Documenti di Didattica
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Documenti di Cultura
TABLE OF CONTENTS
LIST OF ACRONYMS ............................................................................................................ iv
LIST OF TABLES ..................................................................................................................... v
LIST OF FIGURES .................................................................................................................vii
1.0 INTRODUCTION ...................................................................................................... 1-1
1.1 Background ............................................................................................................. 1-1
1.2 Project Location ...................................................................................................... 1-1
1.3 Project Description .................................................................................................. 1-3
1.4 Project Objectives ................................................................................................... 1-3
1.5 Scope of Services .................................................................................................... 1-3
1.6 Contract Details ....................................................................................................... 1-4
1.6.1 Contract Addendum ......................................................................................... 1-4
1.7 Consultants Team................................................................................................... 1-4
1.7.1 Project Office ................................................................................................... 1-5
1.8 Organization of Draft Final Report ......................................................................... 1-5
2.0 METHODOLOGY FOR PERFOMING THE ASSIGNMENTS ............................... 2-6
2.1 TRAFFIC STUDIES AND DESIGN ...................................................................... 2-6
2.1.1 Introduction ...................................................................................................... 2-6
2.1.2 Review of Previous Studies ............................................................................. 2-8
2.1.3 Link Classified Traffic Volume Counts and Capacity Analysis ...................... 2-8
2.1.4 Intersection Traffic Studies and Capacity Analysis ......................................... 2-9
2.1.5 Non-Motorized Traffic (NMT) Flow Studies ................................................ 2-10
2.1.6 Origin-Destination (O-D) Studies .................................................................. 2-11
2.1.7 Terminal Parking Studies ............................................................................... 2-13
2.1.8 Forecasting of Future Traffic ......................................................................... 2-14
2.2 GEOMETRIC DESIGN ........................................................................................ 2-17
2.2.1 Preliminary Interchange Scheme Development............................................. 2-17
2.2.2 Access Control ............................................................................................... 2-18
2.2.3 Bus, Pedestrian and Bicycle Facilities ........................................................... 2-18
2.2.4 Standards to be used for Design & Proposed Methodology .......................... 2-19
2.3 MATERIALS AND GEOTECHNICAL INVESTIGATIONS AND PAVEMENT
DESIGN ........................................................................................................................... 2-22
2.3.1 Geology of the Proposed Project Area........................................................... 2-22
2.3.2 Site Investigation, Testing and Designs ......................................................... 2-22
2.3.3 Pavement Site area Investigation and Testing ............................................... 2-22
2.3.4 Pavement Design (Awoshie-Pokuase Road and all Ramps and Slip Roads) 2-23
2.3.5 Foundation Investigation ............................................................................... 2-23
2.3.6 Construction Material Prospecting and Testing ............................................. 2-24
2.4 HYDROLOGIC AND HYDRAULIC DESIGN................................................... 2-25
Page i of 171
ACCRA URBAN TRANSPORT PROJECT (AUTP), PHASE 1 DRAFT FINAL REPORT
Page ii of 171
ACCRA URBAN TRANSPORT PROJECT (AUTP), PHASE 1 DRAFT FINAL REPORT
LIST OF ACRONYMS
ACP African Concrete Products
Page iv of 171
ACCRA URBAN TRANSPORT PROJECT (AUTP), PHASE 1 DRAFT FINAL REPORT
LIST OF TABLES
Table 1.6.1-1: Key Staff Mobilized ............................................................................................. 1-4
Table 1.6.1-2: Key Support Staff Mobilized ............................................................................... 1-5
Table 2.2.4-1: Standards for Horizontal and Vertical Alignment .............................................. 2-20
Table 3.1.3-1: Summary of Base Year (2014) Average Daily Traffic Volumes - Nsawam Road 3-
34
Table 3.1.3-2: Summary of Base Year (2014) Average Daily Traffic (ADT) Volumes for
ACP/Kwabenya Road ................................................................................................................ 3-34
Table 3.1.3-3: Summary of Base Year (2014) Average Daily Traffic (ADT) Volumes for New
Awoshie Road ............................................................................................................................ 3-35
Table 3.1.3-4: GDP, Sectorial and Per Capita Growth Rates .................................................... 3-40
Table 3.1.3-5 Projections of Average Annual Growth Rates (Low Economic Performance) .. 3-41
Table 3.1.3-6: Projections of Average Annual Growth Rates (Medium Economic Performance) 3-
41
Table 3.1.3-7 Projections of Average Annual Growth Rates (High Economic Performance) . 3-41
Table 3.1.3-8 Analysis of Population Data (National) ............................................................. 3-43
Table 3.1.3-9 Analysis of Population Data (Ga West District) ................................................ 3-43
Table 3.1.3-10: Summary of Average Annual Traffic Growth Rates by Scenario.................... 3-44
Table 3.1.3-11: Summary of Average Annual Daily Traffic by Road (Normal Traffic) .......... 3-45
Table 3.1.3-12: Summary of Average Annual Daily Traffic by Road (Generated Traffic) ...... 3-46
Table 3.1.3-13: Summary of Average Annual Daily Traffic by Road (Total Traffic) .............. 3-47
Table 3.1.3-14: Summary of Average Annual Daily Traffic by Road (Total Traffic) .............. 3-48
Table 3.1.3-15: List of Areas in Analysis Zones ....................................................................... 3-49
Table 3.1.3-16: Summary of Traffic Distribution on ACP/Kwabenya Road (Morning Peak
Period) ........................................................................................................................................ 3-50
Table 3.1.3-17: Summary of Traffic Distribution on ACP/Kwabenya Road (Afternoon Peak
Period) ........................................................................................................................................ 3-51
Table 3.1.3-18: Summary of Traffic Distribution on ACP/Kwabenya Road (Evening Peak
Period) ........................................................................................................................................ 3-52
Table 3.1.3-19: Summary of Traffic Distribution on Awoshie Road (Morning Peak Period) .. 3-53
Table 3.1.3-20: Summary of Traffic Distribution on Awoshie Road (Afternoon Peak Period) 3-54
Table 3.1.3-21: Summary of Traffic Distribution on Awoshie Road (Evening Peak Period) ... 3-55
Table 3.1.3-22: Summary of Intersection Peak Hour Traffic Data............................................ 3-57
Table 3.1.3-23: Summary of Intersection Performance Existing Situation (2014) ................ 3-58
Table 3.1.3-24: Summary of Existing Intersection Performance ACP Junction (Without
Project) - 2014-2043 .................................................................................................................. 3-59
Table 3.1.3-25: Summary of Existing Intersection Performance North U-Turn (Without
Project) - 2014-2043 .................................................................................................................. 3-60
Table 3.1.3-26: Summary of Existing Intersection Performance South U-Turn (Without
Project) - 2014-2043 .................................................................................................................. 3-61
Page v of 171
ACCRA URBAN TRANSPORT PROJECT (AUTP), PHASE 1 DRAFT FINAL REPORT
Page vi of 171
ACCRA URBAN TRANSPORT PROJECT (AUTP), PHASE 1 DRAFT FINAL REPORT
LIST OF FIGURES
Figure 1.6.1-1: Map showing Project location............................................................................. 1-2
Figure 2.1.1-1: Traffic Study Locations ...................................................................................... 2-7
Figure 3.1.3-1: Comparison of AADT by Vehicle Composition by Road ................................... 37
Figure 3.1.3-2: Parking Accumulation by Type of Vehicle....................................................... 3-66
Figure 3.1.3-3: Parking Accumulation of All Vehicles ............................................................. 3-67
Figure 3.1.3-4: Parking Duration by Type of Vehicle ............................................................... 3-69
Figure 3.2.2-1: Typical roadway cross sections........................................................................ 3-78
Figure 3.2.4-1: General Layout of the 3-Tier SPUI Pokuase Interchange................................ 3-80
Figure 3.2.6-1: The various quadrants considered ..................................................................... 3-88
Figure 3.2.6-2: Some of the access control features. ................................................................. 3-89
Figure 3.2.7-1: Separate bus laybys for Trotros and Proposed Bus Service .............................. 3-90
Figure 3.2.7-2: Typical sections of the pedestrian tunnels. ....................................................... 3-91
Figure 3.3.1-1: Part of the Geological Map of Ghana Showing Project Area ........................... 3-93
Figure 3.3.5-1: Diagram Showing the Location of Borehole Points ...................................... 3-100
Figure 3.3.5-2: Grading curves of soil samples from Bh. 1 .................................................... 3-101
Figure 3.3.5-3: Grading curves of soil samples from Bh. 2 ..................................................... 3-102
Figure 3.3.6-1: Seismic Risk Map of Ghana............................................................................ 3-103
Figure 3.4.2-1: Mean monthly Rainfall distribution in Millimetres ........................................ 3-115
Figure 3.4.4-1: Rainfall- Duration- Frequency curve for Accra Meteorological station......... 3-120
Figure 3.4.4-2: Delineated catchment area for the cross culvert near Pokuase Interchange
location ..................................................................................................................................... 3-122
Figure 3.4.4-3: Delineated catchment area for the main storm drain Outfall .......................... 3-123
Figure 3.4.5-1: Cross Culvert at Chainage 0+775 on the Accra-Kumasi Road....................... 3-124
Figure 3.4.5-2: Section of the drainage alignment shown in black. ........................................ 3-126
Figure 3.4.5-3: Panel for the Trapezoidal drain ....................................................................... 3-126
Figure 3.4.5-4: Panel for the slab U-drain ............................................................................... 3-127
Figure 3.4.5-5: Panel for the Rectangular drain ....................................................................... 3-127
Figure 3.4.5-6: Typical drainage design profile of the slab U-drain ....................................... 3-128
Figure 3.4.5-7: Typical design panel for the main outfall storm drain .................................... 3-128
Figure 3.5.4-1: General Layout of Interchange Bridges........................................................... 3-157
Figure 3.5.4-2: Typical Elevation of Top Tier Bridge ............................................................. 3-157
Figure 3.5.4-3: Typical section through Top Tier Bridge ........................................................ 3-158
Figure 3.5.4-4: Typical section through Ramp Bridge Decks .................................................. 3-158
Figure 3.5.4-5: Typical section through Middle Tier Bridge Deck .......................................... 3-158
1.0 INTRODUCTION
The Awoshie-Pokuase road, currently under construction, is expected to improve mobility
and accessibility to the rapidly developing north-western corridor of the Greater Accra
Metropolitan Area (GAMA). It links the Accra-Kumasi road, (N6) at the ACP junction at
Pokuase. The roads are important for transit purposes and they are important roads for Trans-
ECOWAS purposes and are of strategic importance to the West African sub region.
The transport sector goal is to provide an integrated, viable and sustainable transport
infrastructure to meet the goals of poverty reduction and regional integration within the
ECOWAS sub region. The objective of the project is to enhance urban mobility, promote
efficient, affordable transport services along the Awoshie-Pokuase Road and improve
livelihoods of people in the project area of influence and to ease traffic congestion from Accra to
Kumasi and vice versa; hence the proposed construction of an interchange at the ACP junction.
1.1 Background
The objective of the Awoshie Pokuase road project is to enhance urban mobility, promote
efficient, affordable transport services along the Awoshie-Pokuase Road and improve
livelihoods of people in the project area of influence. Currently studies for the Accra North East
roads are underway and the Pokuase Accra Tema Motorway is a major component. The two
major roads will intersect the Accra-Kumasi road at the Pokuase ACP junction. The need for
safe and efficient connection at this intersection was realized and designs had previously been
procured.
A three-tier interchange has been designed at the Pokuase-ACP and Nsawam Road Interchange.
The first tier links Accra to Nsawam on the Accra-Nsawam-Kumasi highway. The third tier
connects Awoshie to Pokuase ACP. The second tier will be used to access Awoshie, ACP,
Accra and Nsawam.
However the designs were not founded on any traffic projections and cost benefit analysis of
alternative options for the interchange.
This Consultancy Service is to provide a consolidated and harmonized design that shall ensure
that the project can be appraised and constructed.
- Design Standards
- Special Specifications & Standard Details
- Safety Audit of Designs
- Design Drawings
- Preparation of Bidding Documents
- Environmental and Social Safeguards
- Involuntary Resettlement
- Cost Estimate
Position Name
Position Name
Valuer E. Frimpong
Sociologist A. O.Addai-Mensah
Asst. Traffic/Transport Engineer K. Duah Owusu / B. Acherekoh
Asst. Drainage Engineer Adeline Mensah
Asst. Quantity Surveyor L. Gyedu Yeboah
Utilities Coordinator N. A. Brenyah-Boateng
Asst. Highway Engineer P. O. Banahene
Asst. Bridge Engineer - Structures L. Okine
Electrical & Mechanical Engineer J. Omani
LEGEND:
ACP/Kwabenya Road
Uncompleted Section of
Awoshie-Pokuase Road
Nsawam Road
Awoshie-Pokuase Road
The counts were undertaken for seven (7) consecutive days at 15-minute intervals for a 12-hour
period for five days and a 24-hour period for two (2) consecutive days. The vehicle
classifications employed by DUR and GHA were used for the counts.
Analysis of Data
The Consultants employed in-house spreadsheets for data analyses. The following were
computed for an average day:
Average Daily Traffic (ADT) volume for each vehicle type /group and the total ADT
Proportion or composition of each vehicle type /group in the traffic stream
Estimates of Annual Average Daily Traffic (AADT) volume for each vehicle type/group
in the traffic stream
Peak hour traffic and peak hour factor
Proportion of AADT occurring in the peak hour, K factor
Proportion of peak-hour traffic in the peak direction, D factor
Directional design-hour volume (DDHV), (veh/h)
Base Year (2014) as well as Design year traffic were computed. Summary of results are
presented at 5-year intervals.
The turning movement counts were conducted simultaneously with pedestrian volume counts.
Pedestrian traffic crossing all approaches was counted separately. The identified peak periods
contained the greatest total traffic that enters the intersections for an average day.
The data collected included:
Configuration/orientation of intersection
Number of lanes
Lane width
Movements by lane, etc.
Analysis of Data
The Consultants employed in-house spreadsheets for data processing and preliminary analysis.
The Professional Engineers Traffic Reporting & Analysis, (PETRAPro), software was used in
part for the preliminary analysis to obtain the peak hour values and other parameters needed for
evaluation and design.
The summaries for the analysis include the following for an average day:
Hourly volume totals for each approach and for all movements.
Peak 15-minute volume for each movement and for all movements
Peak hourly volume totals for each movement and for all movements
Peak hour factor for each movement and for all movements for the computation of design
volumes
The Consultants employed the following software for the evaluation and traffic design of the
intersections:
Synchro and Sidra for the evaluation of the existing situation as well as the
macroscopic design and evaluation of the proposed intersection/interchange schemes
SimTraffic for the microscopic simulation of the various schemes to replicate the
anticipated operations, which would highlight the operational problems/bottlenecks in
each scheme.
All the software programs are based on the Highway Capacity Manual (HCM 2000). The
Consultant applied the Warrants for installing a traffic signal as stipulated in the Manual on
Uniform Traffic Control Devices, (MUTCD 2009), for the justification of any signal proposed.
All the schemes that were evaluated took into account other on-going studies/projects. In this
regard, the Consultant collaborated with other Consultants, where necessary, for the success of
the project.
This was to ensure smooth and safe movements for such NMT. The results of the studies were
utilized in the preparation of NMT schemes for consideration and it served as input into the
overall traffic management concept for the project area.
Data Collection
NMT movement patterns were observed and recorded at critical locations or crossings, including
sidewalks, (along the roads) at major crossing points along the project roads, to determine their
directional demand.
Non-motorized traffic (NMT) was counted manually at 15-minute intervals over a period of time
that the study area was busy between 6:30am and 6:30pm. Studies were conducted for two (2)
consecutive days.
Design, control and safety are based on the following key parameters:
Type and capacity of proposed facility, (number of lanes in each direction)
Projected NMT and motorized traffic peak hour volumes
Projected ADT of motorized traffic
The physically challenged/disabled persons were also given due consideration in the design of
facilities.
The results of the O-D surveys were intended for the following:
Data Collection
The roadside-interview method was employed for the O-D surveys. The surveys were conducted
at 15-minute intervals for two (2) days for 9 hours between 6:30am and 6:30pm. The surveys
comprised interviews and simultaneous manual classified traffic volume counts.
The interviews were conducted on all critical road links in order to capture travel patterns onto
and off them. The surveys involved random sampling of vehicles as per the accepted vehicle
classification. Data recorded included the following for each vehicle:
Origin and Destination
Number of persons carried
Trip purpose
Commodity carried
Preferred alternative routes
In addition, the entire project package was briefly explained to motorists who were then asked
specifically whether they would use the improved facilities upon completion of the project.
For each type of vehicle, the number of passengers interviewed included:
Bicycles, motor bikes, private cars, pick-ups, vans: 1 passenger;
Taxis: 2 passengers, (unless only one passenger is being transported in the vehicle);
Minibuses: 2 passengers;
Buses: 4 passengers;
Trucks: driver only
The influence areas were divided into zones to facilitate the analysis of data and subsequent
reporting.
Analysis of Data
The analysis of the O-D survey data included the following for an average day:
Computation of the relevant peak-hour traffic and its conversion to 24-hour volume
Computation of the relevant total and average volume, vehicle-trips, for each vehicle type
/group
Computation of the relevant total person-trips and average occupancy rates
Zonal matrix of vehicle/person-trips
Relevant signifies the potential traffic that is expected to be attracted to the improved facilities
as a result of the project. The results of the O-D surveys, were incorporated into the traffic
volume distribution for the proposed project schemes.
Diverted or Attracted Traffic
This is traffic which is expected to divert to the improved facilities. Information collected during
the O-D studies, specifically origin, destination and whether respondents will use the road was
used to estimate proportion of traffic that will be diverted onto/off the project road.
Generated Traffic
This is non-existing traffic that is expected to be generated as a result of the project. The
Consultant considered the findings from relevant studies and made reasonable assumptions based
on similar projects undertaken.
The Vehicle License Plate technique was employed for the duration studies. Observers recorded
the license-plate numbers of vehicles occupying the parking locations at 15-minute intervals for
the duration of the studies. The times as vehicles enter or leave the locations were also recorded.
The following information or data were also collected:
Type of vehicles using the facilities and their physical dimensions, (size)
Areas the vehicles serve, (areas served by the locations)
Condition and Dimensions (area) of the facilities
Ownership of the facilities
Number of vehicles that can occupy the facilities
Type of operation of the facilities, (Fee paying, etc.)
Any restriction or regulation in place for the use of the facilities
Analysis of Data
A matching program was used to pair the entry and exit observations. Summaries from the
analysis of the vehicle utilization data for an average day include:
Accumulation totals
Duration distribution
Violations in terms of vehicles parked in unauthorized locations.
Evaluation of terminal performance
The distribution of accumulation with time was established and the peak accumulation as well as
the time it occurs was also determined. This is presented in a typical Parking Accumulation chart
to show hourly change in demand. The peak accumulation was then compared with the capacity
of the facilities and appropriate recommendations made.
The Average Parking Duration and the Parking Turnover Rate were computed from the
inventory and summary data. The Average Parking Duration (D) and the Parking Turnover Rate
(TR) were computed as follows:
1
D = ((Nx)(X)(I))/NT
where,
D = average parking duration (hr/veh)
Nx = number of vehicles parked for x intervals
X = number of intervals parked
I = length of observation interval (hr)
NT = total number of vehicles observed
2
TR = NT/(S x TS)
where,
TR = parking turn-over rate (veh/stall/hr)
S = total number of legal parking stalls/spaces
TS = duration of the study period
1
Traffic Engineering by William R. McShane and Roger P. Roess.
2
Same as 5
consideration developments in the industrial and other relevant sectors of the economy as well as
on population developments.
The Consultant used a two-stage approach in estimating average annual traffic growth rates to be
employed for the projection of future motorized traffic. The two (2) stages are:
During project preparation and execution
After project completion till the end of the economic life 25 years.
Analysis of available relevant registered vehicles was also performed for comparison. The
purpose of the analysis is to employ the resulting average annual growth rate for the projection of
traffic for the period covering project preparation and execution.
for the estimation of the medium and high traffic growth rates were based on the predictions by
the Ministry of Finance or any other appropriate Agency.
The following Economic models, which are widely used internationally, were applied to estimate
the traffic growth rates:
For Motorcycles
The Consultant utilized the growth rates in population for the Project District for the estimation
of future Motorcycles, since their operation is purely local, (i.e. Intra-District). Trend analysis
was performed on population data from census publications to obtain average annualized rates,
which was used for the projections.
Tier 1 involved the consideration of the various interchange forms and initial screening based on
suitability for the project site. Issues such as traffic operations, right of way, environmental and
social impacts as well as cost were also considered.
Tier 2 involves the assessment of the traffic operational analysis of the various schemes which
were selected after Tier 1. Issues such as traffic signal requirements, delays etc were considered,
using the projected traffic for the facility.
Tier 3 is for quantitative comparison of the schemes which are selected at Tier 2. This stage
included weighing issues such as operation (capacity, level of service, flexibility of geometric
alignment), safety, cost, ease of implementation and environmental impact.
This provides the basis for the design review which was incorporated into the design of the
Cross-sectional elements, Curve widening, Interchange and Junctions.
