DS Report

BiT, Draft Design Standard Report for
FCWRE Hodegebeya-Robit Road Project

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CONTENTS
List of tables ....................................................................... iii
List of figures ...................................................................... iv
1 INTRODUCTION .................................................................1
1.1 General Introduction .............................................................................................................. 1
1.2 Contract Data .......................................................................................................................... 1
1.3 Scope of Services and Objectives ......................................................................................... 2
1.4 Project Description ................................................................................................................. 3
2 ROAD ALIGNMENT ..............................................................8
2.1 FACTORS AFFECTING STANDARDS ..................................................................... 8
2.1.1 Terrain.................................................................................................................................8
2.1.2 ENVIRONMENT ...................................................................................................... 10
2.1.3 ROAD SAFETY........................................................................................................... 10
2.2 Provide Clear and Consistent Message to the Drivers ................................................ 10
2.2.1 Reduce conflict points .................................................................................................. 11
2.2.2 Traffic Volumes and Characteristics......................................................................... 11
2.2.3 Design Speed and Speed Control............................................................................... 11
2.3 Road Widths, Cross-sections ............................................................................................ 12
2.3.1 Selection of Design Class ............................................................................................. 12
2.3.2 Cross-sectional Elements ............................................................................................. 14
April 28, 2016 i

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2.4 Geometric Design Parameters ........................................................................................... 16
2.5 Phasing of Horizontal and Vertical Alignment ............................................................ 17
2.6 Departures from Standards ................................................................................................ 17
3 TRAFFIC ENGINEERING AND DESIGN STANDARD ........................ 19
3.1 Traffic Engineering .............................................................................................................. 19
3.1.1 Traffic Volume Surveys ............................................................................................... 19
3.1.2 Vehicle Classification ................................................................................................... 20
3.1.3 Traffic Survey ................................................................................................................. 21
3.1.4 Data Processing and Estimation of AADT ............................................................. 25
3.1.5 Design Standard ............................................................................................................. 34
April 28, 2016 ii

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LIST OF TABLES
Table 1-1 Contract data ................................................................................................................... 1
Table 1-2 Project Description ......................................................................................................... 3
Table 2-1 Terrain classifications ..................................................................................................... 9
Table 2-2 Terrain along the Road Alignment (source: Draft route selection Report) .................... 9
Table 2-3: Design Standards vs. Road Classification and AADT ................................................ 12
Table 2-4 ERAs Geometric Design Manual Widening Due to Curvature .................................. 15
Table 2-5 Slope Ratio (Vertical to Horizontal) Table .................................................................. 16
Table 2-6 Geometric Design Parameters for Design Standard DC3 (Unpaved) .......................... 16
Table 3-1 Vehicle category wise traffic data at both Hodegebeya and Robit Station .................. 22
Table 3-2 Non Motorized Traffic count along Hodegebeya station .......................................... 24
Table 3-3 : Non Motorized Traffic count along Robit station ................................................... 25
Table 3-4 Average Daily Traffic of normal traffic at each station ............................................... 26
Table 3-5 Seasonal Conversion Factor ......................................................................................... 27
Table 3-6 AADT of the Proposed Road Project for Each Alternative ......................................... 27
Table 3-7 Generated Traffic at both station .................................................................................. 28
Table 3-8 Traffic forecast for H/Gebeya Station .......................................................................... 29
Table 3-9 Traffic forecast for Robit Station ................................................................................. 32
Table 3-10 Road Classification, AADT, Carriageway Widths and Design Speeds ..................... 35
April 28, 2016 iii

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LIST OF FIGURES
Figure 1-1; Location Map ............................................................................................................ 1-4
Figure 1-2; Location Map of Project Region .................................................................................. 5
Figure 1-3 Location Map of Project Woreda .................................................................................. 6
Figure 1-4 Location Map of Project Woreda .................................................................................. 7
Figure 1-5 Location map of project Alignment .............................................................................. 8
April 28, 2016 iv

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SYMBOLS AND ABBREVIATIONS
AASHTO: American Association of State Highway and Transportation Officials.

ADT : Average Daily Traffic
AADT : Average Annual Daily Traffic
ANRS : Amhara National Regional State
ARTB : Amhara Road and Transport Bureau
DC : Design Class
ERA : Ethiopian Roads Authority
ESA : Equivalent Standard Axle
GDP : Gross Domestic Product
SCF : Seasonal Conversion Factor
TOR : Terms of Reference
VOC : Vehicle Operating Cost
April 28, 2016 v

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1 INTRODUCTION
1.1 GENERAL INTRODUCTION
The Amhara National Regional State [ANRS] represented by Amhara Roads and Transport
Bureau [ARTB] has allocated budgets for the Consultancy Services so as to conduct Detailed
Engineering Design and Tender Document Preparation for Hodegebeya-Robit (DC3) Rural
Road Project.
The intended purpose of the Design Standard Report is possibly:-

To establish and schedule all appropriate design standards and criteria for the project
road, ensuring that these are in accordance with ERA Design Manuals;
To provide all the necessary information on design standards and criteria for the
designers to carry out the design.
1.2 CONTRACT DATA

