments Characteristics

Soil Tc, Flow

statio Area, Land Slop Remar
ID Index X Y grou Hour directi
n km2 use e ks
p s on
Intensiv
0+35 34761 123921 ely
1 C-01 0.09 D 0.4   0.05 Left  
0 6 5 cultivate
d
9+82 35599 124064
2 C-02 Local D       Right  
0 4 4

8.4 Hydrological Conditions

The study of the mapping and other data has revealed that the predominant soil type is hydrologic soil group D –low permeability and intensively cultivated. Based on the
factors affecting the flood drainage, catchments crossing the road can be categorised into one hydrological region by their geology, geomorphology, soil, mean annual
rainfall and land cover.

8.4.1 Hydrological Analysis

The hydrological analysis of the present study has been carried out as per ERA DDM 2013.

 Flood Estimation: The following criteria have been adopted for flood estimation: Rational methods have been adopted for flood estimation.
 Return Periods: The design floods are based on ERA DDM 2013 as per the Geometric design standard of the proposed road, which is DC-5 (table 8-3).
 20% of estimated design flow allowance for climate change should be added to the below design flows

Table 8-47: Design Frequency (Return Period), ERA DDM 2013

For Geometric Design Standard DC5/DC6 Return

Period
Structure Type flood estimate flood
Design Check
Gutters and Inlets* 5/5 10/10
Side Ditches 5/5 10/10
Ford/Low-Water Bridge - -
 For Geometric Design Standard DC5/DC6 Return
Period
Structure Type flood estimate flood
Design Check
Culvert, pipe Span<2m 10/10 25/25
Culvert, 2m<span <6m 25/25 50/50
Short Span Bridges 25/25 50/50
6m<span<15m
Medium Span Bridges 50/50 100/100
15m<span<50m
Long Span Bridges 50/50 100/100
spans>50m

8.4.2 Analysis of Rainfall Data

The entire road route and its drainages catchment areas are found in Region A2 (ERA DDM 2013) and the corresponding rainfall design values are adopted and depicted
in Table 8-4.

Table 8-48: Design Rainfall Depth for road to Gonje

24 Rainfall depth for Region A2

Return Period
2 5 10 25 50 100

24hr Rainfall Depth (Design

52 67 79 95 107 118
Depth)

The IDF of region A2 is given in Table 8-5

Table 8-49: IDF of Region A2

Return Period in Year (Region A2)

Duration
Rainfall intensity (mm/hr.)
(min)
2 5 10 25 50 100
5 94.1 122.4 143.8 172.1 193.5 214.9
10 79.3 103.2 121.3 145.1 163.2 181.3
20 55.8 72.6 85.3 102.1 114.8 127.5
30 43.9 56.6 66.5 79.6 89.5 99.4
60 27.1 35.3 41.5 49.6 55.8 62.0
 90 20.2 26.3 30.9 36.9 41.5 46.1
120 16.3 21.2 24.9 29.7 33.4 37.1

8.5 Time of Concentration

Time of concentration is the time required for water to flow from hydraulically remote point of catchments area to the point under investigation. The most intense rainfall that
contributes to the out flow will be that duration equal to the time of concentration. The time of concentration is the sum of overland flow travel time and defined water course
flow travel time.

Over land flow travel time is computed using the equation

0 . 467
nL
T c=0 . 604
( )
S0 . 5
Where
Tc = time of Concentration, hr.
n =Manning’s roughness coefficient (given in the table 8-6)
L = flow length, m
S =Land slope, m/m

Table 8-50: Roughness Coefficients (Manning’s n) for Sheet Flow

Surface Description n
Smooth surfaces (concrete, asphalt, gravel, or bare soil)
0.011
Fallow (no residue) 0.05
Cultivated soils:
Residue cover < 20% 0.06
Residue cover > 20% 0.17
Grasses:
Short grass 0.15
Dense Grasses 0.24
Range (natural) 0.13
Woods:2
Light underbrush 0.4
Dense underbrush 0.8