Accra-Kumasi Crest:6,400
120 370 170 100 Tables:
Road Sag : 3,000
4.2.1
Awoshie- Crest :3,000 4.2.2
80 Pokuase-ACP 230 140 70
Road Sag :2,000 4.3.6
To ensure smooth transition from the through roads onto the ramps, the appropriate parameters
required to ensure that the speed variation limit of 20km/h is not flouted was selected. Thus to
transition from the 100km/h Accra-Kumasi road to a ramp, the appropriate transition curves for
80km/h was adopted, thus ensuring that the drivers can decelerate adequately on the ramps.
To ensure safety, all design checks including sight distances was considered in the selection of
the design parameters. The minimum factors as specified in the GHA Road Design Guide served
as basis for the checks.
Superelevations
The maximum Superelevation value has been set to 5% (Urban Roads); superelevation runoff
complied with Ghana Road Design Guide (1991).
Cross-Sections
Typical Cross-Sections were designed taking into consideration the following:
Previous designs proposed Typical Cross-Sections.
Awoshie-Pokuase Road Cross Sections
Traffic Surveys results, including Non-motorised Traffic (NMT).
Ghana Road Design Guide (1991) recommendations.
Software
AutoCAD Civil 3D road design software by Autodesk was used for alignment designs, and
plan production (Plan and Profile Drawings, Cross Sections). Autodesk Vehicle Tracking was
used for junction analysis and design.
2.3.4 Pavement Design (Awoshie-Pokuase Road and all Ramps and Slip Roads)
The Consultant undertook preliminary and detailed pavement designs in accordance with the
AASHTO Guide for Designing Pavement Structures, 1993 which forms the basis of the GHA
Pavement Design Manual.
This required the following information including others;
Rainfall data for Accra,
Cumulative traffic volume for the design period (in ESALs),
The existing subgrade strength,
The proposed surfacing for the pavement, etc
Asphaltic concrete is proposed as the surfacing for this project with the thickness dictated by the
minimum allowable thickness and the estimated traffic volume.
The pavement structural section was designed using the AASHTO DARWin Software.
The consultant drilled boreholes, to confirm the data from previous boring works done, at the
pre-selected pier locations based on the geometric designs. Drilling was carried out by percussion
drilling to rock head. Bulk disturbed samples was then extracted at every strata encountered and
the Standard Penetration Test (SPT) carried out at 1.5m intervals during drilling.
Again, undisturbed samples were extracted from each hole at suitable depths below the expected
foundation level for testing. These samples were then subjected to the following laboratory tests:
Grading
Atterbergs limits
Specific gravity and water absorption
Hydrometer test
Unconfined compressive strength test
Consolidation test
Detail field survey was conducted on all existing hydraulic structure within the project influence
to establish their structural integrity, hydraulic performance and sizes.
B. Deterministic Method:
This method is based on fundamental concepts which strive to model the physical aspect of the
rainfall-runoff process. It can either be conceptual, where each element of the run-off process is
accounted for or may be empirical where the relationship between rainfall and runoff is
quantified based on measured data and experience of the designer.
Given the extensive experience of the consultant, in the area of the design of drainage systems,
we propose the use of a range of computerised deterministic methods such as the following:
Modified Rational Method
The Modified Rational method was used for catchment areas up to 25km2, using the areal
reduction factor developed for West Africa by Rodier.
To achieve this modelling objective, Autodesk civil 3D-Storm and Sanitary analysis software
was used. This is an advance, powerful and comprehensive modelling package for analysing and
designing urban drainage systems, storm-water sewers among others and has one great advantage
than other softwares by modelling all the drainage systems as one hydraulic unit and
automatically creates plan, profile drawings and reports.
The software made use of sub-area, links and node systems.
2.5.1.4 Clearances
The clearances to all road structures are in accordance with Ghana Highway Authority Guide for
Bridge Design, which provides full details for cross section and headroom at the structures. The
minimum clear height to any structure above the road level to be adopted is 5500mm
The minimum headroom and clearances for the railway crossing are specified by the Ghana
Railway Company Ltd.
Minimum distance between centres of two tracks: 5029mm
Minimum clear height to any fixed structure above rail level: 6096mm
Minimum distance of centre of track to a fixed structure: 3200mm
2.5.2.5 Temperature
Temperature effects produce two aspects of loading, namely the restraint to the overall bridge
movement due to the temperature range, and the effects of the temperature differences (or
gradients) through the depth of the bridge deck. Load effects and movements due to temperature
will be calculated using temperature ranges as provided by the Ghana Highway Authority Guide
for Bridge Design. The effect of temperature is taken in compliance with the British Standards.
Reinforcement:
The high tensile steel characteristic yield strength used for design is Type B bars with fy
460N/mm2 conforming to BS 4449:1997. As BS 4449 has been updated to 2005 version
requiring fy 500 N/mm2, reinforcement of this standard is also acceptable.
Pre-stressing strand:
Appropriate strands and wires sizes and types were adopted for the design of prestressed concrete
element. A strand diameter of 15.2mm with fpu of 1820 N/mm2 was adopted for the design of any
prestressed concrete element.
Design of abutments and wing walls were in accordance with the UK DoT Standard BD 30/87
Backfilled Retaining Walls and Bridge Abutments and BD 28/87 Early Thermal Cracking of
Concrete. The design considered earthquake loading using seismic earth pressure coefficients
derived from the Mononobe Okabe equations.
The piers were checked for resistance against accidental impact by vehicle. The structural design
of the foundations took cognizance of findings from geotechnical investigations conducted for
the proposed bridge.
In all the structural elements appropriate cover to reinforcement to meet durability requirements
was ensured. Structural drawings were produced using the AutoCAD: 2010 software. Bar
bending schedule was produced to specifications of BS 8666: 2000.
The variation of day-time and night-time traffic was determined from the 24-hour traffic
volumes. The night adjustment factors obtained were then used to adjust the 12-hour traffic
volumes to 24-hour volumes. The ADT was then computed for each road.
Table 3.1.3-1: Summary of Base Year (2014) Average Daily Traffic Volumes - Nsawam Road
ADT (vpd)
VEHICLE TYPE NORTH SOUTH TOTAL 2-WAY AADT = ADT % OF
BOUND BOUND VOLUME x 1.00 (vpd) TOTAL
Cars 3,945 4,258 8,204 8,204 24.3
Taxis 2,787 3,027 5,814 5,814 17.2
Pups/Vans/Jeeps 3,251 3,566 6,817 6,817 20.2
Small Buses 3,990 3,831 7,821 7,821 23.2
Medium Buses 159 95 254 254 0.8
Large Buses 203 174 377 377 1.1
Light Trucks/Mammy 712 709 1,422 1,422 4.2
Wagons
Medium Trucks 234 184 418 418 1.2
Heavy Trucks 332 371 704 704 2.1
3-axle S/Trailers 53 186 238 238 0.7
4-axle S/Trailers 63 47 110 110 0.3
5-axle Trucks 77 88 164 164 0.5
6-axle Trucks 224 163 387 387 1.1
Others 12 197 209 209 0.6
Motor Bikes 373 463 837 837 2.5
TOTAL 16,415 17,360 33,774 33,774 100.0
Directional Split (%) 48.6 51.4 100.0
VEHICLE GROUP ANALYSIS
VEHICLE GROUP NORTH SOUTH TOTAL 2-WAY AADT = ADT % OF
BOUND BOUND VOLUME x 1.10 (vpd) TOTAL
Light 14,346 15,146 29,492 29,492 87.3
Medium 1,075 978 2,053 2,053 6.1
Heavy 994 1,236 2,230 2,230 6.6
TOTAL 16,415 17,360 33,774 33,774 100.0
Directional Split (%) 48.6 51.4 100.0
BIKES/MOTOR BIKES
NORTH SOUTH TOTAL AADT = ADT
BOUND BOUND 2-WAY VOLUME x 1.10 (vpd)
Bicycles 52 18 70 70
TOTAL 52 18 70
Directional Split (%) 74.8 25.2 100.0
ALL TRAFFIC
TOTAL 16,467 17,377 33,844 33,844
Directional Split (%) 48.7 51.3 100.0
COMPARISON OF TYPES OF TRAFFIC
Type of Traffic ADT (vpd) AADT = ADT x 1.00 % of Total
(vpd)
Motorised 33,774 33,774 99.8
Bicycles 70 70 0.2
TOTAL 33,844 33,844 100.0
Table 3.1.3-2: Summary of Base Year (2014) Average Daily Traffic (ADT) Volumes for ACP/Kwabenya
Road
ADT (vpd)
VEHICLE TYPE EAST WEST TOTAL 2-WAY AADT = ADT % OF
BOUND BOUND VOLUME x 1.0 (vpd) TOTAL
Cars 1,688 1,534 3,221 3,221 25.6
Taxis 2,340 2,168 4,508 4,508 35.8
Pups/Vans/Jeeps 1,440 1,214 2,654 2,654 21.1
Small Buses 357 361 719 719 5.7
Medium Buses 68 132 200 200 1.6
Large Buses 4 3 6 6 0.1
Light Trucks/Mammy Wagons 236 228 465 465 3.7
Medium Trucks 64 46 110 110 0.9
Heavy Trucks 141 121 262 262 2.1
3-axle S/Trailers 13 9 22 22 0.2
4-axle S/Trailers 15 23 38 38 0.3
5-axle Trucks 1 2 3 3 0.0
6-axle Trucks 1 8 9 9 0.1
Others 0 0 0 0 0.0
Motor Bikes 214 165 379 379 3.0
TOTAL 6,582 6,015 12,597 12,597 100.0
Directional Split (%) 52.3 47.7 100.0
VEHICLE GROUP ANALYSIS
VEHICLE GROUP EAST WEST TOTAL 2-WAY AADT = ADT % OF
BOUND BOUND VOLUME x 1.0 (vpd) TOTAL
Light 6,039 5,442 11,482 11,482 91.1
Medium 308 364 671 671 5.3
Heavy 235 209 444 444 3.5
TOTAL 6,582 6,015 12,597 12,597 100.0
Directional Split (%) 52.3 47.7 100.0
BIKES
EAST WEST TOTAL 2-WAY AADT = ADT
BOUND BOUND VOLUME x 1.0 (vpd)
Bicycles 8 5 13 13
TOTAL 8 5 13
Directional Split (%) 60.2 39.8 100.0
ALL TRAFFIC
TOTAL 6,590 6,020 12,610 12,610
Directional Split (%) 52.3 47.7 100.0
COMPARISON OF TYPES OF TRAFFIC
Type of ADT (vpd) AADT = ADT x % of Total
Traffic 1.00 (vpd)
Motorised 12,597 12,597 99.9
Bicycles 13 13 0.1
TOTAL 12,610 12,610 100.0
Table 3.1.3-3: Summary of Base Year (2014) Average Daily Traffic (ADT) Volumes for New Awoshie
Road
ADT (vpd)
40.0
35.0
30.0
25.0
Percentage of Total AADT
20.0
15.0
10.0
5.0
0.0
Cars Taxis Pups/V Small Mediu Large Light Mediu Heavy 3-axle 4-axle 5-axle 6-axle Others Motor
ans/Jee Buses m Buses Trucks m Trucks S/Traile S/Traile Trucks Trucks Bikes
ps Buses Trucks rs rs
Nsawam Road 24.3 17.2 20.2 23.2 0.8 1.1 4.2 1.2 2.1 0.7 0.3 0.5 1.1 0.6 2.5
ACP-Kwabenya Road 25.6 35.8 21.1 5.7 1.6 0.1 3.7 0.9 2.1 0.2 0.3 0.0 0.1 0.0 3.0
Awoshie Road 19.7 35.1 17.8 13.9 0.3 0.1 5.0 1.1 1.2 0.0 0.2 0.0 0.1 0.1 5.5
Page 37 of 171
ACCRA URBAN TRANSPORT PROJECT (AUTP), PHASE 1 DRAFT FINAL REPORT
Growth rates adopted for forecasting the traffic have been determined based on trends in historic
traffic data, population, per capita income growth rates, elasticity of transport demand to income,
and estimated annual production increases in diverse economic sectors. Forecast also took into
consideration vehicular growth on the Project road due to the growth of regional economies and
improved/increased agricultural and other activities.
The Consultant has made the following assumptions:
Road works will commence by beginning of 2017 for two years (2017 2018)
The road will be opened for operations in 2019
Population
Average income i.e. per capita income
Agricultural productivity
Industry e.g. mining
According to Economic theory, as population and per capita income go up, the demand for travel
will also go up. Similarly, as the cost of transport goes down, due in part to a better road, the
amount of travel should increase. Annual average traffic growth rates were estimated for Low,
Medium and High scenarios of economic performance at 5-year periods over the design horizon.
The Low traffic growth rates were based on the average economic indicators or performance of
the Ga West District for the period 2002-2012. The expected growth rates to propel the country
into a middle-level income Nation were employed to estimate the Medium traffic growth rates.
The High traffic growth rates were based on the high expectations of the economy3.
The following Economic models were employed to estimate the traffic growth rates:
For Passenger Vehicles (Cars, Taxis, Buses, Pick-ups, Jeeps, etc.)
D = [(1+gp)(1+g rpci) - 1.0] x 100 x E - Model 1
For Freight Vehicles (All trucks, i.e. Rigid or Articulated, including Mammy wagons)
D = (gag + gim) x 100 x E - Model 2
where:
D = growth rate of Demand
E = Income Elasticity of Demand
gp = Estimated growth rate of Population
grpci = Estimated growth rate per Capita Income
gag = Estimated growth of Agricultural sector
gim = Estimated growth of Industry/Mining
3
Medium-Term National Development Policy Framework (Ghana Shared Growth and Development Agenda - 2010-
2013)
Estimation of Annual Average Economic Growth Rates for Future Traffic Projections
The Consultant has performed analysis of growth rates for the various relevant sectors of the
economy, including growth in Real Per Capita GDP. The results of the analysis have been used
to estimate the annual average growth rates, which in turn have been employed in the estimation
of annual average future traffic growth rates, using the Economic Models 1 and 2.
4
The State of the Ghanaian Economy in 2012 by ISSER.
Changes in successive annual growth rates have been computed and averaged over the period
(2002-2012), to obtain the trend in changes of year to year annual growth rates, (rate of growth),
for the various sectors of the economy.
Average annual growth rates have been estimated for the three (3) scenarios of Economic
Performance: Low, Medium and High. The summaries of the estimates are given in Table 3.1.3-5
through to Table 3.1.3-7.
Table 3.1.3-5 Projections of Average Annual Growth Rates (Low Economic Performance)
Real per
Period Agriculture Mining GDP
Capita GDP
2014/2015-2018 5.09% 9.20% 6.40% 4.09%
2019-2023 5.20% 10.99% 6.80% 4.54%
2024-2028 5.32% 12.77% 7.20% 4.99%
2029-2033 5.43% 14.56% 7.60% 5.44%
2034-2038 5.54% 16.35% 8.00% 5.89%
2039-2043 5.65% 18.14% 8.40% 6.34%
* Starting Year for Traffic Projections (2019), i.e. after Project Implementation.
Table 3.1.3-6: Projections of Average Annual Growth Rates (Medium Economic Performance)
Real per
Period Agriculture Mining GDP
Capita GDP
2014/2015-2018 6.11% 11.04% 7.68% 4.91%
2019-2023 6.42% 11.09% 7.95% 5.19%
2024-2028 6.73% 11.14% 8.22% 5.47%
2029-2033 7.04% 11.19% 8.49% 5.75%
2034-2038 7.35% 11.24% 8.76% 6.03%
2039-2043 7.66% 11.29% 9.03% 6.31%
* Starting Year for Traffic Projections (2019), i.e. after Project Implementation.
Table 3.1.3-7 Projections of Average Annual Growth Rates (High Economic Performance)
Real per
Period Agriculture Mining GDP
Capita GDP
2014/2015-2018 9.16% 16.56% 11.52% 7.37%
2019-2023 9.47% 16.61% 11.79% 7.65%
2024-2028 9.78% 16.66% 12.06% 7.93%
2029-2033 10.09% 16.71% 12.33% 8.21%
2034-2038 10.40% 16.76% 12.60% 8.49%
2039-2043 10.71% 16.81% 12.87% 8.77%
* Starting Year for Traffic Projections (2019), i.e. after Project Implementation.
These growth rates have been applied in conjunction with the District and National population
growth rates to the Economic models to obtain the annual average growth rates for the projection
of future traffic. The resulting annual average traffic growth rates have been presented in the
subsequent tables.
Estimation of Annual Average Population Growth Rates for Future Traffic Projections
The population growth forecast used in the traffic growth projections was derived from Ghana
Population and Housing Census data from 1970 and 2010. This data indicates a national average
annual growth of 2.63%. Summaries of results on the analysis of population data are presented
in Error! Reference source not found. and Table 3.1.3-9 for the entire Nation and the Project
district respectively.
Estimation of Annual Average Traffic Growth Rates for Future Traffic Projections
The Economic models have been employed for the estimation of annual average traffic growth
rates for the projection of traffic for the period 2019-2043. The Low Scenario has been used
for the traffic projections. These growth rates are presented inError! Reference source not
ound..
The summaries of future Annual Average Daily Traffic (AADT) are presented in Table 3.1.3-11
through to Table 3.1.3-13 for Normal, Generated and Total Motorized traffic.
Table 3.1.3-11: Summary of Average Annual Daily Traffic by Road (Normal Traffic)
Nsawam Road Awoshie Road ACP/Kwabenya Road
Year Total (vpd) Total (vpd) Total (vpd)
2014/2015 33,744 4,286 12,597
2016 36,106 4,586 13,479
2017 38,634 4,907 14,422
2018 41,338 5,251 15,432
2019 44,232 5,618 16,512
2020 47,328 6,011 17,668
2021 50,641 6,432 18,905
2022 54,185 6,882 20,228
2023 57,978 7,364 21,644
2024 62,037 7,880 23,159
2025 66,380 8,431 24,780
2026 71,026 9,021 26,515
2027 75,998 9,653 28,371
2028 81,318 10,329 30,357
2029 87,010 11,052 32,482
2030 93,101 11,825 34,756
2031 91,835 12,653 37,188
2032 88,032 13,539 39,792
2033 84,385 14,486 42,577
2034 80,405 15,211 44,706
2035 76,611 15,971 46,941
2036 72,995 16,770 49,288
2037 69,547 17,608 51,753
2038 66,262 18,489 54,340
2039 63,130 19,413 57,057
2040 59,828 20,384 59,910
2041 56,697 20,505 57,187
2042 53,728 19,425 54,127
2043 50,913 18,400 51,230
Table 3.1.3-12: Summary of Average Annual Daily Traffic by Road (Generated Traffic)
Nsawam Road Awoshie Road ACP/Kwabenya Road
Year Total (vpd) Total (vpd) Total (vpd)
2014/2015 0 0 0
2016 0 0 0
2017 0 0 0
2018 0 0 0
2019 2,251 301 899
2020 4,949 661 1,978
2021 8,162 1,092 3,267
2022 11,971 1,603 4,797
2023 16,463 2,206 6,605
2024 22,162 2,969 8,895
2025 28,871 3,868 11,595
2026 36,741 4,924 14,769
2027 45,946 6,161 18,487
2028 56,687 7,605 22,834
2029 67,027 8,970 26,959
2030 78,833 10,527 31,672
2031 85,084 12,303 37,047
2032 88,888 14,324 43,171
2033 92,535 16,623 50,141
2034 96,491 19,068 57,571
2035 100,262 21,802 65,883
2036 103,856 24,856 75,174
2037 107,281 28,264 85,551
2038 110,545 32,066 97,132
2039 113,656 36,303 110,050
2040 116,914 41,329 125,390
2041 120,001 44,987 129,614
2042 122,927 46,027 132,601
2043 125,699 47,012 135,427
Table 3.1.3-13: Summary of Average Annual Daily Traffic by Road (Total Traffic)
Nsawam Road Awoshie Road ACP/Kwabenya Road
Year Total (vpd) Total (vpd) Total (vpd)
2014/2015 33,744 4,286 12,597
2016 36,106 4,586 13,479
2017 38,634 4,907 14,422
2018 41,338 5,251 15,432
2019 46,482 5,919 17,411
2020 52,276 6,673 19,646
2021 58,803 7,524 22,172
2022 66,156 8,485 25,025
2023 74,441 9,570 28,249
2024 84,199 10,849 32,054
2025 95,250 12,300 36,376
2026 107,767 13,946 41,284
2027 121,944 15,814 46,858
2028 138,005 17,934 53,190
2029 154,037 20,021 59,441
2030 171,934 22,353 66,427
2031 176,919 24,956 74,236
2032 176,919 27,863 82,963
2033 176,920 31,109 92,718
2034 176,896 34,279 102,277
2035 176,873 37,774 112,824
2036 176,851 41,626 124,462
2037 176,829 45,873 137,303
2038 176,807 50,555 151,473
2039 176,786 55,716 167,107
2040 176,742 61,713 185,300
2041 176,698 65,492 186,801
2042 176,655 65,452 186,728
2043 176,612 65,412 186,657
If the project is not implemented, however, it is anticipated that traffic volumes will continue to
grow at a rate of 7 percent for the first fifteen years (2019-2033) and then stabilize at 5 percent
for the next ten years (2034-2043). Traffic forecasts estimates are shown in Table 3.1.3-14.