Table 1-1 Contract data
Project Name Hodegebeya-Robit Road Project

Funding ANRS Road and Transport Bureau
Consultant Bahir Dar University, Bahir Dar Institute of
Technology, Faculty of Civil and Water
Resources Engineering
Type of Service Detailed Engineering Design and Tender
Document Preparation
Project Period 10 months
Consultancy contract signed on 16th ,November 2015
Commencement date January, 13th ,2016
Project Completion date 13th of November 2016
Project cost 2, 415,000 Birr
1
_____________________________________________________________________________
1.3 SCOPE OF SERVICES AND OBJECTIVES
As specified in the Contract the consultancy assignment shall be carried out by performing
different activities as described below:-
EIA Preparation
Detailed Engineering Design and Tender Document Preparation
The main objectives of the services are as follows:-
Carryout environmental and social impact assessment including associated mitigation

measures
Carryout preliminary engineering designs
Carry out Detailed Engineering Design
Prepare a complete set of satisfactory tender documents that will serve as a basis for
tendering
The project task of Consultant services will include the following
Collection and review of available data

To identify possible alternative routes for the proposed project road
To evaluate the possible alternative routes of the proposed road in terms of technical,
financial and economic, environmental, Social and Strategic terms.
Environmental Impact Assessment
Topographic surveys
Hydrological Studies
Assessment of cross-drainage requirements
Soils and materials investigations
Identification of potential material sources
Engineering designs
Preparation of engineering drawings
Preparation of bill of quantities and cost estimates
Preparation of technical specifications
Preparation of bid documents
Preparation of reports
2
_____________________________________________________________________________
1.4 PROJECT DESCRIPTION
The project road is located in Amhara National Regional Sate, in both North Gondar and
South Gondar Administrative Zones which links four (4) kebeles of Fogera Woreda
(Kidistehana-Wagtera-Gendawuha-Nabega Georges) to four (4) kebeles of Libokemkem
Woreda (Tezamba-Lamge-Kab- Agid -kirgna-) to six (6) kebeles of Gondar Zuriya Woreda
(Mitrha abaworka-Firka-Dangure-shahgomenge-Lamba-Arbatu-tensa) and Three(3) kebeles
of Dembiya woreda (Jerjar Abano-Weyna-Tana-Deberzuriya).
Kidistehana (Hodegebeya) as the starting point of the project is located at about 45 km apart
from Bahir dar which is the capital city of the Amhara Regional state and 20 km from Wereta
Town which is the capital of the woreda (Fogera woreda) and 10 km from gumara town.
Hodegebeya which is the starting point of the project has a Geographical location of
346131m E and 1315901m N and at the elevation of 1845.32m above mean sea level.
Table 1-2 Project Description
Project Name Hodegebeya-Robit Road Project

Region Amhara National Regional State
Starting Point
Hodegebeya is located in ANRS,South Gondar Zone and Fogera
Description woreda with an approximate Easting and Northing of
346131&1315901 meters respectively at an elevation of 1845.32m
Ending Point Robit is located in ANRS,North Gondar Zone and Dembiya woreda
Description with an approximate Easting and Northing of 325378&1362452
meters respectively at an elevation of 1813.5m
Length (Km) 70
Road Design DC3
Standard
Elevation(m) 1845.32m and 1813.5m respectively.
(start &End)
3
_____________________________________________________________________________
Figure 1-1; Location Map
1-4
Figure 1-2; Location Map of Project Region
5
Figure 1-3 Location Map of Project Woreda
6
Figure 1-4 Location Map of Project Woreda
7
Figure 1-5 Location map of project Alignment
2 ROAD ALIGNMENT
2.1 FACTORS AFFECTING STANDARDS
There are a number of factors that can affect the standard of the project road. In addition to
the others, the following major Points should be considered to select the design standard of
the project road:
Terrain
Environment
Road Safety Considerations
Traffic Volume and Characteristics
Design Speed and Speed Controls
2.1.1 TERRAIN
The Ethiopian Roads Authoritys Geometric Design Manual 2002 terrain classification
criteria were utilized to distinguish between the terrain types prevalent in the project area.
The following table indicates different terrain classifications based on the above ERAs
manual classification criteria
8
Table 2-1 Terrain classifications
Terrain Type Transverse Slope in %

Flat 0-5
Rolling 5-25
Mountainous 25-50
Escarpment >50
Based on the criteria set by ERAs design manual different sections of the project road are
distinguished among the terrain types. The following table indicates the available terrain types
along the road alignment for this particular road project.
Table 2-2 Terrain along the Road Alignment (source: Draft route selection Report)
FROM TO TERRAIN LENGTH LENGTH REMARK

TYPE (m) (%)
0+000 16+013 FLAT 16013 23.266 Village
16+013 17+104 Rolling 101 0.146
17+104 23+888 Flat 6784 9.857 Village
23+888 25+100 Rolling 1212 1.761
25+100 25+800 Flat 700 1.017
25+800 26+840 Rolling 1040 1.511
26+840 27+680 Flat 840 0.012
27+680 29+200 Rolling 1520 2.208 Village
29+200 38+460 Flat 9260 13.454 Village
38+460 48+320 Rolling 9860 14.326
48+320 48+820 Mountainous 500 0.726
48+820 51+620 Rolling 2800 4.068 Village
51+620 52+300 Flat 680 0.988
52+300 53+880 Rolling 1580 2.295
53+880 54+260 Flat 380 0.552
54+260 56+820 Rolling 2560 3.719 Village
56+820 68+823.71 Flat 12003.71 17.441
Terrain Flat Rolling Mountainous Escarpment Total
Type
9
Length 46660.71 20673 500 - 68823.71

