Vol 1. Autp - Draft Final Report - Engineering Report - Sept 15

MINISTRY OF ROADS AND HIGHWAYS
DEPARTMENT OF URBAN ROADS
ACCRA URBAN TRANSPORT PROJECT (AUTP),

PHASE 1 POKUASE INTERCHANGE
DRAFT FINAL REPORT
VOL 1: ENGINEERING REPORT
ASSOCIATED CONSULTANTS LTD

33 Royalt Castle Road Kokomlemle,
P. O. Box M259,
Accra, Ghana
SEPTEMBER 2015
ACCRA URBAN TRANSPORT PROJECT (AUTP), PHASE 1 DRAFT FINAL REPORT
POKUASE INTERCHANGE ENGINEERING REPORT
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
2.4.1 Approach and Methodology .......................................................................... 2-25

2.4.2 Data/ Document Collection And Desk Studies .............................................. 2-25
2.4.3 Hydrologic Analysis and Design ................................................................... 2-26
2.4.4 Hydraulic Analysis and Design ..................................................................... 2-26
2.5 BRIDGE STUDIES AND DESIGN ..................................................................... 2-28
2.5.1 Design Criteria ............................................................................................... 2-28
2.5.2 Design Loads ................................................................................................. 2-29
2.5.3 Material Specifications .................................................................................. 2-30
2.5.4 Structural Analysis and Design ...................................................................... 2-30
3.0 DETAILED ENGINEERING DESIGN ................................................................... 3-32
3.1 TRAFFIC STUDIES DESIGN ............................................................................. 3-32
3.1.1 Objectives of Traffic Studies Component...................................................... 3-32
3.1.2 Scope of Traffic Studies Component ............................................................. 3-32
3.1.3 Components of the Traffic Studies ................................................................ 3-32
3.2 GEOMETRIC DESIGN ........................................................................................ 3-72
3.2.1 General ........................................................................................................... 3-72
3.2.2 Design standards ............................................................................................ 3-72
3.2.3 Design Constraints ......................................................................................... 3-79
3.2.4 Scheme Selection ........................................................................................... 3-79
3.2.5 Alignment Design .......................................................................................... 3-80
3.2.6 Access Control ............................................................................................... 3-87
3.2.7 Bus Laybys and Pedestrian Facilities ............................................................ 3-89
3.3 MATERIALS / GEOTECHNICAL INVESTIGATIONS, TESTING AND
PAVEMENT DESIGN .................................................................................................... 3-92
3.3.1 The Geology of the Proposed Project Area ................................................... 3-92
3.3.2 Climate ........................................................................................................... 3-94
3.3.3 Pavement Site area Investigation and Testing ............................................... 3-94
3.3.4 Pavement Design (Preliminary Design)......................................................... 3-96
3.3.5 Foundation Investigation ............................................................................. 3-100
3.3.6 Seismicity of the Project Area ..................................................................... 3-102
3.3.7 Construction Material Prospecting and Testing ........................................... 3-104
3.4 HYDROLOGIC AND HYDRAULIC STUDIES ............................................... 3-113
3.4.1 Drainage Objectives ..................................................................................... 3-113
3.4.2 Project Background ...................................................................................... 3-113
3.4.3 Design Standards ......................................................................................... 3-116
3.4.4 Hydrologic Analysis and Design ................................................................. 3-118
3.4.5 Hydraulic Analysis....................................................................................... 3-124
3.4.6 Conclusion and Recommendation ............................................................... 3-142
3.5 BRIDGE STUDIES AND DESIGN ................................................................... 3-155
3.5.1 Background .................................................................................................. 3-155
3.5.2 Scope ............................................................................................................ 3-155
Page ii of 171
3.5.3 Design Criteria ............................................................................................. 3-155

3.5.4 Proposed Bridge Structure ........................................................................... 3-156
3.5.5 Design Loads ............................................................................................... 3-159
3.5.6 Material Specifications ................................................................................ 3-160
3.5.7 Structural Analysis and Design .................................................................... 3-160
3.5.8 Construction Sequence................................................................................. 3-161
3.5.9 Auxiliary structures ...................................................................................... 3-161
3.6 PROJECT COST ................................................................................................. 3-162
3.6.1 Cost Estimate ............................................................................................... 3-162
4.0 ANNEXURES TO TRAFFIC STUDIES AND MATERIALS INVESTIGATIONS . 4-
163
Page iii of 171

LIST OF ACRONYMS
ACP African Concrete Products
AFD Agency Franoise de Development

AFDB African Development Bank
ADT Average Daily Traffic

AADT Annual Average Daily Traffic
BCR Benefit-Cost Ratio

BRT Bus Rapid Transit
DCP Dynamic Cone Penetrometer

DUR Department of Urban Roads
EIRR Economic Internal Rate of Return

ECOWAS Economic Community of West African States
ESMP Environmental and Social Management Plan

EPA Environmental Protection Agency
FYRR First Year Rate of Return
GAMA Greater Accra Metropolitan Area

GDP Gross Domestic Product
GHA Ghana Highway Authority

GOG Government of Ghana
LOS Level of Service

MRH Ministry of Roads and Highway
NPV Net Present Value

SIA Social Impact Assessment
PAP Property Affected Persons

RAP Resettlement Action Plan
ROW Right Of Way
Page iv of 171
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
Table 3.1.3-27: Summary of Existing Intersection Performance Awoshie Junction (Without

Project) - 2014-2043 .................................................................................................................. 3-61
Table 3.1.3-28: Total System Delays for Proposed Intersection/Interchange Schemes (2019-
2043) .......................................................................................................................................... 3-63
Table 3.1.3-29: Comparison of 3-Tier Interchange with Rotary and 3-Tier Single-Point Urban
Interchange Schemes ................................................................................................................. 3-64
Table 3.1.3-30: Peak Hour Pedestrian Traffic Crossing Nsawam Road .................................... 3-65
Table 3.1.3-31: Peak Hour Pedestrian Traffic Crossing Nsawam Road .................................... 3-65
Table 3.1.3-32: Summary Results of Terminal Accumulation Studies ..................................... 3-67
Table 3.1.3-33: Summary Results of Parking Studies at Taxi Rank on Kwabenya Road ......... 3-68
Table 3.1.3-34: Summary of Minimum Space Required for Holding Vehicles ........................ 3-68
Table 3.1.3-35: Summary Results of Terminal Duration Studies .............................................. 3-69
Table 3.2.2-1: Horizontal Alignment Design Criteria ............................................................... 3-74
Table 3.2.2-2: Vertical Alignment Design Criteria ................................................................... 3-74
Table 3.3.3-1: Summary of The Dcp Test Results of The Project Area. .................................. 3-95
Table 3.3.4-1: Cumulative ESALs: ............................................................................................ 3-96
Table 3.3.5-1: Strata Depth of Competent Rock from Borehole Logs .................................... 3-101
Table 3.3.6-1: Building Code (Definition of Seismic Zones) .................................................. 3-103
Table 3.3.7-1: Summary of Test Results on Gravel Samples from Pokuase Gravel Pit.......... 3-105
Table 3.3.7-2: Summary of Test Results on Gravel Samples from Papase Kotoku ................ 3-105
Table 3.3.7-3: Summary of Test Results on Gravel Samples from Katapor Borrow Pit ......... 3-106
Table 3.3.7-4: Summary of Test Results on Gravel Samples from Agape Borrow Pit. .......... 3-106
Table 3.3.7-5: Summary of Test Results on Gravel Samples from Adjen Kotoku ................. 3-107
Table 3.3.7-6: Summary of Test Results on Battor Sand ....................................................... 3-108
Table 3.3.7-7: Haulage distances from Quarry Sites to ACP Junction .................................... 3-108
Table 3.3.7-8: Summary of the Test results on Aggregate Sampled from AKBA Quarry Limited
.................................................................................................................................................. 3-109
Table 3.3.7-9: Summary of the Test results on Aggregate Sampled from Maso Quarry Limited 3-
109
Table 3.3.7-10: Summary of the Test results on Aggregate Sampled from Nendor Quarry
Limited ..................................................................................................................................... 3-110
Table 3.4.3-1: Rainfall Frequency of Occurrence ................................................................... 3-117
Table 3.4.4-1: Maximum localised 24 hours rainfall in millimetres ....................................... 3-118
Table 3.4.4-2: Summary of result of rainfall depth -duration-frequency relation ................... 3-119
Table 3.4.4-3: Summary of result of rainfall intensity -duration-frequency relation .............. 3-119
Table 3.4.6-1: Summary of new culverts on the Accra to Kumasi section ........................... 3-142
Table 3.4.6-2: Summary of new culverts on the Awoshie to Pokuasi section........................ 3-142
Table 3.4.6-3: Summary of recommended Slabed U-Drains ................................................... 3-143
Table 3.6.1-1: Cost estimate for the Project ............................................................................ 3-162
Page vi of 171
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
Page vii of 171

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.
1.2 Project Location

Fig 1.2-1 below shows project location and the interconnecting links.
Page 1-1 of 171

Figure 1.6.1-1: Map showing Project location
Page 1-2 of 171

1.3 Project Description

The Components of the project are summarized hereunder:
i) Section of the Awoshie-Pokuase road to ACP-Ashale Botwe road (about 1500m
- 2000m) of dual Construction Works:
ii) An interchange at the intersection of the ACP-Awoshie /Nsawam Road
iii) Necessary road widening on the Nsawam Road
iv) Provision of necessary ramps and slip roads to make the interchange perform
optimally
v) Necessary traffic management and safety features to address potential safety
concerns of the project
vi) Environmental and Social Impacts mitigation measures
1.4 Project Objectives

The objectives to be accomplished under the assignment include, but not necessarily limited
to, the following
i. Review existing reports, collection of necessary data and undertake all relevant
consultations to help in the design review.
ii. Analyse the data vis a vis the current traffic and any future demand and the
development of the adjoining roads, including access, the Pokuase interchange and
other transport related facilities
iii. Prepare and revise design drawings laying out in sufficient detail all geometric,
structural, drainage systems, public transport facilities and non-motorized vehicle
facilities
iv. Undertake Economic Analysis of the project.
v. Undertake detailed assessment of all existing and proposed utility location and make
proposals for their relocation;
vi. Undertake safety audit of the design stages and incorporate recommendations into
subsequent stages of the design;
vii. Undertake ESMP and RAP prepared in accordance with the Bank requirements.
viii. Prepare tender documents and packages for the purpose of procurement of contractors
1.5 Scope of Services

The scope of services to be undertaken is outlined briefly below:
A: Stage 1: Feasibility Studies
- Review of Studies
- Reporting
B: Stage 2: Design and Procurement of Works

- Engineering Surveys and Design
- Bridge Design
- Utility Routes and Relocation
Page 1-3 of 171

- Design Standards
- Special Specifications & Standard Details
- Safety Audit of Designs
- Design Drawings
- Preparation of Bidding Documents
- Environmental and Social Safeguards
- Involuntary Resettlement
- Cost Estimate
1.6 Contract Details

The Contract Agreement for the Urban Transport Planning and Detailed Design Studies
for Accra North East Roads and Community Upgrading Infrastructure Project, between the
Department of Urban Roads, Ministry of Roads and Transport, Republic of Ghana and
Associated Consultants ltd in association with Stanley Consultants Inc. was signed by the
parties on 31st March, 2014
1.6.1 Contract Addendum

An addendum to the original contract has been issued revising the original scope of services
to include the Consolidated Design of the Pokuase Interchange for which this feasibility
Study report has been prepared.
1.7 Consultants Team

The Consultants team that handled the project are list in the tables below;
Table 1.6.1-1: Key Staff Mobilized
Position Name
Team Leader/Project Director F. Asare-Yeboah

Snr. Highway Engineer K. G. Bempong / D. Q. Sackey
Traffic Engineer J. Adu
Pavement/Foundations Engineer T. D. Arthur
Drainage/Hydrological Expert R. Gamadeku
Transport Economist Y. Opoku-Mensah
Environmental Specialist J. N. Tetteh
Bridge Engineer E. Sintim-Aboagye
Quantity Surveyor E. Dosu
Page 1-4 of 171

Table 1.6.1-2: Key Support Staff Mobilized
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
1.7.1 Project Office

The Project is being executed from the Head office of Associated Consultants with address
below:
ACON HOUSE
33 ROLYAT CASTLE ROAD, KOKOMLEMLE, ACCRA
P.O. BOX M259, MINISTRIES, ACCRA
TELEPHONE: +233 302 237528/9
EMAIL: info@associatedconsultantsltd.com
1.8 Organization of Draft Final Report

This Draft Final Report is being submitted in Fifteen (15) hard copies and Three (3) soft
copies in accordance with the Terms of Reference for the Consultancy assignment is in
respect of the Consolidated Design of the Pokuase Interchange. The report is organized into
the following Volumes.
Volume 1: Engineering Report
Chapter 1 is the introduction to the project
Chapter 2 discusses the methodology for performing the assignment
Chapter 3 details the Engineering Design
Chapter 4: Annexes
Volume 2: Design Drawings
Volume 3: Environmental and Social Impact Assessment (ESIA)
Volume 4: Environmental Social Management Plan (ESMP)
Volume 5: Economic Evaluation Report
Volume 6: Social Impact Assessment Report (SIA)
Volume 7: Resettlement Action Plan (RAP)
Volume 8: Tender Document
Volume 9: Special Specification & Bills of Quantities
Page 1-5 of 171

2.0 METHODOLOGY FOR PERFOMING THE ASSIGNMENTS
2.1 TRAFFIC STUDIES AND DESIGN

2.1.1 Introduction
The Methodology for performing the assignment for both field data collection and analysis of
data is described below. The study locations were selected based primarily on the
Consultants field observations and previous studies undertaken in an earlier study for the
Design of the Pokuase Interchange by Transtech Consult (2013). The study locations are
presented in Figure 2.1.1-1
Page 2-6 of 171

LEGEND:
LV Link Volume Counts

TM Intersection Volume Studies
Pokuase
MB Mid-block Non-Motorised Traffic Studies
OD Origin-Destination Surveys
TS Transport Terminal Parking Studies
ACP/Kwabenya Road
Old Awoshie Road
Uncompleted Section of
Awoshie-Pokuase Road
Nsawam Road
Figure 2.1.1-1: Traffic Study Locations
Associated Consultants Ltd

In Association with Page 2-7 of 171
2.1.2 Review of Previous Studies

The Consultants reviewed previous studies conducted within the project area. The documents
reviewed were:
Traffic Management and Drainage Design of the Pokuase Interchange undertaken by
Transtech Consult (2013)
Feasibility Studies for the entire corridor undertaken by Arab Consult Engineering (2008)
2.1.3 Link Classified Traffic Volume Counts and Capacity Analysis

Data Collection
Traffic volume counts were conducted on the under-listed roads which fall within the project
area:
Nsawam Road
ACP/Kwabenya 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.
Page 2-8 of 171

2.1.4 Intersection Traffic Studies and Capacity Analysis

The performances of the existing intersections were evaluated and appropriate measures
recommended for consideration. The results of the evaluation were a key input into the economic
analysis of the project.
Data Collection
Intersection traffic studies were conducted at critical intersections within the project area to
justify the type of improvement, type of traffic controls, lane assignment/designation, geometric
requirements (capacity), to be implemented to improve traffic flow and safety at the proposed
intersection/interchange.
Data collection was undertaken for two (2) consecutive days during the identified Morning,
Afternoon and Evening peak periods at 15-minute intervals for each period at the under-listed
intersections:
Nsawam Road/ACP-Kwabenya Road intersection (ACP Junction)
Nsawam Road/Old Awoshie Road
Nsawamn Road/Median Turning (south of ACP Junction)
Nsawam Road/Median Turning (north of ACP Junction)
ACP/Kwabenya Road/Pokuase Town Road
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
Page 2-9 of 171

Evaluation of Intersection Performance - Modelling

This involved modelling of the existing scheme/situation as well as the proposed options. Thus,
the modelling covered both the without project and the with project scenarios over the
design period. The performance of the intersections in terms of acceptable Measures of
Effectiveness (MOEs) was compared. The results, in terms of delay, for the existing situation
and the recommended options were used in the economic analysis/evaluation of the project, since
delay is the most easily quantifiable MOE.
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.
2.1.5 Non-Motorized Traffic (NMT) Flow Studies

NMT flow studies are aimed at determining, among other things:
Pedestrian walkway, including crosswalk requirements
Potential bike lanes or routes/paths and their requirements
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.
Page 2-10 of 171

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.
Analysis of Data and Design

The Highway Capacity Software, (HCS 2000) which is based on the HCM 2000, was employed
for the analysis of the data and design of the geometry requirements. The type of control is based
on the criteria set by the Client as well as the criteria set forth in the MUTCD 2009. Signal
design and optimization software, Synchro, was employed for the design and evaluation of
signalized mid-block crosswalks. This software package was supplemented by the Consultants
in-house spreadsheets for preliminary analysis.
The results of the analysis of data yielded the following:
Peak 15-minute and hourly volumes by type
Total NMT volumes and by type
Peak-hour factors
The results were used to:

Determine the type of crosswalk control required for acceptable LOS and safety
Determine the geometry of the required crosswalk, sidewalk/walkway for acceptable
LOS
Improve walking and cycling in the influence areas.
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.
2.1.6 Origin-Destination (O-D) Studies

O-D surveys have been undertaken to among other things:
Capture the potential and relevant traffic that would be expected to use the improved
facilities upon completion of the project.
Capture the type and distribution of commodities transported
The results of the O-D surveys were intended for the following:
Page 2-11 of 171

Capacity analyses and design of interchange.