Table 3.1.3-14: Summary of Average Annual Daily Traffic by Road (Total Traffic)
ROAD LINK Nsawam Road Awoshie Road ACP/Kwabenya Road
YEAR Total (vpd) Total (vpd) Total (vpd)
2014/2015 33,744 4,286 12,597
2016 36,106 4,586 13,479
2017 38,634 4,907 14,422
2018 41,338 5,251 15,432
2019 44,232 5,618 16,512
2020 47,328 6,011 17,668
2021 50,641 6,432 18,905
2022 54,185 6,882 20,228
2023 57,978 7,364 21,644
2024 62,037 7,880 23,159
2025 66,380 8,431 24,780
2026 71,026 9,021 26,515
2027 75,998 9,653 28,371
2028 81,318 10,329 30,357
2029 87,010 11,052 32,482
2030 93,101 11,825 34,756
2031 99,618 12,653 37,188
2032 106,591 13,539 39,792
2033 114,052 14,486 42,577
2034 119,755 15,211 44,706
2035 125,743 15,971 46,941
2036 132,030 16,770 49,288
2037 138,631 17,608 51,753
2038 145,563 18,489 54,340
2039 152,841 19,413 57,057
2040 160,483 20,384 59,910
2041 168,507 21,403 62,906
2042 173,855 22,473 64,855
2043 173,855 23,597 64,855
Distribution of Traffic
The surveys were conducted along the new Awoshie Road and the ACP/Kwabenya Road. The
Consultant employed O-D Trail software for the analysis supplemented by in-house programmed
spreadsheet.
A total of four (4) Zones were established with the Project location (ACP Junction) as the focal
point. The areas constituting the Zones are presented in Table 3.1.3-15.
Table 3.1.3-16: Summary of Traffic Distribution on ACP/Kwabenya Road (Morning Peak Period)
Table 3.1.3-17: Summary of Traffic Distribution on ACP/Kwabenya Road (Afternoon Peak Period)
Table 3.1.3-18: Summary of Traffic Distribution on ACP/Kwabenya Road (Evening Peak Period)
Table 3.1.3-19: Summary of Traffic Distribution on Awoshie Road (Morning Peak Period)
% of
Peak Design % of Approach
From Volume Total Total Int. Volume
Movement To (Area) Hour Vol. Approach Volume
(Area) (Veh/hr) Int. (Veh/hr)
Factor (Veh/hr) Volume (Veh/hr)
Volume
EBL Kumasi 30 0.72 41 57.8%
EBT Awoshie Kwabenya 7 0.56 12 12.7% 51 52.0%
EBR Accra 15 0.63 24 29.4%
WBL Accra 4 0.44 8 31.8%
WBT Kwabenya Awoshie 3 0.75 4 27.3% 11 11.2%
WBR Kumasi 5 0.56 8 40.9%
98
NBL Awoshie 4 0.35 10 46.7%
NBT Accra Kumasi 2 0.25 8 26.7% 8 7.7%
NBR Kwabenya 2 0.33 6 26.7%
SBL Kwabenya 4 0.50 8 14.0%
SBT Kumasi Accra 5 0.56 8 15.8% 29 29.1%
SBR Awoshie 20 0.78 26 70.2%
Table 3.1.3-20: Summary of Traffic Distribution on Awoshie Road (Afternoon Peak Period)
% of
Peak Design % of Approach
From Volume Total Total Int. Volume
Movement To (Area) Hour Vol. Approach Volume
(Area) (Veh/hr) Int. (Veh/hr)
Factor (Veh/hr) Volume (Veh/hr)
Volume
EBL Kumasi 22 0.73 30.00 72.1%
EBT Awoshie Kwabenya 3 0.30 10.00 9.8% 31 42.7%
EBR Accra 6 0.69 8.00 18.0%
WBL Accra 2 0.50 4.00 26.7%
WBT Kwabenya Awoshie 4 0.50 8.00 53.3% 8 10.5%
WBR Kumasi 2 0.75 2.00 20.0%
72
NBL Awoshie 5 0.63 8.00 66.7%
NBT Accra Kumasi 1 0.25 2.00 6.7% 8 10.5%
NBR Kwabenya 2 0.50 4.00 26.7%
SBL Kwabenya 3 0.31 8.00 9.6%
SBT Kumasi Accra 3 0.75 4.00 11.5% 26 36.4%
SBR Awoshie 21 0.79 26.00 78.8%
Table 3.1.3-21: Summary of Traffic Distribution on Awoshie Road (Evening Peak Period)
% of
Peak Design % of Approach
From Volume Total
Movement To (Area) Hour Vol. Approach Volume Total Int. Volume (Veh/hr)
(Area) (Veh/hr) Int.
Factor (Veh/hr) Volume (Veh/hr)
Volume
EBL Kumasi 11 0.79 14.00 59.5%
EBT Awoshie Kwabenya 5 0.45 10.00 24.3% 19 31.1%
EBR Accra 3 0.75 4.00 16.2%
WBL Accra 5 0.45 10.00 52.9%
WBT Kwabenya Awoshie 2 0.33 6.00 23.5% 9 14.3%
WBR Kumasi 2 0.50 4.00 23.5%
60
NBL Awoshie 8 0.80 10.00 69.6%
NBT Accra Kumasi 2 0.25 6.00 13.0% 12 19.3%
NBR Kwabenya 2 0.50 4.00 17.4%
SBL Kwabenya 4 0.33 12.00 19.0%
SBT Kumasi Accra 1 0.25 2.00 2.4% 21 35.3%
SBR Awoshie 17 0.92 18.00 78.6%
The trends in traffic distribution on the roads were then applied in determining the expected
distribution of future traffic for the proposed intersection/interchange schemes. Projected results
are presented in the Appendix at 5-year intervals over the design period.
This section of the report covers capacity analysis of the existing and proposed situations at the
intersections. The proposed situation covers only Year 1 of road operation. A summary of peak
hour volumes and their corresponding heavy vehicle composition are presented in Table
3.1.3-22.
Intersection performance evaluations were therefore limited to the Morning (AM) and Evening
(PM) peak periods.
Estimated traffic growth rates were applied to evaluate the performance of the intersections in the Without Project scenario over the
design period (2019-2043). These results are presented in Table 3.1.3-24 through to Table 3.1.3-27.
Table 3.1.3-24: Summary of Existing Intersection Performance ACP Junction (Without Project) - 2014-2043
Existing
Scenario Year 1 (2019) Year 5 (2023) Year 10 (2029) Year 15 (2033) Year 20 (2039) Year 25 (2043)
(2014/2015)
Measure of
AM PM AM PM AM PM AM PM AM PM AM PM AM PM
Effectiveness (MOE)
Total Design Vol. (vph) 2,507 2,672 3,084 3,271 4,327 4,589 6,066 6,434 7,744 8,213 9,881 10,480 12,614 13,378
Max. Volume-To-
0.74 0.56 0.97 0.75 1.57 1.30 2.71 2.47 4.22 4.24 6.96 7.91 12.36 16.52
Capacity (V/C) Ratio
Intersection Delay
3.8 1.6 17.3 3.4 244.2 83.4 717.5 483.1 1,350.0 1,117.0 2,585.8 2,290.3 5,062.6 4813.3
(Sec).
Level Of Service (LOS) A A C A F F F F F F F F F F
Table 3.1.3-25: Summary of Existing Intersection Performance North U-Turn (Without Project) - 2014-2043
Existing
Scenario Year 1 (2019) Year 5 (2023) Year 10 (2029) Year 15 (2033) Year 20 (2039) Year 25 (2043)
(2014/2015)
Measure of
AM PM AM PM AM PM AM PM AM PM AM PM AM PM
Effectiveness (MOE)
Total Design Vol. (vph) 2,735 2,196 3,335 2,690 4,679 3,774 6,560 5,291 8,375 6,755 10,685 8,619 13,640 11,002
Max. Volume-To-
4.49 1.37 8.88 2.27 35.73 6.32 232.35 23.82 297.98 81.53 380.21 214.13 485.35 273.348
Capacity (V/C) Ratio
Intersection Delay
1,345 110 3,050 351 13,402 1,447 89,144 6,273 114,505 22,181 146,394 58,761 187,622 75246.2
(Sec).
Level Of Service (LOS) F F F F F F F F F F F F F F
Table 3.1.3-26: Summary of Existing Intersection Performance South U-Turn (Without Project) - 2014-2043
Existing Year 1
Scenario Year 5 (2023) Year 10 (2029) Year 15 (2033) Year 20 (2039) Year 25 (2043)
(2014/2015) (2019)
Measure of
AM PM AM PM AM PM AM PM AM PM AM PM AM PM
Effectiveness (MOE)
Total Design Vol. (vph) 2,605 2,620 2,931 3,209 4,112 4,502 5,765 6,312 7,360 8,058 9,391 10,282 11,988 13,125
Max. Volume-To- 1.42 1.92 2.90 3.74 12.50 15.11 64.91 89.50 82.87 114.25 105.73 145.78 134.97 186.095
Capacity (V/C) Ratio
Intersection Delay 56.7 149.5 241.6 432.3 1,465.0 2,244.1 8,146.3 14,040.1 11,001.5 19,006.3 15,544.4 26,734.2 25,307.6 34371.0
(Sec).
Level Of Service (LOS) F F F F F F F F F F F F F F
95% Back Of Queue 65.3 139.7 170.2 260.0 349.1 481.9 621.5 863.4 782.1 1,084.8 986.7 1,175.7 1,248.2 1,471
(veh)
NOTE: 1. Intersection LOS Based On Intersection Delay 2. Intersection LOS Criteria - Exhibits 17-2, HCM 2000
Table 3.1.3-27: Summary of Existing Intersection Performance Awoshie Junction (Without Project) - 2014-2043
Existing Year 25
Scenario Year 1 (2019) Year 5 (2023) Year 10 (2029) Year 15 (2033) Year 20 (2039)
(2014/2015) (2043)
Measure of
AM PM AM PM AM PM AM PM AM PM AM PM AM PM
Effectiveness (MOE)
Total Design Vol. (vph) 2,849 2,485 3,504 3,045 4,917 4,272 6,893 5,989 8,800 7,645 11,228 9,755 14,333 12,452
Max. Volume-To- 0.52 0.47 0.65 0.58 1.09 0.81 2.48 1.14 5.07 2.11 11.89 4.37 33.52 10.472
Capacity (V/C) Ratio
Intersection Delay 1,185.
0.8 0.3 1.3 0.5 8.1 1.2 84.2 26.8 208.5 89.6 470.1 189.4 387.7
(Sec). 5
Level Of Service (LOS) A A A A A A F D F F F F F F
95% Back Of Queue 2.2 0.9 3.9 1.3 21.0 3.2 91.1 18.4 155.0 57.1 234.9 104.0 357.5 163
(veh)
NOTE: 1. Intersection LOS Based On Intersection Delay 2. Intersection LOS Criteria - Exhibits 17-2, HCM 2000
The performances of the various intersection/interchange schemes have been evaluated for the
Morning and Evening peak periods for the proposed situation. The total system delays for each
scheme are presented in Table 3.1.3-28 at five-year intervals for the first ten years, and then
generalized over the next fifteen year.
Table 3.1.3-28: Total System Delays for Proposed Intersection/Interchange Schemes (2019-2043)
Option Intersection Year 1 (2019) Year 5 (2023) Year 10 (2029) Year 15 (2033) Year 20 (2039) Year 25 (2043)
No. Scheme AM PM AM PM AM PM AM PM AM PM AM PM
At-Grade
1 108 163 3,113 3,639 13,462 15,639 14,067 16,387 14,698 12,892 15,358 11,349
Signalized
3-Tier
Interchange
2 175 230 3,420 2,358 15,379 14,705 16,876 15,423 18,519 12,716 20,322 11,514
with Rotary
intersection
3-Tier
Interchange
3 54 71 2,841 3,502 13,932 13,472 14,214 14,151 14,502 10,852 14,796 8,820
with Signalized
intersection
Partial
4 687 793 3,609 2,360 16,780 21,525 22,419 26,482 29,953 26,594 40,019 29,308
Cloverleaf
5 Full Cloverleaf 45 45 755 84 4,061 4,266 6,245 5,824 9,604 6,733 14,769 8,357
Directional (3
6 242 329 1,403 2,153 13,594 14,170 15,673 17,024 18,070 14,757 20,834 13,418
levels)
Semi-
7 Directional (3 216 267 4,215 7,016 12,276 14,433 12,743 15,440 13,228 12,049 13,732 9,784
levels)
Maximum Values 687 793 4,215 7,016 16,780 21,525 22,419 26,482 29,953 26,594 40,019 29,308
Minimum Values 45 45 755 84 4,061 4,266 6,245 5,824 9,604 6,733 13,732 8,357
Comparison of 3-Tier Interchange with Rotary and 3-Tier Single-Point Urban Interchange Schemes
The 3-Tier Interchange with Rotary and 3-Tier Single-Point Urban Interchange schemes were selected for detailed design and a comparison of their
performance was carried out. The results are presented in Table 3.1.3-29.
Table 3.1.3-29: Comparison of 3-Tier Interchange with Rotary and 3-Tier Single-Point Urban Interchange Schemes
The results indicate that the 3-Tier interchange with the Rotary control would perform at acceptable Level of Service (LOS D) by the end of the sixth
year of operation (2024) and breakdown (LOS F) by the seventh year (2025). The 3-Tier Single Point Urban interchange scheme would however
perform at acceptable LOS for the first ten year deteriorating to LOS E by the end of the eleventh year (2030) and then breakdown (LOS F) by the
twelfth year (2031).
It can be observed from the results that highest volumes occurred during the Morning peak
period for both the peak hour and peak 15-minute flows.
Summary results of the terminal accumulation studies are presented in Table 3.1.3-32.
Table 3.1.3-32: Summary Results of Terminal Accumulation Studies
The results reveal that the terminal has a high parking space utilisation for the taxis. The
utilisation of the trotros is an indication that the space allocation at the terminal is inadequate to
meet the demand resulting in a spill-over onto the Old Awoshie Road and adjacent roads.
Results from the previous parking studies conducted by Messrs Transtech Consult at the taxi
station along the Kwabenya Road are given in Table 3.1.3-33. These have also been reviewed
and used in determining the capacity of the new location for that station.
Table 3.1.3-33: Summary Results of Parking Studies at Taxi Rank on Kwabenya Road
Maximum Values 24
Results of the estimation of the minimum spaces required for the two terminals to be relocated
are presented in Table 3.1.3-34.
Table 3.1.3-34: Summary of Minimum Space Required for Holding Vehicles
Maximum
Minimum Space Maximum Space
Types of Accumulation Minimum Space Maximum Space
Terminal Required (sq. Required (sq.
Vechicles (No. of Required (acres) Required (acres)
m.) m.)
Vehicles)
Kwabenya
Taxis 24 154.75 0.04 185.70 0.05
Road Station
Total Spaces needed for holding Vehicles 511.84 0.13 614.21 0.15
Note: 1. Average Trotro Width =1.8m, Average Trotro Length = 4.5m 2. Average Taxi Width = 1.6m, Average Taxi
Length = 4.03m, 3. Factor of Safety = 20%
It is therefore estimated that a total minimum land area of about 512 sp.m (0.04acres) would be
required to relocate the existing taxi station along the Kwabenya Road and the trotro/taxi station
along the Old Awoshie Road to a new location.
The overall traffic management and safety measures proposed for the Project road comprise
basically the following:
Intersection Capacity Improvement including
o Two-phased signal control for left turning traffic at the middle-tier
o Segregated right-turning lanes at the middle-tier
o Restricted u-turning movements within the interchange area
o Restricted pedestrian movement within the interchange area (Middle Tier)
Lay-bys/bus stops at appropriate locations along Nsawam Road and Awoshie-Pokuase
Road
Signing and Road Pavement Markings to provide adequate advance warnings, directional
and information to road users
Non-motorised transport (NMT) facilities, which include:
o Pedestrian footbridge across the Nsawam Road towards the north side of the
interchange
o Pedestrian & cyclists access via an underpass across the Nsawam Road within the
interchange area
o Sidewalks along the service roads
Signed and marked crossing areas and median islands/refuge
The proposed traffic control and safety measures have been exercised through a combination of
road markings, traffic signs, etc. The purpose of traffic control devices (TCDs) and warrants for
their application is to help ensure road safety by providing for the orderly and predictable
movement of all traffic motorized and non-motorized, and to provide such guidance and
warnings as are needed to ensure the safe and informed operation of individual elements of the
traffic stream.
The recommended control devices, safety and traffic calming measures have been adopted from
the following main sources:
i. Standard Details, Road Signs and Markings for Urban and Trunk Roads - Ministry of
Roads and Highways, March 1991.
ii. Draft Manual for Signs and Markings - Ministry of Transportation, 2007
These main sources have been supported by the following Ghana standards:
i. Manual on Uniform Traffic Control Devices (MUTCD 2009) - U.S. Department of
Transportation, Federal Highway Administration
ii. Traffic Calming Measures (Design Guidelines) - Ministry of Transportation/GHA,
February 2008.
The traffic management and control scheme proposed for the interchange and associated roads
are presented in Vol 2: Design Drawings.
3.2.1 General
The main objective in any geometric design process is to obtain an optimal geometry. This is a
geometry that will:
1. Ensuring adequate number of lanes for both the main carriageways and the ramps.
2. Ensuring adequate turning radii for the circulating ramps.
3. Ensuring adequate vertical clearance for all underpasses.
4. Ensuring adequate lengths for merging and diverging traffic.
5. Ensuring lane balancing for diverging and merging traffic.
6. Ensuring effective drainage.
7. Provision for commuter traffic and bus stops within the facility.
8. Ensuring adequate facilities for pedestrian movements.
9. Assessment and mitigation of property impact.
10. Assessment and provision of access to the local traffic.
Ministry of Roads and Highways Standard Details, Road Signs and Markings for Urban
and Trunk Roads (1991)
Freeway and Interchange Geometric Design Handbook, Joel P. Leisch (ITE)
Certain characteristics of vehicles and pedestrian traffic act as criteria for the optimisation or
improvement in the design of various roads and street functional classes. The design class of the
roads, design traffic service characteristics and design sight distance all reflect the desired
function of the roads. The following is a summary of the design standards adopted:
Design Speed
A design speed of 100km/h for the Accra-Kumasi road, 80km/h for the Awoshie-Pokuase-
Kwabenya road and 40km/h for the ramps were adopted. Tables 4.4-1 and 4.4-2 contain a
summary of the alignment design criteria in accordance with the GHA Design Guide.
Cross-section Design
The existing cross section of the priority lanes conform to the acceptable design standards
regarding cross falls and super elevation run-offs. On the basis of traffic flow projections and
GHAs Design Guide, the following cross-sectional elements have been adopted:
Width of lanes Accra-Kumasi Road 3.65m
Awoshie-Pokuase-Kwabenya Road 3.5m
Ramps 3.5m
Width of Shoulder 2.5m
Camber of roadway 2.5%
Slope of shoulder 2.5%
The selected scheme comprises three tiers, with two through roads for tiers 1 and 3 and two-
phase signalised intersection at the middle tier. There are four left-turn exit ramps (ramps exiting
from the main carriageway to the middle tier) and four left-turn entrance ramps (ramps exiting
the middle tier onto the main carriageways), as well as four right-turn free-flow ramps, which
exit and enter the left turns.
All left turning movement within the middle tier are signalised.
This scheme has high capacity in terms of turning vehicular traffic, as opposing traffic are phased
together, ensuring that there is no conflict at the intersection.
Figure 3.2.4-1 shows the layout of the interchange
TO ACP
ESTATES/KWABENYA
TO KUMASI/NSAWAM
TO AWOSHIE
TO ACCRA
For the Awoshie-Pokuase-Kwabenya road, the alignment started from chainage 14+250, which is
the continuation of the on-going construction works on the Awoshie-Pokuase road, and
terminated at the ACP estate junction along the ACP-Kwabenya road. The alignment for the
Accra-Kumasi road commenced from the first u-turn close to the John Teye Memorial School
and was terminated about 400m after the existing intersection to the Pokuase town along the
Accra-Kumasi road.
Road widening was done for the ramps, within the intersections to accommodate the turning of
large trailers.
An alignment was developed around chainage 1+300 along the Accra-Kumasi road, to elevate a
portion of the service lane for the purpose of providing bus laybys close to the existing access to
Pokuase, while also serving as a deterrence for haphazard crossing of the road within that
section, as a result of increased pedestrian activities.
Awoshie-Pokuase-Kwabenya Road
The Awoshie-Pokuase-Kwabenya road is the top most tier of interchange (third tier). It is the
continuation of the ongoing Awoshie-Pokuase road project. The designed section starts from
chainage 14+250 to chainage 16+317, a total length of approximately 2.1km.
This final alignment for this section of the road, which also ties into the section already under
construction, was selected after careful assessment of the possible property impact as well as the
optimal operation of the road based on standard design specifications for the selected design
speed for the road. To ensure continuity, a design speed of 80km/h, which is the design speed
used for the Awoshie-Pokuase road, was used.
The approach to the interchange turns to the right with a horizontal curve radius of 460m before
turning towards the left at a radius of 500m, followed by a straight section approximately 220m
long. The road then sweeps to the right after crossing the Accra-Kumasi road with a radius of
763m before terminating at the ACP Estate junction. The start of the bridge section coincides
with the second horizontal curve. The maximum superelevation on all curves is 3.6%.