% 67.797 30.037 0.726 - 98.56
2.1.2 ENVIRONMENT
Environment refers to the cumulative conditions of humankinds surroundings; which mainly

incorporates social, physical, natural, and synthetic aspects. It includes basically the human,
animal, and plant communities and the forces that can act on and between all these three
significant parameters. The road alignment shall and should be located and designed to
complement and to be compatible with its environment and serve as a catalyst to
environmental improvements and compatibilities as possible as it can be.
2.1.3 ROAD SAFETY
For the prevention of accidents, as considering safety as the primary interest, adherence to the
following points and principles are of particular importance for the design of safer roads:-
2.1.3.1 Design for All Road Users
Based on ERA 2013 manual 3.5m parking lane that includes a shoulder & 2.5m footways
are provided on town sections depending up on the development level of the towns.
On the rural sections, when the project road is going to be opened for traffic, it is probably
expected that the level of non-motorized traffic will be low and as a result of this an additional
lane may not be required to be provided.
2.2 PROVIDE CLEAR AND CONSISTENT MESSAGE TO THE

DRIVERS
Appropriate traffic sign posts and Guide posts have to be provided as per ERA 2013
Geometric Design Manual.
Mis-phasing of Horizontal and Vertical Alignment will totally be avoided without
any significant tolerance.
Adequate road furniture lines, safe drainage signings will be provided.
10
2.2.1 REDUCE CONFLICT POINTS
As a normal scenario, conflicts cannot be avoided entirely but can be minimized by an

appropriate design, for example, conflicts can be reduced by staggering junctions or by using
guard rails to channel pedestrians to safer crossing points etc.
2.2.2 TRAFFIC VOLUMES AND CHARACTERISTICS
Reliable information on traffic levels and traffic characteristics is crucial to the design process.
Of course, the use of the traffic data varies depending up on the situation that whether the
data is being used for geometric or pavement design.
2.2.3 DESIGN SPEED AND SPEED CONTROL
The Design Speed is used as an index which links road function, traffic flow and terrain
condition to the design parameters of sight distances and curvature for both horizontal and
vertical alignments so as to ensure that a driver is presented within a reasonably consistent
speed environment.
Design elements such as lane width and shoulder width, horizontal curve radius, super-
elevation, sight distances (stopping &passing) and gradient are directly related to, and varying,
with the design speed. Thus, all of the geometric design parameters of a road which are being
considered in the design process are directly related to the selected design speed.
Therefore, the project road is divided in to different sections and hence different design
speeds are provided for each sections as per ERA 2013 Geometric Design Manual. The
sections can be divided based on the following parameter
Terrain of the area

Environment of the area
Urbanization of the area
11
2.3 ROAD WIDTHS, CROSS-SECTIONS

2.3.1 SELECTION OF DESIGN CLASS
In ERAs Geometric Design Manual (2013), nine design standard categories, designated
DC1 to DC8 and Basic Access Roads, are included, each for a correspondingly 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 DC category is uniquely
determined and become applicable for the entire road section as shown in table below.
Table 2-3: Design Standards vs. Road Classification and AADT
Road Desig Design Surface Width (m) Design Speed (km/hr) Urba
Functional n Traffic Flow Type n/Peri
Classification Stand (AADT)* -
ard Carria Shoulder Flat Rol Moun Escarp Urba
gewa ling tainou ment n
y s
DC8 10000-15000 Paved Dual See T.2-2 120 100 85 70 50

2*7.3
T DC7 3000-10000 Paved 7.3 See T.2-2 120 100 85 70 50
R DC6 10003000 Paved 7.0 See T.2-2 100 85 70 60 50

M
DC5 3001000 Paved 7.0 See T.2-2 85 70 60 50 50
L U
A
I N
I
N K
N
K
C DC4 150 300 paved 6.5-7 See T.2-2 70 60 50 30 50
A
O Unpaved 7-7.5
C
DC3 75150 paved 6.0 See T.2-2 70 60 50 30 50
12
Road Desig Design Surface Width (m) Design Speed (km/hr) Urba
Functional n Traffic Flow Type n/Peri
Classification Stand (AADT)* -
ard Carria Shoulder Flat Rol Moun Escarp Urba
gewa ling tainou ment n
y s
L C
Unpaved 7.0
E E
F DC2 2575 paved 3.3 See T.2-2 60 50 40 25 50
C S
E
T S
E Unpaved 6.0
O
D
R
E
S DC1 125 Unpaved 4.5 See T.2-2 50 40 30 20 40
R
Basic <10 Unpaved 3.5 See T.2-2
Acces
s
The project normally is intended to provide access for those kebeles located between
Kidistehana (Hodegebeya) & Deberzuriya (Robit), which have had limited access so far and
additionally it creates good access for Lake Tana to be visited and accessed.
According to ERAs Geometric Design manual 2002 and 2013, any road link to a minor
center such as market and local locations is served by a feeder road. Accordingly, the
functional classification of the road is feeder road. Taking the maximum standard under the
feeder road classification, the road lies under DC3 standard.
13
2.3.2 CROSS-SECTIONAL ELEMENTS
The cross section of a road is a vertical plane at right angles to the road Centre line which is
the so called Profile line. Generally, it consists of the carriageway, shoulders, walkways,
median, drainage features and earthwork profiles.
Lane, shoulder and walkway widths should be adjusted through proper realization of traffic
requirements and characteristics of the terrain. Based on the criteria given in Table 2-1and 2-
2 of ERA 2013 Geometric Design Manual the cross-section elements for DC3 road class are
summarized below:
RURAL SECTION
Carriage way6.0m (Unpaved)
Shoulders.No shoulder is required
Normal & shoulder
Cross falls4.0%
TOWN SECTION
Carriage way6.0m
Parking lane including
Shoulders3.5m (Depending on the development of the town)
Foot way.2.5m
Traffic Lanes cross fall.4.0%
14
2.3.2.1 Road Widening on Curves
Curve widening is applied to horizontal curves with small radii so that the operating
conditions are compatible with those on large radii curves or straights. In accordance with
ERA 2002 and 2013 as well Low Volume Geometric Design Standard and Design practice,
Curve widening shall generally be applied to both sides (internal & external) of the roadway.
It should start at the beginning of the transition curve and be fully widened at the start of the
circular curve. Embankment (Fill) widening is also required for Design Standards DC8
through DC5 at high fills for the psychological comfort of the driver. No need to provide
fill (embankment) widening for this particular standard (DC3) of the road.
Table 2-4 ERAs Geometric Design Manual Widening Due to Curvature
Radius of Curve (m) Curve Widening (m)