To justify the type of intersection traffic control, lane assignment/designation, geometric
requirements, etc.
Economic analysis of the project
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
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Computation of the relevant proportion or composition of each vehicle type/group for

both local and through traffic
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.
2.1.7 Terminal Parking Studies

Data Collection
Vehicles entering or leaving the terminal/parking area were recorded at 15-minute intervals for
the accumulation studies over the period of time that the study area is busy, between 6:30am and
6:30pm but not less than 10 hours for two (2) consecutive weekdays for both On-street and Off-
street locations at all areas with the potential for parking.
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:
Page 2-13 of 171

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
2.1.8 Forecasting of Future Traffic

This addressed the estimation of future traffic that is expected to use the improved facilities
during the execution of the project till the end of the design life. Both motorized traffic and NMT
were projected for the design of their facilities.
The Consultant reviewed relevant traffic demand studies available and made the necessary
comparisons so as to offer recommendations from a broad perspective. The review took into
1
Traffic Engineering by William R. McShane and Roger P. Roess.
2
Same as 5
Page 2-14 of 171

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.
Forecasting of Future Normal Traffic during Project Preparation and Execution

The Consultant performed statistical analysis of historic traffic data that was obtained from the
Client. The statistical analysis performed included the computation of:
Mean of the annual growth rates
Trend (annualized) growth rates
Standard deviation of growth rates
Coefficient of variation of growth rates
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.
Forecasting of Future Normal Traffic after Project Execution or Implementation

This addresses the forecasting of future normal traffic covering the period 25 years after the
completion of the project. Future traffic forecasts was based on Economic Growth Indicators
employing Economic model, which is based on Economic theory of demand for travel. The
Economic theory takes into consideration the following factors:
Population growth, including changes in Rural and Urban population distribution
National and Regional economic growth
Average income i.e. per capita income
Agricultural, Industrial, (Mining), Commercial and Tourism concerns
Diverted and Generated traffic was also factored in.

According to Economic theory, as population and per capita income go up, the demand for travel
will also go up. Average annual 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 current economic indicators or performance of
the Country. The expected growth rates to propel the country into a middle-level income Nation
was employed to estimate the Medium traffic growth rates. The High traffic growth rates were
based on the high expectations of the economy. The economic growth indicators that were used
Page 2-15 of 171

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 Passenger Vehicles (Cars, Taxis, Buses, Pick-ups, Jeeps, etc.)

D = [(1+gp)(1+grpci) - 1.0] x 100 x E Model 4.3.1
For Freight Vehicles (All trucks, i.e. Rigid or Articulated)

D = (gag + gim) x 100 x E Model 4.3.2
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
The combined existing and generated traffic was taken as the total projected traffic for the
proposed facilities.
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.
Traffic Projections Non-Motorized Traffic (NMT)

The Consultant utilized the growth rates in population for the Project District for the estimation
of future NMT. Trend analysis was performed on the relevant population data from census
publications to obtain average annualized rates for consideration. The results served as input into
the Economic model.
Traffic forecasts were also given at three (3) growth rates, namely: Low, Medium and High
scenarios of economic performance at 5-year periods over the design horizon. The Consultant
employed one (1) of the scenario growth rates with justification for the projection of future
traffic.
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2.2 GEOMETRIC DESIGN

In order for the consultant to execute the assignment effectively and expeditiously data relating
to the project was collected and analysed. These included previous reports and geometric designs
from the Department of Urban Roads, Ghana Highway Authority, Utility Agencies, Ghana
Railway Authority, Survey Department, interchange design literature and previous design
drawings.
Extra data was collected from field studies mainly based on undertaking reconnaissance surveys
of the proposed site for the interchange. These afforded the Consultant the opportunity to make
preliminary assessment of the possible impact of the project on the existing facilities in the area
such as drainage structures, utility services, permanent structures, possible pedestrian needs as
well as the assessment of the land use in the projects corridor. The Highway Engineer liaised
with the other members of the team such as the Traffic, Geotechnical, Drainage, Structural and
Environmental Engineers in order to collect appropriate topographical data relevant for each
aspect of the design process.
2.2.1 Preliminary Interchange Scheme Development

The proposed interchange is located at the intersection between the Accra-Kumasi Road
(National Route N 6) and the Awoshie-Pokuase-ACP Road (a Major Arterial).
In order to make informed choices on the appropriate interchange scheme for the project site, the
geometric design team worked closely with the traffic team.
A systematic approach in the selection of the scheme involved a tiered process as proposed in the
Freeway and Interchange Geometric Design Handbook, Joel P. Leisch (P.E). The processes
were as follows:
Generate alternative solutions
Analysis and Evaluation of alternatives
Selection of Scheme
Detailed design of selected scheme
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.
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Tier 4 is the detailed design of the selected scheme.
2.2.2 Access Control

The proposed interchange will connect the Awoshie-Pokuase road to the ACP residential area. It
is anticipated that the interchange will create more opportunities for the residents in the various
communities around the facility to commute from one end to the other. However, it is very
important to ensure that commuters access the facility in a well-controlled system, thus ensuring
safety within the environs of the interchange, whiles also ensuring that the interchange operates
at optimal level in terms of capacity. It is also important to ensure that residents and commercial
properties are not completely cut-off after the facility has been constructed.
To address these challenges, major intersections abutting the road were developed.
The distances from these accesses to the interchange was considered in determining whether they
can be allowed direct access or they will require connections to other roads to gain access to the
through road.
Selected local roads within the interchanges corridor will be developed to provide alternative
accesses to properties which may be cut off by the interchange.
Collector-distributor roads will be considered at locations where they will be most appropriate as
alternative accesses to abutting properties.
Adequate storage lengths shall be provided for left and right turns to prevent spillback on the
main through roads and ramps.
To address the issues concerning indiscriminate stopping of commercial passenger vehicles for
passengers to board/disembark, adequate provisions have been made to remove them from the
through roads and ramps, and thus, facilitate the smooth operation of the interchange.
2.2.3 Bus, Pedestrian and Bicycle Facilities

The proposed interchange is in a developing area, where several residential facilities are
springing up. There is a potential for pedestrian activities to increase within the environs of the
interchange.
Preliminary studies in the project area also indicated the existence of bus laybys on the main
Accra-Kumasi road. To ensure optimum operation of the interchange, the locations of these
laybys was assessed to determine the suitable alternative locations for them.
In addition to the above, special consideration was given to the provision of appropriate
pedestrian facilities within the corridor of the interchange. These included walkways and bicycle
lanes and where appropriate, the possibility of grade separation between the road infrastructure
and the pedestrian facilities.
The design of the pedestrian/bicycle facilities shall be is into the overall interchange scheme
development to ensure a seamless interaction between the road and the pedestrians..
Page 2-18 of 171

2.2.4 Standards to be used for Design & Proposed Methodology

The Geometrical Design consists of the following:
Production of a Digital Ground Model (DGM) from the Topographical Survey Data.
Design of Horizontal and Vertical Alignments.
Design of Superelevations.
Computation of the Cross-Sections, based on the Typical Cross-Sections to be applied for
each section of the Project Roads.
Design of At-Grade Junctions and Grade-Separated Interchanges.
2.2.4.1 Design Standards

Certain characteristics of vehicles, pedestrian traffic act as criteria for the optimisation or
improvement in the design of various highways 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 design standards to be used for the design review and design are as set out in the Ghana
Highway Authoritys Road Design Guide March 1991 This design guide was used in
conjunction with other guidelines including AASHTOS Policy on Geometric Designs of
Highways and Streets (1994) and the Ministry of Transports Standard Details, Road Signs and
Marking for Urban and Trunk Roads 1991 and Freeway and Interchange Geometric Design
Handbook, Joel P. Leisch (ITE).
The following is a summary of the design standards proposed:
Design Speed - 100 Km/h for Accra-Kumasi Road, 50 km/h for slips and loops and
80 Km/h for the Awoshie-Pokuase- ACP Road
Design Vehicle - Double Axle Articulated Trailer
The Characteristics of the design vehicle are as follows:

Design vehicle length - 15m
Design vehicle width - 2.5m
Design vehicle height - 3.4m
Minimum turning radius - 15m
This provides the basis for the design review which was incorporated into the design of the
Cross-sectional elements, Curve widening, Interchange and Junctions.
Page 2-19 of 171

2.2.4.2 Horizontal and Vertical Alignments

The design parameters considered in accordance with the GHAs Road Design Guide (1991)
for the vertical and horizontal alignments are as follows:
Table 2.2.4-1: Standards for Horizontal and Vertical Alignment
Horizontal Alignment Vertical Alignment
Road Link Min. Min. Min. Reference

Design
Curve Curve Min. Curve Curve (GHA-
Speed
Radius Length Radius (m) Length RDG)
(Km/h)
(m) (m) (m)
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
Ramps Crest:1,400 4.3.7

60 130 100 50 (4.2.7)
Sag:1,000
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.
Page 2-20 of 171

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.
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2.3 MATERIALS AND GEOTECHNICAL INVESTIGATIONS AND

PAVEMENT DESIGN
2.3.1 Geology of the Proposed Project Area
The geology of the project area was thoroughly examined and studied. This was to ensure that
appropriate measures were taken to facilitate proper, sound and cost effective engineering
decisions and designs.
2.3.2 Site Investigation, Testing and Designs

The following activities were conducted so as to achieve the objectives of the project:
Review Feasibility studies for the entire corridor undertaken by Arab Consult
Engineering in 2008;
Review Detailed Engineering Design of the Foundation
Pavement Site area Investigation and Testing
Pavement Design (Awoshie-Pokuase Road and all Ramps and Slip Roads)
Construction Materials Investigation and Testing.
2.3.3 Pavement Site area Investigation and Testing

The following tasks were undertaken:
Desk study and field reconnaissance,
Sub-grade soil investigation
Dynamic Cone Penetrometer (DCP) testing
Laboratory testing of field samples
Desk Study and field reconnaissance

Available information about the site was review and all other relevant information on the site was
obtained for review. Further field reconnaissance survey was also carried out to cover the whole
site for thorough site investigation.
Sub-grade soil investigation

Trial pits were excavated to at least 1m below the designed formation level to visually assess the
soil layers in the areas earmarked for roads and parking lots. The maximum intervals for these
along the right-of-way will be 250m. Both disturbed and undisturbed in-situ soil samples were
collected for further testing at the laboratory.
Page 2-22 of 171

Dynamic Cone Penetrometer (DCP) test

The Dynamic Cone Penetrometer (DCP) was used to measure the strength of the in-situ soil
material on site. Not less than 500 DCP test was carried out on the site in this respect.
Laboratory testing of field samples

The soil samples obtained from the field were subjected to the following laboratory test to
establish their properties and suitability or otherwise for the works. The following laboratory
tests were carried out on the samples:
Natural Moisture Content
Grading
Atterbergs Limits
Compaction test
96 hours soaked California Bearing Ratio, and
Resilient Modulus Test
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.
2.3.5 Foundation Investigation
2.3.5.1 Borehole drilling

The Consultant carried out sufficient soil investigations at all locations cited for the construction
of piers and abutments. The general nature of the existing ground was examined to enable us
establish appropriate foundation types for the various structures to be constructed.
Page 2-23 of 171

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
2.3.6 Construction Material Prospecting and Testing

Prospecting for sources of construction materials together with their subsequent testing in the
laboratory and examination to establish their qualities, suitability range, quantity and economic
haulage or haulage distance to the site was carried out.
The materials covered are as follows:
Prospecting for natural gravel materials for pavement construction and earth works
Prospecting for natural gravel materials for backfill works for culverts etc.
Prospecting for natural sand materials for concrete works
Prospecting for quarry materials for pavement construction and concrete works.
Prospecting for suitable river water for the construction works in general.
Page 2-24 of 171

2.4 HYDROLOGIC AND HYDRAULIC DESIGN

2.4.1 Approach and Methodology
The overall approach and methodology to achieving the specific objectives of the project are
listed below:
Data / documents collection, including previous design report and drawings.
Carried detailed desk studies
Site reconnaissance visit and carried inventory Survey
Performed hydrologic analysis and design
Performed hydraulic analysis and design
Conclusion and Recommendations
Provision of drainage layout and schedule
2.4.2 Data/ Document Collection And Desk Studies

As part of the hydrologic and drainage investigation, the Consultant collected relevant data
needed for analysis and design of flood mitigation measures for the proposed project. The data
included the following:
Rainfall Intensity- Duration- Frequencies for Accra.
Temperature (minimum, maximum, monthly average),
Topographic map of the project area
Drainage Design Manual for GHA and Department of Urban Roads,
Hydrologic Soil groups of Ghana
Previous design report and drawings
Proposed geometric design of the Interchange
These data among others were studied to derive the hydrologic design input in addition to data
collected from the field study.
2.4.2.1 Field and Condition Survey

A field visit was undertaken in order to understand and appreciate the nature and scope of the
proposed assignment. A better perception of the existing site conditions and identification of
potential problems pertaining to drainage was attained.
Attention was paid to existing drainage layout and flow conditions in addition to the following;
Performance of existing drainage structures.
Structural dimensions.
Studied the condition of the inlets and outlets of drainage structures.
Assess the state of the watercourse with regards to its ability to convey flow.
Structural soundness.
Characteristics of catchment areas.
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Detail field survey was conducted on all existing hydraulic structure within the project influence
to establish their structural integrity, hydraulic performance and sizes.
2.4.3 Hydrologic Analysis and Design
2.4.3.1 Design Flood Estimation and Flood Modeling.