Time of Concentration for Defined Watercourses: In a defined watercourse, channel flow occurs. The recommended empirical formula for calculating the time of
concentration in natural channels was developed by the US Soil Conservation Service.
0 . 385
0 .87 L2
T c=
(
1000 S av )
Where:
Tc = time of concentration (hours).
L= hydraulic length of catchments measured along flow path from the catchment boundary to the point where the flood needs to be determined (km).
 Sav= average slope (m/m).
The formula for determining the slope according to the 10 85-slope methods reads:
H 0 . 85 L −H 0. 10 L O H 0 . 85 L −H 0. 10 L
T c= T c=
(1000 )(0. 75 L)
r
(1000 )(0. 75 L)
Where:
Sav= average slope (m/m)
H0.10L = elevation height at 10% of the length of the watercourse (m)
H0.805L = elevation height at 85% of the length of the watercourse (m)
L = length of watercourse (km)
H = H0.805L - H0.10L (m)

8.6 Rational Formula

The method is applied for small catchment areas because of its assumption that the rainfall is of equal intensity over the entire watershed, and because its frequency is not
related to flood frequency. Here rational formula is considered for catchment areas less than 0.50 km2. As per ERA Manual the Run off coefficients given in the Manual
are applicable for storms of 5-yr to 10-yr frequencies. Less frequent and higher intensity storms require modification of the coefficient because infiltration and other losses
have a proportionally smaller effect on runoff. The adjustment of the Rational Method for use with major storms can be made by multiplying the right side of the rational
formula by a frequency factor Cf.The rational formula is as given below:

QT = 0.00278 * C * Cf* I * A
Where,
QT = T - years return period flood, m3 /s
A = Catchment area km2
C = Runoff coefficient representing a ratio of runoff to rainfall (see Tables 5-5 through 5-9 in DDM 2013)
Cf = Frequency Factors
I = T-years return period rainfall intensity (mm/h) during the time of concentration.

The Time of Concentration is calculated for the different segment as determined from DEM 30x30m grid and 1:50,000 topographic maps applying Global mapper software.
For all drainage structures having catchment area less than 5ha, the minimum pipe culvert Φ1220 mm is considered. The result of estimation is given in table 8-7.

Table 8-51: Different Return Period Floods and their Design Floods

Different
Coordinate UTM Return
Catchment characteristics Design
S/N Inde Sta. Zone 37 period flood
flood,
o x km (QT), m3/s
m3/s
Area, slope Tc
X Y Q10 Q25
km^2 (m/m) (hr.)
347616 1239215 0.09
1 C-01 0+350 0.05 0.4 0.94 1.24 1.1
8.7 Hydraulic Calculations for Culverts

Detail evaluation of the drainage condition of the road route, it was found that there are:

a) There are four existing culverts, where the culvert at station 0+350km and three of the culverts are located from 9+575 to 9+820km within 245m length. Culverts at
9+575km and 9+680km which are currently blocked are locals and can be replaced by adding additional culvert at 9+820km.

b) The other part of the road could be drained by turnout ditch on both sides along the saddle sections

c) The design equation for the culverts’ hydraulics calculations is given in the ERA DDM 2013 Design manual. The hydraulic calculations for the culverts have been
carried out using HY8 design software version 7.4.

Input data for C-01 existing culvert

 Qd=1.1 m3/s
 Longitudinal slope =0.02
 Existing culvert RCP (1x1050mm)

Analysis result
 Hw =0.9m
 Hw/D =0.86 <1.2
 Tail water velocity = 2.0 m/s

Conclusion
 The existing culvert at 0+350km is sufficient to pass the design but requires to increase the embankment by at least 0.5m

d) Five turn out ditches are recommended at the saddle points which drains on both side at the following sites (the exact location should be verified during
construction). The proposed locations are 1+150, 3+000, 5+350, 6+450 and 8+350km.

The proposed drainage structures along the route is summarized below

Table 8-52: Drainage structures along the road route

Sta., No of Dia.
No X Y Status Type Flow
km cells inch
123921
1 0+350 347616 existing RCP 1 42 Left
5
124064
2 9+820 355994 New RCP 2 42 right
4

8.8 Side Ditches

As is observed from the geomorphology of the road route, the road route traverses along water shed divides. During field visit it was observed the existing side drains are
grassed and not eroded except at few places with relatively steep slopes. The type the side drains along the routes depends on the slope and geological formation of the
side drains and urban or rural.
8.8.1 Return Period:

The design return period should be determined according to the road class and the drainage types according to ERA DDM 2013. The road class DC-5and 10 years returns
period flood should be considered for the design of side ditches. The detail design considers 10 years return period floods.

8.8.2 Flood estimation

Rational method is applied for estimating the design runoff to be discharged by the drainage facilities within the roadway is calculated considering the following factors.
Runoff Coefficient is determined as per the table below. If there are multiple types of surface water in catchment area, the runoff coefficient should be adopted for each
type and then adopted weighted average according to the area respectively. Average basin (flow contributing) width is assumed up to 50m from the left side and from right
side of the road. The maximum length of the side drain considered is 700m.