>250 0.0
120-250 0.6
60-120 0.9
40-60 1.2
20-40 1.5
<20 *
Note: - * is to be created for the provision given to Hairpin (switch-back) curves
15
Table 2-5 Slope Ratio (Vertical to Horizontal) Table
Material Height of Slope Side Slope Back Slope Zone

Cut Fill Description
Earth or Soil 0.0-1.0 1:4 1:4 1:3 Recoverable
1.0-2.0 1:3 1:3 1:2 Non-
recoverable
Over 2.0 1:2 1:2 1:1.5 Critical
Rock 0.0-1.0 1:2 1:4 2:1
1.0-2.0 1:2 1:3 2:1
Over 2.0 1:2 1:2 4:1 Critical
Black-Cotton 0.0-2.0 1:6 Recoverable
Soil * Over 2.0 1:4
Note: - * Moving Ditch Away from Embankment
2.4 GEOMETRIC DESIGN PARAMETERS
ERA Geometric design parameters for design standard DC3 (Unpaved) is adopted for the
project road, as shown in the table below.
Table 2-6 Geometric Design Parameters for Design Standard DC3 (Unpaved)
Design Element Unit Flat Rolling Mountainous Escarpment Urban/Sub-

Urban
Design Speed Km/h 60 50 40 30 50
Min.StoppingSight m 85 55 45 30 55
Distance
Min.Passing Sight m 225 175 125 75 175
Distance
%Passing % 20 20 15 0 20
Opportunity
Min. Horizontal m 125 85 50 30 85
Curve
Transition Curves NO NO NO NO NO
Required
Max.Gradient % 6 7 10 10 7
(Desirable)
16
Max.Gradient % 8 9 12 12 9
(Absolute)
Minimum % 0.5 0.5 0.5 0.5 0.5
Gradient
Maximum Super % 8 8 8 8 4
elevation
Crest Vertical k 18 10 5 3 10
Curve
Sag Vertical Curve k 18 12 8 4 12
Normal& shoulder % 4 4 4 4 4
Cross fall
Right of Way m 30 30 30 30 30
2.5 PHASING OF HORIZONTAL AND VERTICAL ALIGNMENT
Phasing of the vertical and horizontal curves of a road implies their coordination so that the
line of the road appears to a driver to flow smoothly, avoiding the creation of hazards and
visual defects. It is particularly important in the design of high-speed roads on which a driver
must be able to anticipate changes in both horizontal and vertical alignments well within the
safe stopping sight distance. It becomes more important with smaller radius curves than with
larger radius curves. However, the phasing of vertical curves restricts their movement and
fitting to the ground so that it prevents from obtaining the lowest cost design. Therefore,
phasing is usually thought to be as the cost of extra earthworks.
2.6 DEPARTURES FROM STANDARDS
It is anticipated that there may be situations where the designer will be compelled to deviate
from these standards. An example of a Departure from Standard is the inclusion of a
switchback or the use of a gradient greater than the desirable value.
In the project road sharp horizontal curves and steep gradients have not been determined
(especially in the mountainous and Escarpment sections) in the preliminary design process.
Since, the preliminary design has been done based on the detail topographic survey data, in
the detail design stage it would have not been impossible to avoid sharp horizontal curves
and steep gradients since we were not encountered in the preliminary design stage. Where the
designer departs from a standard, he must obtain written approval from ANRS Road and
17
Transport Bureau [ANRS, ARTB]. The Designer shall submit the following information to
ANRS Road and Transport Bureau [ANRS, ARTB]:-
The number, name, and description of the road

The facet of design for which a Departure from Standards is desired
A description of the standard, including normal value, and the value of the departure
from standards
The reason for the Departure from Standards, and
Any mitigation to be applied in the interests of safety
18
3 TRAFFIC ENGINEERING AND DESIGN STANDARD