In terms of general approach, the under-listed flood estimation methods in order of preference
were used.
Statistical analysis method;
Deterministic method;
A. Statistical Analysis Method:

This method applies the technique and procedures of modern statistical analysis to measured data
or synthetic data and fit the needed design parameters directly. The accuracy of this method can
be measured quantitatively. Examples of the statistical methods include Flood frequency
Analysis and Peak-discharge regression equation. The flood frequency analysis method approved
by road Agencies in Ghana will be used and these include:
Gumbel Extreme Value method
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.
2.4.4 Hydraulic Analysis and Design

The hydraulic analysis was carried out by modelling all the existing and proposed hydraulic
structures together as one entity in order to observe the conveyance behaviour among the
structures as they convey the peak discharges.
Page 2-26 of 171

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.
2.4.4.1 Drainage Outfall Locations

Outfall locations of drains and culverts along the proposed road corridor was identified using a
combination of existing topographic maps, field survey and site inspection.
The Consultant, during the reconnaissance site visit clearly identified existing streams that served
as the outfall locations for the proposed drainage network.
Where necessary, protective measures such as stone riprap and energy dissipators were
recommended and designed at each outfall to reduce high flow velocities in order to control soil
erosion and sedimentation problems.
Page 2-27 of 171

2.5 BRIDGE STUDIES AND DESIGN

2.5.1 Design Criteria
For all the bridge structures designed; safety and reliability are of prime importance. The
structures were designed to be structurally and operationally safe in terms of accommodating
highway traffic, operations and maintenance activities for the duration of the design life. The
structures were designed and constructed so that it is inherently robust and not unreasonably
susceptible to the effects of accidents or misuse, and disproportionate collapse.
The structural design also incorporated quality standards for the appropriate selection of design
concepts, design materials and construction methods and techniques. In the design, provision was
made for the ease of replacement of critical components, bearing and expansion joints, the need
for future widening, where required and the provision of access for maintenance.
2.5.1.1 Design Codes and Standards

The design of the bridge structures followed the requirements of the Ghana Highway Authority
Guide for Bridge Design 1991 Edition in conjunction with the following part British Standards:
BS 5400: Steel, Concrete and Composite Bridges (Part 1,2,3,4,5,9 and 10)
BS8002: Code of practice for earth retaining structures
BS8004: Code of practice for foundations
BD 37/01: Design Manual for Roads and Bridges Loads for Highway Bridges issued by
the UK Department of Transport
BD 28/87: Early Thermal Cracking of Concrete
2.5.1.2 Aesthetics Considerations

Aesthetics treatments incorporated in the structural designs complemented the surrounding
environment and would generally be compatible with similar structures located in the general
vicinity.
2.5.1.3 Design Life

As mentioned in BS 5400: Part 1, a design life of 120 years was assumed.
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
Page 2-28 of 171

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 Design Loads

The following design loads were considered.
2.5.2.1 Permanent Load

Dead load:
Dead load consists of self-weights of permanent structural elements of the structure excluding
superimposed materials such as road surfacing, kerbs and road furniture. The weight of the
structure depends on the density of the materials that make up the structure. The density of
reinforced and pre-stressed concrete will be taken as 25 kN/m2.
Superimposed dead load (SDL):
The SDL consists of permanent load of all non-structural element of the bridge structure such as
wearing surface, kerbs, handrails.
2.5.2.2 Standard Traffic Loading

Standard highway traffic loading was based on the requirements of UK Highways Agency
Standard BD 37/01. The structure was designed for a single HB vehicle with 37.5 units of loading.
2.5.2.3 Footway Loading

Footway loading was based on the requirement of the UK Highways Agency Standard BD 37/01.
2.5.2.4 Seismic Loading

The structure was designed for seismic loading with reference to the requirements of the Ghana
Highway Authority Guide for Bridge Design, with a minimum horizontal acceleration force of
0.08g.
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
Page 2-29 of 171

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.
2.5.2.6 Creep and Shrinkage of Concrete

The time dependent material properties of concrete was incorporated in accordance with the
British standards.
2.5.3 Material Specifications

The concrete grades proposed for the design of the bridge structures are as follows:
Superstructure (deck slab and beams) Class C32/40 (B)
Foundation, piers, walls and abutments, piles Class C30/37 (B)
Pre-stressed Concrete Class C40/50 (B)
Blinding and Mass Concrete Class C12/15 (B)
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.
2.5.4 Structural Analysis and Design
2.5.4.1 Structural Analysis

A linear analysis of the bridge structure was performed. The bridge superstructure was analysed
using grillage model for slab and pseudo-slab bridge deck. Additionally, finite element analysis
using plate elements were performed. Midas Civil computer program was used for these
analyses. For local load effects and to verify the results from the finite element analysis the
Westergaad analysis and Pucher influence surface charts was used. The abutments and piers
were analysed as a frame model using Midas Civil computer program. Retaining and Wing walls
were analysed using standard elastic hand calculations.
Page 2-30 of 171

2.5.4.2 Structural Design

The bridge superstructures were designed in accordance with BS 5400. Reinforcement details
were designed against requirements of maximum spacing allowable to limit the flexural crack
widths as specified by BS 5400.
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.
Page 2-31 of 171

3.0 DETAILED ENGINEERING DESIGN
3.1 TRAFFIC STUDIES DESIGN

This report contains findings, analyses, results and recommendations in accordance with the
Terms of Reference (TOR). It covers studies undertaken at the proposed interchange location and
adjacent locations which have the potential of impacting on the operations of the interchange.
3.1.1 Objectives of Traffic Studies Component

The objectives of the traffic studies are to:
Determine the current traffic situation on the project roads
Estimate future traffic demand, and
Evaluate the performance of existing situation as well as the proposed project options/
schemes to facilitate further economic analysis.
3.1.2 Scope of Traffic Studies Component

This comprises the following:
Review of Previous Studies
Link Classified Traffic Volume Studies
Forecasting of Future Traffic
Intersection Traffic Studies and Capacity Analysis
Origin-Destination Studies
Non-motorized Traffic (NMT) Flow Studies
Transport Terminal Studies
Traffic Management and Safety Plans
3.1.3 Components of the Traffic Studies

Link Classified Traffic Volume Analysis
Forecasting of Future Traffic
Origin-Destination Studies
Intersection Traffic Studies and Capacity Analysis
Non-motorized Traffic (NMT) Flow Studies
Transport Terminal Studies
Traffic Management and Safety Plans
Page 3-32 of 171

3.1.3.1 Link Classified Traffic Volume Analysis

Traffic volume counts have been employed for the computation of Average Daily Traffic
volumes (ADT) and composition of the various types of vehicles in the traffic stream. Summary
of findings, analyses and results are presented below.
Computation of Average Daily Traffic (ADT)

Studies were conducted on the under-listed roads which intersect at the project site:
Nsawam Road
ACP/Kwabenya Road
New Awoshie Road
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.
Estimation of Base Year (2014) Annual Average Daily Traffic (AADT)

Historic traffic obtained from the Ghana Highway Authority (GHA) was analyzed to determine
the average Monthly Variation Factor (MVF) to adjust the ADT to Annual Average Daily Traffic
(AADT) for the road sections. Summaries of the Base Year (2014) traffic volumes by vehicle
category are presented in Error! Reference source not found. through to
Table 3.1.3-3 and graphically in Figure 3.1.3-1.
Page 3-33 of 171

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
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
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
ALL TRAFFIC
TOTAL 16,467 17,377 33,844 33,844
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
Page 3-34 of 171

ADT (vpd)
VEHICLE TYPE EAST WEST TOTAL 2-WAY AADT = ADT % OF
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
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
VEHICLE GROUP EAST WEST TOTAL 2-WAY AADT = ADT % OF
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
BIKES
EAST WEST TOTAL 2-WAY AADT = ADT
BOUND BOUND VOLUME x 1.0 (vpd)
Bicycles 8 5 13 13
TOTAL 8 5 13
ALL TRAFFIC
TOTAL 6,590 6,020 12,610 12,610
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)
Page 3-35 of 171

VEHICLE TYPE EAST WEST TOTAL 2-WAY AADT = ADT % OF

Cars 420 424 844 844 19.7
Taxis 770 735 1,505 1,505 35.1
Pups/Vans/Jeeps 382 381 763 763 17.8
Small Buses 281 313 594 594 13.9
Medium Buses 5 7 12 12 0.3
Large Buses 1 2 3 3 0.1
Light Trucks/Mammy Wagons 109 107 216 216 5.0
Medium Trucks 24 25 49 49 1.1
Heavy Trucks 18 31 49 49 1.2
Others 1 2 3 3 0.1
Motor Bikes 120 115 235 235 5.5
TOTAL 2,138 2,149 4,286 4,286 100.0
VEHICLE GROUP EAST WEST TOTAL 2-WAY AADT = ADT % OF
Light 1,973 1,968 3,942 3,942 92.0
Medium 116 116 232 232 5.4
Heavy 49 65 113 113 2.6
TOTAL 2,138 2,149 4,286 4,286 100.0
BIKES
EAST WEST TOTAL 2-WAY AADT = ADT
BOUND BOUND VOLUME x 1.0 (vpd)
Bicycles 2 17 19 19
TOTAL 2 17 19
ALL TRAFFIC
TOTAL 2,140 2,165 4,305 4,305
Type of ADT (vpd) AADT = ADT x % of Total
Traffic 1.00 (vpd)
Motorised 4,286 4,286 99.6
Bicycles 19 19 0.4
TOTAL 4,305 4,305 100.0
Page 3-36 of 171

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
Figure 3.1.3-1: Comparison of AADT by Vehicle Composition by Road
Page 37 of 171
The results reveal the following traffic characteristics:

Directional Split on all road corridors is generally about 50-50.
Light Vehicles comprising cars, pick-ups/vans/jeeps, taxis and small buses make up
between 87 to 92 percent of the total traffic on the roads.
Heavy vehicles including heavy trucks, semi-trailers and truck trailers made up about 3 to
7 percent of the traffic streams.
3.1.3.2 Estimation of Future Traffic

Base year traffic for the project road sections have been projected for a 25-year design period to
obtain the anticipated design traffic.
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
Forecast during Project Preparation and Execution

Trend analysis was performed on historic traffic data obtained from the Ghana Highway
Authority (GHA) for the Ofankor-Nsawam road corridor to determine average annualised growth
rate. The trend analysis indicated that traffic along the Nsawam Road has been growing at a
weighted average rate of about 5 percent between 1991 and 2011. Details of the trends analysis
are presented in the Appendix.
The Consultant has assumed however, that growth in development towards the outskirts of the
Greater Accra Metropolitan Area (GAMA) would generate more commuter trips to and from the
CBD (Accra) which would result in relatively higher growth patterns during the design period.
On the basis of this assumption, an annualized traffic growth rate of 7 percent has been applied
during the project preparation and implementation period.
Forecast after Project Completion

Future traffic forecasts were based on Economic Growth Indicators employing Economic model,
which is based on Economic theory of demand for travel. The Economic theory considered the
following factors:
Page 3-38 of 171

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
Income Elasticity of Demand

Elasticities of demand for travel have been adopted from previous studies have been compared
with similar values in some developing countries, such as India, and then revised. The resulting
values utilized for the estimation of growth rates for the various categories of vehicles are:
3
Medium-Term National Development Policy Framework (Ghana Shared Growth and Development Agenda - 2010-
2013)
Page 3-39 of 171

Passenger Vehicles (Cars, Taxis, Jeeps, etc.) - 1.20

Passenger Vehicles (Buses) 1.10
Freight Vehicles (All Trucks) 1.00
National Gross Domestic Product (GDP) and Per Capita Income

The National GDP growth rates for the period 2002 to 2012 have been obtained from the
Institute of Statistical, Social and Economic Research (ISSER)4, summary of which are presented
in
Table 3.1.3-4
Table 3.1.3-4: GDP, Sectorial and Per Capita Growth Rates

Real per Capita
Year Agriculture Mining Real GDP
GDP
2002 4.4% 4.5% 4.5% 2.2%
2003 6.1% 4.7% 5.2% 2.9%
2004 7.5% 3.0% 5.8% 3.5%
2005 4.1% 6.3% 5.8% 3.5%
2006 4.5% 13.3% 6.2% 3.9%
2007 -1.7% 6.9% 6.4% 4.0%
2008 7.4% 2.4% 8.4% 4.8%
2009 7.2% 6.8% 4.0% 2.2%
2010 5.3% 18.8% 7.7% 5.8%
2011 0.8% 206.5% 14.0% 12.3%
2012 1.3% 5.0% 7.2% 5.0%
Source: The State of the Ghanaian Economy in 2012 by ISSER
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.
Page 3-40 of 171

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
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%
Table 3.1.3-7 Projections of Average Annual Growth Rates (High Economic Performance)
Real per
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%
Page 3-41 of 171

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.
Page 3-42 of 171

Table 3.1.3-8 Analysis of Population Data (National)

*
* AVERAGE
ANNUALISED
GROWTH ANNUALISED
YEAR POPULATION
RATE (%) (%)-Weighted
1970 8,559,313
1984 12,296,081 2.62
2.63
2000 18,912,079 2.73
2010 24,223,431 2.51
Source: Statistical Services Department(SSD)
* Computed by the Consultant
Table 3.1.3-9 Analysis of Population Data (Ga West District)

*
* AVERAGE
ANNUALISED
GROWTH ANNUALISED
YEAR POPULATION
RATE (%) (%)-Weighted
2000 550,468
6.24
2010 1,008,053 6.24
Source: Statistical Services Department(SSD)
* Computed/Estimated by the Consultant
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..
Page 3-43 of 171

Table 3.1.3-10: Summary of Average Annual Traffic Growth Rates by Scenario

Annual Average Growth Rate (%)
Vehicle Category Period Low Medium High
2014/2015-
7.0 (Project Preparation & Construction Period)
2018
2019-2023 13.28 14.10 17.24
Cars, Taxis, Jeeps, 2024-2028 13.85 14.46 17.59
etc.
2029-2033 9.87 10.25 13.27
2034-2038 10.42 10.59 13.62
2039-2043 10.98 10.94 13.96
2014/2015-
2018
2019-2023 12.17 12.93 15.80
Buses 2024-2028 12.70 13.26 16.13

2029-2033 9.05 9.39 12.17
2034-2038 9.55 9.71 12.48
2039-2043 10.06 10.03 12.80
2014/2015-
2018
2019-2023 8.09 8.75 13.04
Trucks, including 2024-2028 9.04 8.93 13.22
Mammy Wagons
2029-2033 9.99 9.11 13.40
2034-2038 10.94 9.29 13.58
2039-2043 11.89 9.47 13.76
Low Scenario used for estimating Additional Growth due to the Project.
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.
Page 3-44 of 171

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
Page 3-45 of 171

Table 3.1.3-12: Summary of Average Annual Daily Traffic by Road (Generated Traffic)
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
Page 3-46 of 171

Table 3.1.3-13: Summary of Average Annual Daily Traffic by Road (Total Traffic)
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
Page 3-47 of 171

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
Details of forecasting of future traffic are presented in the Appendix.
Page 3-48 of 171

3.1.3.3 Origin-Destination Studies

Origin-Destination (O-D) studies were undertaken to capture the potential and relevant traffic
that would be expected to use the improved facilities upon completion of the project, among
other things. The results of the surveys conducted were intended for capacity analyses and design
of interchange, justify the type of intersection traffic control, lane assignment/designation,
geometric requirements, and for economic analysis of the project.
At the time of reporting, the distribution of traffic obtained from the O-D surveys had been
determined.
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 3.1.3-15: List of Areas in Analysis Zones

ZONE 1 - NORTH ZONE 2 - SOUTH ZONE 3 - EAST ZONE 4 - WEST
Kumasi Accra Kwabenya Awoshie
Amasaman Achimota Dome Anyaa
Abease Osu Madina Olebu
Medie Labadi Haatso Amamorley
Nsawam Tema ACP Estates Amanfro
Adjen Kotoku Cantonments Taifa Mallam
Teacher Mante Airport Ayawaso Gbawe
Badu Burma Camp Adenta Agona Swedru
Pokuase Teshie Afienya Oda
Apedwa
Suhum
Nkawkaw
Summaries of the distribution of traffic obtained from the O-D analysis are presented in Table
3.1.3-16 through to Table 3.1.3-21 for the identified Morning, Afternoon and Evening peak
periods.
Page 3-49 of 171

Table 3.1.3-16: Summary of Traffic Distribution on ACP/Kwabenya Road (Morning Peak Period)
Peak Design % of Approach Total Int.

From Volume % of Total
Movement To (Area) Hour Vol. Approach Volume Volume
(Area) (Veh/hr) Int. Volume
Factor (Veh/hr) Volume (Veh/hr) (Veh/hr)
EBL Kumasi 2 0.33 6 22.2%
EBT Awoshie Kwabenya 4 0.50 8 44.4% 9 5.4%
EBR Accra 3 0.50 6 33.3%
WBL Accra 37 0.84 44 43.2%
WBT Kwabenya Awoshie 11 0.63 17 12.4% 85 50.6%
WBR Kumasi 38 0.70 54 44.4%
167
NBL Awoshie 1 0.25 2 2.2%
NBT Accra Kumasi 4 0.58 6 15.2% 23 13.8%
NBR Kwabenya 19 0.73 26 82.6%
SBL Kwabenya 37 0.62 60 73.3%
SBT Kumasi Accra 6 0.43 14 11.9% 51 30.2%
SBR Awoshie 8 0.63 12 14.9%
Page 3-50 of 171

Table 3.1.3-17: Summary of Traffic Distribution on ACP/Kwabenya Road (Afternoon Peak Period)
Peak Design % of Approach Total Int.