Table 8-53: Runoff Coefficient C

Earth’s surface type Runoff coefficient Earth’s surface type Runoff coefficient

Asphalt concrete 0.95 Steep hilly area 0.75~0.90

Cement concrete pavement 0.90 Undulant hilly area 0.60~0.80
Permeable asphalt pavement 0.60~0.80 Undulant grassland 0.40~0.65
Aggregate pavement 0.40~0.60 Flat farmland 0.45~0.60
Coarse grain soil slope and road shoulder 0.10~0.30 Deciduous woodland 0.35~0.60
Fine grain soil slope face and road shoulder 0.40~0.65 Deciduous woodland 0.25~0.50
Hard rock slope 0.70~0.85 Paddy land and water surface 0.70~0.80
Soft rock slope 0.50~0.75

Rainfall intensity: IDF applied are 5 and 10 year return period as given below
Duration, min 5 10 15 30
5 year return period rainfall intensity, mm/hr. 98.0 82.0 71.0 50.0
10 year return period rainfall intensity, mm/hr. 110.0 92.0 80.0 57.0

Time of Concentration: The ERA DDM 2013 recommends 10 minutes rainfall duration (equal to time of concentration) for drainage structures if calculated value is less.
Time of Concentration should always be the concentration time at the designed control point, whose value is the total of the time from the furthest point of the concentration
point to the slope of the drainage surface and the concentration time of the ditch. The slope concentration time can be calculated according to the formula below by Kerby
formula:
0 . 467
rL
Where:
( )
T c=0 . 604 0 . 5
S
Tc = Time of Concentration, hr.
r = Terrain roughness (table 8-10)
L = Length of overland flow, km
S = Slope in m/m
Table 8-54: Terrain Roughness Coefficients (r)
Ground Condition Roughness Coefficient (m1) Ground Condition Roughness Coefficient (m1)
Asphalt pavement, cement concrete pavement
0.013 Pasture and grassland 0.40
Smooth impermeable ground
0.02 Deciduous woodland 0.60
Smooth compacted ground
0.10 Coniferous forest 0.80

Spare grass land and farm land. 0.20

The flood estimate for different length of side drain ditch is given in table 8-11.

Table 8-55: Flood Estimates for Different Length of the Side Drains

Inde Length, Side drain Area, Coefficien I10, Q10,

x m Location km2 t of runoff mm/hr. m3/s Remark
1 200.0 Right side 0.011 0.72 82 0.18  
2 200.0 Left side 0.011 0.72 82 0.18  
3 300.0 Right side 0.016 0.72 82 0.27  
4 300.0 Left side 0.016 0.72 82 0.27  
5 500.0 Right side 0.027 0.72 82 0.44  
6 500.0 Left side 0.027 0.72 82 0.44  
7 700.0 Right side 0.038 0.72 82 0.62  
8 700.0 Left side 0.038 0.72 82 0.62  

8.8.3 Design of side drain ditches

The following design criteria are applied in hydraulic calculation:

o For town sections Rectangular channel (B=0.5 -1.0 and H=0.6 to 1.0) depending the design flood
o For paved masonry n= 0.02 and permissible velocity 3m/s.
o The maximum length of the side drain along the road is about 700m with minimum slope of 0.5%.
Table 8-56 Roughness Coefficient of Ditch (n)
Type of the ditch/pipe n Type of the ditch/pipe n
Cement concrete pipe 0.013 Soil open ditch 0.022
Asphalt pavement (smooth) 0.013 Soil open ditch with grass 0.027
Asphalt pavement (rough) 0.016 Sand gravel open ditch 0.025
Cement concrete pavement (plastered) 0.014 Rock open ditch 0.035
Cement concrete pavement (roughening) 0.016 Turfing open ditch 0.035~0.050
Type of the ditch/pipe n Type of the ditch/pipe n
(flow velocity 0.6m/s)
Turfing open ditch
Mortar rubble open ditch 0.025 0.050~0.090
(flow velocity 1.8m/s)
Dry rubble ditch 0.032