3.1 TRAFFIC ENGINEERING
3.1.1 TRAFFIC VOLUME SURVEYS
For the effective planning of new road constructions and road improvements, past, present
and reliable forecasts for future of travel movements are essential. The past traffic, estimated
current and forecasted traffic volumes on any proposed road projects constitute the most
important factor for determining design standards, construction and maintenance costs of the
roads which are under design consideration.
The Road Project diversifies the transport pattern, with the view that road transport is the
back bone of modern transport system in the area. In other words, the direct impacts of the
road project on transport development includes traffic flows (normal, diverted and generated
traffic) with respect to the existing pattern of transport services and transport costs.
Normal traffic: - is the traffic volume that would be obtained within the project through
counting.
Generated traffic:- Traffic that did not previously exist in any form but being/will be induced
when new or improved transport facilities is provided.
Diverted traffic: - refers to traffic that changes from another route (or mode of transport) to
the project road because of the improved pavement but on the proposed road only consider
normal and generated traffics. Once the project road is realized, it is assumed that the level
of traffic to be generated is triggered by decrease in transport cost subsequent to the
improvement scheme. The improvement effects, involving changes in geometric and
pavement feature of road, are thus expected to result in increased demand for travel, on
ground that operators tend to cut fares given the incentive provided by the intervention and
the expected knock-on effects (the creation of competitive business environment).
19
3.1.2 VEHICLE CLASSIFICATION
In order to have a clear view on the categories of vehicle 'ERAs 2013 Vehicle Classification
is referred, which categorizes vehicles into eight types based on their size and weight. Based
on this vehicular classification, traffic of the project has survived.
Classification Description
I. Passenger Vehicles
1. Cars Cars (small auto mobiles)
2. 4 WD Land Rovers, Jeep, Stations Wagons, Land Cruisers.
3. Small Bus Bus (Small with up to 27 passengers seats)
4. Large Bus Bus (Large with over 27passengers seats.)
II. Freight Vehicles
5. Small Trucks Small and light Trucks of up to 3.5 tons load.
6. Medium Trucks Medium sized trucks of 3.5 to 7.5 tons load.
7. Heavy Truck Trucks and Tankers of 7.5 to 12 tons load.
8. Articulated Truck Truck Trailers and Tanker Trailers with over 12 tons.
20
3.1.3 TRAFFIC SURVEY
The traffic count for Kidistehana (Hodegebeya) -Robit road project was conducted on May
30, 2016. The Traffic Survey was counted for 12 hours from 6:00 am to 6:00 pm for seven
consecutive days and night count was made for two days on all traffic surveying stations from
6:00 pm to 6:00 am.
The traffic survey was conducted at all the accessible section of the possible routes of the
proposed road project. The traffic survey stations were at Kidistehana (Hodegebeya) and
Robit town. At both stations only non-motorized traffic survey has been conducted but no
survey has been conducted for motorized traffic since there are no access for such traffic (new
road is going to be designed).
3.1.3.1 Motorized Traffic Survey
Motorized traffic survey is a type of traffic survey which focuses on the motorized vehicles
that pass along the project road. The following tables show the result of the traffic survey for
seven consecutive days. The night factor for each vehicle type at the respective station has
been developed after dividing the 24 hour traffic by the day time traffic. In the proposed
route there was no night traffic movement along the route section so the night factor for the
proposed road project is depicted in the following tables. The daily motorized traffic count
data of the project at Kidistehana (Hodegebeya) is shown below.
21
Table 3-1 Vehicle category wise traffic data at both Hodegebeya and Robit Station
Ligh Heav
Mediu
Pick-ups, Small Large t y Articulated Tot
Day Date Cars m
Jeeps, Vans buses buses Tru Truc Trucks al
Trucks
cks ks
30-
Tuesday 0 0 0 0 0 0 0 0 0
May-08
Wednes 1-Jun-
0 0 0 0 0 0 0 0 0
day 08
Thursda 2-Jun-
0 0 0 0 0 0 0 0 0
y 08
3-Jun-
Friday 0 0 0 0 0 0 0 0 0
08
4-Jun-
Saturday 0 0 0 0 0 0 0 0 0
08
5-Jun-
Sunday 0 0 0 0 0 0 0 0 0
08
6-Jun-
Monday 0 0 0 0 0 0 0 0 0
08
Night Count
Wednes
1-Jun-
day 0 0 0 0 0 0 0 0 0
08
Saturday 4-Jun-
0 0 0 0 0 0 0 0 0
08
Night Factor
NF
1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
MD
NF ND 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
MD Market Day
Normal
ND Day
22
3.1.3.2 Non-Motorized traffic Survey
The non-motorized traffic count was also conducted parallel with motorized traffic survey
on two different locations on a directional basis, i.e. from Hodegebeya and Robit stations
and an ADT of 28 is obtained due to a shift in mode of transportations only for Hodegebeya
station and an ADT of 13 is obtained due to the shift in mode of transportation for Robit
traffic count station that is as shown in the table 3.2 and 3.3 below respectively.
Analysis was made based on the assumptions described below:-
Volume and composition of non-motorized traffic currently using the route was surveyed at
the respective locations for seven consecutive days parallel to the traffic survey on both
stations namely Hodegebeya station and Robit station.
Routes inaccessible and /or lack of modern transport service were differentiated and
counted including traditional modes, and intermediate means of transport.
The seven days 12hr. counts are added and divided by seven to get the weekly average
traffic.
50% (active population along the project area) of public and 10% of freight transport
of NMT is assumed to be shifted to vehicle.
Average load assumed for human head load is 12 kg; back load 20 kg, and donkey 40
kg.
Traditional modes and intermediate means of transport counted are converted to
'ERAs 2013 Vehicle Classification for public and freight transport based on the
above assumptions.
23
Table 3-2 Non Motorized Traffic count along Hodegebeya station
Non Motorized Traffic count along Hodegebeya- Robit Road.