The vertical alignment parameters were selected to avoid steep gradients within the bridge
section and also minimize earthworks, especially cuts (and thereby the cost of construction),
while providing adequate vertical clearance to pass over both the existing railway line as well as
the middle tier of the interchange. The road rises at a gradient of 2.93% and a crest vertical curve
length of 140m, followed by a gradient of 1.32% and a crest curve length of 405m, before
descending at a gradient of 1.90%. This is followed by a sag curve of 250m, before rising at a
gradient of 5.5% to the end of the section. The steep gradient was necessitated by the terrain for
that portion of the road as well as the properties within the catchment.
The cross section for the first section is made up of a 4-lane dual carriageway with a 10m wide
median (same as the section under construction), which is narrowed to about 2m within the
bridge section to reduce cost as well as property impact. Both sides of the carriageway has a
0.5m wide buffer and a 2.5m wide shoulder. The bridge section is from chainage 14+650 to
15+425 (about 775m). Each carriageway on the bridge has single-face New Jersey barrier on
either edge. The section of the road from Awoshie to the bridge has 2-lane, 7.0m wide service
roads on both carriageways separated from the main carriageways by 2.0m wide medians. The
section also has a central median with straight curbs as well as pedestrian facility comprising
2.0m wide walkway and 2.0m wide bicycle lane. The pedestrian facilities are transitioned onto
the ground level at the bridge section, to enable the pedestrians to safely cross to any side of the
interchange.
To ensure continuity, the number of lanes were gradually reduced in order to tie into the existing
single carriageway ACP-Kwabenya road. The gradual reduction was done by applying the
principles of lane balancing.
Accra-Kumasi Road
The Accra-Kumasi Road, which is the lowest tier, is part of the Accra-Elubo trunk road (National
Route N6). The total length of the road designed is approximately 2.0km. The design took into
consideration the fact that this is a National Route in selecting design parameters for the road.
The design speed used for this road is 100km/h. However, due to the anticipated increase in
local/commuter traffic within the corridors of the interchange, visual cues will be provided for
through traffic to reduce speeds to about 80km/h to prevent accidents. The section re-designed
starts from the existing U-turn after the John Teye Memorial School and ends at about 400m
from the existing access to Pokuase.
In general, the horizontal alignment was maintained, with very little modifications. In addition
keeping to the design standards, this also ensured that property impact is minimized significantly,
as the modified cross section required extra lateral space. By keeping the existing vertical
alignment, the existing road could also tie into the untouched sections of the road, thereby also
reducing the potential cost of extending the section to be reconstructed.
The Accra approach to the interchange turns to the left with a horizontal curve radius of 694.2m
before continuing in a straight alignment through the interchange to the end of the designed
section.
The vertical alignment was, however, modified to accommodate features such as a proposed
pedestrian tunnel under the road to enable pedestrians to safely cross to any side of the road, as
well as providing adequate gradient for drainage purposes. The road descends at a gradient of
1.51% and a sag vertical curve length of 175m, followed by an upgrade of 0.84% and a crest
curve of 270m. This is followed a 1.41% downgrade with a 150m crest curve and a further
downgrade of 1.93% with another 150m sag curve. The last portion is a 0.6% downgrade.
The cross section comprises a 4-lane dual carriageway, separated by a 10.0m wide median,
which reduces to about 3.0m at the approach to the interchange. The reduced median is meant to
reduce property impact, with the increased number of lanes. Service roads have been provided on
either sides of the carriageway, with 2 lanes each to handle local traffic. In addition to the 2 lanes
for the service roads, a third lane has been added to serve as long bus lanes for BRT and also for
commuter traffic, with adequate facilities provided for passengers to safely exit the buses and use
the pedestrian facilities to safely cross to any side of the road.
The vertical clearance to the middle tier is about 6.5m and cross-slope of 2.5% single camber for
each of the carriageways as well as the service roads. This single camber is at variance with the
existing camber, which was double for each carriageway. However, per design plans submitted
by the Ghana Highway Authority, a single camber is the proposed option. Since the existing road
still has these parameters, adequate transition have been provided to ensure smooth transfer of
traffic onto the existing section of the road.
From chainage 0+725 to 1+325, the road has been elevated to accommodate two pedestrian
tunnels, which will serve as means to cross the road. On either side of this section is a retaining
wall.
From chainage 1+325 to 1+875, the Nsawam/Kumasi bound service lane was elevated to a
maximum height of about 2.5m. This elevated section has been provided with two bus bays at a
point close to the existing Pokuase access, to replace the existing one impacted by the
interchange. The elevated section also merges with left-turn and right-turn traffic from Awoshie
and Kwabenya to Nsawam/Kumasi respectively. One of the expected benefit of the elevation is
to force pedestrians to use the pedestrian bridges to be provided for them to cross the road. This
was done to mainly curb the possible haphazard crossing of the road by pedestrians within this
section (which is what is prevailing at the moment). The elevation also ties in with the terrain
within this section, which had hitherto been a source of gushing water from the hills onto the
Accra-Kumasi road whenever it rains.
To tie into the existing carriageway, adequate lane balancing and transition sections have been
provided for merging and diverging traffic.
The interchange has four main exit ramps. These are ramps which move traffic to the middle tier
from the main carriageways. In essence, both right-turn and left-turn exit traffic are carried on
these ramps, the right-turns diverging at the approach to the intersection. The various exit ramps
are:
1. Awoshie-Nsawam
2. Kwabenya-Accra
3. Accra-Awoshie
4. Nsawam-Kwabenya
Traffic on each of these ramps is required to yield to signal controls on the middle tier. The
signal has two phases, each for two opposing traffic flows. Thus, the Awoshie-Nsawam and
Kwabenya-Accra would have the same phase.
Each ramp is composed of two 3.5m wide lanes, with a 2.5m shoulder at the right hand side, and
a 0.5m buffer on the left hand side, with single face New Jersey barriers to protect vehicles. On
the middle tier proper, the lanes are widened by about 0.5m/lane. This was done to enable large
trucks and trailers to safely negotiate the curves within the middle tier.
The Awoshie-Nsawam exit ramp starts from the service lane on the Kwabenya-bound side of the
Awoshie-Pokuase road. The length of this ramp is about 470m. The alignment selected is along
the left pavement edge of the ramp. The position for the alignment was selected to enable the
positioning piers for the third tier, whiles preventing impairment of view as well as operations on
the middle tier. After several iterations, the optimal alignment obtained diverges to the right
before turning to the left with a series of compound curves of radii 400m, 522m, 165m and 97m.
During the development of this alignment, care was taken to ensure that the final resultant ramp
would not result in further property impact within the catchment of the interchange.
The vertical alignment has parameters which ensures that the ramp can fly over the existing
railway line before descending to connect to the middle tier bridge. The ramp starts with an
upgrade of 2.87%, before descending at a downgrade of 4.14%. A crest curve of 180m in length
joins the two vertical tangents. This curve is the optimal available to ensure that there is adequate
vertical clearance between the ramp and the existing railway underpass, while providing
adequate stopping sight distance on the ramp as it approaches the signalised intersection. The
approach to the intersection used a slightly flattened upgrade of 1.38%, to further improve the
stopping sight distance at the intersection. This last portion of the alignment has a sag vertical
curve length of 60m.
The Kwabenya-Accra exit ramp diverges off the Awoshie-bound carriageway of the Awoshie-
Pokuase-Kwabenya road, ascends at an upgrade of 1.94%, which is the same as the Awoshie-
bound carriageway of the Awoshie-Pokuase-Kwabenya road for about 300m, before descending
at a downgrade of 4.5% and terminating on the middle tier. A vertical crest curve of length 250m
joins the two vertical tangents. In all, the total length of the ramp is approximately 750m. As was
the case with the Awoshie-Nsawam left-turn ramp, the approach to the interchange used a
slightly flattened gradient to improve the sight distance. In this case, it was an upgrade of about
0.53%.
In like-manner, the alignment for this ramp is on the left-hand side of the ramp. The alignment
was positioned to ensure that the piers for the third tier could be positioned, while ensuring that it
does not impair movement on the middle tier. The alignment parameters were also selected to
ensure significant reduction in property impact. However, just like the other ramp, some
properties were impacted.
The horizontal alignment is composed of several compounded curves, with the main one having
a radius of 97m as the ramp approaches the intersection.
Due to the nature of the terrain on this side of the interchange, there are deep cuts of up to 4m at
certain sections along the ramp. Depending on the stability of the soil, there may be the need to
either provide a steep cut or employ a retaining wall, as any other intervention may impact more
properties on that side of the interchange.
The Accra-Awoshie exit ramp diverges off the service lane on the Nsawam-bound side of the
Accra-Kumasi road. The total length of this ramp is approximately 405m. It starts off with a
downgrade of 0.85%, matching the gradient of the service lane, followed by an upgrade of 4.55%
before terminating at the middle tier with a gentler downgrade of 0.77%. A sag vertical curve
110m long was applied between the first two vertical tangents, and a 150m long curve was
applied at the approach to the intersection. The slightly longer crest curve improved the sight
distance at the approach to the intersection.
The horizontal alignment represents the left edge of the ramp, and was positioned to ensure that
the ramp is not impaired by any of the piers for the third tier, while also avoiding further impact
on the right side of the ramp. The development on this side of the interchange is sparse, except
for a piece of forest reserve on the right hand side of the Accra-Kumasi road.
As is the case with the other left-turn ramps, the alignment for this ramp is composed of a series
of compounded curves, with the main curve at the intersection approach having a radius of 132m.
Nsawam-Kwabenya exit ramp takes left-turning and right-turning traffic from the Accra-bound
carriageway onto the middle tier. The total length of this ramp is 501m. It diverges off the Accra-
bound carriageway of the Accra-Kumasi road and then ascends at a grade of 5.1% and a crest
curve of 100m and a flatter upgrade of 1.36% to terminate on the middle tier.
The alignment for this ramp is on its left edge and was positioned to ensure that the piers on the
third tier do not impair its operations, whiles also ensuring that it does not cause extensive
negative impact on properties within the corridor. In spite of this, some properties are still going
to be impacted by the ramp. The alignment is comprises three curves and a straight section, with
the last portion terminating at the middle tier as a compounded horizontal curve of radii 225m
and 132m.
The traffic from the exit ramps move onto these ramps through the signalised intersection.
Each ramp consists of two 3.5m lanes, with 0.5m buffer and single-face New Jersey barriers on
either sides, upto the points of convergence with the right-turn ramps, from which point, the
number of lanes increase to 4 (2 from these ramps and 2 from the right-turn ramps), with a 2.5m
shoulder. The number of lanes are reduced as the ramp approaches the points of convergence
with the main carriageways.
The Awoshie-Nsawam entrance ramp starts from the middle tier and descends at a grade of
5.2% before joining the Nsawam-bound service road on the Accra-Kumasi road at a downgrade
of 1.81%. The ramp also takes right turning traffic from Kwabenya heading towards Nsawam.
The length of this ramp is approximately 401m and its alignment is a continuation of the exit
ramp and has the same principle of being positioned to avoid conflicts with the positions of the
piers for the third tier, whiles also minimizing property impact. It has three curves and two
straight sections. The first two curves, which start off from the middle tier, form a compound
curve with radii 97m and 165m.
The Kwabenya-Accra entrance ramp starts from the middle tier and descends at a downgrade
of 0.69%, followed by a crest vertical curve length of 105m and another downgrade of 5.1%
before merging with traffic on the Accra-bound service lane on the Accra-Kumasi road at an
upgrade of 0.5% and a sag vertical curve length of 85m.
The alignment is approximately 325m long and is a continuation of the exit ramp and was also
optimized to accommodate the piers of the third tier, whiles also limiting the impact on the
properties within the immediate vicinity of the ramp. It is composed of a series of curves and
straights, with the first portion being a compound curve of radii 97m and 165m.
The Accra-Awoshie entrance ramp, which is approximately 391m long, starts from the middle
tier and begins with a downgrade of 1.27%, followed by a sag vertical curve length of 60m and
an upgrade of 3.2% with a vertical crest curve 180m long. It flies over the existing railway line at
around chainage 0+200 before descending at a grade of 3% as it joins the Awoshie-bound service
road on the Awoshie-Pokuase-Kwabenya road. The vertical clearance to the railway line is about
6.5m.
The alignment is a continuation of the exit ramp and was optimized, as with the other left-turning
ramps to reduce property impact, whiles still avoiding a conflict with the locations of the piers
for the third tier. It comprises a compounded curve of radii of 132m and 225m, as well as other
curves as it merges with the Awoshie-bound service road along the Awoshie-Pokuase road.
The Nsawam-Kwabenya entrance ramp starts from the middle tier and starts with an upgrade
of 0.71% and a sag vertical curve 60m long, followed by an upgrade of 4.5% before merging
with the Kwabenya-bound carriageway on the Awoshie-Pokuase-Kwabenya road at a downgrade
of 1.71%.
The ramp has a total length of approximately 525m and is a continuation of the Nsawam-
Kwabenya left-turn exit ramp. Its alignment was selected after several iterations to avoid
conflicting with the positions of the piers for the third tier, whiles also reducing property impact
within the vicinity of the ramp. It starts with a compounded curve of radii 132m and 225m,
followed by a series of curves and straights as it merges with the Awoshie-Pokuase-Kwabenya
road.
Right-Turn Ramps
These are short ramps which move right-turning traffic from left-turn exit ramps onto the left-
turn entrance ramps. They are usually short, with an average length of about 125m. Each of them
has a turning radius of 50m. They are essentially free-flowing slip roads and are not necessarily
controlled by the signals in the intersection.
The right-turn ramps are:
1. Awoshie-Accra
2. Accra-Kwabenya
3. Kwabenya-Nsawam
4. Nsawam-Awoshie
Each ramp is composed of two 3.5m lanes, 0.5m buffer on the left hand side and a 2.5m shoulder
on the right hand side. Each side is abutted by a single-face New Jersey barrier and the left one is
terminated at the point of convergence with the left-turn entrance ramps.
Each of these ramps has a turning radius of 50m before merging with their respective left-turning
ramps.
The Awoshie-Accra ramp diverges from the Awoshie-Nsawam left-turn exit ramp and merges
with the Kwabenya-Accra left-turn ramp.
The Accra-Kwabenya right-turn ramp diverges from the Accra-Awoshie left-turn exit ramp and
merges with the Nsawam-Kwabenya left-turn entrance ramp.
The Kwabenya-Nsawam ramp diverges from the Kwabenya-Accra left-turn exit ramp and
merges with the Awoshie-Nsawam left-turn entrance ramp.
The Nsawam-Awoshie right-turn ramp diverges from the Nsawam-Kwabenya left-turn exit ramp
and merges with the Accra-Awoshie left-turn entrance ramp.
Northern Quadrant
Eastern Quadrant
Western Quadrant
Southern Quadrant
For the northern quadrant, the decision taken is to provide one major right-in/right-out access
onto the Accra-Kumasi road and two parallel accesses on the ACP estates road. These, it was
anticipated, would be adequate to serve all the developments within that catchment. The existing
access to Pokuase will, however, be closed off.
An alternative access into the western quadrant, which is also right-in/right-out, has been
provided. This will serve, both the existing transport terminal on that side of the Accra-Kumasi
road, as well as properties on the left hand side of the Awoshie-Pokuase road. The alternative
access connects to the existing slip road, which served as the linkage between Pokuase and the
Awoshie-Pokuase road.
The eastern quadrant will have some local roads as well as the improvement of the main
intersection at the ACP estate junction, to enable easy access for the properties within this
quadrant.
The southern quadrant will have one main access onto the Awoshie-Pokuase-Kwabenya road.
This will be located in such a way that users can move in any direction. There is however, one
impediment, which is the existing railway line. An assessment is being carried out to determine
the possibility to provide access to properties on the northern side of the railway line (close to the
Accra-Kumasi road).
Pokuase to be closed
off
Existing parallel
road to be
maintained for Taxi
Rank and Water
Tankers
Alternative Access
to the southwest
quadrant of the
interchange
In addition to these accesses, the decision was taken to close off the existing U-turn on the
Accra-Kumasi road, close to the existing Pokuase access. This was done to remove the
bottleneck, which would otherwise have persisted after the construction of the interchange. Road
users can make a U-turn about 1km from the old one.
The existing U-turn close to the John Teye Memorial School on the Accra-Kumasi road will
however, be maintained.
At the interchange site, two pedestrian tunnels, comprising commercial stalls, walkways and
bicycle lanes will be provided. These will be located in such a way that pedestrians can easily
access them. Provision will be made for the physically impaired to also access this facility, by
providing ramps with maximum gradient of 6.0% to access the facility. The figure below shows a
typical cross section of the pedestrian tunnels.
Pedestrians on the Awoshie-Pokuase-Kwabenya road will be transitioned onto ramps and
staircases to descend and cross the existing railway line at a level crossing, with walkways
linking to the pedestrian tunnels.
At the Pokuase laybys, a pedestrian bridge will be provided for commuters to safely cross to the
other side of the road. In order to ensure that some pedestrians do not cross the road, it will be
necessary to provide fencing in the median.
New Laybys at
Pokuase
Long Laybys
Existing access
to Pokuase
town
Figure 3.2.7-1: Separate bus laybys for Trotros and Proposed Bus Service
The Togo Beds have been subjected to intense directed pressure metamorphism, resulting in
intense folding, fracturing and faulting. Isoclinal folding with the axial planes of the folds
inclined to the east south-east at 30- 60is the rule. Recumbent folds with dips of less than 30
sometimes occur. There is no evidence of the intrusion of igneous rocks into this series in Ghana.
Metamorphism in the Togo series range from green schist to amphibolite faces.
Bridge Location
at
Pokuase.
Figure 3.3.1-1: Part of the Geological Map of Ghana Showing Project Area
3.3.2 Climate
Ghana climate is wet and dry tropical. Wet and dry tropical climates are marked by warm to hot
temperatures in between, and abundant rainfall in April to June and August to October seasons in
the southern sector. The northern section has a single peak rainfall around August to October.
The rainfall in Accra varies each year but on the average, it ranges between 300mm and
1600mm. Accra has warm to hot temperatures throughout the year because of its proximity to the
equator and its relatively low elevation. The average maximum temperature lies between the
relative narrow bend of 280Cand 330C because of the moderate influence of the ocean. During
the months of February and March, the average daily maximum is of the order of 33 0C and drops
to 280C in July and August.
The relative humidity on the coast is generally high between 95% and 100% during the night and
early mornings. These can reach low values of between 20% and 30% or less in the short dry
spell when the area comes under the influence of the dry Tropical Continental Air Mass
(Harmattan).
Table 3.3.3-1: Summary of The Dcp Test Results of The Project Area.