From Volume % of Total
Movement To (Area) Hour Vol. Approach Volume Volume
(Area) (Veh/hr) Int. Volume
Factor (Veh/hr) Volume (Veh/hr) (Veh/hr)
EBL Kumasi 4 0.50 8.00 26.7%
EBT Awoshie Kwabenya 9 0.61 14.00 56.7% 15 10.8%
EBR Accra 3 0.63 4.00 16.7%
WBL Accra 20 0.77 26.00 32.0%
WBT Kwabenya Awoshie 7 0.81 8.00 10.4% 63 45.1%
WBR Kumasi 36 0.82 44.00 57.6%
139
NBL Awoshie 1 0.25 2.00 2.0%
NBT Accra Kumasi 2 0.50 4.00 7.8% 26 18.4%
NBR Kwabenya 23 0.77 30.00 90.2%
SBL Kwabenya 32 0.89 36.00 90.1%
SBT Kumasi Accra 1 0.50 2.00 2.8% 36 25.6%
SBR Awoshie 3 0.31 8.00 7.0%
Page 3-51 of 171

Table 3.1.3-18: Summary of Traffic Distribution on ACP/Kwabenya Road (Evening Peak Period)
Peak Design % of Approach

From Volume % of Total Total Int. Volume
Movement To (Area) Hour Vol. Approach Volume
(Area) (Veh/hr) Int. Volume (Veh/hr)
Factor (Veh/hr) Volume (Veh/hr)
EBL Kumasi 4 0.29 12.00 17.9%
EBR Accra 12 0.75 16.00 61.5%
WBL Accra 9 0.61 14.00 27.4%
WBR Kumasi 21 0.75 28.00 67.7%
98
NBL Awoshie 0 0.00 0.00 0.0%
NBT Accra Kumasi 2 0.75 2.00 7.0% 22 21.9%
NBR Kwabenya 20 0.63 32.00 93.0%
SBL Kwabenya 25 0.77 32.00 94.2%
SBT Kumasi Accra 2 0.75 2.00 5.8% 26 26.5%
SBR Awoshie 0 0.00 0.00 0.0%
Page 3-52 of 171

Table 3.1.3-19: Summary of Traffic Distribution on Awoshie Road (Morning Peak Period)
% of
From Volume Total Total Int. Volume
(Area) (Veh/hr) Int. (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%
Page 3-53 of 171

Table 3.1.3-20: Summary of Traffic Distribution on Awoshie Road (Afternoon Peak Period)
% of
From Volume Total Total Int. Volume
(Area) (Veh/hr) Int. (Veh/hr)
Volume
EBL Kumasi 22 0.73 30.00 72.1%
EBR Accra 6 0.69 8.00 18.0%
WBL Accra 2 0.50 4.00 26.7%
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%
Page 3-54 of 171

Table 3.1.3-21: Summary of Traffic Distribution on Awoshie Road (Evening Peak Period)
% of
From Volume Total
Movement To (Area) Hour Vol. Approach Volume Total Int. Volume (Veh/hr)
(Area) (Veh/hr) Int.
Volume
EBL Kumasi 11 0.79 14.00 59.5%
EBR Accra 3 0.75 4.00 16.2%
WBL Accra 5 0.45 10.00 52.9%
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%
Page 3-55 of 171

From the results, it can be observed that:

The highest volumes occurred during the morning peak period on both roads.
During the Morning peak period, the majority of traffic on the Awoshie Road was from
the Kwabenya direction while the majority on the ACP/Kwabenya Road was originating
from the Awoshie direction.
On the ACP/Kwabenya Road, most of the drivers interviewed in the morning were either
destined for Accra or Nsawam.
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.
3.1.3.4 Intersection Traffic Studies and Capacity Analysis

The performances of all existing intersections within the vicinity of the proposed project location
were evaluated and appropriate measures recommended for consideration. The results of the
evaluation formed a key input into the economic analysis of the project.
Studies were conducted at the under-listed intersections:
Nsawam Road/ACP-Kwabenya Road intersection (ACP Junction)
Nsawam Road/Old Awoshie Road
Nsawam Road/Median Turning (South of ACP Junction)
Nsawam Road/Median Turning (North of ACP Junction)
ACP/Kwabenya Road/Pokuase Town Road
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.
Page 3-56 of 171

Table 3.1.3-22: Summary of Intersection Peak Hour Traffic Data

Total Intersection Volume Heavy Vehicles
Intersection (vph) Composition (%)
AM PM AFT AM PM AFT
Nsawam Road/ACP-Kwabenya
3,071 3,272 2,209 10% 11% 15%
Road (ACP Junction)
Nsawam Road/Median Turning
(North of ACP Junction) North 3,350 3,090 2,344 7% 11% 15%
U-turn
(South of ACP Junction) South 3,190 2,153 3,328 7% 9% 13%
U-turn
Nsawam Road/Old Awoshie Road 2,770 2,800 1,964 10% 12% 16%
The results revealed the following:

Generally, the maximum volumes occurred either during the Morning (AM) or Evening
(PM) peak periods at the ACP Junction, North U-Turn and the Old Awoshie Road
intersection.
The maximum volumes at the intersections occurred during the Morning peak period at
ACP Junction and the North U-Turn. At the South U-Turn the maximum volumes were
observed during the Afternoon peak period and at the Old Awoshie Road intersection,
this occurred during the Evening peak period.
The greatest proportions of heavy vehicles were however observed during the Afternoon
peak periods at all intersections.
Intersection performance evaluations were therefore limited to the Morning (AM) and Evening
(PM) peak periods.
Evaluation of Intersection Performance Existing Situation

The evaluation of existing intersection performance and capacity analysis has been undertaken
with the Synchro and SIDRA Intersection software for the macroscopic design and SimTraffic
software for the microscopic simulation of the various scenarios. Table 3.1.3-23 gives the
summary of results for the various intersections for the Morning peak period.
Page 3-57 of 171

Table 3.1.3-23: Summary of Intersection Performance Existing Situation (2014)

Max. Volume-to-
Total Design Intersection Delay Level of Service 95% Back of
Intersection Capacity (v/c)
Volume (vph) (sec) (LOS) Queue
Ratio
AM PM AM PM AM PM AM PM AM PM
Nsawam Road/ACP-Kwabenya
2,507 2,672 0.74 0.56 3.8 1.6 A A 14.8 5.8
Road (ACP Junction)
2,735 2,196 4.49 1.37 1,344.5 110.0 F F 575.4 118.0
(North of ACP Junction)
2,605 2,620 1.42 1.92 56.7 149.5 F F 65.3 139.7
(South of ACP Junction)
Nsawam Road/Old Awoshie
2,849 2,485 0.52 0.47 0.8 0.3 A A 2.2 0.9
Road (Awoshie Junction)
Note: 1. Intersection LOS based on Intersection Delay 2. Intersection LOS Criteria - Exhibits 17-2, HCM 2000
The results revealed the following:

Delay at the ACP Junction was minimal resulting in acceptable Level of Service (LOS A). This could be attributed to the
existing intersection layout which does not allow conflicting left turning movements.
Delays at the U-turns (north and south of the ACP Junction) were however observed to be high (LOS F) with the North U-Turn
performing worse than the South U-Turn. This results in very long queues on the Nsawam Road thus impacting on the general
link performance.
Page 3-58 of 171

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
95% Back Of Queue

14.8 5.8 56.0 11.9 481.0 208.7 1,130.2 698.4 1,735.4 1,137.7 2,480.2 1,660.4 3,401.0 2,292
(veh)
NOTE: 1. Intersection LOS Based On Intersection Delay 2. Intersection LOS Criteria - Exhibits 17-2, HCM 2000
Page 3-59 of 171

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
Effectiveness (MOE)
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
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
95% Back Of Queue

575.4 118.0 812.6 288.9 1,298.6 608.5 1,842.7 1,001.1 2,317.2 1,349.3 2,923.8 1,696.8 3,702.6 2,131
(veh)
Page 3-60 of 171

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
Effectiveness (MOE)
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
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)
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
Effectiveness (MOE)
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
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)
Page 3-61 of 171

It can be observed from the results that:

By the first year of Project operation, the ACP Junction will continue to perform at
acceptable Level of Service (LOS C) during the Morning (AM) peak period and LOS A
during the Evening (PM) peak period. This will however deteriorate to LOS F by the end
of Year 5 of operation.
Performance of the North and South U-turns will continue to get worse due to the
increase in delays.
The Awoshie Junction will perform at LOS A for the first five years but will deteriorate
to LOS F by Year 10 during the AM peak period and LOS D during the PM peak period.
Evaluation of Intersection Performance Proposed Intersection/Interchange Schemes

Seven (7) schemes have been considered for the ACP Junction and their performances evaluated
for the 25-year design life of the Project (2019-2043). The schemes considered are described
below:
Option Description
Proposed Scheme
No.
Segregated left turning lanes
Segregated right turning lanes
1. At-Grade Signalized
Semi-Actuated signal control
Concurrent pedestrian phase
3-Tier Interchange with Rotary intersection at Tier 2 to facilitate left-turn
2.
Rotary intersection movements from all approaches
3-Tier Single-Point Signalized intersection at Tier 2 to facilitate left-turn
3.
Urban Interchange movements from all approaches
Loop ramps for left-turning traffic from Awoshie and
Kwabenya approaches
4. Partial Cloverleaf
Left-turning traffic from Accra and Nsawam
approaches to utilize existing U-turns on Nsawam Road
Loop ramps for all left-turning traffic from all
5. Full Cloverleaf
approaches
Direct ramps for left-turning traffic from Awoshie and
Kwabenya approaches
6. Directional (3 levels)
Left-turning traffic from Accra and Nsawam
approaches to utilize existing U-turns on Nsawam Road
Direct ramps for left-turning traffic from Accra and
Semi-Directional Nsawam approaches
7.
(3 levels) Loop ramps for left-turning traffic from Awoshie and
Kwabenya approaches
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.
Page 3-62 of 171

Table 3.1.3-28: Total System Delays for Proposed Intersection/Interchange Schemes (2019-2043)
Total Network Delay (hr)
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
Page 3-63 of 171

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
Total Control Delay (sec)

Year 1 Year 5 Year 6 Year 7 Year 10 Year 11 Year 12 Year 15 Year 20 Year 25
Scheme
(2019) (2023) (2024) (2025) (2029) (2030) (2031) (2033) (2039) (2043)
3-Tier Interchange
6.9 15.8 30.9 99.9 581.8 786.0 1,035.3 2,210.1 5,564.4 9,940
with Rotary
Level of Service
A C D F F F F F F F
(LOS)
3-Tier Single Point
7.9 9.7 11.2 13.9 31.7 56.5 98.8 536.3 1,933.6 4,410.5
Urban Interchange
Level of Service
A A B B C E F F F F
(LOS)
Note: 1. Intersection LOS based on Intersection Delay (HCM 2000, Exhibits 16-2 & 17-2).
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).
Page 3-64 of 171

3.1.3.5 Non-Motorised Traffic (NMT) Studies

Non-motorized traffic (NMT) crossing the Nsawam Road between the ACP Junction and the North U-turn were observed for the Morning,
Afternoon and Evening peak periods. NMT at this section comprised mostly pedestrians. Table 3.1.3-30 gives a summary of the peak hour volumes
for the various types of pedestrians observed.
Table 3.1.3-30: Peak Hour Pedestrian Traffic Crossing Nsawam Road
Ped/hr % of Children % of Adults % of Aged % of Disabled
974 10 88 2
Peak Hour 7:15-8:15AM
Table 3.1.3-31: Peak Hour Pedestrian Traffic Crossing Nsawam Road

CROSSING NSAWAM ROAD
PEAK 15-MIN FLOW PEAK HOUR FLOW
Total 12-hr
AM AFT PM AM AFT PM
DIRECTION Volume
Ped/15-min Ped/15-min Ped/15-min Ped/hr Ped/hr Ped/hr
Towards Pokuase 123 84 93 448 289 350 2,380
Towards Awoshie 155 129 130 544 477 485 4,573
Total 268 209 210 974 766 803 7849
7:15AM - 12:45PM - 5:15PM -
Peak Hour
8:15AM 1:45PM 6:15PM
Page 3-65 of 171

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.
3.1.3.6 Transport Terminal Studies

The Consultant conducted Parking studies, (Accumulation, Duration and Turnover), studies at
the trotro/taxi terminal along the Old Awoshie Road intersection.
Vehicles entering or leaving the terminals were recorded at 15-minute intervals for the
accumulation studies over a period of 12 hours a day. The Vehicle License Plate technique was
employed for the duration studies.
The results of the studies have been used to recommend capacity requirements for the proposed
new location for the terminal.
Parking Accumulation Studies

Parking accumulation characteristics of the terminal are depicted in Figure 3.1.3-2 by vehicle
type and in Figure 3.1.3-3 for all vehicles.
Figure 3.1.3-2: Parking Accumulation by Type of Vehicle
Page 3-66 of 171

Figure 3.1.3-3: Parking Accumulation of All Vehicles
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
Type of Capacity (Max. Maximum Minimum Space

Item % Utilisation
Vehicles No. of Vehicles) Accumulation Required (sq. m.)
(a) (b) (c) (d) (e=d/c x100) (f=d x Veh dim)
1 Trotros 12 21 175.0 170
2 Taxis 36 29 80.6 187
Minimum Space needed for

357
Parking
f: Maximum Accumulation(d) x Vehicle Dimensions.
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.
Page 3-67 of 171

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
Terminal Study Period Maximum Accumulation
Taxi Rank along Kwabenya Weekday 20

Road (near ACP Junction)
Weekend 24
Maximum Values 24
Source: Transtech Consult, 2013
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)
Trotros 21 170.10 0.04 204.12 0.05

Old Awoshie
Road Station
Taxis 29 186.99 0.05 224.39 0.06
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.
Parking Duration Studies

Summary results of the parking duration analysis for the trotro/taxi terminal along the Old
Awoshie Road are presentedError! Reference source not found. and Figure 3.1.3-4.
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Table 3.1.3-35: Summary Results of Terminal Duration Studies
Total No. of Avg. Turn-Over

Avg. Duration
Item Day of Week Vehicles Duration Rate
(hr/veh)
Observed (min/veh) (veh/slot/hr)
1 Wednesday 545 1.30 78 0.95
2 Thursday 545 1.15 69 0.95
Average Day 545 1.22 73 0.95
All Days
637 1.54 92 0.76
(Combined)
Note: 1. Length of observation interval = 15 minutes (0.25 hr). 2. Duration of the study period =
12 hours. 3. Capacity of Facility = about 48 Vehicles.
Figure 3.1.3-4: Parking Duration by Type of Vehicle
From the results the following can be observed:

On the average, vehicles remained parked for about 1.2 hours
The average turn-over rate was about 0.95veh/slot/hour.
The total number of vehicles observed over the study period was 545, excluding duplication of
vehicles parked for the same number of periods for the study days.
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Traffic Management and Safety Concept (TMSC)

Traffic Management aims at improving traffic movements/flows by increasing the capacity and
safety of the existing facilities and systems.
The TMSC has been based on the following strategy groups:
Traffic Operations and Control
Pedestrian and Bicycle (NMT)
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
Proposed safety/protection measures comprise the following:

Improved sight distance and/or visibility between motor vehicles and NMT
Lighting/crosswalk illumination
Adequate effective width of sidewalks and shoulders, which should be kept clear of poles,
signposts and other obstacles that will become a tripping hazard
Speed calming measures along the service roads, especially within populated areas
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.
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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.
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3.2 GEOMETRIC DESIGN
3.2.1 General
The main objective in any geometric design process is to obtain an optimal geometry. This is a
geometry that will:
Enable the road facility perform its desired function