Maksegnit Station
H/gebeya 30- 1-Jun-08 2-Jun 3-Jun 4-Jun 5-Jun- 6-Jun- ADT Veh ADT Vehicle Share
Station May-08 -08 -08 -08 08 08 i.
%ag Tuesda Wednesda Thursda Frida Saturda Sunda Monda Equ Sm Medium/Lar
e y y y y y y y iv. all ge
0.5 Pedestrian 1588 1481 2512 1626 2528 1003 1114 1693 Sma 31 16
Public Transport
0.1 Animal 0 0 0 0 0 0 0 0 ll
Supported Bus
(27
Kg Bicycle 0 0 0 0 0 0 0 0
Seat
)
12 Head load 58 40 21 28 28 24 103 518 Ligh 17 12
20 Back Load 102 238.2 246 133 89 231 219 3595 t
Fright Transport
Tru
40 Donkey 75 80 213 498 82 265 0 6933 ck
80 Mule/Hor 0 0 0 0 0 0 0 0 (3.5
se ton)
300 Animal 2 5 2 0 10 0 0 814
Cart
Note Hodegebeya Station SCF (Seasonal Conversion Factor)
ADT SCF AAD No night non- motorized traffic for the route, so the
T seasonal conversion factor 1
Small Bus 16 1 16
Light 12 1 12
Truck
Total 28 28
AADT
24
Table 3-3 : Non Motorized Traffic count along Robit station
Non Motorized Traffic count along Hodegebeya -Robit Road.
Robit Station
Robit 30- 1-Jun-08 2-Jun-08 3-Jun- 4-Jun- 5-Jun- 6-Jun- ADT Vehi. ADT Vehicle Share
Station May-08 08 08 08 08 Equi.
%age Tuesday Wednesday Thursday Friday Saturday Sunday Monday Small Medium/Large
0.5 Pedestrian 359 3442.6 148 1717 474 250 232 946 Small 18 9
Transport
Bus
Public
0.1 Animal 0 0 0 0 0 0 0 0 (27

Supported Seat)
Kg Bicycle 0 0 0 0 0 0 0 0
12 Head load 24 30 39 38 27 49 23 394 Light 6 4
Fright Transport
Truck
20 Back Load 64 61 93 231 81 152 173 2443
(3.5
40 Donkey 61 38 80 213 109 130 8 3651 ton)
80 Mule/Horse 0 0 0 0 6 0 8 160
300 Animal 0 0 0 0 0 0 0 0
Cart
Note Robit Station SCF (Seasonal Conversion Factor)
ADT SCF AADT No night non- motorized traffic for the route, so the seasonal
conversion factor 1
Small Bus 9 1 9
Light Truck 4 1 4
Total 13 13
AADT
3.1.4 DATA PROCESSING AND ESTIMATION OF AADT
The base year traffic data used for the projection of traffic over the project life year is the
Average Annual Daily Traffic (AADT) that was established after considering Seasonal
Conversion Factors. Steps followed in the computation of the Average Annual Daily Traffic
are shown below:
I. Seven day time (6 am to 6 pm) count of each vehicle type was summed up.
II. The sum of day time Traffic count of each vehicle type was divided by seven to get
the average day time traffic (for 12 hours).
III. The Average Day time Traffic was multiplied by the night factor to get Average Daily
Traffic (ADT) for 24 hours.
IV. The Average Daily Traffic (ADT) was adjusted with Seasonal Conversion factor
(SCF) to get the Average Annual Daily Traffic (AADT).
25
3.1.4.1 Average Daily Traffic
The purpose of developing night factor is to estimate the Average Daily Traffic (ADT) of
the proposed road project. Using the night factor which is depicted in the above table 3.3,
the ADT of the proposed road project at the opening year can be estimated. The following
table depicts the ADT of normal traffic for this proposed road project at both stations
(Hodegebeya and Robit).
Table 3-4 Average Daily Traffic of normal traffic at each station
AADT Values (Both Directions) Normal traffic 2016

Station cars Pick-ups, Small Large L/trucks M/trucks H/trucks Articulated Total
jeeps, buses buses trucks
vans
H/gebeya 0 0 16 0 12 0 0 0 28
Robit 0 0 9 0 4 0 0 0 13
3.1.4.2 Seasonal Conversion Factor (SCF)
Seasonal conversion factor is a factor that can be used to adjust the estimated Average Daily
Traffic (ADT) for different seasons so as to calculate the Annual Average Daily Traffic
(AADT). As it is known, there are three different business seasons in Ethiopia referred as,
High, Medium, and low. Ethiopian Roads Authority (ERA) has a trend to make a traffic
count in these three seasons for the road that is to be administered. Therefore, the consultant
is supposed to adopt ERAs cyclic data to estimate the SCF. Since Amhara Road and
Transport Bureau doesnt have a previous count mechanism (trend) on the proposed road
projects, the consultant has been subjected to use ERAs cyclic counting method.
Unfortunately, there is no cyclic count for the Hodegebeya-Robit road section. So the
consultant adopted SCF of 1 for the two stations as shown in the table below to get AADT
of the proposed road.
26
Table 3-5 Seasonal Conversion Factor
Seasonal Adjustment Factor

Station Car L/Rover S/Bus L/Bus L/Truck M/Truck H/Truck T/T
H/gebeya 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Robit 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
3.1.4.3 Base Year AADT
After Estimation of Seasonal Conversion Factor (SCF), multiplying it by the Average Daily
Traffic (ADT) which has been obtained from normal traffic count, the base year AADT can
be estimated. The following table indicates the normal base year traffic of the proposed road
project for each station.
Table 3-6 AADT of the Proposed Road Project for Each Alternative
Total AADT (Two Way) at road opening year; 2019