Km 0+000 42 903
Km 0+500 22 883
Nsawam - Ofankor Section at Pokuase Km 0+800 100 874
Km 1+100 80 892
Km 1+400 100 884
Km 1+800 100 693
Km 0+000 61 891
Km 0+300 25 159
Awoshie - ACP Section Km 0+600 41 891
Km 1+300 23 891
Km 0+600 34 902
Nsawam Awoshie Section
Km 0+800 29 909
Km 1+300 7 909
Km 0+000 23 891
Km 0+200 100 769
Kwabenya- ACP Section
Km 0+300 15 903
Km 0+800 100 762
From the GHA Pavement Design Manual (Page 51), areas in Ghana with minimum Annual
Rainfall between 1000mm 1500mm generally have 4 months wet and 8 months dry seasons
respectively. Appling the reduction of the MR value calculated by 20% as recommended by the
GHA Pavement Design Manual for the months of the rainy season, the following results are
obtained:
MR (Dry season) = 33.0 kPa
MR (Wet season) = 26.4 kPa
The effective Roadbed Soil Resilient Modulus for the pavement design was calculated from the
above seasonal values using the AASHTO software DARWin 3.1 as follows:
Growth Factors
Growth Rates for each period Accra-Nsawam Road ACP Road Awoshie Road
No. Period (%) (%)
1 Year 1 - Year 5 11 1.699 3,684,203.89 711,230.30 144,699.22
2 Year 6 - Year 10 10.3 2.976 3,799,131.97 690,100.47 140,400.37
3 Year 11 - Year 15 9.6 4.714 3,434,831.64 669,393.23 136,187.50
4 Year 16 - Year 20 11.9 7.698 3,541,085.90 740,389.48 150,631.63
5 Year 21 - Year 25 11.2 12.958 3,649,508.62 717,991.85 146,074.85
Cumulative ESAL 18,108,762.02 3,529,105.33 717,993.57
Structural Coefficients
Wearing Course a1 0.45
Binder Course a2 0.40
Crush Rock Base a3 0.21
Cement Stabilized Subbase (UCS 5 MPa) a4 0.24
Natural Gravel Subbase a5 0.11
Drainage Coefficients
Wearing Course m1 1
Binder Course m2 1
Crush Rock Base m3 1
Cement Stabilized Subbase (UCS 5 MPa) m4 1
Natural Gravel Subbase m5 0.8
OUTPUT
Layer Thickness (mm)
Wearing Course 50
Binder Course 75
Crush Rock Base 200
Cement Stabilized Subbase (UCS 5 MPa) 300
Natural Gravel Subbase 0
Structural Coefficients
Wearing Course a1 0.45
Binder Course a2 0.40
Crush Rock Base a3 0.21
Cement Stabilized Subbase (UCS 5 MPa) a4 0.24
Natural Gravel Subbase a5 0.11
Drainage Coefficients
Wearing Course m1 1
Binder Course m2 1
Crush Rock Base m3 1
Cement Stabilized Subbase (UCS 5 MPa) m4 1
Natural Gravel Subbase m5 0.8
OUTPUT
Layer Thickness (mm)
Wearing Course 50
Binder Course 50
Crush Rock Base 200
Cement Stabilized Subbase (UCS 5 MPa) 150
Natural Gravel Subbase 150
Awoshie Road:
INPUT DATA
Materials MR (kPa)
Resilient Modulus of Wearing Course 2,500,000
Resilient Modulus of Binder Course 2,413,000
Resilient Modulus of Crush Rock 210,000
Resilient Modulus of Cement Stabilized Subbase
Resilient Modulus of Natural Gravel Subbase 105,000
Traffic Data
Cumulative ESAL 717,993.57
Design Period (years) 25
Design reliability (R) -% 90
Standard Deviation (So) 0.45
Initial Serviceability Index (Po) 4.2
Terminal Serviceability Index (Pt) 2
Structural Coefficients
Wearing Course a1 0.45
Binder Course a2 0.40
Crush Rock Base a3 0.21
Cement Stabilized Subbase (UCS 5 MPa) a4 0.24
Natural Gravel Subbase a5 0.11
Drainage Coefficients
Wearing Course m1 1
Binder Course m2 1
Crush Rock Base m3 1
Cement Stabilized Subbase (UCS 5 MPa) m4 1
Natural Gravel Subbase m5 0.8
OUTPUT
Layer Thickness (mm)
Wearing Course 50
Binder Course 50
Crush Rock Base 200
Cement Stabilized Subbase (UCS 5 MPa) 150
Natural Gravel Subbase 150
110
100
Percentage Passing (%)
90
80
1-2 m
70
2-3 m
60
3-4 m
50 PI = 6 - 18 % 4-5 m
LL = 28 - 38 %
40
30
0.01 0.1 1 10 100
Sieve Size (mm)
110
100
90
Percentage Passing (%)
80
70
1-2 m
60
2-3 m
50
3-4 m
40
PI = 8 - 19 % 4-5 m
30
LL =27 - 34 %
20
10
0.01 0.1 1 10 100
Sieve size (mm)
Table 3.3.7-1: Summary of Test Results on Gravel Samples from Pokuase Gravel Pit
Pokuase Burrow 75 37.5 20 10 5 2 0.425 0.075 (%) (%) (%) (%) g/cc
Pit
SPECIFICATION
Table 3.3.7-2: Summary of Test Results on Gravel Samples from Papase Kotoku
Sample 1 100 97.1 86.2 68.3 47.4 38.7 27.4 12.5 14.1 8.7 5.4 7.2 2.228 92.4 72.0 62.9
Sample 2 100 96.3 85.4 67.8 48.5 37.6 28.1 13 14.5 8.9 5.6 7.4 2.226 91.6 75.0 63.2
Sample 3 100 98.2 87.1 66.2 47.7 38.2 26.4 12.3 16 9.2 6.8 7.0 2.228 93.3 74.0 82.6
SPECIFICATION
/ / / / / / / <15% >40%
Lower Limit 80 75 45 30 20 8 5
Table 3.3.7-3: Summary of Test Results on Gravel Samples from Katapor Borrow Pit
Source of Material
LL PL PI OMC MDD 98 95 93
% passing B.S. Sieve(mm)
Katapor Borrow Pit 75 37.5 20 10 5 2 0.425 0.075 (%) (%) (%) (%) g/cc
SPECIFICATION
/ / / / / / /
<15% >40%
Lower Limit 80 75 45 30 20 8 5
Table 3.3.7-4: Summary of Test Results on Gravel Samples from Agape Borrow Pit.
Grading Atterberg Limits Compaction CBR(%)
Source of Material
LL PL PI OMC MDD 98 95 93
% passing B.S. Sieve(mm)
Agape Borrow Pit 75 37.5 20 10 5 2 0.425 0.075 (%) (%) (%) (%) g/cc
Sample 2 100 98 83 53 47 31 23 14 29.3 19.1 10.2 6.5 2.200 89.5 65.2 45.5
Sample 3 100 98 84 55 41 38 19 11 32.4 18.6 13.8 6.0 2.220 75.3 60.8 45.5
SPECIFICATION
/ / / / / / /
<15% >40%
Lower Limit 80 75 45 30 20 8 5
Table 3.3.7-5: Summary of Test Results on Gravel Samples from Adjen Kotoku
Grading Atterberg Limits Compaction CBR(%)
Source of
Material LL PL PI OMC MDD 98 95 93
% passing B.S. Sieve(mm)
Adjen Kotoku 75 37.5 20 10 5 2 0.425 0.075 (%) (%) (%) (%) g/cc
Sample 1 100 91 79 75 62 39 20 10 23.8 17.7 6.08 5.9 2.172 92.8 65.2 45.5
Sample 2 100 94 89 85 71 46 23 14 24.5 16.3 8.24 6.7 2.208 102.8 75.4 60.8
SPECIFICATION
/ / / / / / /
<15% >40%
Lower Limit 80 75 45 30 20 8 5
A number of rock outcrops could be found located around Nsawam area of Ghana. These rock
outcrops are predominantly Granites. This explains why a lot of quarrying exercise is undertaken
for construction purposes in this area. Two quarries site, ABKA Quarry Limited and Nendor
Quarry Limited were, however, identified in the area with close proximity to the main Nsawam-
Adeiso Road. Another quarry site, Maso Quarry Limited, located on the Nsawam Hospital-Aburi
road was also located. We did also observed at all these quarries, at the time of our visit, that
aggregates are produced on commercial basis under the supervision of the Akwapim South
District Assembly and other relevant authorities as required by the laws of the land identified as a
place where sound aggregates are produced on commercial basis for sale.
Pictures: Pic. 1 16 below provide some information about these quarries regarding their set up
and operational capabilities. Table 3.3.7-7 below also shows their respective haulage distances
from the quarry sites to the proposed construction front at ACP Junction.
Table 3.3.7-8 below shows a summary of the strength properties results obtained on aggregate
samples from AKBA Quarry Limited.
Table 3.3.7-8: Summary of the Test results on Aggregate Sampled from AKBA Quarry Limited
Wet/ Dry % 92 94 75 KN 75 KN 75 KN
Water
Absorption
% 0.9 0.8 1.0% 2.5 % 1.5 %
Los Angeles
% 25.2 26.1 40 % 30 %
Abrasion 30 %
Table 3.3.7-9 below shows a summary of the strength properties results obtained on aggregate
samples from Maso Quarry Limited.
Table 3.3.7-9: Summary of the Test results on Aggregate Sampled from Maso Quarry Limited
Table 3.3.7-10 below shows a summary of the strength properties results obtained on aggregate
samples from Nendor Quarry Limited.
Table 3.3.7-10: Summary of the Test results on Aggregate Sampled from Nendor Quarry Limited
Pic. 1: ABKA QUARRY LTD quarry site. Pic. 2: Jaw Crusher point of ABKA QUARRY
LTD.
Pic. 3: Rock quarry face of ABKA QUARRY Pic. 4: Jaw Crusher point of ABKA QUARRY
LTD. LTD.
Pic. 5: Cone Crusher point of ABKA Pic. 6: Screening point of ABKA QUARRY
QUARRY LTD. LTD.
Pic. 7: Production area of ABKA QUARRY Pic. 8: Production area of ABKA QUARRY
LTD.Quarry Face of ABKA QUARRY LTD. LTD.
Pic. 9: Jaw Crusher point of Nendor Quarry Pic. 10: Production area of Nendor Quarry
Ltd. LTD.
Pic. 11: Cone Crusher point of Nendor Quarry Pic. 12: Production area of Nendor Quarry
Ltd. LTD.
Pic. 13: Directional Sign to Maso Quarry Ltd. Pic. 14: Jaw Crusher point of Meso Quarry
LTD.Production area of Meso Quarry LTD.
Pic. 15: Production area of Meso Quarry LTD. Pic. 16: Production area of Meso Quarry LTD.
Climatic Condition
The climatic condition of the project catchment is characterized to a large extent by temporal and
spatial variation in rainfall. This is principally due to the movement of the inter-tropical
convergence zone (ITCZ). In addition to this primary mechanism, there are other factors that
modulate rainfall amount such as local variation in topography, wind and global factors giving
rise to cyclic climatic variation and possibly longer term climate change. The movements of the
ITCZ are commonly known as South-westerly monsoon which is strictly the seasonal reversal of
the wind accompanied by marked wet and dry seasons. The ITCZ is formed by vertical motion
appearing as convective thunderstorms driven by solar heating, which effectively draws air in
called the trade winds. The duration of the wet season, and consequently the total amount of
rainfall annually, decrease northwards. The greatest rainfall is generally along the coastline
because it has the longest wet season and an inexhaustible moisture supply from the Gulf of
Guinea. It must however be noted, that storm derived from convective process tend to be of
generally low in intensity with long duration. Annual rainfall in the project catchment ranges
from 300mm to 1600mm with a mean annual rainfall of 1000mm. The Trend of total annual
rainfall distribution from 1961 to 2011 is as shown below:
1600
1400
Total Annual Rainfall (mm)
1200
1000
800
600
400
200
0
1961 1971 1981 1991 2001 2011 2021
Year
250.0
Rainfall depth (mm)
200.0
150.0
100.0
50.0
0.0
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Months
Soil Type
The basic soil type within the catchment area is largely silty- clay with some sections dominated
with gravel type soil. Permeability of this type of soil is moderately low resulting in fairly high
surface run-off rates.
Geology
The geology of the area is largely of the type Togo Series and Cape Coast Granite Complex.
Detailed study of geological report of the area shows that there is a fault-line within the project
area.
Minimum Velocities:
Minimum flow velocities in all drains 0.80 m/s
A published values for 14 stations in Ghana gave b= 0.6 and n= 0.86 to 1.03, based on the
calibration of the Accra Meteorological station data, a value of n= 0.96 was use for the analysis.
The result of the analysis of rainfall depth-duration-frequency and rainfall intensity-duration-frequency
used for the hydrologic analysis is shown in tables 3.4.4-2 and 3.4.4-3 respectively.
The Intensity Duration- Frequency curve developed from the analysis of the 50 years rainfall
data for the project catchment is shown in figure 3.4.4-1.
1000
100
10
25
50
10
1
0.1 1 10 100
Figure 3.4.4-1: Rainfall- Duration- Frequency curve for Accra Meteorological station
Time of Concentration
For peak flow rates, the design rainfall intensity is that which has duration approximately equal
to the time of concentration for the catchment under consideration. Bransby Williams formula
was used for the determination of the time of concentration. This formula is given as:
Tc = 0.975L/ (A0.1*S0.2)
Where:
L = Mainstream length (km)
A = Catchment area (km)
S = Mainstream slope (m/km)
Tc = Time of concentration (hrs)
project catchment, C value of 0.65 was used for the determination of the peak discharge for the
main storm drain. However, for the paved road surfaces, 0.9 would be used.
Figure 3.4.4-2: Delineated catchment area for the cross culvert near Pokuase Interchange location
Figure 3.4.4-3: Delineated catchment area for the main storm drain Outfall
The summary of the hydrologic analysis for the above catchment areas is shown in the table below:
A 2.0 5.3 10 137.16 13.716 293.280 4.888 34.91 39.47 0.65 0.8 28.06 31.73
Performance Curve
The black lines show the propose drain alignment with red node points indicating the junctions
and connection. The shaded light green show the flow catchment areas. The major storm drain is
marked with the yellow background colour.
A typical section of the simulated drainage alignment showing the water surface profile, is shown
in the figure 3.4.5-6 below.
The design panel of the main outfall storm drain is shown in figure 6, below
Figure 3.4.5-7: Typical design panel for the main outfall storm drain
The summary of the hydraulic analysis of the drainage structures are shown in the tables below
SN Element Node Length Invert Elevation Average Structure Type Sizes Design Peak Discharge Max. Flow Velocity Design Flow
ID Inlet Outlet Inlet Outlet Slope Height Width(or Dia.) Capacity
(m) (m) (m) (%) (m) (m) (cms) (m/sec) (cms)
1 AK-UL-2 N-21 MH-1 76.00 50.48 49.67 1.0800 Slab U-Drain 0.600 0.60 0.025 1.37 0.63
2 BC N-195 OUT-49 17.00 40.87 40.52 2.0400 Rectangular Drain 2.000 2.00 5.314 2.60 24.00
3 CUL-01 N-29 N-28 114.95 45.25 44.55 0.6100 Box Culvert 3.000 3.00 5.194 1.97 38.66
4 CUL-02 DETENTION-01 N-29 18.91 45.50 45.25 1.3200 Box Culvert 3.000 3.00 5.194 2.24 56.96
5 DRAIN-153 NP-384 NP-381 49.47 79.19 76.44 5.5600 Slab U-Drain 0.600 0.60 0.009 3.91 1.43
6 DRAIN-154 NP-379 NP-376 74.55 73.69 69.48 5.6500 Slab U-Drain 0.600 0.60 0.009 3.92 1.44
7 DRAIN-324 NP-387 NP-384 42.95 80.57 79.19 3.2000 Slab U-Drain 0.600 0.60 0.011 2.59 1.08
8 DRAIN-328 NP-381 NP-379 50.53 76.44 73.69 5.4400 Slab U-Drain 0.600 0.60 0.009 3.92 1.41
9 DRAIN-336 NP-376 NP-373 74.96 69.48 66.28 4.2700 Slab U-Drain 0.600 0.60 0.028 2.88 1.25
10 DRAIN-338 NP-373 NP-372 24.95 66.28 65.44 3.3600 Slab U-Drain 0.600 0.60 0.073 2.32 1.11
12 K-UL-1 MH-1 N-15 84.98 49.67 48.95 0.8400 Slab U-Drain 0.600 0.60 0.032 0.76 0.55
13 K-UL-3 N-24 N-21 50.00 50.60 50.48 0.2300 Slab U-Drain 0.600 0.60 0.008 0.35 0.29
14 K-UL-4 N-31 N-35 100.00 50.60 50.05 0.5500 Slab U-Drain 0.600 0.60 0.006 0.71 0.45
15 K-UL-5 N-35 N-39 100.00 50.05 48.72 1.3300 Slab U-Drain 0.600 0.60 0.059 1.31 0.70
16 K-UL-6 N-39 N-44 100.00 48.72 46.88 1.8400 Slab U-Drain 0.600 0.60 0.097 1.59 0.82
17 K-UL-7 N-44 N-49 63.00 46.88 46.25 1.0100 Slab U-Drain 0.600 0.60 0.192 1.34 0.61
18 K-UL-8 N-49 MH-7 138.00 46.25 43.86 1.7300 Slab U-Drain 0.600 0.60 0.331 4.67 0.80