The cross section area design of the drain is worked out based on the Manning equation.
2 1
1
QT = × A×R 3 ×I 2 =A×V max
n
Where:
QT - Capacity of ditch for 10 years return period flood (m3/s)
A - Cross sectional area of the ditch (m2)
Vmax - Maximum permissible velocity (m/s)
R- Hydraulic radius A/P where P is the wetted perimeter in m and A is the area in square meter
I - Average longitudinal slope of ditch (m/m)

The size of the side drains is given in table in table 8-13 for rural and table 8-14 for urban.
Table 8-57: Proposed Side Drain Sizes for Urban Section

Proposed
sizes (B Remar
Hydraulic calculation X H), m k
Qd, Free
Inde lengt Locatio m3/ slop Land B, R, Cal A, P, Qca Boar B, H,
x h, m n s e use Type n m m H, m m2 m l d m m
Masonry
Right Urba Rectangul 0.0 0. 0. 0.1 1. 0. 0.
1 200.0 side 0.18 0.05 n ar 2 6 2 0.3 8 2 0.7 0.30 6 6 0.6 x 0.6  
Masonry
Urba Rectangul 0.0 0. 0. 0.1 1. 0. 0.
2 200.0 Left side 0.18 0.05 n ar 2 6 2 0.3 8 2 0.7 0.30 6 6 0.6 x 0.6  
Right Urba 0.0 0. 0. 0.1 1. 0. 0.
3 300.0 side 0.27 0.05 n ditto 2 6 2 0.3 8 2 0.7 0.30 6 6 0.6 x 0.6  
Urba 0.0 0. 0. 0.1 1. 0. 0.
4 300.0 Left side 0.27 0.05 n ditto 2 6 2 0.3 8 2 0.7 0.30 6 6 0.6 x 0.6  
Right Urba 0.0 0. 0. 0.1 1. 0. 0.
5 500.0 side 0.44 0.05 n ditto 2 6 2 0.3 8 2 0.7 0.30 6 6 0.6 x 0.6  
Urba 0.0 0. 0. 0.1 1. 0. 0.
6 500.0 Left side 0.44 0.05 n ditto 2 6 2 0.3 8 2 0.7 0.30 6 6 0.6 x 0.6  
Right Urba 0.0 0. 0. 0.1 1. 0. 0.
7 700.0 side 0.62 0.05 n ditto 2 6 2 0.3 8 2 0.7 0.30 6 6 0.6 x 0.6  
Urba 0.0 0. 0. 0.1 1. 0. 0.
8 700.0 Left side 0.62 0.05 n ditto 2 6 2 0.3 8 2 0.7 0.30 6 6 0.6 x 0.6  

Table 8-58: Proposed Side Drain Sizes for Rural Section

Net Consult Consulting Engineers and Architects Plc 68

 Proposed
sizes (B Remar
Hydraulic calculation X H), m k
Ca
Qd, l Free
Inde lengt Locatio m3 / slop Land B, R, H, A, P, Qca Boar B, H,
x h, m n s e use Type n m m m m2 m l d m m
Right Trapezoid 0.0 0. 0.1 0.1 1. 0. 0.
1 200.0 side 0.18 0.05 Rural al (2:1) 2 5 0 0.2 2 2 0.3 0.30 5 5 0.5 x 0.5  
0.0 0. 0.1 0.1 1. 0. 0.
2 200.0 Left side 0.18 0.05 Rural ditto 2 5 0 0.2 2 2 0.3 0.30 5 5 0.5 x 0.5  
Right 0.0 0. 0.1 0.1 1. 0. 0.
3 300.0 side 0.27 0.05 Rural ditto 2 5 0 0.2 2 2 0.3 0.30 5 5 0.5 x 0.5  
0.0 0. 0.1 0.1 1. 0. 0.
4 300.0 Left side 0.27 0.05 Rural ditto 2 5 0 0.2 2 2 0.3 0.30 5 5 0.5 x 0.5  
Right 0.0 0. 0.1 0.1 1. 0. 0.
5 500.0 side 0.44 0.05 Rural ditto 2 5 3 0.2 8 4 0.6 0.30 5 5 0.5 x 0.5  
0.0 0. 0.1 0.1 1. 0. 0.
6 500.0 Left side 0.44 0.05 Rural ditto 2 5 3 0.2 8 4 0.6 0.30 5 5 0.5 x 0.5  
Right 0.0 0. 0.1 0.3 1. 0. 0.
7 700.0 side 0.62 0.05 Rural ditto 2 5 8 0.3 3 8 1.4 0.30 5 6 0.5 X 0.6  
0.0 0. 0.1 0.3 1. 0. 0.
8 700.0 Left side 0.62 0.05 Rural ditto 2 5 8 0.3 3 8 1.4 0.30 5 6 0.5 X 0.6  