vans
H/gebeya 0 0 25 0 18 0 0 0 43
Robit 0 0 14 0 6 0 0 0 20
3.1.4.4 Generated Traffic
Once the project road is realized, it is assumed that the level of traffic to be generated is
triggered by decreasing in transport cost subsequent to the improvement scheme. The
improvement effects, involving changes in geometric and pavement features of the road, are
thus expected to be as a result of an increasing demand for travel, on ground that operators
tend to cut fares given the incentive provided by the intervention and the expected knock-on
effects (the creation of competitive business environment).
Generated Traffic in this project case is the traffic generated after the realization of the road
because of the construction of the new road. The price elasticity of demand for transport
used in the model is 1.0, which would mean that for a one percent reduction in road user
27
costs there will be a corresponding increase of 1.0 percent in the daily traffic. The additional
traffic represents the level of traffic generated due to the improvement of the road in
correspondence with its future maintenance aspects.
The percentage of generated traffic varies from 5% to 15% in different road design studies
in Ethiopia as per ERAs recommendation. The consultant, for this particular project, has
considered a 10% of the Normal traffic as a generated traffic.
Table 3-7 Generated Traffic at both station
Generated Traffic: 2019

vans
H/gebeya 0 0 2 0 2 0 0 0 4
Robit 0 0 1 0 0 0 0 2
3.1.4.5 Traffic Growth and Forecast

3.1.4.5.1 General
A general traffic forecasting approach is considered to be practical compared to a road-

specific projection, for a road with a strategic rather than specific function such as the project
road. In general, transport demand (and hence traffic) is a derived demand driven by growth
in population, the economy and personal incomes. Forecasts of these factors are therefore
required to make accurate traffic forecasts. Traffic growth can also be related to the growth
in fuel consumption and vehicle fleet; therefore trends are also developed for these parameters.
Moreover, the consultant will also be adopted the annual growth rate in percent (%) of the
real Gross Value Added (GVA) by components of transport from Amhara BOFED for this
specific project.
28
Components
1999 2000 2001 2002 2003 2004 2005 2006 Average
(2006/07) (2007/08) (2008/09) (2009/10) (2010/11) (2011/12) (2012/13) (2013/14)

Road passenger 1.7 12.3 11.9 14.9 16.8 19 11.2 11.2 12.38
Transport
Road Freight 7 7 7.4 5.5 5.1 5.8 5.8 5.8 6.18
Transport
Average 4.35 9.65 9.65 10.2 10.95 12.4 8.5 8.5 9.28
Source: Amhara Bureau of Finance and Economic Development (BOFED)
3.1.4.5.2 Traffic Forecasting
The following traffic projections have been made for 10 consecutive years that is considered
as the project life of this road and applying the growth rates estimated above which is 12.38%
for passenger transport and 6.18% for fright transport. The following tables depict that the
forecasted traffic for the project life time.
Table 3-8 Traffic forecast for H/Gebeya Station
Traffic Forecast H/Gebeya Station
Pick-ups,
Small Large Light Medium Heavy Articulated
Year Cars Jeeps, Total
buses buses Trucks Trucks Trucks Trucks
Vans
Normal
2019 0 0 23 0 14 0 0 0 37
2020 0 0 26 0 15 0 0 0 41
2021 0 0 29 0 16 0 0 0 45
2022 0 0 33 0 17 0 0 0 49
2023 0 0 37 0 18 0 0 0 54
2024 0 0 41 0 19 0 0 0 60
2025 0 0 46 0 20 0 0 0 66
2026 0 0 52 0 21 0 0 0 73
2027 0 0 58 0 23 0 0 0 81
2028 0 0 66 0 24 0 0 0 90
29
Traffic Forecast H/Gebeya Station

Pick-
ups, Small Large Light Medium Heavy Articulated
Year Cars Total
Jeeps, buses buses Trucks Trucks Trucks Trucks
Vans
Generated
2019 0 0 2 0 1 0 0 0 4
2020 0 0 3 0 1 0 0 0 4
2021 0 0 3 0 2 0 0 0 4
2022 0 0 3 0 2 0 0 0 5
2023 0 0 4 0 2 0 0 0 5
2024 0 0 4 0 2 0 0 0 6
2025 0 0 5 0 2 0 0 0 7
2026 0 0 5 0 2 0 0 0 7
2027 0 0 6 0 2 0 0 0 8
2028 0 0 7 0 2 0 0 0 9
30
Total Traffic Forecast H/Gebeya Station

Pick-
Year Cars Total
Vans
Normal + Generated
2019 0 0 25 0 15 0 0 0 41
2020 0 0 28 0 16 0 0 0 45
2021 0 0 32 0 17 0 0 0 49
2022 0 0 36 0 18 0 0 0 54
2023 0 0 40 0 20 0 0 0 60
2024 0 0 45 0 21 0 0 0 66
2025 0 0 51 0 22 0 0 0 73
2026 0 0 57 0 23 0 0 0 81
2027 0 0 64 0 25 0 0 0 89
2028 0 0 72 0 26 0 0 0 99
31
Table 3-9 Traffic forecast for Robit Station
Traffic Forecast Robit Station

Pick-
Year Cars Total
Vans
Normal
2019 0 0 13 0 5 0 0 0 18
2020 0 0 14 0 5 0 0 0 20
2021 0 0 16 0 6 0 0 0 22
2022 0 0 18 0 6 0 0 0 24
2023 0 0 20 0 6 0 0 0 27
2024 0 0 23 0 7 0 0 0 30
2025 0 0 26 0 7 0 0 0 33
2026 0 0 29 0 8 0 0 0 37
2027 0 0 32 0 8 0 0 0 41
2028 0 0 36 0 9 0 0 0 45
32
Traffic Forecast Robit Station