Provide safety to road users
Minimise construction operations and maintenance costs
Minimise environmental and social harm to users and the community at large
The geometric design of the Pokuase Interchange involved the evaluation of previous designs,
the selection and analyses of about seven (7) different schemes, the selection and design of an
appropriate scheme to link the Awoshie-Pokuase road, ACP-Kwabenya road and the Accra-
Kumasi road, as well as the provision for safety features such as pedestrian and bus facilities.
The geometric design is defined by the speed and typical cross section elements in accordance
with the road functionality, traffic safety factors and drainage features. Adequate information
was taken to minimize environmental and social impacts. The design also considered the critical
factors that influence the physical location and geometric characteristics of the existing route:
The design of the interchange was undertaken by adhering to the following check-list:
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.
3.2.2 Design standards

Appropriate standards as stipulated in the under listed documents were adopted to meet the
objectives of the geometric design of the interchange:
Ghana Highway Authority Road Design Guide (1991)
A Policy on Geometric Design of Highways and Streets (AASHTO, 2001)
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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)
Design Controls and Criteria
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 100km/h for the Accra-Kumasi Road and

80km/h for the Awoshie-Pokuase-Kwabenya
Road and 40km/h for the ramps
Design Vehicle Double Axle Articulated Trailer
Maximum Superelevation 4%
Lane Width Accra-Kumasi Road 3.65m
Awoshie-Pokuase-Kwabenya Road 3.5m
Ramps 3.5m
Nominal Cross-Slope 2.5%
Minimum Vertical Clearance 6.0m
Design Vehicle Characteristics

The adopted design vehicle is the Double Axle Articulated Trailer, according to Ghana Highway
Authority Road Design Guide (1991) has the following design characteristics:
Design vehicle length - 15m

Design vehicle width - 2.5m
Design vehicle height - 3.4m
Minimum turning radius - 15m
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.
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Table 3.2.2-1: Horizontal Alignment Design Criteria
Minimum Curve Maximum

Design Sight Distance
Radius Minimum Super-elevation
Speed Curve
Absolute Desirable Length (m) Absolute Desirable
(km/h) Stopping Passing
(m) (m) (%) (%)
40 50 100 70 9 5 40 210
80 230 420 140 9 5 110 500
100 370 700 170 9 5 160 620
Table 3.2.2-2: Vertical Alignment Design Criteria
Design Speed Minimum Curve Recommended K - Values

(km/h) Length (m) Sag Crest
40 35 5 4
80 70 18 30
100 85 28 64
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%
Figure 3.3.2-1 shows the typical roadway cross-sections.
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Figure 3.2.2-1: Typical roadway cross sections
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3.2.3 Design Constraints

The main design constraints were the existing railway line, the topography of the site, the
residential and commercial properties, and the electricity pylons found within the corridor of the
proposed interchange.
The existing railway line proved quite challenging because of the fact that it is located on the
face of the hill on the left hand side of the Accra-Kumasi Road, which also serves as the
approach for the Awoshie-Pokuase Road. It is also close to the Accra-Kumasi Road with the
farthest section being only about 150m from the road. Along a section of the Accra Kumasi road
south bound the railway comes close to within 50m of the road with properties sandwiched
between them.
The topography is such that the Accra-Kumasi Road is in a valley, bordered on both sides by
steep hills. The steepest is the ACP Estate approach (approximately 9%).
Several properties, some residential and others commercial, were found in the corridor of the
proposed interchange. Some have been there longer than others, with some still under
construction. These proved particularly challenging, since the choice of optimal design
parameters had to be tempered with the potential of extensive property impact. However, in spite
of all efforts, some of the properties will be impacted by any of the interchange schemes selected.
There is the need to provide access to some of the above-mentioned properties, which proved
quite challenging, given that some are so close to the proposed location, that there is inadequate
room to provide the access.
High tension electricity pylons including the 330KV West African Power Pool lines found within
the corridor proved a challenge as other constraints such as the location of the railway required
the Awoshie-Pokuase approach to pass over it, forcing the road into the path of the high tension
lines. There may be the need to relocate these high tension lines via realignment to enable the
interchange to be located at the proposed location.
3.2.4 Scheme Selection

During the feasibility stage of the project, several interchange schemes were explored. In all, nine
different schemes were explored. The following are the interchange schemes explored.
1. At-Grade Signalized Intersection discarded for lack of capacity
2. Three-Tier Rotary Interchange (old design evaluated for performance) discarded for
lack of capacity.
3. Partial Cloverleaf Interchange discarded for high property impact.
4. Two-Tier Full Cloverleaf Interchange discarded for high property impact.
5. Three-Tier Directional Interchange discarded for high property impact as well as cost
and complexity
6. Three-Tier Semi-Directional Interchange discarded for high property impact as well as
cost.
7. .Three-Tier Single-Point Urban Interchange (SPUI) selected for detailed design.
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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
Figure 3.2.4-1: General Layout of the 3-Tier SPUI Pokuase Interchange
3.2.5 Alignment Design

Topographical survey information was used to form a digital terrain model of the surface using
Autodesk AutoCAD Civil 3D 2015. The horizontal and vertical alignments were designed with
the aid of the AutoCAD Civil 3D road design tools. The built-in design criteria, which employs
the AASHTO Green Book (2011) was used to check the selected parameters. Junctions were also
designed with the minimum turning radius so as to produce a safe design which allows drivers to
undertake turning manoeuvres with ease.
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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
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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.
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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.
Left-Turn Exit Ramps
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.
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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
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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.
Left-Turn Entrance Ramps

These are the ramps which move traffic from the middle tier onto the main carriageways. They
serve as the continuations for the various exit ramps. In essence, the exit and entrance ramps
follow the same paths. The traffic on the entrance ramps merge with the right-turn traffic from
the exit ramps as they exit from the middle tier onto the main carriageways.
The entrance ramps are:
1. Awoshie-Nsawam
2. Kwabenya-Accra
3. Accra-Awoshie
4. Nsawam-Kwabenya
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.
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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
Page 3-86 of 171

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.
3.2.6 Access Control

Access control is a very important component of an interchange design. It ensures that existing
properties within the catchment of the interchange get access to the facility in a safe manner,
without interfering with the general operations of the interchange.
For this project, there was the need to provide access to properties in all four quadrants of the
intersection. The quadrants of interest are:
Northern (Pokuase town, on the right hand side of the Accra-Kumasi road)
Western (Pokuase, on the left hand side of Accra-Kumasi road)
Eastern (opposite ACP estates on the ACP-Kwabenya road)
Southern (the right hand side of the Awoshie-Pokuase road)
Page 3-87 of 171

Northern Quadrant
Eastern Quadrant
Western Quadrant
Southern Quadrant
Figure 3.2.6-1: The various quadrants considered
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).
Page 3-88 of 171

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
Figure 3.2.6-2: Some of the access control features.
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.
3.2.7 Bus Laybys and Pedestrian Facilities

There are existing bus stops along the Accra-Kumasi road, which are currently serving
commuters around the area. These are all being impacted by the interchange. It was, therefore,
decided that alternatives will be provided to serve the same purpose.
For the laybys at ACP, two long bus lanes have been provided on each service road along the
Accra-Kumasi road. The average length of these bus lanes is about 450m long.
For the existing laybys at Pokuase, two laybys on the Kumasi-bound service road will be
provided.
For the left hand side, the laybye will be provided before the junction to the existing laybye.
It is anticipated that the general running speeds of the vehicles plying this road will be very high.
To forestall the incidence of vehicle-pedestrian accidents, grade-separated pedestrian facilities
have been provided.
Page 3-89 of 171

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
Page 3-90 of 171

Figure 3.2.7-2: Typical sections of the pedestrian tunnels.
Page 3-91 of 171

3.3 MATERIALS / GEOTECHNICAL INVESTIGATIONS, TESTING AND

PAVEMENT DESIGN
This report contains findings, analyses, results and recommendations in accordance with the
Terms of Reference (TOR). It covers studies undertaken at the proposed interchange location and
adjacent locations which have the potential of impacting on the operations of the interchange.
3.3.1 The Geology of the Proposed Project Area

The west of Accra is generally underlain by rocks of the Togo - Akwapim Range which is now
internationally accepted in terminology as the Togo Series. From a source in the sea around
Nyanyano in the Central Region, the Series trends in a northeast direction towards the western
part of Accra and continues in the same direction to the Volta River between Kpong and Anum
and further to the Ghana Togo border near Kpalime and from there in a northeastern direction
where it passes into the Republic of Togo.
The Togo Series originally consisted of alternating argenaceous and argillaceous sediments
which have now been converted into phyllites, schists and quartzites except in few places, where
unaltered shales and sandstones are seen. Quartzite, quartz-schist, sericite-quartz schist, sericite
schist and phyllites are the predominant rocks, but hornstones, jaspers and hematite quartz-
schists some of which were formed after the deposition of the sediments, also do occur in the
Togo series. These series/range are bounded by two major thrust: one, with the Dahomeyan
contact at its eastern margin, and the other at its western contact with the Cape Coast granitoid
complex rocks, the Voltaian and the Buem sediments. The thrust fault along the western flank
has been referred to as the Western Boundary fault and that along the eastern margin as the
Eastern Boundary fault. Both faults separate rocks of different lithologic facies. It must be noted
here that the East Boundary fault is largely tectonic.
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.
Page 3-92 of 171

Bridge Location
at
Pokuase.
Figure 3.3.1-1: Part of the Geological Map of Ghana Showing Project Area
Page 3-93 of 171

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).
3.3.3 Pavement Site area Investigation and Testing
3.3.3.1 Test Pits

Test Pits test results have been attached in the appendix.
3.3.3.2 Dynamic Cone Penetrometer (DCP) test

The Dynamic Cone Penetrometer (DCP) test was carried out to measure the strength of the in-
situ soil material at the site. Only part of the DCP test results of the site is currently available and
this has been shown in Table 3.3.3-1 below. The few results available are generally good
suggesting that the area shown to us as the project site is quiet strong over a large area and weak
towards the banks of a stream which crosses the main Accra Kumasi road due to the presence
of silted materials.
Page 3-94 of 171

Table 3.3.3-1: Summary of The Dcp Test Results of The Project Area.
Road Location CBR % Depth mm
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+300 100 699

Ofankor - Nsawam Section at Pokuase Km 0+600 100 707
Km 0+900 62 209
Km 1+200 40 884
Km 0+000 19 894
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
Page 3-95 of 171

3.3.4 Pavement Design (Preliminary Design)

(Awoshie Road, Ofankor-Amasaman Road, ACP-Kwabenya Road, all Ramps and Slip Roads)
3.3.4.1 Subgrade Resilient Modulus (MR)

For the purpose of this work we are using a minimum of 10% CBR in the designs in view of the
fact that most of the slips and ramps are going to come raised beyond 1000mm at most sections
of the road. Beside this the main Accra-Nsawam road was designed based on a subgrade strength
of 10% CBR.
The Roadbed Resilient Modulus, MR, was calculated as follows:
MR (MPa) = 100*CBR
MR (MPa) = 100*10
MR = 1000 MPa
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:
Table 3.3.4-1: Cumulative ESALs:
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
Page 3-96 of 171

Accra Kumasi Road at Pokuase area:

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 18,108,762.02
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 75
Crush Rock Base 200
Cement Stabilized Subbase (UCS 5 MPa) 300
Natural Gravel Subbase 0
Page 3-97 of 171

ACP Kwabenya Road:

INPUT DATA
Materials MR (kPa)
Traffic Data
Cumulative ESAL 3,529,105.33
Wearing Course m1 1
Binder Course m2 1
OUTPUT
Wearing Course 50
Binder Course 50
Crush Rock Base 200
Page 3-98 of 171

Awoshie Road:
INPUT DATA
Materials MR (kPa)
Traffic Data
Cumulative ESAL 717,993.57
Wearing Course m1 1
Binder Course m2 1
OUTPUT
Wearing Course 50
Binder Course 50
Crush Rock Base 200
Page 3-99 of 171

3.3.5 Foundation Investigation
3.3.5.1 Borehole drilling

Our review of available materials associated with the proposed Bridge Foundations for the
project was found very comprehensive. In brief, however, 14 nos. of boreholes had been drilled
in the project area as shown in fig. 3.3.5-1. From the available logs of the boreholes, competent
rock can be encountered within the depth range of about 4.0 m 9.0 m as summarized in Table
3.3.5-1.
The Consultant has carried out 2no borehole Rotary drills in the two different rock formations
found in the project area. In the case of the Cape Granite complex, Rotary drill was terminated at
18.75m and the domain RQD was found to be 0.0%. The material in-situ was observed to be
purely sandy in nature with occasional presence of blackish Granitic rock pieces or lumps. This
largely testifies the existence of highly weathered Granitic Rock material, the foregoing clearly
suggest the need to use Deep Pile foundation. Log BH1 in the appendix provides sufficient
information on this material.
Log BH2 also in the appendix confirms the presence of extremely broken or fractured
moderately weathered QUARTZITE. The Rotary drill for this borehole was terminated at a death
of about 5.5m. The application of cement grouting could help improve upon the fracture nature
of this rock. Ordinary Spread foundation can be used in this area of rock formation
The full report of this drilling exercise is however attached in the appendix.
Figure 3.3.5-1: Diagram Showing the Location of Borehole Points
Page 3-100 of 171

Table 3.3.5-1: Strata Depth of Competent Rock from Borehole Logs

Borehole No. Strata Depth (m)
Bh. 1 7.5
Bh. 2 7.8
Bh. 3 3.7
Bh. 4 8.8
Bh. 5 4.9
Bh. 6 5.0
Bh. 7 7.3
Bh. 8 8.8
Bh. 9 6.5
Bh. 10 4.2
Bh. 11 4.5
Bh. 12 3.9
Bh. 13 3.9
Bh. 14 7.7
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)
Figure 3.3.5-2: Grading curves of soil samples from Bh. 1
Page 3-101 of 171

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)
Figure 3.3.5-3: Grading curves of soil samples from Bh. 2
3.3.6 Seismicity of the Project Area

Historically, Accra falls within a seismic active zone (zone 3), as indicated by the Seismic risk
map of Ghana (Figure 3.3.6-1 Seismic Risk Map of Ghana). This is because Accra is bounded
by two major thrust: one, with the Dahomeyan contact at its eastern margin, and the other at its
western contact with the Cape Coast granitoid complex rocks, the Voltaian and the Buem
sediments. The thrust fault along the western flank is referred to as the Western Boundary fault
and that along the eastern margin, as the Eastern Boundary fault. Both faults separate rocks of
different lithologic facies. It must be noted here that the East Boundary fault is largely tectonic.
However, with the project area being closer to the Western Boundary fault it is still proper to
take the necessary precautional measures even though that fault line has not been found to be of
much tectonic in nature. A Horizontal Design Ground Acceleration of 0.35g, as indicated in
Table 3.3.6-1 is recommended for the design of the foundation for the bridge. Again, with the
depth of competent rock being in the reach of just 9.0 m, a conventional spread foundation can be
used for the bridge foundations.
Page 3-102 of 171

Figure 3.3.6-1: Seismic Risk Map of Ghana
Table 3.3.6-1: Building Code (Definition of Seismic Zones)
Seismic Range of Horizontal Ground Assigned Horizontal Design

Zone Acceleration, g (units of gravity) Ground Acceleration, g (units of gravity)
0 Less than 0.01 0
Equal to or greater than 0.01

1 0.15
to less than 0.03
Equal to or greater than 0.03
2 0.25
to less than 0.06
0.35
3 Equal to or greater than 0.06
Page 3-103 of 171

3.3.7 Construction Material Prospecting and Testing
3.3.7.1 Natural Gravel Material

Prospecting for sources of natural gravel materials has been completed. Presently, five pits were
found in various locations to be suitable for use as common fill materials, subgrade materials and
subbase materials. Pic.1 and Pic.2 are pictures of the Pokuase borrow pit and that of some of the
other pits will be shown in the final report. Table 3.3.7-1 Table 3.3.7-5 below shows a
summary of test results on gravel samples obtained from these gravel pits.
Pic. 1: Pokuase gravel pit Pic. 2: Pokuase gravel pit

D.
Page 3-104 of 171

Table 3.3.7-1: Summary of Test Results on Gravel Samples from Pokuase Gravel Pit
Source of Grading Atterberg Limits Compaction CBR(%)