19 K-UL-9 MH-7 MH-8 20.00 43.62 43.27 1.7200 Slab U-Drain 0.600 0.90 0.414 2.55 1.60
20 K-ULR-1 N-51 N-56 87.00 48.41 44.49 4.5100 Slab U-Drain 0.600 0.60 0.115 4.32 1.28
21 K-ULR-2 N-56 MH-8 59.00 44.49 43.34 1.9500 Slab U-Drain 0.600 0.60 0.145 1.55 0.84
22 K-ULR-3 MH-8 N-59 65.00 43.27 42.58 1.0800 Slab U-Drain 0.600 0.60 0.510 2.13 0.63
23 K-ULR-4 N-59 N-61 112.00 42.58 41.31 1.1300 Slab U-Drain 0.600 0.60 0.499 1.86 0.64
24 K-ULR-5 N-61 MH-9 77.00 41.31 40.85 0.6000 Slab U-Drain 0.600 0.60 0.486 1.75 0.47
25 K-ULR-6 MH-9 N-71 132.91 40.59 40.00 0.4400 Slab U-Drain 0.600 0.60 0.456 1.49 0.40
26 K-ULR-7 N-71 N-75 124.00 40.00 39.25 0.6000 Slab U-Drain 0.600 0.60 0.485 1.61 0.47
27 K-ULR-8 N-75 Out-01 95.00 39.25 38.81 0.4600 Slab U-Drain 0.600 0.60 0.462 1.49 0.41
28 K-UML-1 MH-2 MH-1 10.00 49.94 49.67 2.7200 Slab U-Drain 0.600 0.60 0.078 2.10 1.00
29 K-UML-2 N-22 MH-2 73.24 50.74 49.94 1.1000 Slab U-Drain 0.600 0.60 0.019 1.01 0.64
30 K-UML-3 N-25 N-22 50.00 50.85 50.74 0.2200 Slab U-Drain 0.600 0.60 0.005 0.34 0.28
31 K-UML-5 N-32 N-36 100.00 51.01 50.32 0.6900 Slab U-Drain 0.600 0.60 0.003 0.83 0.50
32 K-UML-6 N-36 N-40 100.00 50.32 48.99 1.3300 Slab U-Drain 0.600 0.60 0.050 1.33 0.70
33 K-UML-7 N-40 N-45 100.00 48.99 47.57 1.4200 Slab U-Drain 0.600 0.60 0.083 1.33 0.72
34 K-UML-8 N-45 N-48 43.00 47.57 46.76 1.8800 Slab U-Drain 0.600 0.60 0.124 1.20 0.83
35 K-UML-9 N-48 N-49 22.00 46.76 46.52 1.1000 Slab U-Drain 0.600 0.60 0.131 1.17 0.64
36 K-UMR-01 N-9 N-12 139.61 53.00 51.37 1.1600 Slab U-Drain 0.600 0.60 0.000 0.00 0.65
37 K-UMR-10 N-52 N-57 100.00 45.90 43.98 1.9200 Slab U-Drain 0.600 0.60 0.135 1.76 0.84
38 K-UMR-11 N-57 N-60 100.00 43.98 42.37 1.6200 Slab U-Drain 0.600 0.60 0.144 1.44 0.77
39 K-UMR-12 N-60 N-63 100.00 42.37 41.58 0.7900 Slab U-Drain 0.600 0.60 0.189 1.28 0.54
Page 3-129 of 171
ACCRA URBAN TRANSPORT PROJECT (AUTP), PHASE 1 DRAFT FINAL REPORT
SN Element Node Length Invert Elevation Average Structure Type Sizes Design Peak Discharge Max. Flow Velocity Design Flow
ID Inlet Outlet Inlet Outlet Slope Height Width(or Dia.) Capacity
(m) (m) (m) (%) (m) (m) (cms) (m/sec) (cms)
40 K-UMR-13 N-63 N-68 100.00 41.58 40.98 0.6000 Slab U-Drain 0.600 0.60 0.206 1.35 0.47
41 K-UMR-14 N-68 N-72 100.00 40.98 40.38 0.6000 Slab U-Drain 0.600 0.60 0.218 1.32 0.47
42 K-UMR-15 N-72 N-74 75.00 40.38 39.93 0.6000 Slab U-Drain 0.600 0.60 0.249 1.33 0.47
43 K-UMR-16 N-74 MH-10 47.61 39.93 39.69 0.5000 Slab U-Drain 0.600 0.60 0.243 1.30 0.43
44 K-UMR-17 MH-10 MH-11 8.77 39.69 39.53 1.8200 Slab U-Drain 0.600 0.90 0.244 1.43 1.27
45 K-UMR-2 N-12 N-17 125.00 51.27 50.16 0.8900 Slab U-Drain 0.600 0.60 0.032 0.85 0.60
46 K-UMR-3 N-19 N-17 101.30 49.65 49.15 0.4900 Slab U-Drain 0.600 0.60 0.012 0.67 0.43
47 K-UMR-4 MH-3 N-19 76.31 50.00 49.65 0.4600 Slab U-Drain 0.600 0.60 0.036 0.63 0.41
48 K-UMR-5 N-26 MH-3 50.00 50.85 50.00 1.7000 Slab U-Drain 0.600 0.60 0.009 1.68 0.79
49 K-UMR-6 N-33 N-37 100.00 50.95 50.32 0.6300 Slab U-Drain 0.600 0.60 0.003 0.80 0.48
50 K-UMR-7 N-37 N-41 100.00 50.32 48.99 1.3300 Slab U-Drain 0.600 0.60 0.044 1.30 0.70
51 K-UMR-8 N-41 N-46 100.00 48.99 47.57 1.4200 Slab U-Drain 0.600 0.60 0.076 1.40 0.72
52 K-UMR-9 N-46 N-52 100.00 47.57 45.90 1.6600 Slab U-Drain 0.600 0.60 0.108 1.57 0.78
53 K-UR-1 MH-4 MH-3 12.61 50.25 50.15 0.7900 Slab U-Drain 0.600 0.60 0.036 1.45 0.54
54 K-UR-2 N-27 MH-4 48.23 50.69 50.25 0.9000 Slab U-Drain 0.600 0.60 0.009 0.89 0.57
55 K-UR-3 N-34 N-38 100.00 50.67 50.04 0.6300 Slab U-Drain 0.600 0.60 0.003 0.78 0.48
56 K-UR-4 N-38 N-42 100.00 50.04 48.71 1.3300 Slab U-Drain 0.600 0.60 0.056 1.32 0.70
57 K-UR-5 N-42 N-47 100.00 48.71 47.38 1.3300 Slab U-Drain 0.600 0.60 0.095 1.36 0.70
58 K-UR-6 N-47 N-53 100.00 47.38 45.72 1.6600 Slab U-Drain 0.600 0.60 0.113 1.52 0.78
59 K-UR-7 N-53 MH-5 85.00 45.53 44.10 1.6900 Slab U-Drain 0.600 0.60 0.134 4.20 0.83
60 K-UR-8 MH-5 MH-6 6.22 44.10 43.87 3.7300 Slab U-Drain 0.600 0.90 0.135 2.83 1.81
61 K-URR-1 N-43 N-50 95.51 53.83 48.84 5.2200 Slab U-Drain 0.600 0.60 0.098 3.90 1.38
62 K-URR-10 N-66 N-67 14.00 42.00 41.93 0.5000 Slab U-Drain 0.600 0.60 0.259 1.21 0.43
63 K-URR-11 N-67 N-69 29.00 41.93 41.78 0.5000 Slab U-Drain 0.600 0.60 0.270 1.55 0.43
64 K-URR-12 N-69 N-70 71.00 41.78 41.28 0.7200 Slab U-Drain 0.600 0.60 0.299 2.24 0.51
65 K-URR-13 N-70 N-73 76.00 41.28 40.42 1.1200 Slab U-Drain 0.600 0.60 0.337 3.02 0.64
66 K-URR-14 N-73 MH-11 68.56 40.42 39.53 1.3000 Slab U-Drain 0.400 0.40 0.221 2.48 0.25
67 K-URR-15 MH-11 N-76 25.44 39.53 39.20 1.3100 Slab U-Drain 0.400 0.40 0.289 2.15 0.25
68 K-URR-16 N-76 Out-02 64.00 39.20 38.81 0.6000 Slab U-Drain 0.600 0.60 0.287 1.48 0.47
69 K-URR-2 N-50 N-54 56.00 48.84 46.00 5.0700 Slab U-Drain 0.600 0.60 0.139 3.56 1.36
70 K-URR-3 N-54 N-55 26.00 46.00 45.00 3.8300 Slab U-Drain 0.600 0.60 0.156 2.34 1.18
71 K-URR-4 N-55 MH-6 58.46 45.00 43.87 1.9300 Slab U-Drain 0.600 0.60 0.207 2.67 0.84
72 K-URR-5 MH-6 N-58 72.68 43.87 43.20 0.9200 Slab U-Drain 0.600 0.60 0.219 1.48 0.58
73 K-URR-6 N-58 N-62 126.00 43.20 42.55 0.5200 Slab U-Drain 0.600 0.60 0.205 1.26 0.43
74 K-URR-7 N-62 N-64 35.00 42.55 42.24 0.9000 Slab U-Drain 0.600 0.60 0.266 1.99 0.57
75 K-URR-8 N-64 N-65 19.00 42.24 42.12 0.6000 Slab U-Drain 0.600 0.60 0.276 1.39 0.47
76 K-URR-9 N-65 N-66 34.00 42.12 42.00 0.3600 Slab U-Drain 0.600 0.60 0.261 1.17 0.36
77 P-BC-01 MH-08 MH-06 19.00 62.50 62.39 0.6000 CIRCULAR 0.900 0.90 0.550 1.22 1.22
SN Element Node Length Invert Elevation Average Structure Type Sizes Design Peak Discharge Max. Flow Velocity Design Flow
ID Inlet Outlet Inlet Outlet Slope Height Width(or Dia.) Capacity
(m) (m) (m) (%) (m) (m) (cms) (m/sec) (cms)
78 P-BC-02 MH-06 NP-369 3.00 62.39 62.37 0.6000 Pipe Culvert 0.900 0.90 0.558 2.23 1.22
79 PC-1 N-17 N-16 14.00 48.17 48.10 0.5000 Pipe Culvert 0.900 0.90 0.196 0.77 1.11
80 PC-2 N-16 N-15 18.00 48.10 48.01 0.5000 Pipe Culvert 0.900 0.90 0.452 1.33 1.11
81 PC-3 N-15 N-14 10.00 47.50 47.25 2.5000 Pipe Culvert 0.900 0.90 0.546 1.20 2.48
82 PC-4 N-14 N-13 5.00 47.25 47.15 2.0000 Pipe Culvert 0.900 0.90 0.545 1.62 2.22
83 P-L-1 N-583 OUT-23 51.32 40.50 39.50 1.9500 Slab U-Drain 1.500 1.50 0.055 1.97 9.73
84 P-L-2 NP-103 OUT-28 128.66 39.05 37.36 1.3100 Slab U-Drain 1.500 1.50 0.078 1.62 7.98
85 P-L-3 NP-104 NP-103 101.83 41.73 39.05 2.6300 Slab U-Drain 1.500 1.50 0.151 7.67 11.29
86 P-L-4 NP-113 NP-104 98.24 42.74 41.73 1.0300 Slab U-Drain 1.500 1.50 0.197 7.22 7.08
87 P-R-1 NP-13 OUT-12A 48.50 30.55 29.35 2.4700 Slab U-Drain 1.500 1.50 0.068 4.03 10.95
88 P-R-10 NP-54 NP-55 48.88 44.82 44.55 0.5500 Slab U-Drain 1.500 1.50 0.033 1.04 5.17
89 P-R-11 NP-55 NP-64 97.75 44.55 43.44 1.1400 Slab U-Drain 1.500 1.50 0.048 1.75 7.43
90 P-R-12 NP-64 NP-65 49.89 43.44 42.45 1.9800 Slab U-Drain 1.500 1.50 0.064 2.36 9.80
91 P-R-13 NP-65 NP-75 147.24 42.45 39.91 1.7300 Slab U-Drain 1.500 1.50 0.056 2.96 9.15
92 P-R-14 NP-75 OUT-17A 214.77 39.91 34.20 18.5800 Slab U-Drain 1.500 1.50 0.074 2.30 11.36
93 P-R-15 NP-76 OUT-18A 71.43 36.65 33.40 4.5500 Slab U-Drain 1.500 1.50 0.115 3.65 9.39
94 P-R-16 NP-84 NP-76 48.01 38.02 36.65 2.8500 Slab U-Drain 1.500 1.50 0.057 13.66 11.75
95 P-R-17 NP-85 NP-84 47.84 39.72 38.02 3.5700 Slab U-Drain 1.500 1.50 0.069 3.45 13.16
96 P-R-18 NP-93 NP-85 100.61 40.63 39.72 0.9000 Slab U-Drain 1.500 1.50 0.035 7.32 6.62
97 P-R-19 NP-94 OUT-24 114.83 40.63 39.82 0.7000 Slab U-Drain 1.500 1.50 0.049 1.18 5.85
98 P-R-2 NP-14 NP-13 100.19 33.54 30.55 2.9800 Slab U-Drain 1.500 1.50 0.076 5.90 12.03
99 P-R-20 NP-98 OUT-25 79.49 40.53 38.51 2.5400 Slab U-Drain 1.500 1.50 0.108 2.26 11.09
100 P-R-21 NP-99 NP-98 49.55 41.03 40.53 1.0100 Slab U-Drain 1.500 1.50 0.028 0.63 7.01
101 P-R-22 NP-108 NP-99 102.08 41.49 41.03 0.4600 Slab U-Drain 1.500 1.50 0.031 1.23 4.70
102 P-R-23 NP-110 NP-108 98.44 42.65 41.49 1.1800 Slab U-Drain 1.500 1.50 0.049 1.58 7.56
103 P-R-24 NP-118 NP-110 99.18 42.99 42.65 0.3400 Slab U-Drain 1.500 1.50 0.030 2.03 4.08
104 P-R-25 NP-123 NP-124 96.55 44.16 42.84 1.3600 Slab U-Drain 1.500 1.50 0.046 7.09 8.12
105 P-R-26 NP-124 NP-128 51.85 42.84 40.52 4.4800 Slab U-Drain 1.500 1.50 0.088 3.90 14.74
106 P-R-27 NP-128 NP-133 95.02 40.52 37.22 3.4700 Slab U-Drain 1.500 1.50 0.105 3.80 12.97
107 P-R-28 NP-133 NP-138 101.05 37.22 36.03 1.1900 Slab U-Drain 1.500 1.50 0.057 1.77 7.58
108 P-R-29 NP-138 NP-143 100.36 36.03 34.91 1.1100 Slab U-Drain 1.500 1.50 0.048 1.52 7.35
109 P-R-3 NP-23 NP-14 102.04 36.23 33.54 2.6300 Slab U-Drain 1.500 1.50 0.074 5.60 11.30
110 P-R-30 NP-143 Out-29 70.67 34.91 34.50 0.5800 Slab U-Drain 1.500 1.50 0.034 1.08 5.31
111 P-R-31 NP-148 OUT-34 76.57 34.65 34.50 0.2000 Slab U-Drain 1.500 1.50 0.022 0.63 3.12
112 P-R-32 NP-152 NP-148 149.70 35.11 34.65 0.3100 Slab U-Drain 1.500 1.50 0.050 0.78 3.86
113 P-R-33 NP-161 Out-39 88.27 37.09 35.12 2.2300 Slab U-Drain 1.500 1.50 0.063 2.11 10.40
114 P-R-34 NP-169 NP-161 79.47 37.89 37.09 1.0000 Slab U-Drain 1.500 1.50 0.040 8.43 6.97
115 P-R-35 NP-174 NP-169 112.94 38.90 37.89 0.9000 Slab U-Drain 1.500 1.50 0.043 3.67 6.60
SN Element Node Length Invert Elevation Average Structure Type Sizes Design Peak Discharge Max. Flow Velocity Design Flow
ID Inlet Outlet Inlet Outlet Slope Height Width(or Dia.) Capacity
(m) (m) (m) (%) (m) (m) (cms) (m/sec) (cms)
116 P-R-36 NP-179 NP-174 94.35 39.75 38.90 0.9000 Slab U-Drain 1.500 1.50 0.040 4.27 6.59
117 P-R-37 NP-184 NP-179 85.63 40.45 39.75 0.8200 Slab U-Drain 1.500 1.50 0.041 3.71 6.31
118 P-R-38 NP-191 NP-184 105.15 41.32 40.45 0.8300 Slab U-Drain 1.500 1.50 0.040 3.81 6.34
119 P-R-39 NP-195 NP-191 85.56 41.88 41.32 0.6600 Slab U-Drain 1.500 1.50 0.037 3.40 5.65
120 P-R-4 NP-24 NP-23 102.15 38.09 36.23 1.8300 Slab U-Drain 1.500 1.50 0.061 4.74 9.41
121 P-R-40 N-468 NP-195 78.65 43.78 41.88 2.4200 Slab U-Drain 1.500 1.50 0.065 4.46 10.83
122 P-R-48 NP-337 MH 50.84 63.67 61.65 3.9800 Slab U-Drain 0.600 0.60 0.128 1.77 1.21
123 P-R-49 NP-340 NP-337 100.51 68.22 63.67 4.5200 Slab U-Drain 0.600 0.60 0.052 3.35 1.29
124 P-R-5 NP-33 NP-24 99.88 38.82 38.09 0.7300 Slab U-Drain 1.500 1.50 0.036 2.76 5.93
125 P-R-50 NP-344 NP-340 75.94 70.51 68.22 3.0100 Slab U-Drain 0.600 0.60 0.015 2.54 1.05
126 P-R-51 NP-349 NP-344 49.11 70.97 70.51 0.9400 Slab U-Drain 0.600 0.60 0.000 0.00 0.59
127 P-R-6 NP-34 NP-33 48.16 39.37 38.82 1.1500 Slab U-Drain 1.500 1.50 0.049 1.24 7.48
128 P-R-7 NP-41 NP-34 103.08 42.51 39.37 3.0500 Slab U-Drain 1.500 1.50 0.079 3.03 12.16
129 P-R-8 NP-42 NP-41 50.50 43.63 42.51 2.2000 Slab U-Drain 1.500 1.50 0.067 2.82 10.34
130 P-R-9 NP-49 NP-42 101.17 44.82 43.63 1.1800 Slab U-Drain 1.500 1.50 0.049 1.61 7.57
131 P-UL-1 NP-1 OUT-7 50.01 31.47 31.15 0.6400 Slab U-Drain 0.600 0.60 0.017 0.21 0.20
132 P-UL-10 NP-44 NP-38 51.09 44.27 42.87 2.7300 Slab U-Drain 0.600 0.60 0.110 2.12 1.00
133 P-UL-11 NP-46 NP-44 98.57 45.56 44.27 1.3100 Slab U-Drain 0.600 0.60 0.171 1.72 0.69
134 P-UL-12 NP-50 NP-59 50.68 45.56 45.41 0.2800 Slab U-Drain 0.600 0.60 0.035 0.45 0.32
135 P-UL-13 NP-59 NP-60 98.83 45.41 43.90 1.5300 Slab U-Drain 0.600 0.60 0.070 1.30 0.75
136 P-UL-14 NP-60 NP-69 49.68 43.90 43.03 1.7700 Slab U-Drain 0.600 0.60 0.112 2.20 0.80
137 P-UL-15 NP-69 NP-70 11.42 43.03 42.17 7.5200 Slab U-Drain 0.600 0.90 0.082 0.93 2.58
138 P-UL-16 NP-71 OUT-13A 218.25 39.32 36.65 1.2200 Slab U-Drain 0.600 0.60 0.178 1.49 0.67
139 P-UL-17 NP-80 OUT-22 73.27 37.84 36.65 1.6300 Slab U-Drain 0.600 0.60 0.085 1.03 0.77
140 P-UL-18 NP-89 NP-88 104.13 41.00 40.15 0.8100 Slab U-Drain 0.600 0.60 0.085 0.96 0.54
141 P-UL-19 NP-97 NP-89 117.02 41.48 41.00 0.4200 Slab U-Drain 0.600 0.60 0.067 0.58 0.39
142 P-UL-2 NP-5 NP-1 48.42 31.66 31.47 0.3900 Slab U-Drain 0.600 0.60 0.029 0.46 0.38
143 P-UL-20 NP-114 NP-113 4.80 43.33 42.74 12.1700 Slab U-Drain 0.600 0.60 0.263 3.63 2.11
144 P-UL-21 NP-115 NP-114 100.56 43.88 43.33 0.5500 Slab U-Drain 0.600 0.60 0.307 1.97 0.45
145 P-UL-22 NP-137 NP-142 99.77 37.70 35.96 1.7300 Slab U-Drain 0.600 0.60 0.069 1.73 0.80
146 P-UL-23 NP-142 NP-147 101.21 35.96 35.59 0.3700 Slab U-Drain 0.600 0.60 0.071 0.73 0.37
147 P-UL-24 NP-147 Out-33 71.50 35.59 35.25 0.4700 Slab U-Drain 0.600 0.60 0.054 0.61 0.41
148 P-UL-25 NP-151 OUT-38 77.37 35.44 35.25 0.2500 Slab U-Drain 0.600 0.60 0.063 0.50 0.30
149 P-UL-26 NP-156 NP-151 150.02 36.68 35.44 0.8200 Slab U-Drain 0.600 0.60 0.101 0.91 0.55
150 P-UL-27 NP-160 NP-156 66.81 37.05 36.68 0.5600 Slab U-Drain 0.600 0.60 0.049 0.81 0.45
151 P-UL-28 NP-165 OUT-43 76.06 38.19 37.05 1.5000 Slab U-Drain 1.500 1.50 0.114 2.09 5.39
152 P-UL-29 NP-168 NP-165 49.94 38.63 38.19 0.8800 Slab U-Drain 1.500 1.50 0.186 3.21 4.12
153 P-UL-3 NP-9 OUT-8 48.65 32.30 31.66 1.3100 Slab U-Drain 0.600 0.60 0.158 1.38 0.69
SN Element Node Length Invert Elevation Average Structure Type Sizes Design Peak Discharge Max. Flow Velocity Design Flow
ID Inlet Outlet Inlet Outlet Slope Height Width(or Dia.) Capacity
(m) (m) (m) (%) (m) (m) (cms) (m/sec) (cms)
154 P-UL-30 NP-173 NP-168 102.60 39.49 38.63 0.8400 Slab U-Drain 0.600 0.60 0.260 2.26 0.55
155 P-UL-31 NP-178 NP-173 98.37 40.32 39.49 0.8500 Slab U-Drain 0.600 0.60 0.093 4.02 0.56
156 P-UL-32 NP-183 NP-178 100.54 41.16 40.32 0.8300 Slab U-Drain 0.600 0.60 0.087 0.92 0.55
157 P-UL-33 NP-190 NP-183 98.24 42.04 41.16 0.9000 Slab U-Drain 0.600 0.60 0.063 1.03 0.57
158 P-UL-34 NP-198 NP-194 64.44 43.61 43.20 0.6300 Slab U-Drain 0.600 0.60 0.233 1.33 0.48
159 P-UL-35 NP-202 NP-198 42.16 44.16 43.61 1.3100 Slab U-Drain 0.600 0.60 0.268 2.30 0.69
160 P-UL-36 NP-206 NP-202 99.88 48.40 44.16 4.2500 Slab U-Drain 0.600 0.60 0.152 2.95 1.25
161 P-UL-37 NP-210 NP-206 100.01 51.05 48.40 2.6500 Slab U-Drain 0.600 0.60 0.117 2.94 0.98
162 P-UL-38 NP-213 NP-210 47.50 51.52 51.05 0.9800 Slab U-Drain 0.600 0.60 0.052 1.04 0.60
163 P-UL-39 NP-218 NP-213 50.55 52.00 51.52 0.9400 Slab U-Drain 1.500 1.50 0.054 0.95 4.27
164 P-UL-4 NP-18 NP-9 97.74 34.38 32.30 2.1300 Slab U-Drain 0.600 0.60 0.140 1.75 0.88
165 P-UL-40 NP-223 NP-218 149.41 53.35 52.00 0.9100 Slab U-Drain 0.600 0.60 0.044 0.96 0.58
166 P-UL-41 NP-228 NP-223 99.66 54.39 53.35 1.0400 Slab U-Drain 0.600 0.60 0.066 1.56 0.62
167 P-UL-42 NP-249 NP-242 85.58 61.89 59.68 2.5800 Slab U-Drain 0.600 0.60 0.105 5.88 0.97