Pick-
Year Cars Total
Vans
Generated
2019 0 0 1 0 1 0 0 0 2
2020 0 0 1 0 1 0 0 0 2
2021 0 0 2 0 1 0 0 0 2
2022 0 0 2 0 1 0 0 0 2
2023 0 0 2 0 1 0 0 0 3
2024 0 0 2 0 1 0 0 0 3
2025 0 0 3 0 1 0 0 0 3
2026 0 0 3 0 1 0 0 0 4
2027 0 0 3 0 1 0 0 0 4
2028 0 0 4 0 1 0 0 0 5
33
Total Traffic Forecast Robit Station

Pick-
Year Cars Total
Vans
Normal + Generated
2019 0 0 14 0 6 0 0 0 20
2020 0 0 16 0 6 0 0 0 22
2021 0 0 18 0 6 0 0 0 24
2022 0 0 20 0 7 0 0 0 27
2023 0 0 22 0 7 0 0 0 29
2024 0 0 25 0 7 0 0 0 33
2025 0 0 28 0 8 0 0 0 36
2026 0 0 32 0 8 0 0 0 40
2027 0 0 36 0 9 0 0 0 45
2028 0 0 40 0 9 0 0 0 50
3.1.5 DESIGN STANDARD
Geometric Design Manual (ERA 2013), classifies standards into nine design class categories,
that is from Basic access to DC8, are included; each for a correspondingly 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 DC category is uniquely determined and
become applicable for the entire road section as shown in table below.
34
Table 3-10 Road Classification, AADT, Carriageway Widths and Design Speeds
After thorough analysis of the data obtained from the traffic survey, as shown in the above
section, the base year (2019), the midlife (2023) and horizon year (2028) traffic is estimated
to be 41, 60 and 99 vehicles per day respectively for Hodegebeya, and similarly, for Robit
the base year (2019), the midyear (2023) and horizon year (2028) traffic is estimated to be
20, 29 and 50 vehicles per day respectively. The maximum traffic count is count on
Hodegebeya station which is AADT of 60 at mid-life traffic. Based on this result, as per ERA
Geometric Design Manual DC3 standard road will be adopted for the design purpose.
35

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BiT, Draft Design Standard Report for

FCWRE Hodegebeya-Robit Road Project

List of figures ...................................................................... iv

1.1 General Introduction .............................................................................................................. 1

1.2 Contract Data .......................................................................................................................... 1

1.3 Scope of Services and Objectives ......................................................................................... 2

1.4 Project Description ................................................................................................................. 3

2 ROAD ALIGNMENT ..............................................................8

2.1 FACTORS AFFECTING STANDARDS ..................................................................... 8

2.1.2 ENVIRONMENT ...................................................................................................... 10

2.1.3 ROAD SAFETY........................................................................................................... 10

2.2 Provide Clear and Consistent Message to the Drivers ................................................ 10

2.2.1 Reduce conflict points .................................................................................................. 11

2.2.2 Traffic Volumes and Characteristics......................................................................... 11

2.2.3 Design Speed and Speed Control............................................................................... 11

2.3 Road Widths, Cross-sections ............................................................................................ 12

2.3.1 Selection of Design Class ............................................................................................. 12

2.3.2 Cross-sectional Elements ............................................................................................. 14

April 28, 2016 i

2.5 Phasing of Horizontal and Vertical Alignment ............................................................ 17

2.6 Departures from Standards ................................................................................................ 17

3 TRAFFIC ENGINEERING AND DESIGN STANDARD ........................ 19

3.1 Traffic Engineering .............................................................................................................. 19

3.1.1 Traffic Volume Surveys ............................................................................................... 19

3.1.2 Vehicle Classification ................................................................................................... 20

3.1.3 Traffic Survey ................................................................................................................. 21

3.1.4 Data Processing and Estimation of AADT ............................................................. 25

3.1.5 Design Standard ............................................................................................................. 34

April 28, 2016 ii

Table 1-2 Project Description ......................................................................................................... 3

Table 2-1 Terrain classifications ..................................................................................................... 9

Table 2-5 Slope Ratio (Vertical to Horizontal) Table .................................................................. 16

Table 3-5 Seasonal Conversion Factor ......................................................................................... 27

Table 3-7 Generated Traffic at both station .................................................................................. 28

Table 3-8 Traffic forecast for H/Gebeya Station .......................................................................... 29

Table 3-9 Traffic forecast for Robit Station ................................................................................. 32

April 28, 2016 iii

Figure 1-2; Location Map of Project Region .................................................................................. 5

Figure 1-3 Location Map of Project Woreda .................................................................................. 6

Figure 1-4 Location Map of Project Woreda .................................................................................. 7

Figure 1-5 Location map of project Alignment .............................................................................. 8

April 28, 2016 iv

SYMBOLS AND ABBREVIATIONS

AASHTO: American Association of State Highway and Transportation Officials.

April 28, 2016 v

The intended purpose of the Design Standard Report is possibly:-

1.2 CONTRACT DATA

Project Name Hodegebeya-Robit Road Project

The main objectives of the services are as follows:-

Carryout environmental and social impact assessment including associated mitigation

The project task of Consultant services will include the following

Collection and review of available data

Table 1-2 Project Description

Project Name Hodegebeya-Robit Road Project

Figure 1-1; Location Map

Figure 1-2; Location Map of Project Region

Figure 1-3 Location Map of Project Woreda

Figure 1-4 Location Map of Project Woreda

Figure 1-5 Location map of project Alignment

Table 2-1 Terrain classifications

Terrain Type Transverse Slope in %

FROM TO TERRAIN LENGTH LENGTH REMARK

Length 46660.71 20673 500 - 68823.71

Environment refers to the cumulative conditions of humankinds surroundings; which mainly