Material
% passing B.S. Sieve(mm) LL PL PI OMC MDD 98 95 93
Pokuase Burrow 75 37.5 20 10 5 2 0.425 0.075 (%) (%) (%) (%) g/cc
Pit
100 98.5 94.5 86 66 37 17 9 21 12.5 8.5 5.4 2.22 122 89 70

Sample 1
100 95.4 89.2 83 68 47 18 10 28.2 18.5 9.7 5.5 2.225 109 80 68

Sample 2
100 98.9 96.9 91 70 42 23 18 28.1 17.8 10.3 5.4 2.195 109 90 76

Sample 3
SPECIFICATION
100 100 100 90 75 50 33 22

Upper Limit
<15% >40%
/ / / / / / /
Lower Limit 80 75 45 30 20 8 5
Table 3.3.7-2: Summary of Test Results on Gravel Samples from Papase Kotoku
Atterberg Limits Compaction CBR(%)

Source of Grading
Material
LL PL PI OMC MDD 98 95 93
% passing B.S. Sieve(mm)
Papase Kotoku 75 37.5 20 10 5 2 0.425 0.075 (%) (%) (%) (%) g/cc
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
Upper Limit 100 100 100 90 75 50 33 22
/ / / / / / / <15% >40%
Lower Limit 80 75 45 30 20 8 5
Page 3-105 of 171

Table 3.3.7-3: Summary of Test Results on Gravel Samples from Katapor Borrow Pit
Grading Atterberg Limits Compaction CBR(%)
Source of Material
Katapor Borrow Pit 75 37.5 20 10 5 2 0.425 0.075 (%) (%) (%) (%) g/cc
Sample 1 100 93 83 70 56 47 43 35 42.2 13.9 28.3 23.3 19.8 16
Sample 2 100 93 84 71 54 45 41 32 35.1 14.0 21.1 28.6 22.8 20
Sample 3 100 97 88 79 66 57 53 41 34.8 12.9 21.9 26.5 21.3 17.4
SPECIFICATION
Upper Limit 100 100 100 90 75 50 33 22
/ / / / / / /
<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.
Source of Material
Agape Borrow Pit 75 37.5 20 10 5 2 0.425 0.075 (%) (%) (%) (%) g/cc
Sample 1 100 97 82 60 44 32 24 9 30.7 18 12.7 7.0 2.201 79.2 55.1 40.5
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
Upper Limit 100 100 100 90 75 50 33 22
/ / / / / / /
<15% >40%
Lower Limit 80 75 45 30 20 8 5
Page 3-106 of 171

Table 3.3.7-5: Summary of Test Results on Gravel Samples from Adjen Kotoku
Source of
Material LL PL PI OMC MDD 98 95 93
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
Sample 3 100 91 85 80 71 47 19 14 24.2 18 6.22 6.5 2.191 80.6 65.4 45.0
SPECIFICATION
Upper Limit 100 100 100 90 75 50 33 22
/ / / / / / /
<15% >40%
Lower Limit 80 75 45 30 20 8 5
3.3.7.2 Borrow Pit Material Volumes

The likely volumes of the material that can be sourced from these pits are as follows:

Pokuase - 250,000m3
Papase Kotoku - 89,250 m3
Agape 450,000 m3
Adjen Kotoku 60,000 m3

Katapor 300,000 m3
3.3.7.3 Stone Quarry Products/ Materials

Fine Aggregates (Sand)
Fine Aggregates (Natural Sand)
Efforts to locate suitable natural sand pits within economic haulage distance from the project site
were unsuccessful. The reason being that all the potential sand pits were too fine (smooth) in
texture and besides this, they also had very high silt content. Again, considering the volume of
good material that will be required here, it was indeed difficult to find reasonably large tracks of
land to serve this purpose. It is against this background that we have to look elsewhere for this all
important material.
Currently in Accra, the only place where good sand can be sourced in large quantities for high
quality concrete works is Battor, in the Volta Region. This is a river sand and is located at a
distance of about 130 km from the proposed construction front. The Bator natural sand has the
right grain sizes and very negligible silt content as shown in Table 3.3.7-1.
Page 3-107 of 171

Table 3.3.7-6: Summary of Test Results on Battor Sand
Source of Grading Silt/Clay

Material Content
% passing B.S. Sieve(mm) Test 1 Test 2
Battor Sand 10 5 2.36 1.18 0.6 0.30 0.150

Sample 1 100 98 95 85 60 33 8 1.5 1.4
Sample 2 100 96 90 87 59 30 5 1.4 1.4
SPECIFICATION
Upper Limit 100 100 100 90 70 35 10
/ / /
Lower Limit 100 90 75 55 35 8 0 < 10%
3.3.7.4 Coarse Aggregates
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 3.3.7-7: Haulage distances from Quarry Sites to ACP Junction
Quarry Distance from ACP Junction (Km)
ABKA Quarry Limited 20.2
Maso Quarry Limited 24.0
Nendor Quarry Limited 21.8
Page 3-108 of 171

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
Properties Samples Specification Limits
Asphaltic Concrete Crush

1 2 (Class A)
Concrete
Rock
10% Fines 110

Value (Dry)
KN 187 185 110 KN 160 KN
KN
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 %
samples from Maso Quarry Limited.
Table 3.3.7-9: Summary of the Test results on Aggregate Sampled from Maso Quarry Limited

1 2 (Class A)
Concrete
Rock
10% Fines Value 110

(Dry)
KN 179.7 181 110 KN 160 KN
KN
Wet/ Dry % 114 115 75 KN 75 KN 75 KN
Water Absorption % 0.593 0.7 1.0% 2.5 % 1.5 %

Los Angeles
Abrasion
% 17 19 30 % 40 % 30 %
samples from Nendor Quarry Limited.
Page 3-109 of 171

Table 3.3.7-10: Summary of the Test results on Aggregate Sampled from Nendor Quarry Limited

1 2 (Class A)
Concrete
Rock
10% Fines Value 110
(Dry)
KN 165 170 110 KN 160 KN
KN
75
Wet/ Dry % 112 113 75 KN 75 KN
KN
Water Absorption % 0.591 0.6 1.0% 2.5 % 1.5 %
Los Angeles
Abrasion
% 18 20 30 % 40 % 30 %
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.
Page 3-110 of 171

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.
Page 3-111 of 171

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.
Page 3-112 of 171

3.4 HYDROLOGIC AND HYDRAULIC STUDIES

3.4.1 Drainage Objectives
In the design of roads, the diversity of drainage problems are broad and it includes the design of
pavement drainage, cross culverts structures, storm-water drainage systems and appurtenances
among others. In order to ensure the sustainability of road Investments, it is imperative that
comprehensive climatic, hydrologic and drainage studies are undertaken in tandem with studies
and design of the roadway layout. These will improve the efficient usage of the road, reduce
flood related accident and longevity of the road, in addition to environmental concerns. In view
of these, the existing hydraulic structures were critically assessed.
The main objectives of the assessment were to:
Confirm the location of all the existing hydraulic structures and take their dimensions.
Establish the adequacy or otherwise of the existing structures to convey the design peak
discharges.
Recommend suitable hydraulic dimension of structures if reconstruction of the existing
ones are deemed necessary.
Review the structural soundness of the hydraulic structures and suggest remedial
measures, if any.
Recommend the provision of additional hydraulic structures at locations where site
condition so demands.
To establish appropriate drainage outfalls for all the structures
3.4.2 Project Background

To achieve the objectives of the assignment, considerable data were collected and analyses for
the purposes of the hydrological studies. The data collected includes climatic data of Accra
Meteorological catchment, from the Ghana Meteorological Agency, Geological/soil data,
Topographic data among others. These are aim at estimating the design peak discharge that can
be use for designing efficient and optimal drainage structures.
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
Page 3-113 of 171

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:
Annual rainfall trend

1800
1600
1400
Total Annual Rainfall (mm)
1200
1000
800
600
400
200
0
1961 1971 1981 1991 2001 2011 2021
Year
Rainfall Analysis and Design

The collected rainfall data for the project catchment area shows two rainy seasons, the heavy
rains start from March to July and the lesser one from September to October. The dry season falls
within December through to February. The driest month is January followed by February. The
wettest month is June. The bar chart below shows the average monthly rainfall distribution
within the respective month.
Page 3-114 of 171

Average monthly Rainfall(mm)

300.0
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
Figure 3.4.2-1: Mean monthly Rainfall distribution in Millimetres
Temperature, Humidity and Wind speed

The mean monthly temperature ranges from 23C to 33C. The lowest monthly temperatures
recorded for the project area occurs during July and August due to cloud cover and December as
a result of cool northeast trade winds. The highest monthly temperatures are recorded usually in
March when the sky is devoid of cloud cover. On annual scale, the maxima temperature ranges
between 30C and 32C and the minima between 23C and 25C.
The relative humidity at 0600hrs varies between 90% to 95%.
The mean daily bright sunshine hours varies in excess of 5.0 hours. Wind speeds are generally
light being of order of 6 knots. Strong winds are usually associated with convective thunderstorm
activity during the rainy season and are short in duration.
Temperature, humidity and wind affect rainfall run-off. High temperatures, low relative humidity
and strong winds result in higher evaporation and subsequently reduction in run-off.
Topography and Vegetation

The general topography of the project catchment is a type that can best be described as
undulating with heights ranging from 70 m up to 210m above mean sea level. There are however,
some few small, sharp undulating as well as flat areas.
Page 3-115 of 171

Land Use and Vegetation

Land use and vegetation cover are essential for the estimation of run-off coefficient. The
catchment area is largely a mixture of residential and non-residential activities with large areas
unpaved. However, the project site and it immediate environs are presently undeveloped with
intended purpose of developing large section into pave surface finished. The future land-use type
will give rise to high surface run-off coefficient that translates into high run-off at hydraulically
short duration and therefore have to be accounted for in the design. Vegetation type is mainly
grass with few shrubs at the marshy areas of the site. There is Pokuase forest reserve located
within the north-eastern section of the project catchment.
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.
Surface water hydrology

The proposed interchange is located within the River Nsaki basin which flows into the Densu
River. However, the site is relatively closer to a tributary of the Nsaki river called Sunkwa which
takes it source from the Pokuase forest reserve. The Sunkwa stream serves as the main discharge
outfall of the designed drainage structures of the interchange.
3.4.3 Design Standards

The Design standards used for the hydrologic studies and sizing of the hydraulic structures are
those approved by both Ghana Highway Authority (GHA) and DUR, such as the Road Design
guide and Highway Drainage design manual. The extract from the standard includes the
following:
I. Rainfall Frequency of Occurrence

The design rainfall frequency of occurrence for the hydrologic analysis is shown in table 3.4.3-1
below:
Page 3-116 of 171

Table 3.4.3-1: Rainfall Frequency of Occurrence
Type of Structure / Drainage system Frequency of Occurrence (years)

Side Culvert 10
Closed System Drainage 10
Cross culvert 25
Minor/ medium span bridges 50
Major/Long span bridges 100
II. Sections of Drains

U-Shaped lined drain
Minimum U-Shaped drain width: 450mm
Open trapezoidal
Minimum bottom width : 600mm
Side slope unlined : 1:5, 1: 2.0
Side slope lined : 1:1, 1:1.5, and 1:2
Circular culverts / Closed System Drains
Minimum diameter for all culverts : 900mm
Maximum diameter for cross culvert : 1,800mm
Rectangular Culverts
Minimum internal height : 1,000mm
Cover over Culvert
Minimum cover for all pipes shall be 0.3m. For pipes under railways, the minimum cover shall
be 1.2meters.
III. Mannings roughness

Concrete lined channel. 0.013 0.015
Sandcrete block 0.015 0.020
Masonry 0.017 0.030
Earth (new) 0.018 0.030
Earth (existing) 0.022 0.060
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IV. Flow Velocities in Road size drains

Maximum Velocities:
Open earth drains (no lining) 1.7 m/s
Block / masonry lined 2.5 m/s
Concrete 2.5 6.0 m/s
Minimum Velocities:
Minimum flow velocities in all drains 0.80 m/s
3.4.4 Hydrologic Analysis and Design
3.4.4.1 Rainfall Analysis and Design

For engineering purpose, it is necessary to have good estimate of the rainfall intensity-duration-
frequency (IDF) relationship at each project operational site for duration from 6 minutes to 24
hours. For statistical analyses on available data, it is necessary to have continuous recorded
rainfall data for at least 20 years. Statistical analysis based on Gumbels extreme value analysis
method was performed on the maximum localised 24 hours monthly rainfall data of Accra and
the results are shown on table 3.4.4-1
Table 3.4.4-1: Maximum localised 24 hours rainfall in millimetres
Recurrance Intervals of Rainfall (yrs)
Meteological Station 2 5 10 25 50
Accra (mm) 67.1 129.4 155.8 189.1 213.8
3.4.4.2 Rainfall Intensity-Duration relationship

Based on the localized 24hours maximum rainfall, a technique which allows synthesis of IDF
estimates from the 24 hours rainfall was employed using the following relation:
Rt = t /24*((b+24)/(t+0.33))n *RD and It = RD/24*((b+24)/(t+0.33))n
where,
Rt = rainfall at duration t (mm)
RD= Daily Rainfall in (mm)
t = duration of rainfall (hrs)
It= Intensity at time t(mm/hr)
b, n = coefficient and exponent vary in value with geographic location
Page 3-118 of 171

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.
Table 3.4.4-2: Summary of result of rainfall depth -duration-frequency relation
Depth of Rainfall- Duration-Frequency table

n= 0.96 b= 0.6
Return period (yrs)
Duration(hrs) 2 5 10 25 50
0.1 13.29 25.62 30.85 37.44 42.33
0.2 21.74 41.92 50.48 61.26 69.27
0.3 27.62 53.27 64.14 77.85 88.01
0.4 31.97 61.66 74.24 90.11 101.88
0.5 35.33 68.14 82.04 99.57 112.58
0.6 38.01 73.30 88.26 107.12 121.12
0.7 40.21 77.54 93.35 113.31 128.11
0.8 42.04 81.07 97.61 118.47 133.95
1 44.94 86.66 104.34 126.64 143.19
2 52.47 101.18 121.82 147.86 167.17
3 55.86 107.72 129.70 157.42 177.98
6 60.30 116.29 140.01 169.94 192.13
12 63.59 122.63 147.64 179.20 202.61
24 67.1 129.40 155.80 189.10 213.80
Table 3.4.4-3: Summary of result of rainfall intensity -duration-frequency relation
Rainfall Intensity- Duration -Frequency table

n= 0.96 b= 0.6
Return period (yrs)
Duration(hrs) 2 5 10 25 50
0.1 132.86 256.21 308.48 374.42 423.32
0.2 108.69 209.61 252.38 306.32 346.33
0.3 92.08 177.57 213.79 259.49 293.38
0.4 79.93 154.15 185.60 225.26 254.69
0.5 70.66 136.27 164.08 199.14 225.16
0.6 63.35 122.17 147.10 178.54 201.86
0.7 57.44 110.76 133.36 161.87 183.01
0.8 52.55 101.34 122.01 148.09 167.43
1 44.94 86.66 104.34 126.64 143.19
2 26.23 50.59 60.91 73.93 83.59
3 18.62 35.91 43.23 52.47 59.33
6 10.05 19.38 23.34 28.32 32.02
12 5.30 10.22 12.30 14.93 16.88
24 2.80 5.39 6.49 7.88 8.91
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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
3.4.4.3 Area Reduction factor (F)

The rainfall analysis above was based on localized (point) rainfall that is not reflective of spatial
distribution. The point rainfall distribution was therefore converted to spatial distribution for each
catchment by applying areal reduction factor.
The areal reduction equation developed by Rodier in 1975 for West Africa was applied for this
study due to lack of this factor / equation for Ghana. This equation is given as:
F = 1-0.001(log A)*(9*log N -0.042*P +152)
Where:
F= areal reduction factor
N= return period of rainfall (years)
P= average annual rainfall (mm)
A= catchment area (km)
Page 3-120 of 171

3.4.4.4 Design Peak Discharge

The design peak discharges were carried out using empirical methods with catchment area characteristics
and rainfall data as input.
The modified rational formula was used for the hydrologic calculations required for peak discharges
because the catchment areas are less than 25km.
Modified Rational Method