168 P-UL-43 NP-256 NP-249 87.08 63.53 61.89 1.8800 Slab U-Drain 0.600 0.60 0.039 1.89 0.83
169 P-UL-44 NP-256 OUT-45 31.01 63.53 63.23 0.9700 Slab U-Drain 0.600 0.60 0.004 0.75 0.60
170 P-UL-5 NP-19 NP-18 99.93 36.76 34.38 2.3900 Slab U-Drain 0.600 0.60 0.132 2.39 0.93
171 P-UL-6 NP-28 NP-19 99.32 38.79 36.76 2.0400 Slab U-Drain 0.600 0.60 0.131 3.27 0.86
172 P-UL-7 NP-29 NP-28 98.43 39.64 38.79 0.8600 Slab U-Drain 0.600 0.60 0.191 1.92 0.56
173 P-UL-8 NP-37 NP-29 50.77 40.32 39.64 1.3400 Slab U-Drain 0.600 0.60 0.140 1.14 0.70
174 P-UL-9 NP-38 NP-37 98.28 42.87 40.32 2.6000 Slab U-Drain 0.600 0.60 0.159 2.17 0.98
175 P-UML-1 NP-2 OUT-6 49.61 31.50 31.15 0.7000 Slab U-Drain 0.600 0.60 0.012 0.18 0.14
176 P-UML-10 NP-51 NP-58 49.50 45.71 45.61 0.2000 Slab U-Drain 0.600 0.60 0.020 1.13 0.27
177 P-UML-11 NP-58 NP-61 99.67 45.61 44.06 1.5600 Slab U-Drain 0.600 0.60 0.069 1.49 0.76
178 P-UML-12 NP-61 NP-68 49.62 44.06 43.04 2.0600 Slab U-Drain 0.600 0.60 0.110 2.50 0.87
179 P-UML-13 NP-68 NP-70 7.19 43.04 42.17 12.1000 Slab U-Drain 0.600 0.60 0.087 0.96 2.10
180 P-UML-14 NP-70 NP-72 146.35 42.17 39.94 1.5200 Slab U-Drain 0.600 0.60 0.280 1.94 0.75
181 P-UML-15 NP-72 OUT-14A 223.63 39.94 36.91 1.3500 Slab U-Drain 0.600 0.60 0.335 2.20 0.70
182 P-UML-16 NP-79 OUT-21 74.14 38.13 36.91 1.6400 Slab U-Drain 0.600 0.60 0.116 1.20 0.78
183 P-UML-17 NP-81 NP-79 52.28 39.15 38.13 1.9600 Slab U-Drain 0.600 0.60 0.117 2.50 0.85
184 P-UML-18 NP-88 NP-81 50.07 40.15 39.15 2.0000 Slab U-Drain 0.600 0.60 0.120 2.12 0.85
185 P-UML-19 NP-90 NP-88 100.83 41.16 40.15 1.0000 Slab U-Drain 0.600 0.60 0.063 1.01 0.60
186 P-UML-2 NP-6 NP-2 49.37 31.80 31.50 0.6100 Slab U-Drain 0.600 0.60 0.027 0.67 0.47
187 P-UML-20 NP-96 NP-90 117.23 41.66 41.16 0.4300 Slab U-Drain 0.600 0.60 0.052 0.63 0.40
188 P-UML-21 NP-102 OUT-27 129.98 42.41 41.65 0.5800 Slab U-Drain 0.600 0.60 0.049 0.67 0.46
189 P-UML-22 NP-105 NP-102 100.88 42.91 42.41 0.5000 Slab U-Drain 0.600 0.60 0.040 0.65 0.43
190 P-UML-23 NP-109 NP-105 49.69 43.16 42.91 0.5000 Slab U-Drain 0.600 0.60 0.017 0.63 0.43
191 P-UML-24 NP-120 NP-127 100.48 43.80 43.15 0.6500 Slab U-Drain 0.600 0.60 0.196 1.39 0.49
SN Element Node Length Invert Elevation Average Structure Type Sizes Design Peak Discharge Max. Flow Velocity Design Flow
ID Inlet Outlet Inlet Outlet Slope Height Width(or Dia.) Capacity
(m) (m) (m) (%) (m) (m) (cms) (m/sec) (cms)
192 P-UML-25 NP-127 NP-132 58.11 43.15 41.00 3.6900 Slab U-Drain 0.600 0.60 0.190 3.55 1.16
193 P-UML-26 NP-132 NP-131 3.76 41.00 40.61 10.4800 Slab U-Drain 0.600 0.60 0.161 1.39 1.96
194 P-UML-27 NP-131 NP136 95.33 40.61 37.73 3.0200 Slab U-Drain 0.600 0.60 0.259 3.30 1.05
195 P-UML-28 NP136 NP-141 100.29 37.73 36.55 1.1700 Slab U-Drain 0.600 0.60 0.273 1.84 0.66
196 P-UML-29 NP-141 NP-146 100.78 36.55 35.75 0.7900 Slab U-Drain 0.600 0.60 0.300 1.59 0.54
197 P-UML-3 NP-10 OUT-9 48.29 32.41 31.80 1.2700 Slab U-Drain 0.600 0.60 0.101 1.17 0.68
198 P-UML-30 NP-146 Out-32 71.20 35.75 35.59 0.2300 Slab U-Drain 0.600 0.60 0.222 0.97 0.29
199 P-UML-31 NP-150 OUT-37 77.56 35.74 35.59 0.1900 Slab U-Drain 0.600 0.60 0.043 0.40 0.27
200 P-UML-32 NP-155 NP-150 150.44 36.93 35.74 0.7900 Slab U-Drain 0.600 0.60 0.078 0.76 0.54
201 P-UML-33 NP-159 NP-155 66.56 37.37 36.93 0.6700 Slab U-Drain 0.600 0.60 0.040 0.88 0.49
202 P-UML-34 NP-164 OU-42 75.98 38.28 37.37 1.1900 Slab U-Drain 1.500 1.50 0.324 1.88 4.81
203 P-UML-35 NP-167 NP-164 49.65 38.61 38.28 0.6700 Slab U-Drain 1.500 1.50 0.336 2.77 3.60
204 P-UML-36 NP-172 NP-167 104.42 39.60 38.61 0.9500 Slab U-Drain 0.600 0.60 0.334 2.31 0.59
205 P-UML-37 NP-177 NP-172 97.47 40.47 39.60 0.8900 Slab U-Drain 0.600 0.60 0.305 1.67 0.57
206 P-UML-38 NP-182 NP-177 100.88 41.33 40.47 0.8600 Slab U-Drain 0.600 0.60 0.330 1.85 0.56
207 P-UML-39 NP-188 NP-182 98.52 42.14 41.33 0.8300 Slab U-Drain 0.600 0.60 0.337 1.83 0.55
208 P-UML-4 NP-17 NP-10 99.23 34.51 32.41 2.1100 Slab U-Drain 0.600 0.60 0.105 1.73 0.88
209 P-UML-40 NP-189 NP-188 9.60 42.33 42.14 1.9000 Slab U-Drain 0.600 0.60 0.294 1.81 0.83
210 P-UML-41 NP-194 NP-189 94.24 43.20 42.33 0.9300 Slab U-Drain 0.600 0.60 0.352 2.07 0.58
211 P-UML-42 NP-197 NP-194 59.53 43.61 43.20 0.6800 Slab U-Drain 0.600 0.60 0.230 1.42 0.50
212 P-UML-43 NP-201 NP-197 43.15 44.37 43.61 1.7700 Slab U-Drain 0.600 0.60 0.276 2.07 0.80
213 P-UML-44 NP-205 NP-201 100.14 48.59 44.37 4.2100 Slab U-Drain 0.600 0.60 0.236 3.05 1.24
214 P-UML-45 NP-209 NP-205 98.79 51.24 48.59 2.6800 Slab U-Drain 0.600 0.60 0.348 2.90 0.99
215 P-UML-46 NP-212 NP-209 48.75 51.70 51.24 0.9600 Slab U-Drain 0.600 0.90 0.434 1.86 0.92
216 P-UML-47 NP-217 NP-212 50.26 52.17 51.70 0.9300 Slab U-Drain 0.600 0.60 0.312 1.67 0.58
217 P-UML-48 NP-222 NP-217 149.47 53.53 52.17 0.9100 Slab U-Drain 0.600 0.60 0.316 1.99 0.58
218 P-UML-49 NP-226 NP-222 99.66 54.48 53.53 0.9600 Slab U-Drain 0.600 0.60 0.247 2.01 0.59
219 P-UML-5 NP-20 NP-17 99.53 36.89 34.51 2.4000 Slab U-Drain 0.600 0.60 0.100 2.08 0.94
220 P-UML-50 NP-227 NP-226 11.15 54.68 54.48 1.7300 Slab U-Drain 0.600 0.60 0.085 0.71 0.80
221 P-UML-51 NP-225 NP-226 13.36 54.68 54.48 1.4400 Slab U-Drain 0.600 0.60 0.100 0.78 0.73
222 P-UML-52 NP-231 NP-227 66.82 55.66 51.68 5.9600 Slab U-Drain 1.500 1.50 0.094 2.53 5.33
223 P-UML-53 NP-230 NP-225 65.18 55.41 51.68 5.7200 Slab U-Drain 1.500 1.50 0.103 2.08 4.65
224 P-UML-54 NP-234 NP-230 101.29 57.10 55.41 1.6700 Slab U-Drain 0.600 0.60 0.152 2.02 0.78
225 P-UML-55 NP-235 NP-231 103.26 57.35 55.66 1.6400 Slab U-Drain 0.600 0.60 0.183 2.64 0.78
226 P-UML-56 NP-241 NP-235 106.06 59.47 57.35 2.0000 Slab U-Drain 0.600 0.60 0.084 2.16 0.85
227 P-UML-57 NP-242 NP-241 14.62 59.68 59.47 1.4500 Slab U-Drain 0.600 0.90 0.038 0.44 1.13
228 P-UML-58 NP-239 NP-234 100.83 59.48 57.10 2.3600 Slab U-Drain 0.600 0.60 0.091 2.38 0.93
229 P-UML-59 NP-240 NP-239 10.23 59.78 59.48 2.8800 Slab U-Drain 0.600 0.90 0.056 0.78 1.59
SN Element Node Length Invert Elevation Average Structure Type Sizes Design Peak Discharge Max. Flow Velocity Design Flow
ID Inlet Outlet Inlet Outlet Slope Height Width(or Dia.) Capacity
(m) (m) (m) (%) (m) (m) (cms) (m/sec) (cms)
230 P-UML-6 NP-27 NP-20 99.78 38.94 36.89 2.0600 Slab U-Drain 0.600 0.60 0.092 3.48 0.87
231 P-UML-60 NP-248 NP-240 93.70 62.13 59.78 2.5100 Slab U-Drain 1.500 1.00 0.094 4.02 6.97
232 P-UML-61 NP-255 NP-248 99.20 64.95 62.13 2.8400 Slab U-Drain 0.600 0.60 0.024 2.94 1.02
233 P-UML-62 NP-343 Out-47 140.27 65.63 60.14 3.9100 Slab U-Drain 0.600 0.60 0.095 3.35 1.20
234 P-UML-63 NP-347 NP-343 128.51 70.10 65.63 3.4800 Slab U-Drain 0.600 0.60 0.027 3.22 1.13
235 P-UML-64 NP-355 NP-347 91.04 70.87 70.10 0.8500 Slab U-Drain 0.600 0.60 0.000 0.00 0.56
236 P-UML-65 NP-342 NP-346 100.48 72.11 71.83 0.2800 Slab U-Drain 0.600 0.60 0.002 0.37 0.32
237 P-UML-66 NP-346 MH-01 72.36 71.83 71.37 0.6400 Slab U-Drain 0.600 0.60 0.025 1.62 0.48
238 P-UML-67 MH-01 MH-02 8.65 71.37 71.08 3.3100 Slab U-Drain 0.600 0.90 0.056 2.21 1.71
239 P-UML-68 NP-370 MH-08 2.59 62.52 62.50 0.7700 Slab U-Drain 1.500 1.00 0.517 0.87 3.87
240 P-UML-69 NP-372 MH-08 50.70 65.44 64.50 1.8700 Slab U-Drain 0.600 0.60 0.031 1.32 0.83
241 P-UML-7 NP-30 NP-27 99.04 39.73 38.94 0.7900 Slab U-Drain 0.600 0.60 0.073 2.55 0.54
242 P-UML-8 NP-36 NP-30 50.47 40.46 39.73 1.4600 Slab U-Drain 0.600 0.60 0.064 1.11 0.73
243 P-UML-9 NP-39 NP-36 98.85 43.08 40.46 2.6500 Slab U-Drain 0.600 0.60 0.084 2.93 0.98
244 P-UMR-1 NP-4 OUT-4 51.70 31.57 31.35 0.4300 Slab U-Drain 0.600 0.60 0.053 0.65 0.40
245 P-UMR-10 NP-53 NP-56 49.87 45.81 45.61 0.3900 Slab U-Drain 0.600 0.60 0.023 0.58 0.38
246 P-UMR-11 NP-56 NP-63 98.74 45.61 44.06 1.5700 Slab U-Drain 0.600 0.60 0.038 1.38 0.76
247 P-UMR-12 NP-63 NP-66 48.96 44.06 43.02 2.1100 Slab U-Drain 0.600 0.60 0.033 1.78 0.88
248 P-UMR-13 NP-66 NP-74 148.94 43.02 39.92 2.0900 Slab U-Drain 0.600 0.60 0.119 2.44 0.87
249 P-UMR-14 NP-74 OUT-16A 223.43 39.92 36.91 1.3400 Slab U-Drain 0.600 0.60 0.278 2.04 0.70
250 P-UMR-15 NP-77 OUT-19 74.61 37.96 36.91 1.4000 Slab U-Drain 0.600 0.60 0.067 1.53 0.72
251 P-UMR-16 NP-83 NP-77 48.69 39.10 37.96 2.3500 Slab U-Drain 0.600 0.60 0.044 1.61 0.93
252 P-UMR-17 NP-86 NP-83 49.42 40.15 39.10 2.1100 Slab U-Drain 0.600 0.60 0.033 1.90 0.88
253 P-UMR-18 NP-92 NP-86 100.10 41.16 40.15 1.0100 Slab U-Drain 0.600 0.60 0.039 1.11 0.61
254 P-UMR-19 NP-100 NP-98 56.63 42.41 40.53 3.3300 Slab U-Drain 0.600 0.60 0.051 4.86 1.10
255 P-UMR-2 NP-8 NP-4 49.50 31.92 31.57 0.6900 Slab U-Drain 0.600 0.60 0.032 0.68 0.50
256 P-UMR-20 NP-107 NP-100 101.34 42.91 42.41 0.4900 Slab U-Drain 0.600 0.60 0.054 2.02 0.42
257 P-UMR-21 NP-111 NP-107 98.81 43.41 42.91 0.5100 Slab U-Drain 0.600 0.60 0.069 0.60 0.43
258 P-UMR-22 NP-117 NP-111 100.50 43.91 43.41 0.5000 Slab U-Drain 0.600 0.60 0.065 0.81 0.43
259 P-UMR-23 NP-122 NP-125 99.39 44.16 43.03 1.1400 Slab U-Drain 0.600 0.60 0.039 1.26 0.64
260 P-UMR-24 NP-125 NP-129 53.24 43.03 40.43 4.8800 Slab U-Drain 0.600 0.60 0.036 3.61 1.34
261 P-UMR-25 NP-129 NP-134 94.70 40.43 37.73 2.8600 Slab U-Drain 0.600 0.60 0.069 2.41 1.02
262 P-UMR-26 NP-134 NP-139 100.02 37.73 36.55 1.1800 Slab U-Drain 0.600 0.60 0.090 1.20 0.66
263 P-UMR-27 NP-139 NP-144 100.49 36.55 35.74 0.8100 Slab U-Drain 0.600 0.60 0.090 0.84 0.54
264 P-UMR-28 NP-144 Out-30 71.66 35.74 35.59 0.2100 Slab U-Drain 0.600 0.60 0.068 0.51 0.28
265 P-UMR-29 NP-149 OUT-35 77.14 35.74 35.59 0.2000 Slab U-Drain 0.600 0.60 0.037 0.38 0.27
266 P-UMR-3 NP-12 OUT-11A 49.57 32.41 31.92 1.0000 Slab U-Drain 0.600 0.60 0.144 1.25 0.60
267 P-UMR-30 NP-153 NP-149 149.64 36.93 35.74 0.8000 Slab U-Drain 0.600 0.60 0.068 0.75 0.54
SN Element Node Length Invert Elevation Average Structure Type Sizes Design Peak Discharge Max. Flow Velocity Design Flow
ID Inlet Outlet Inlet Outlet Slope Height Width(or Dia.) Capacity
(m) (m) (m) (%) (m) (m) (cms) (m/sec) (cms)
268 P-UMR-31 NP-157 NP-153 68.10 37.37 36.93 0.6500 Slab U-Drain 0.600 0.60 0.036 0.89 0.49
269 P-UMR-32 NP-162 OUT-40 76.89 38.24 37.37 1.1300 Slab U-Drain 1.500 1.50 0.075 1.82 4.67
270 P-UMR-33 NP-166 NP-162 50.36 38.69 38.24 0.9000 Slab U-Drain 1.500 1.50 0.031 1.85 4.18
271 P-UMR-34 NP-170 NP-171 22.11 39.78 38.94 3.7900 Slab U-Drain 0.600 0.90 0.286 2.34 1.83
272 P-UMR-35 NP-175 NP-170 96.73 40.47 39.78 0.7100 Slab U-Drain 0.600 0.60 0.295 1.69 0.51
273 P-UMR-36 NP-180 NP-175 100.31 41.33 40.47 0.8600 Slab U-Drain 0.600 0.60 0.191 1.16 0.61
274 P-UMR-37 NP-185 NP-180 100.34 42.07 41.33 0.7400 Slab U-Drain 0.600 0.60 0.291 2.22 0.52
275 P-UMR-38 NP-186 NP-185 9.55 42.15 42.07 0.8400 Slab U-Drain 0.600 0.60 0.214 1.20 0.55
276 P-UMR-39 NP-192 NP-186 87.91 42.65 42.15 0.5700 Slab U-Drain 0.600 0.60 0.264 1.47 0.46
277 P-UMR-4 NP-15 NP-12 99.15 34.50 32.41 2.1100 Slab U-Drain 0.600 0.60 0.105 1.68 0.88
278 P-UMR-40 NP-196 NP-192 56.02 43.43 42.65 1.4000 Slab U-Drain 0.600 0.60 0.223 1.44 0.72
279 P-UMR-41 NP-199 NP-196 42.35 44.97 43.43 3.6300 Slab U-Drain 0.600 0.60 0.190 3.43 1.15
280 P-UMR-42 NP-203 NP-199 99.78 48.94 44.97 3.9800 Slab U-Drain 0.600 0.60 0.187 3.09 1.21
281 P-UMR-43 NP-207 NP-203 101.43 51.50 48.94 2.5200 Slab U-Drain 0.600 0.60 0.336 2.72 0.96
282 P-UMR-44 NP-211 NP-207 52.32 51.85 51.50 0.6700 Slab U-Drain 0.600 0.60 0.293 1.77 0.49
283 P-UMR-45 NP-215 NP-211 49.57 52.20 51.85 0.7100 Slab U-Drain 1.500 1.50 0.259 1.07 3.72
284 P-UMR-46 NP-220 NP-215 150.20 53.53 52.20 0.8800 Slab U-Drain 0.600 0.60 0.323 2.51 0.57
285 P-UMR-47 NP-224 NP-220 99.22 54.41 53.53 0.8900 Slab U-Drain 0.600 0.60 0.218 1.60 0.57
286 P-UMR-48 NP-229 NP-224 73.65 55.15 54.41 1.0200 Slab U-Drain 0.600 0.60 0.120 1.01 0.61
287 P-UMR-49 NP-233 NP-229 97.83 56.85 55.15 1.7300 Slab U-Drain 0.600 0.60 0.143 1.87 0.80
288 P-UMR-5 NP-22 NP-15 100.89 37.07 34.50 2.5400 Slab U-Drain 0.600 0.60 0.104 2.28 0.96
289 P-UMR-50 NP-238 NP-233 96.99 59.29 56.85 2.5200 Slab U-Drain 0.600 0.60 0.125 2.30 0.96
290 P-UMR-51 NP-237 NP-236 47.52 58.93 56.80 4.4700 Slab U-Drain 0.600 0.60 0.092 5.13 1.28
291 P-UMR-52 NP-243 NP-237 82.86 61.58 58.93 3.2100 Slab U-Drain 1.500 1.50 0.099 4.72 7.88
292 P-UMR-53 NP-246 NP-243 19.82 62.11 61.58 2.6400 Slab U-Drain 0.600 0.90 0.015 4.53 1.53
293 P-UMR-54 NP-244 NP-238 74.19 61.64 59.29 3.1600 Slab U-Drain 1.500 1.50 0.090 3.79 7.83
294 P-UMR-555 NP-245 NP-244 13.47 61.98 61.64 2.5400 Slab U-Drain 0.600 0.90 0.024 2.02 1.50
295 P-UMR-56 NP-247 NP-245 15.44 62.37 61.98 2.5200 Slab U-Drain 0.600 0.60 0.076 2.13 0.96
296 P-UMR-57 NP-254 NP-247 101.32 65.29 62.37 2.8800 Slab U-Drain 0.600 0.60 0.112 3.02 1.03
297 P-UMR-58 NP-252 NP-246 121.09 64.67 62.11 2.1100 Slab U-Drain 0.600 0.60 0.234 3.06 0.88
298 P-UMR-59 NP-253 OUT-46 63.72 64.67 64.06 0.9500 Slab U-Drain 0.600 0.60 0.072 0.75 0.59
299 P-UMR-6 NP-25 NP-22 100.37 38.94 37.07 1.8600 Slab U-Drain 0.600 0.60 0.088 1.73 0.83
300 P-UMR-60 NP-341 NP-345 99.43 72.11 71.83 0.2800 Slab U-Drain 0.600 0.60 0.002 0.76 0.32
301 P-UMR-61 NP-345 NP-350 71.38 71.83 71.12 1.0000 Slab U-Drain 0.600 0.60 0.032 0.90 0.61
302 P-UMR-62 NP-350 MH-04 77.10 71.12 70.14 1.2700 Slab U-Drain 0.600 0.60 0.031 2.56 0.68
303 P-UMR-63 MH-04 NP-356 13.68 70.14 69.95 1.4000 Slab U-Drain 0.600 0.90 0.051 1.51 1.11
304 P-UMR-64 MH-02 NP-353 25.00 71.08 70.98 0.4000 Slab U-Drain 0.600 0.60 0.045 0.52 0.38
305 P-UMR-65 NP-353 NP-357 100.46 70.98 69.17 1.8000 Slab U-Drain 0.600 0.60 0.027 1.95 0.81
SN Element Node Length Invert Elevation Average Structure Type Sizes Design Peak Discharge Max. Flow Velocity Design Flow
ID Inlet Outlet Inlet Outlet Slope Height Width(or Dia.) Capacity
(m) (m) (m) (%) (m) (m) (cms) (m/sec) (cms)
306 P-UMR-66 NP-357 NP-361 99.80 69.17 67.23 1.9500 Slab U-Drain 0.600 0.60 0.037 1.84 0.84
307 P-UMR-67 NP-361 NP-365 100.15 67.23 65.28 1.9400 Slab U-Drain 0.600 0.60 0.046 1.58 0.84
308 P-UMR-68 NP-365 MH-03 25.60 65.28 64.89 1.5400 Slab U-Drain 0.600 0.60 0.086 1.43 0.75
309 P-UMR-69 MH-03 NP-367 9.61 64.89 64.85 0.3600 Slab U-Drain 0.600 0.90 0.071 1.35 0.57
310 P-UMR-7 NP-32 NP-25 99.84 39.72 38.94 0.7900 Slab U-Drain 0.600 0.60 0.074 1.23 0.54
311 P-UMR-70 NP-367 NP-368 7.56 64.65 64.28 4.8900 Slab U-Drain 0.600 0.90 0.142 1.85 2.08
312 P-UMR-71 NP-369 OUT-48 7.51 62.37 0.00 830.4700 Slab U-Drain 1.500 1.50 2.629 31.20 126.76