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8.9 References
 AASHTO Drainage Guidelines, 1992
 Fiddes D. City, Forstagate and Grigg A.O (1979), The Prediction of Storm
Rainfall in East Africa, Transport and Road Research Laboratory, Report No. LR
623 Crowthorne, UK
 L.H Watkins and D. Fiddes, Highway and Urban Hydrology in the Tropics, 1984
 Global Mapper v7.04 2002-2006
 HEC-RAS River Analysis System, version 4.0 Beta, hydrologic engineering
centre 2006
 HY8 7.4, FHWA SOFTWARE FOR CULVERTS, 2015
 South African National Road Agency Limited (SANRAL), Drainage Manual, 5th
edition, 2006
 Ethiopian Road Authority Drainage Design Manual (ERA DDM 2002)
 Ethiopian Road Authority Drainage Design Manual (ERA DDM 2013)
 HEC -14 Hydraulic design of energy dissipaters for culverts and channels,
FHWA, July 2006

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9 STRUCTURAL DESIGN

9.1 General
This section of the Report describes the main activities that were undertaken in the detail
Engineering design process of all drainage structures related with structure design.

9.2 Data Collection

Site visit was made to collect relevant data to be used in the design of drainage structures. The
site visit included gathering information regarding general condition, number and types of
existing drainage structures as well as requirements for new crossings drainage structures.

9.3 Condition and Description of Existing Drainage Structures

The project road Korie – Addis Alem starts at Korie kebele, which is located in Amhara
Regional States, located on Mota – Bahirdar road about 58km from the outskirts of Bahir Dar
Town towards Mota. It diverts to the east direction traverses for about 7km it reaches Addis
Alem Town seat of Gonji Kolela Wereda after traversing a Hidasse Village around km 3.5. The
project has about 10.74km length.

9.4 Existing Structures

There are four existing minor drainage structures in the existing road that are conventional
types and standard sizes of pipe culverts. The main defects observed at minor crossing
structure locations are:
 Outlet scouring
 Siltation of barrel, inlet and outlet
 End structure masonry wearing
 Vegetation at inlet and outlet
 Total blockage of inlet

Generally since the two blocked culverts are be omitted and the following culvert size increased
in order to handle the enlarged flow due to omission of the structures.

9.4.1 Minor Drainage Structures

As mentioned above there are 4 reinforced concrete pipe culvert exits in this section of the
road. All of the structures in this section of the project are proposed to be replaced due to
structural conditions, hydraulic insufficiency and geometric improvements.
The list of existing structure and new proposed crossings are shown in the attached annex with
this report

9.5 New proposed Drainage Structures

9.5.1 Minor Drainage Structures

The new identified as well as the list of all existing minor drainages are shown in the
Hydrology/Hydraulics Design of this report and summarized list of structures annexed with this
report. And culvert cross section drawing and standard drawings for minor drainage structure
submitted in the engineering drawings. In Addis Alem town reinforced concrete U side drain is
proposed, which has access covers.

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9.5.2 Major Drainage Structures

There are no major culverts (Slab or box culverts) and bridges proposed in the road due to
hydraulic reasons. Due to these no bridge or culvert design is required.

9.6 Structure Design Standard

ERA’s bridge design manual is used, along with AASHTO LRFD bridge design specification for
the structural design of bridges. Sufficient free board will be provided from hydraulic point of
view and appropriate finished road grade shall be provided considering the optimum approach
road grade from geometric requirement. Thus, whichever design requirement governs is
applied.

ERA’s Standard drawings of minor drainage structures are used for RC slab, RC box, and RC
pipe culverts.

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ANNEXES

Annex 1: GPS Monograph

Annex 2: Traverse Adjustment
Annex 3: Differential Levelling
Annex 4: Horizontal Alignment Data
Annex 5: Vertical Alignment Data
Annex 6: Condition Survey
Annex 7: List of Structures
Annex 8: Traffic Analysis

Net Consult Consulting Engineers and Architects Plc 73

Annex 1: GPS Monograph
Annex 2: Traverse Adjustment
Annex 3: Differential Levelling
Annex 4: Horizontal Alignment Data
Annex 5: Vertical Alignment Data
Annex 6: Condition Survey
Annex 7: List of Structures
Annex 8: Traffic Analysis