The modified rational formula utilizes catchment characteristics and design storm intensity with
duration equal to time of concentration, to estimate of the design flood peak. This formula is
given as:
Q = 0.278 FCIA
Where,
Q = Design discharge (m/s)
C = Run-off coefficient (dimensionless)
I = Rainfall intensity (mm/hr)
F = Areal reduction factor (dimensionless)
A = Catchment area (km)
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)
Run-off Coefficient (C)

The rainfall run-off coefficients was estimated based on topography, soil type in the catchment,
the vegetation cover as well as the land use pattern projecting into the future. For the proposed
Page 3-121 of 171

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.
Catchment Area and Mainstream length

The catchment area for Sunkwa stream and the longest flow path from most hydraulically distant
point to the culvert inlet and storm drain outfall location were delineated and measured using
geographic information system software (ArcGIS). Figure 3.4.4-2 and 3.4.4-3 show the
delineated catchment areas for the culvert and storm drain outfall respectively.
Figure 3.4.4-2: Delineated catchment area for the cross culvert near Pokuase Interchange location
Page 3-122 of 171

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:
Run-off Area Reduction

Ref. No. Average Area Average flow Length H Slope(S) Time of Concetration Rainfall Intensity (mm/hr) Coefficient Factor Discharge Q(m/s)
A(km2) L(km) m (m/km) (min) (hr) 25 years 50years CR FC 25years 50years
A 1.0 4 8 137.16 17.145 230.788 3.846 43.23 48.88 0.65 0.8 25.20 28.50
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
Page 3-123 of 171

3.4.5 Hydraulic Analysis
3.4.5.1 Design of Culvert

The capacity of the culverts was determined using inlet control method of culvert analysis with
headwater/culvert height ratio(Hw/h), limited to 1.0 for built-up areas and 1.2 elsewhere. The
AutoCAD C3d-Hydra-flow computer model was then used to check the design capacity of the
culverts and also to establish the design peak water level profile through the culvert.
3.4.5.2 Carrying Capacity of Culvert

The following shows the design of a typical culvert and its performance curve using AutoCad
C3d- hydra flow:
Figure 3.4.5-1: Cross Culvert at Chainage 0+775 on the Accra-Kumasi Road
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Performance Curve
3.4.5.3 Design of Drainage structures

The hydraulic analysis of both the storm and roadside drains were carried out by modelling all
the propose hydraulic structures together as one entity in order to observe the conveyance
behaviour among the structures as they convey the peak discharges.
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 makes use of sub-area, links and node systems. The follow figures below show
typical sections of model drain alignment and section panels of the propose project roads.
Page 3-125 of 171

Figure 3.4.5-2: Section of the drainage alignment shown in black.
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.
Figure 3.4.5-3: Panel for the Trapezoidal drain
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Figure 3.4.5-4: Panel for the slab U-drain
Figure 3.4.5-5: Panel for the Rectangular drain
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A typical section of the simulated drainage alignment showing the water surface profile, is shown
in the figure 3.4.5-6 below.
Figure 3.4.5-6: Typical drainage design profile of the slab U-drain
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
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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
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
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
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
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
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
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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
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
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
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
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
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
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
Page 3-130 of 171

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
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
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
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
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
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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
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
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
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
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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
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
Page 3-133 of 171

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
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
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
Page 3-134 of 171

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
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
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
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
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
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
Page 3-135 of 171

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
Page 3-136 of 171

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
Page 3-137 of 171

ID Inlet Outlet Inlet Outlet Slope Height Top Width(or Dia.) Capacity
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
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
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
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
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
Page 3-138 of 171

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
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
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
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
Page 3-139 of 171

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
Page 3-140 of 171

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
Page 3-141 of 171

3.4.6 Conclusion and Recommendation

After conducting the hydrologic and hydraulic studies and analysis of the drainage structures on
the project roads, the following recommendations are made:
3.4.6.1 Cross Culverts

The recommended culvert for the project road are summarised in the tables 3.4.6-1 and 3.4.6-2
below.
Table 3.4.6-1: Summary of new culverts on the Accra to Kumasi section
CULVERTS ON THE ACCRA TO KUMASI

SN Element Node Length Invert Elevation Average Structure Type Sizes
ID Inlet Outlet Inlet Outlet Slope Height Width(or Dia.)
(m) (m) (m) (%) (m) (m)
1 PC-1 N-17 N-16 14.00 48.17 48.10 0.5000 Pipe Culvert 0.900 0.90
5 CUL-01 N-29 N-28 114.95 45.25 44.55 0.6100 Box Culvert 3.000 3.00
6 CUL-02 DETENTION-01 N-29 18.91 45.50 45.25 1.3200 Box Culvert 3.000 3.00
Table 3.4.6-2: Summary of new culverts on the Awoshie to Pokuasi section
CULVERTS ON THE AWOSHIE TO POKUASI

(m) (m) (m) (%) (m) (m)
1 P-UML-68 NP-370 MH-08 2.59 62.52 62.50 0.7700 Pipe Culvert 1.200 1.20
2 P-BC-01 MH-08 MH-06 19.00 62.50 62.39 0.6000 Pipe Culvert 1.200 1.20
3 P-BC-02 MH-06 NP-369 3.00 62.39 62.37 0.6000 Pipe Culvert 1.200 1.20
4 P-UMR-71 NP-369 OUT-48 7.51 62.37 62.15 2.9000 Pipe Culvert 1.200 1.20
3.4.6.2 Slab U-drain

All U-drains designed to convey run-off from the main carriageway and the service roads are
recommended to be slab with run-off inlet provided at design intervals of 5m. The recommended
sizes are tabulated in table 3.4.6-2.
Page 3-142 of 171

Table 3.4.6-3: Summary of recommended Slabed U-Drains

(m) (m) (m) (%) (m) (m)
SLABED U-DRAIN ALONG ACCRA TO KUMASI
1 AK-UL-2 N-21 MH-1 76.00 50.48 49.67 1.0800 Slab U-Drain 0.600 0.60
2 DRAIN-153 NP-384 NP-381 49.47 79.19 76.44 5.5600 Slab U-Drain 0.600 0.60
8 K-UL-1 MH-1 N-15 84.98 49.67 48.95 0.8400 Slab U-Drain 0.600 0.60
9 K-UL-3 N-24 N-21 50.00 50.60 50.48 0.2300 Slab U-Drain 0.600 0.60
14 K-UL-8 N-49 MH-7 138.00 46.25 43.86 1.7300 Slab U-Drain 0.600 0.60
15 K-UL-9 MH-7 MH-8 20.00 43.62 43.27 1.7200 Slab U-Drain 0.600 0.90
16 K-ULR-1 N-51 N-56 87.00 48.41 44.49 4.5100 Slab U-Drain 0.600 0.60
17 K-ULR-2 N-56 MH-8 59.00 44.49 43.34 1.9500 Slab U-Drain 0.600 0.60
18 K-ULR-3 MH-8 N-59 65.00 43.27 42.58 1.0800 Slab U-Drain 0.600 0.60
20 K-ULR-5 N-61 MH-9 77.00 41.31 40.85 0.6000 Slab U-Drain 0.600 0.60
21 K-ULR-6 MH-9 N-71 132.91 40.59 40.00 0.4400 Slab U-Drain 0.600 0.60
23 K-ULR-8 N-75 Out-01 95.00 39.25 38.81 0.4600 Slab U-Drain 0.600 0.60
24 K-UML-1 MH-2 MH-1 10.00 49.94 49.67 2.7200 Slab U-Drain 0.600 0.60
25 K-UML-2 N-22 MH-2 73.24 50.74 49.94 1.1000 Slab U-Drain 0.600 0.60
26 K-UML-3 N-25 N-22 50.00 50.85 50.74 0.2200 Slab U-Drain 0.600 0.60
32 K-UMR-01 N-9 N-12 139.61 53.00 51.37 1.1600 Slab U-Drain 0.600 0.60
Page 3-143 of 171


(m) (m) (m) (%) (m) (m)
SLABED U-DRAIN ALONG ACCRA TO KUMASI
39 K-UMR-16 N-74 MH-10 47.61 39.93 39.69 0.5000 Slab U-Drain 0.600 0.60
40 K-UMR-17 MH-10 MH-11 8.77 39.69 39.53 1.8200 Slab U-Drain 0.600 0.90
43 K-UMR-4 MH-3 N-19 76.31 50.00 49.65 0.4600 Slab U-Drain 0.600 0.60
44 K-UMR-5 N-26 MH-3 50.00 50.85 50.00 1.7000 Slab U-Drain 0.600 0.60
49 K-UR-1 MH-4 MH-3 12.61 50.25 50.15 0.7900 Slab U-Drain 0.600 0.60
50 K-UR-2 N-27 MH-4 48.23 50.69 50.25 0.9000 Slab U-Drain 0.600 0.60
51 K-UR-3 N-34 N-38 100.00 50.67 50.04 0.6300 Slab U-Drain 0.600 0.60
55 K-UR-7 N-53 MH-5 85.00 45.53 44.10 1.6900 Slab U-Drain 0.600 0.60
56 K-UR-8 MH-5 MH-6 6.22 44.10 43.87 3.7300 Slab U-Drain 0.600 0.90
57 K-URR-1 N-43 N-50 95.51 53.83 48.84 5.2200 Slab U-Drain 0.600 0.60
62 K-URR-14 N-73 MH-11 68.56 40.42 39.53 1.3000 Slab U-Drain 0.400 0.40
63 K-URR-15 MH-11 N-76 25.44 39.53 39.20 1.3100 Slab U-Drain 0.400 0.40
64 K-URR-16 N-76 Out-02 64.00 39.20 38.81 0.6000 Slab U-Drain 0.600 0.60
67 K-URR-4 N-55 MH-6 58.46 45.00 43.87 1.9300 Slab U-Drain 0.600 0.60
68 K-URR-5 MH-6 N-58 72.68 43.87 43.20 0.9200 Slab U-Drain 0.600 0.60
Page 3-144 of 171


(m) (m) (m) (%) (m) (m)
SLABED U-DRAIN ALONG AWOSHIE TO POKUASI
1 P-L-1 N-583 OUT-23 51.32 40.50 39.50 1.9500 Slab U-Drain 1.500 1.50
2 P-L-2 NP-103 OUT-28 128.66 39.05 37.36 1.3100 Slab U-Drain 1.500 1.50
3 P-L-3 NP-104 NP-103 101.83 41.73 39.05 2.6300 Slab U-Drain 1.500 1.50
4 P-L-4 NP-113 NP-104 98.24 42.74 41.73 1.0300 Slab U-Drain 1.500 1.50
5 P-R-1 NP-13 OUT-12A 48.50 30.55 29.35 2.4700 Slab U-Drain 1.500 1.50
6 P-R-10 NP-54 NP-55 48.88 44.82 44.55 0.5500 Slab U-Drain 1.500 1.50
15 P-R-19 NP-94 OUT-24 114.83 40.63 39.82 0.7000 Slab U-Drain 1.500 1.50
28 P-R-30 NP-143 Out-29 70.67 34.91 34.50 0.5800 Slab U-Drain 1.500 1.50
31 P-R-33 NP-161 Out-39 88.27 37.09 35.12 2.2300 Slab U-Drain 1.500 1.50
Page 3-145 of 171


(m) (m) (m) (%) (m) (m)
39 P-R-40 N-468 NP-195 78.65 43.78 41.88 2.4200 Slab U-Drain 1.500 1.50
40 P-R-48 NP-337 MH 50.84 63.67 61.65 3.9800 Slab U-Drain 0.600 0.60
49 P-UL-1 NP-1 OUT-7 50.01 31.47 31.15 0.6400 Slab U-Drain 0.600 0.60
50 P-UL-10 NP-44 NP-38 51.09 44.27 42.87 2.7300 Slab U-Drain 0.600 0.60
56 P-UL-16 NP-71 OUT-13A 218.25 39.32 36.65 1.2200 Slab U-Drain 0.600 0.60
65 P-UL-24 NP-147 Out-33 71.50 35.59 35.25 0.4700 Slab U-Drain 0.600 0.60
Page 3-146 of 171


(m) (m) (m) (%) (m) (m)
93 P-UML-1 NP-2 OUT-6 49.61 31.50 31.15 0.7000 Slab U-Drain 0.600 0.60
94 P-UML-10 NP-51 NP-58 49.50 45.71 45.61 0.2000 Slab U-Drain 0.600 0.60
99 P-UML-15 NP-72 OUT-14A 223.63 39.94 36.91 1.3500 Slab U-Drain 0.600 0.60
112 P-UML-27 NP-131 NP136 95.33 40.61 37.73 3.0200 Slab U-Drain 0.600 0.60
Page 3-147 of 171


(m) (m) (m) (%) (m) (m)
113 P-UML-28 NP136 NP-141 100.29 37.73 36.55 1.1700 Slab U-Drain 0.600 0.60
116 P-UML-30 NP-146 Out-32 71.20 35.75 35.59 0.2300 Slab U-Drain 0.600 0.60
120 P-UML-34 NP-164 OU-42 75.98 38.28 37.37 1.1900 Slab U-Drain 1.500 1.50
Page 3-148 of 171


(m) (m) (m) (%) (m) (m)
151 P-UML-62 NP-343 Out-47 140.27 65.63 60.14 3.9100 Slab U-Drain 0.600 0.60
155 P-UML-66 NP-346 MH-01 72.36 71.83 71.37 0.6400 Slab U-Drain 0.600 0.60
156 P-UML-67 MH-01 MH-02 8.65 71.37 71.08 3.3100 Slab U-Drain 0.600 0.90
157 P-UML-69 NP-372 MH-08 50.70 65.44 64.50 1.8700 Slab U-Drain 0.600 0.60
161 P-UMR-1 NP-4 OUT-4 51.70 31.57 31.35 0.4300 Slab U-Drain 0.600 0.60
162 P-UMR-10 NP-53 NP-56 49.87 45.81 45.61 0.3900 Slab U-Drain 0.600 0.60
166 P-UMR-14 NP-74 OUT-16A 223.43 39.92 36.91 1.3400 Slab U-Drain 0.600 0.60
181 P-UMR-28 NP-144 Out-30 71.66 35.74 35.59 0.2100 Slab U-Drain 0.600 0.60
183 P-UMR-3 NP-12 OUT-11A 49.57 32.41 31.92 1.0000 Slab U-Drain 0.600 0.60
Page 3-149 of 171


(m) (m) (m) (%) (m) (m)
219 P-UMR-62 NP-350 MH-04 77.10 71.12 70.14 1.2700 Slab U-Drain 0.600 0.60
220 P-UMR-63 MH-04 NP-356 13.68 70.14 69.95 1.4000 Slab U-Drain 0.600 0.90
Page 3-150 of 171


(m) (m) (m) (%) (m) (m)
235 P-UMR-8 NP-42A NP-42 15.41 44.41 43.63 5.0800 Slab U-Drain 0.600 0.90
236 P-UMR-9 NP-48 NP-42A 93.15 45.71 44.41 1.3900 Slab U-Drain 0.600 0.60
3.4.6.3 Open Channel drain

Open drains have been recommended to intercept run-off from the environs unto the propose
road corridor and also at the wide median. The summary of the open drains are shown in the
table below.