313 P-UMR-72 NP-371 MH-06 50.58 64.69 61.45 6.4000 Slab U-Drain 0.600 0.60 0.035 3.01 1.51
314 P-UMR-73 NP-375 NP-371 100.30 69.57 65.56 4.0000 Slab U-Drain 0.600 0.60 0.015 3.32 1.21
315 P-UMR-74 NP-378 NP-375 74.72 73.69 69.57 5.5200 Slab U-Drain 0.600 0.60 0.010 4.25 1.42
316 P-UMR-75 NP-380 NP-378 50.02 76.44 73.69 5.5000 Slab U-Drain 0.600 0.60 0.013 3.80 1.42
317 P-UMR-76 NP-383 NP-380 50.06 79.19 76.44 5.4900 Slab U-Drain 1.500 1.50 0.025 4.23 10.31
318 P-UMR-77 NP-386 NP-383 42.27 80.57 79.19 3.2500 Slab U-Drain 0.600 0.60 0.006 2.83 1.09
319 P-UMR-8 NP-42A NP-42 15.41 44.41 43.63 5.0800 Slab U-Drain 0.600 0.90 0.025 4.19 2.12
320 P-UMR-9 NP-48 NP-42A 93.15 45.71 44.41 1.3900 Slab U-Drain 0.600 0.60 0.030 2.17 0.71
SN Element Node Length Invert Elevation Average Structure Type Sizes Design Peak Discharge Max. Flow Velocity Design Flow
ID Inlet Outlet Inlet Outlet Slope Height Top Width(or Dia.) Capacity
(m) (m) (m) (%) (m) (m) (cms) (m/sec) (cms)
1 DRAIN-743 N-717 DETENSION-01 317.59 48.00 46.50 0.4700 Trapezoidal 1.000 3.00 5.194 2.74 5.94
2 K-RR-01 N-77 N-78 182.95 43.15 42.42 0.4000 Rectangular 2.000 2.50 5.538 2.35 17.70
3 K-RR-02 N-78 N-79 231.63 42.42 41.49 0.4000 Rectangular 2.000 2.50 5.382 2.32 17.70
4 K-RR-03 N-79 N-80 161.20 41.49 40.85 0.4000 Rectangular 2.000 2.50 10.630 4.01 17.72
5 K-RR-04 N-80 Out-03 377.23 40.85 39.34 0.4000 Rectangular 2.000 2.50 6.100 2.67 17.70
6 K-TL-1 N-1 N-3 117.12 57.74 56.12 1.3700 Trapezoidal 0.600 1.80 0.000 0.00 2.50
7 K-TL-2 N-3 N-5 172.85 56.25 53.48 1.6000 Trapezoidal 0.500 1.60 0.402 1.63 1.96
8 K-TL-3 N-5 N-7 51.10 53.48 52.82 1.2800 Trapezoidal 0.600 1.80 0.774 2.43 2.51
9 K-TL-4 N-7 N-10 148.64 52.82 50.19 1.7700 Trapezoidal 0.600 1.80 0.766 2.67 2.95
10 K-TL-5 N-10 N-13 132.83 50.19 47.00 2.4000 Trapezoidal 0.600 1.80 1.085 2.19 3.43
11 K-TL-6 N-13 N-20 148.00 47.00 46.23 0.5200 Trapezoidal 0.600 1.80 1.461 2.09 1.60
12 K-TL-7 N-20 N-28 87.19 46.23 45.50 0.8400 Trapezoidal 0.600 1.80 1.915 2.72 2.03
13 K-TM-1 N-2 N-4 120.00 58.17 56.66 1.2600 Trapezoidal 0.600 1.80 0.000 0.00 2.49
14 K-TM-2 N-4 N-6 171.00 56.66 53.91 1.6100 Trapezoidal 0.600 1.80 0.031 0.52 1.32
15 K-TM-3 N-6 N-8 50.80 53.91 53.15 1.4900 Trapezoidal 0.600 1.80 0.085 1.70 1.27
11 K-TM-4 N-8 N-11 153.20 53.25 50.98 1.4800 Trapezoidal 0.600 1.80 0.080 3.38 5.35
16 K-TM-5 N-11 N-16 129.00 50.88 49.77 0.8700 Trapezoidal 0.500 1.80 0.132 1.46 0.75
17 K-TM-6 N-18 N-16 96.28 50.40 49.03 1.4300 Trapezoidal 0.600 1.80 0.036 1.02 2.64
18 K-TM-7 N-23 N-18 73.39 51.00 50.40 0.8200 Trapezoidal 0.600 1.80 0.000 0.00 2.00
19 P-R-41 NP-214 N-468 282.11 49.57 43.78 2.0500 Trapezoidal 1.000 2.00 0.113 1.32 8.58
20 P-R-42 NP-219 NP-214 150.74 52.66 49.57 2.0500 Trapezoidal 1.000 2.00 0.070 1.32 8.57
21 P-R-43 NP-232 NP-219 265.55 55.90 52.66 1.2200 Trapezoidal 1.000 2.00 0.053 0.98 6.62
22 P-R-44 NP-236 NP-232 46.68 56.80 55.90 1.9300 Trapezoidal 1.000 2.00 0.063 1.19 8.32
23 P-R-45 NP-251 NP-236 166.30 60.16 56.80 2.0200 Trapezoidal 1.000 2.00 0.000 0.00 8.51
24 P-R-46 NP-250 N-331 202.70 60.04 54.83 2.5700 Trapezoidal 1.000 1.50 0.000 0.00 6.25
25 P-R-47 NP-332 N-30 124.26 54.63 45.39 7.4300 Trapezoidal 1.000 1.50 0.000 0.00 4.36
26 P-R-52 NP-348 NP-356 105.68 70.94 69.73 1.1500 Trapezoidal 0.600 1.80 1.668 3.00 2.38
27 P-R-53 NP-356 NP-360 138.85 69.73 68.14 1.1500 Trapezoidal 0.600 1.80 1.464 2.70 2.37
28 P-R-54 NP-360 NP-364 98.00 68.14 65.27 2.9300 Trapezoidal 0.600 1.80 2.264 3.69 3.79
29 P-R-55 NP-364 NP-369 99.31 65.27 62.37 2.9200 Trapezoidal 0.600 1.80 2.171 6.11 3.79
30 P-TL-1 NP-336 NP-335 53.45 54.40 49.21 9.7100 Trapezoidal 0.600 1.80 0.000 0.00 3.24
31 P-TL-10 NP-377 NP-374 74.66 63.98 61.95 2.7100 Trapezoidal 0.600 1.80 0.555 1.34 3.65
32 P-TL-11 NP-382 NP-377 125.18 76.25 63.98 9.8100 Trapezoidal 0.600 1.80 0.357 2.94 6.94
33 P-TL-12 NP-385 NP-382 50.08 79.40 76.25 6.2900 Trapezoidal 0.600 1.80 0.224 2.84 5.56
34 P-TL-13 NP-388 NP-385 42.35 80.00 79.40 1.4200 Trapezoidal 0.600 1.80 0.109 1.67 3.86
35 P-TL-2 NP-339 NP-336 123.65 64.53 54.40 8.1900 Trapezoidal 0.600 1.80 0.000 0.00 6.34
36 P-TL-3 NP-351 NP-339 202.18 72.09 64.53 3.7400 Trapezoidal 0.600 1.80 0.000 0.00 4.29
37 P-TL-4 NP-352 NP-359 152.43 72.09 69.25 1.8600 Trapezoidal 0.600 1.80 1.306 2.51 1.42
SN Element Node Length Invert Elevation Average Structure Type Sizes Design Peak Discharge Max. Flow Velocity Design Flow
ID Inlet Outlet Inlet Outlet Slope Height Top Width(or Dia.) Capacity
(m) (m) (m) (%) (m) (m) (cms) (m/sec) (cms)
38 P-TL-5 NP-359 NP-363 102.90 69.25 67.34 1.8600 Trapezoidal 0.600 1.80 1.058 2.09 1.41
39 P-TL-6 NP-363 NP-368 137.37 67.34 64.08 2.3700 Trapezoidal 0.600 1.80 2.011 3.75 3.41
40 P-TL-7 NP-368 NP-370 65.71 64.08 62.52 2.3700 Trapezoidal 0.600 1.80 2.015 3.13 3.41
41 P-TL-9 NP-374 NP-370 76.05 61.95 60.15 2.3700 Trapezoidal 0.600 1.80 1.546 2.15 1.92
42 P-TM-1 NP-3 OUT-5 50.30 31.49 31.25 0.4800 Trapezoidal 1.000 3.00 0.000 0.00 8.28
43 P-TM-10 NP-43 NP-40 49.95 43.96 42.63 2.6600 Trapezoidal 1.000 3.00 0.044 0.80 14.11
44 P-TM-11 NP-47 NP-43 100.08 45.11 43.96 1.1500 Trapezoidal 1.000 3.00 0.045 0.99 9.27
45 P-TM-12 NP-52 NP-57 48.87 45.11 44.95 0.3300 Trapezoidal 1.000 3.00 0.024 0.51 5.00
46 P-TM-13 NP-57 NP-62 100.02 44.95 43.32 1.6300 Trapezoidal 1.000 3.00 0.059 1.15 11.04
47 P-TM-14 NP-62 NP-67 49.82 43.32 42.28 2.1000 Trapezoidal 1.000 3.00 0.057 0.80 12.52
48 P-TM-15 NP-67 NP-73 150.72 42.28 39.62 1.7600 Trapezoidal 1.000 3.00 0.187 1.73 11.48
49 P-TM-16 NP-73 OUT-15A 223.06 39.62 0.00 17.7600 Trapezoidal 1.000 3.00 0.236 1.82 11.26
50 P-TM-17 NP-78 OUT-20 74.23 37.35 35.84 2.0300 Trapezoidal 1.000 3.00 0.158 1.66 12.33
51 P-TM-18 NP-82 NP-78 49.96 38.61 37.35 2.5200 Trapezoidal 1.000 3.00 0.090 1.27 13.74
52 P-TM-19 NP-87 NP-82 50.09 39.62 38.61 2.0300 Trapezoidal 1.000 3.00 0.066 1.26 12.31
53 P-TM-2 NP-7 NP-3 49.08 31.65 31.49 0.3300 Trapezoidal 1.000 3.00 0.059 0.63 4.95
54 P-TM-20 NP-91 NP-87 100.07 40.54 39.62 0.9100 Trapezoidal 1.000 3.00 0.069 1.07 8.27
55 P-TM-21 NP-95 NP-91 118.41 41.08 40.54 0.4500 Trapezoidal 1.000 3.00 0.054 0.72 5.82
56 P-TM-22 NP-101 OUT-26 129.93 41.67 41.02 0.5000 Trapezoidal 1.000 3.00 0.103 0.91 6.09
57 P-TM-23 NP-106 NP-101 101.19 42.17 41.67 0.5000 Trapezoidal 1.000 3.00 0.082 0.79 6.12
58 P-TM-24 NP-112 NP-106 98.62 42.75 42.17 0.5800 Trapezoidal 1.000 3.00 0.071 0.80 6.61
59 P-TM-25 NP-116 NP-112 99.59 43.24 42.75 0.5000 Trapezoidal 1.000 3.00 0.053 0.71 6.09
60 P-TM-26 NP-119 NP-116 48.52 43.30 43.24 0.1200 Trapezoidal 1.000 3.00 0.022 0.35 2.94
61 P-TM-27 NP-121 NP-126 99.94 43.30 42.43 0.8700 Trapezoidal 1.000 3.00 0.042 0.87 8.07
62 P-TM-28 NP-126 NP-130 54.71 42.43 40.11 4.2300 Trapezoidal 1.000 3.00 0.077 1.50 17.79
63 P-TM-29 NP-130 NP-135 95.37 40.11 36.97 3.3000 Trapezoidal 1.000 3.00 0.119 1.58 15.70
64 P-TM-3 NP-11 OUT-10A 47.82 31.75 31.65 0.2200 Trapezoidal 1.000 3.00 0.125 0.71 4.01
65 P-TM-30 NP-135 NP-140 99.74 36.97 35.87 1.1000 Trapezoidal 1.000 3.00 0.143 1.28 9.07
66 P-TM-31 NP-140 NP-145 99.90 35.87 34.98 0.8900 Trapezoidal 1.000 3.00 0.158 1.17 8.17
67 P-TM-32 NP-145 Out-31 71.85 34.98 34.78 0.2900 Trapezoidal 1.000 3.00 0.129 0.80 4.62
68 P-TM-33 N-503 OUT-36 77.35 35.05 34.78 0.3500 Trapezoidal 1.000 3.00 0.077 0.72 5.08
69 P-TM-34 NP-154 N-503 149.76 36.08 35.05 0.6900 Trapezoidal 1.000 3.00 0.092 0.95 7.19
70 P-TM-35 NP-158 NP-154 67.88 36.82 36.08 1.0800 Trapezoidal 1.000 3.00 0.046 0.87 9.01
71 P-TM-36 NP-163 OUT-41 86.07 37.76 37.08 0.7900 Trapezoidal 1.000 3.00 0.232 1.38 7.71
72 P-TM-37 NP-171 NP-163 129.65 38.94 37.76 0.9100 Trapezoidal 1.000 3.00 0.255 1.58 8.25
73 P-TM-38 NP-176 NP-171 112.36 39.93 38.94 0.8800 Trapezoidal 1.000 3.00 0.104 1.09 8.11
74 P-TM-39 NP-181 NP-176 107.55 40.95 39.93 0.9500 Trapezoidal 1.000 3.00 0.109 1.15 8.45
75 P-TM-4 NP-16 NP-11 100.47 33.67 31.75 1.9100 Trapezoidal 1.000 3.00 0.143 1.28 11.96
SN Element Node Length Invert Elevation Average Structure Type Sizes Design Peak Discharge Max. Flow Velocity Design Flow
ID Inlet Outlet Inlet Outlet Slope Height Top Width(or Dia.) Capacity
(m) (m) (m) (%) (m) (m) (cms) (m/sec) (cms)
76 P-TM-40 NP-187 NP-181 102.30 41.56 40.95 0.5900 Trapezoidal 1.000 3.00 0.099 0.99 6.65
77 P-TM-41 NP-193 NP-187 99.89 42.19 41.56 0.6300 Trapezoidal 1.000 3.00 0.091 0.92 6.87
78 P-TM-42 NP-200 NP-193 102.61 44.20 42.19 1.9600 Trapezoidal 1.000 3.00 0.008 0.17 12.11
79 P-TM-43 NP-204 NP-200 89.10 44.70 44.20 0.5600 Trapezoidal 1.000 3.00 0.213 1.39 6.47
80 P-TM-44 NP-208 NP-204 100.12 51.20 44.70 6.4900 Trapezoidal 1.000 3.00 0.162 1.43 22.04
81 P-TM-45 NP-216 NP-208 99.27 51.80 51.20 0.6100 Trapezoidal 1.000 3.00 0.086 1.08 6.76
82 P-TM-46 NP-221 NP-216 125.95 53.13 51.80 1.0500 Trapezoidal 1.000 3.00 0.074 0.87 8.86
83 P-TM-47 NP-334 NP-333 70.59 42.47 42.05 0.5900 Trapezoidal 1.000 3.00 0.210 1.38 6.67
84 P-TM-48 NP-335 NP-334 63.94 49.21 42.47 10.5400 Trapezoidal 1.000 3.00 0.253 2.07 13.16
85 P-TM-49 NP-338 NP-335 181.00 63.68 49.21 7.9900 Trapezoidal 1.000 3.00 0.159 1.96 24.46
86 P-TM-5 NP-21 NP-16 100.17 36.29 33.67 2.6100 Trapezoidal 1.000 3.00 0.137 1.63 13.99
87 P-TM-50 NP-354 NP-358 112.59 70.02 69.38 0.5700 Trapezoidal 0.600 1.10 0.000 0.00 0.98
88 P-TM-51 NP-358 NP-362 101.77 69.38 67.45 1.8900 Trapezoidal 0.600 1.10 0.019 0.88 1.80
89 P-TM-52 NP-362 NP-366 100.89 67.45 65.32 2.1100 Trapezoidal 0.600 1.10 0.028 1.10 1.90
90 P-TM-53 NP-366 NP-367 31.53 65.32 64.65 2.1300 Trapezoidal 0.600 1.10 0.033 0.95 1.91
91 P-TM-6 NP-26 NP-21 99.80 38.25 36.29 1.9600 Trapezoidal 1.000 3.00 0.129 1.57 12.11
92 P-TM-7 NP-31 NP-26 99.77 39.22 38.25 0.9800 Trapezoidal 1.000 3.00 0.118 1.25 8.55
93 P-TM-8 NP-35 NP-31 49.94 39.71 39.22 0.9800 Trapezoidal 1.000 3.00 0.126 1.23 8.57
94 P-TM-9 NP-40 NP-35 100.00 42.63 39.71 2.9200 Trapezoidal 1.000 3.00 0.141 1.67 14.78
95 S-R-01 N-28 N-30 23.16 44.35 44.00 1.5100 Rectangular 2.500 3.00 5.432 2.35 73.82
96 S-R-02 N-30 NP-333 92.00 44.00 43.65 0.3800 Rectangular 2.500 3.00 5.430 2.31 29.55
97 S-R-03 NP-333 Stor-01 300.00 42.05 41.00 0.3500 Rectangular 2.500 3.00 5.418 1.84 28.34
98 S-R-04 Stor-01 N-195 25.00 41.00 40.87 0.5200 Rectangular 2.500 3.00 5.314 1.21 34.68
99 S-T-01 N-708 N-331 96.05 55.65 54.63 1.0600 Trapezoidal 1.000 3.00 0.000 0.00 8.92
100 S-T-02 N-331 OUT-50 137.28 54.43 52.39 1.4900 Trapezoidal 1.000 3.00 0.000 0.00 10.54
SN Element X Coordinate Y Coordinate Elevation Max. Depth Ponded Area Design Peak Discharge Maximum HGL Average HGL
ID Invert Top Inflow Outflow Elevation Depth Elevation Depth
(m) (m) (m) (m) (cms) (cms) (m) (m) (m) (m)
1 DETENSION-01 354509.09 112137.97 44.50 47.50 3.00 9.00 5.19 5.19 46.49 1.99 45.64 1.14
2 Stor-01 354015.26 112276.58 40.09 42.50 2.41 9.00 5.42 5.31 42.44 2.35 41.21 1.12
SN Element X Coordinate Y Coordinate Elevation Max. Depth Ponded Area Design Peak Discharge Maximum HGL Average HGL
ID Invert Top Inflow Outflow Elevation Depth Elevation Depth
(m) (m) (m) (m) (cms) (cms) (m) (m) (m) (m)
1 DETENSION-01 354509.09 112137.97 44.50 47.50 3.00 9.00 5.19 5.19 46.49 1.99 45.64 1.14
2 Stor-01 354015.26 112276.58 40.09 42.50 2.41 9.00 5.42 5.31 42.44 2.35 41.21 1.12
3.5.2 Scope
The report outlines the structural design criteria, assumptions, and specifications that were
adopted for the structural design of the Interchange bridge components, pedestrian tunnels and
retaining walls for the proposed interchange.
There are a total of eight ramps, two on each side of the four approaches to the Interchange. These
are:
Ramp 1, Ramp 2 Ramp 3 and Ramp 4. The rest are Ramp 5, Ramp 6, Ramp 7 and Ramp 8. Each
of the ramps splits into two to either connect to the middle tier or to an adjoining ramp. The ramp
bridges have typical spans of 26m, 23m and 19m. The total length of the ramp bridges is
approximately 1477m. The ramps have varied widths, ranging between 11m at abutments to about
20.5m at the piers where they split into two to have widths of 11m on the right turns and 10m on
the left turns. Expansion joints are provided at the end abutments and at the piers where the ramp
bridge decks split.
The middle tier bridge connects the left turn ramp bridge of one direction to the right turn ramp
bridge of the opposite direction. The bridge covers an area of approximately 8027 m2. The deck
spans continuously over beams which are placed parallel to the Accra-Kumasi road direction. The
span arrangement is 15.9m +12.7m + 12.7m +15.9m.
from about 7.5m to 23.5m. The pier bases are 2.0m thick at the top tier bridge and 1.5m thick at
all the ramps. Bored piles of 1.0m diameter are provided at
Raft foundation was adopted for retaining walls at depth between 1.50 2.0m.
3.5.5.6 Temperature
Temperature effects produce two aspects of loading, namely the restraint to the overall bridge
movement due to the temperature range, and the effects of the temperature differences (or
gradients) through the depth of the bridge deck. System temperature variation (for total
deformation) adopted was 15.
Reinforcement:
The high tensile steel characteristic yield strength used for design was Type B bars with f y
460N/mm2 conforming to BS 4449:1997. As BS 4449 has been updated to 2005 version
requiring fy 500 N/mm2, reinforcement of this standard is also acceptable.
Presstressing strand:
Appropriate strands and wires sizes and types were adopted for the design of prestressed concrete
element. A strand diameter of 15.2mm with fpu of 1860 N/mm2 was adopted for the design of the
prestressed concrete element.
The piers were checked for resistance against accidental impact by vehicle. The structural design
of the foundations took cognizance of findings from geotechnical investigations conducted for the
proposed bridge.
In all the structural elements appropriate cover to reinforcement to meet durability requirements
was ensured. Structural drawings were produced using the AutoCAD: 2010 software. Bar bending
schedule was produced to specifications of BS 8666: 2000.
3.5.9.1 Parapets
Parapets are installed on both sides of the deck, and they should be of cast-in-situ RC structures.
3.5.9.4 Bearings
Rubber bearings are adopted for the bridges.
Local
Item Description Component Foreign Component
GH US$
GENERAL SUMMARY