ID Inlet Outlet Inlet Outlet Slope Height Top Width(or Dia.)
(m) (m) (m) (%) (m) (m)
OPEN CHANNEL ALONG ACCRA TO KUMASI
1 DRAIN-743 N-717 DETENSION-01 317.59 48.00 46.50 0.4700 Trapezoidal 1.000 3.00
2 K-RR-01 N-77 N-78 182.95 43.15 42.42 0.4000 Rectangular 2.000 2.50
5 K-RR-04 N-80 Out-03 377.23 40.85 39.34 0.4000 Rectangular 2.000 2.50
6 K-TL-1 N-1 N-3 117.12 57.74 56.12 1.3700 Trapezoidal 0.600 1.80
13 K-TM-1 N-2 N-4 120.00 58.17 56.66 1.2600 Trapezoidal 0.600 1.80
Page 3-151 of 171


(m) (m) (m) (%) (m) (m)
OPEN CHANNEL ALONG AWOSHIE TO POKUASI
1 P-R-41 NP-214 N-468 282.11 49.57 43.78 2.0500 Trapezoidal 1.000 2.00
2 P-R-42 NP-219 NP-214 150.74 52.66 49.57 2.0500 Trapezoidal 1.000 2.00
12 P-TL-1 NP-336 NP-335 53.45 54.40 49.21 9.7100 Trapezoidal 0.600 1.80
24 P-TM-1 NP-3 OUT-5 50.30 31.49 31.25 0.4800 Trapezoidal 1.000 3.00
25 P-TM-10 NP-43 NP-40 49.95 43.96 42.63 2.6600 Trapezoidal 1.000 3.00
31 P-TM-16 NP-73 OUT-15A 223.06 39.62 0.00 17.7600 Trapezoidal 1.000 3.00
Page 3-152 of 171


(m) (m) (m) (%) (m) (m)
OPEN CHANNEL ALONG AWOSHIE TO POKUASI
46 P-TM-3 NP-11 OUT-10A 47.82 31.75 31.65 0.2200 Trapezoidal 1.000 3.00
49 P-TM-32 NP-145 Out-31 71.85 34.98 34.78 0.2900 Trapezoidal 1.000 3.00
50 P-TM-33 N-503 OUT-36 77.35 35.05 34.78 0.3500 Trapezoidal 1.000 3.00
51 P-TM-34 NP-154 N-503 149.76 36.08 35.05 0.6900 Trapezoidal 1.000 3.00
Page 3-153 of 171

3.4.6.4 Outfall Storm Drain

(m) (m) (m) (%) (m) (m)
MAIN OUTFALL STORM DRAIN
1 S-R-01 N-28 N-30 23.16 44.35 44.00 1.5100 Rectangular 2.500 3.00
2 S-R-02 N-30 NP-333 92.00 44.00 43.65 0.3800 Rectangular 2.500 3.00
3 S-R-03 NP-333 Stor-01 300.00 42.05 41.00 0.3500 Rectangular 2.500 3.00
4 S-R-04 Stor-01 N-195 25.00 41.00 40.87 0.5200 Rectangular 2.500 3.00
5 S-T-01 N-708 N-331 96.05 55.65 54.63 1.0600 Trapezoidal 1.000 3.00
6 S-T-02 N-331 OUT-50 137.28 54.43 52.39 1.4900 Trapezoidal 1.000 3.00
7 BC N-195 OUT-49 17.00 40.87 40.52 2.0400 Rectangular Drain 2.000 2.00
3.4.6.5 Water Detention Structures
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
3.4.6.6 Protection of High Embankments Slopes

All high embankment sloping surface are recommended to be grassed to reduce erosion of the
embankment material due to rainfall-run-off from the carriageway down the sloping surface.
However, for fill slopes near bridge abutment, stone-pitching and lean concrete is recommended.
3.4.6.7 Bridge Drainage

The bridge deck is recommended to be drain with scuppers and downpipe systems at pier and
abutment locations.
3.4.6.8 Drainage scheme

The drainage alignment (scheme) for all the roads is presented in a Vol 2: Design Drawings.
Page 3-154 of 171

3.5 BRIDGE STUDIES AND DESIGN

3.5.1 Background
In preliminary design stage, the Consultant optimized the preliminary design of the interchange
and prepared several design proposals. On the basis of site investigation and detailed engineering
studies by the Consultant, and comprehensive communication between the Clients, the parties
decided on a Three-tier Single Point Urban Interchange (SPUI) scheme as the implementing
proposal. The first (lower) tier links Accra to Nsawam on the Accra-Nsawam-Kumasi highway.
The third (top) tier connects Awoshie to Pokuase ACP. The second (middle) tier will be used to
access Awoshie, ACP, Accra and Nsawam.
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.
3.5.3 Design Criteria

For all the structures have been designed safety and reliability were of prime importance. The
structures have been designed to be structurally and operationally safe in terms of accommodating
highway traffic, operations and maintenance activities for the duration of the design life. The
structures have been designed such that they are inherently robust and not unreasonably
susceptible to the effects of accidents or misuse, and disproportionate collapse.
The structural design incorporated quality standards for the appropriate selection of design
concepts, design materials and construction methods and techniques. In the design, provisions
have been made for the ease of replacement of critical components, bearing and expansion joints,
and the provision of access for maintenance.
3.5.3.1 Design Codes and Standards

The design of the bridge structures generally followed the requirements of the Ghana Highway
Authority Guide for Bridge Design 1991 Edition in conjunction with the following part British
Standards:
BS 5400: Steel, Concrete and Composite Bridges (Part 1,2,3,4,5,9 and 10)
BS8002: Code of practice for earth retaining structures
BS8004: Code of practice for foundations
BD 37/01: Design Manual for Roads and Bridges Loads for Highway Bridges issued by
the UK Department of Transport
BD 28/87: Early Thermal Cracking of Concrete
Page 3-155 of 171

3.5.3.2 Aesthetics Considerations

Aesthetics treatments incorporated in the structural designs complement the surrounding
environment. The shapes and sizes of the structural components have been selected to give an
aesthetic pleasing structure.
3.5.3.3 Design Life

As mentioned in BS 5400: Part 1, a design life of 120 years was assumed.
3.5.4 Proposed Bridge Structure
3.5.4.1 General Description of the Interchange Bridges Layout

The top tier (Awoshie to Kwabenya link) is designed as bridge from chainage 14+767 to 15+357.
The span arrangement for this flyover comprises of three modules of continuous span units. The
central module comprises of two spans of lengths 50m each, totaling a length of 100m while the
end modules on either side of the central module comprise of eight (8) span continuous structure
of lengths 35m each, totaling 280m on one end and six (6) span continuous structure of lengths
35m each, totaling 210m on the other side. Expansion joints are provided at the end abutments and
also at two ends of the central module. The total width of the top tier is 2 x 10.125 m for the two
carriageways of 2 lanes each. Figures 1.0 and 1.1 show the general layout of the interchange
bridges and typical elevation of the top tier bridge respectively.
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.
Page 3-156 of 171

3.5.4.2 Bridge Superstructure

The top tier superstructure adopts a prestressed Post-tensioned Concrete (PC) box girder with
uniform deck depth of 2.5m. It has a single cell box cross section, with inclined webs. The deck
has a top slab width of 10.125m and a bottom slab width of 4.342m. The cantilever slab is 2.0m
long, thickness ranging from 250mm to 450mm. At the abutments and piers locations diaphragms
are used in the deck to transfer the vertical load from the webs into the bearings below and to
provide transverse stiffness to the deck section. The PC continuous box girder adopts longitudinal
prestressing. Figure 1.2 shows a typical cross section through the top tier bridge.
The ramp bridges adopt Reinforced Concrete (RC) voided slab deck section with uniform depth of
1.3m. The internal diameter of the voids is 750mm, and they are placed at centres of 1.5m. The
voids extend over only the centre portion of the span with a solid section used over the supports.
The bridge decks are continuous over the piers. The ramp bridges deck sections are adaptable for
width transition. See Figure 1.3 for the various cross sections through the ramp bridges.
The middle tier bridge deck is RC voided slab with a uniform depth of 800mm (see Figure 3.5.4-
5). The internal diameter of the voids is 400mm, and they are placed at 850mm centres.
Figure 3.5.4-1: General Layout of Interchange Bridges
Figure 3.5.4-2: Typical Elevation of Top Tier Bridge
Page 3-157 of 171

Figure 3.5.4-3: Typical section through Top Tier Bridge
Figure 3.5.4-4: Typical section through Ramp Bridge Decks
Figure 3.5.4-5: Typical section through Middle Tier Bridge Deck
3.5.4.3 Bridge Substructure

The substructure of the Top Tier Bridge is arranged as separated piers, adopting slab-type track-
shape pier shaft supported by drilling pile foundations with rectangular pile caps. The width of the
pier is 3.0m throughout the entire length and transition to 5.0m at the top. With exception of piers
at the expansion joints which is 2.0m thick all the piers are 1.50m thick. The piers length ranges
Page 3-158 of 171

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 Design Loads

The following design loads was considered.
3.5.5.1 Permanent Load

Dead load:
Dead load consists of self-weights of permanent structural elements of the structure excluding
superimposed materials such as road surfacing, kerbs and road furniture. The weight of the
structure depends on the density of the materials that make up the structure. The density of
reinforced and pre-stressed concrete was taken as 25 kN/m2.
Superimposed dead load (SDL):
The SDL consists of permanent load of all non-structural element of the bridge structure such as
wearing surface, kerbs, and handrails.
3.5.5.2 Standard Traffic Loading

Standard highway traffic loading used is based on the requirements of UK Highways Agency
Standard BD 37/01. The structures have been designed for a single HB vehicle with 37.5 units of
loading.
3.5.5.3 Footway Loading

Footway loading was based on the requirement of the UK Highways Agency Standard BD 37/01.
3.5.5.4 Seismic Loading

The structures (specifically the piers) were designed for seismic loading in accordance with the
requirements of the Ghana Highway Authority Guide for Bridge Design, with a minimum
horizontal acceleration force of 0.15g.
3.5.5.5 Wind Loading

Wind loading was derived using a mean hourly wind speed of 35 m/s in accordance with BD
37/88.
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.
Page 3-159 of 171

3.5.5.7 Creep and Shrinkage of Concrete

The time dependent material properties of concrete were incorporated in accordance with the
British standards.
3.5.6 Material Specifications

The concrete grades proposed for the design of the bridge structures are as follows:
Superstructure (deck slab and beams) Class C32/40 (B)
Foundation, piers, walls and abutments, piles Class C30/37 (B)
Pre-stressed Concrete Class C40/50 (B)
Blinding and Mass Concrete Class C12/15 (B)
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.
3.5.7 Structural Analysis and Design
3.5.7.1 Structural Analysis

A linear analysis of the bridge structure was performed. The bridge superstructure was analysed
using grillage model for slab and pseudo-slab bridge deck. Additionally, finite element analysis
using plate elements were performed. Midas Civil computer program was used for these analyses.
For local load effects and to verify the results from the finite element analysis the Westergaad
analysis and Pucher influence surface charts was used. The abutments, piers and pile foundation
were analysed as a frame model using Midas Civil computer program. Retaining and Wing walls
were analysed using standard elastic hand calculations.
3.5.7.2 Structural Design

The bridge superstructures were designed in accordance with BS 5400. Reinforcement details
were designed against requirements of maximum spacing allowable to limit the flexural crack
widths as specified by BS 5400.
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.
Page 3-160 of 171

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.
3.5.8 Construction Sequence

The way a bridge is built affects the moments and shears generated in the structure, and this was
taken into account during the design process. The structure was checked for strength, stability and
the serviceability requirements at each stage of construction. The final moments and shears
derived should reflect the construction sequence followed.
The superstructure should be cast-in-situ on scaffolding, and the piers are built by means of steel
formworks. The roadbed construction should start before bridge works, the main bridge work
starts before ramps, the prestressing structure work begins previous to RC structure, and the
auxiliary works should not begin until main structure completed. Where there is prestressing
operation, the back wall of the abutment should not be cast until tensioning, grouting, and anchor
sealing of the prestressing is finished. The detailed sequences are shown in relative detail
drawings.
3.5.9 Auxiliary structures
3.5.9.1 Parapets
Parapets are installed on both sides of the deck, and they should be of cast-in-situ RC structures.
3.5.9.2 Drainage of Deck

The rain water should be collected through water drainages to the ground drainage system, as
shown in the detail drawings.
3.5.9.3 Expansion Joint

Strip seal type expansion joints are adopted for the bridge.
3.5.9.4 Bearings
Rubber bearings are adopted for the bridges.
3.5.9.5 Earthquake Restraint

RC earthquake restraint curbs are designed at both sides of the abutments, and piers tops.
Page 3-161 of 171

3.6 PROJECT COST

3.6.1 Cost Estimate
Table 3.6.1-1: Cost estimate for the Project
Local
Item Description Component Foreign Component
GH US$
GENERAL SUMMARY
BILL NO.1 - GENERAL ITEMS 6,181,680.00
BILL NO.2 - ACCRA - KUMASI UNDERPASS 7,217,508.96
BILL NO.3 - AWOSHIE - KWABENYA ROAD 8,647,558.21
BILL NO.4 - TOP TIER BRIDGE 8,694,190.54
BILL NO.5 - MIDDLE TIER BRIDGE 6,938,017.60
BILL NO.6 - RETAINING WALLS 6,073,601.78
BILL NO.7 - RAMPS 15,911,863.21
BILL NO.8 - DRAINAGE STRUCTURES 3,325,739.00
BILL NO.9 - FOOTBRIDGE AND UNDERPASS 1,000,000.00
BILL NO.10 - DAYWORKS 50,000.00
SUB-TOTAL (A) 64,040,159.30

LESS SPECIFIED PROVISIONAL SUMS
INCLUDED IN BILL ITEMS (B) 4,718,000.00
SUB-TOTAL OF BILLS LESS SPECIFIED
PROVISIONAL SUMS (A)-(B)=(C) 59,322,159.30
ADD CONTINGENCY - (D) (5% OF SUB-TOTAL (
C)) 2,966,107.96
SUB-TOTAL (E) = (A) + (D) 67,006,267.26
Allowance adjustment (Add/Subtract) (F)
NET BID PRICE (E) + (F) - CARRIED TO FORM

OF BID 67,006,267.26
Page 3-162 of 171

4.0 ANNEXURES TO TRAFFIC STUDIES AND MATERIALS

INVESTIGATIONS
Page 4-163 of 171

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MINISTRY OF ROADS AND HIGHWAYS

DEPARTMENT OF URBAN ROADS

ACCRA URBAN TRANSPORT PROJECT (AUTP),

DRAFT FINAL REPORT

VOL 1: ENGINEERING REPORT

ASSOCIATED CONSULTANTS LTD

POKUASE INTERCHANGE ENGINEERING REPORT

POKUASE INTERCHANGE ENGINEERING REPORT

2.4.1 Approach and Methodology .......................................................................... 2-25

POKUASE INTERCHANGE ENGINEERING REPORT

3.5.3 Design Criteria ............................................................................................. 3-155

Page iii of 171

POKUASE INTERCHANGE ENGINEERING REPORT

AFD Agency Franoise de Development

ADT Average Daily Traffic

BCR Benefit-Cost Ratio

DCP Dynamic Cone Penetrometer

EIRR Economic Internal Rate of Return

ESMP Environmental and Social Management Plan

GAMA Greater Accra Metropolitan Area

GHA Ghana Highway Authority

LOS Level of Service

NPV Net Present Value

PAP Property Affected Persons

ROW Right Of Way

POKUASE INTERCHANGE ENGINEERING REPORT

POKUASE INTERCHANGE ENGINEERING REPORT

Table 3.1.3-27: Summary of Existing Intersection Performance Awoshie Junction (Without

POKUASE INTERCHANGE ENGINEERING REPORT

Page vii of 171

POKUASE INTERCHANGE ENGINEERING REPORT

1.2 Project Location

Page 1-1 of 171

POKUASE INTERCHANGE ENGINEERING REPORT

Figure 1.6.1-1: Map showing Project location

Page 1-2 of 171

POKUASE INTERCHANGE ENGINEERING REPORT

1.3 Project Description

1.4 Project Objectives

1.5 Scope of Services

B: Stage 2: Design and Procurement of Works

Page 1-3 of 171

POKUASE INTERCHANGE ENGINEERING REPORT

1.6 Contract Details

1.6.1 Contract Addendum

1.7 Consultants Team

Team Leader/Project Director F. Asare-Yeboah

Page 1-4 of 171

POKUASE INTERCHANGE ENGINEERING REPORT

Table 1.6.1-2: Key Support Staff Mobilized

1.7.1 Project Office

1.8 Organization of Draft Final Report

Page 1-5 of 171

POKUASE INTERCHANGE ENGINEERING REPORT

2.0 METHODOLOGY FOR PERFOMING THE ASSIGNMENTS

2.1 TRAFFIC STUDIES AND DESIGN

Page 2-6 of 171

POKUASE INTERCHANGE ENGINEERING REPORT

LV Link Volume Counts

Old Awoshie Road

Figure 2.1.1-1: Traffic Study Locations

Associated Consultants Ltd

POKUASE INTERCHANGE ENGINEERING REPORT