230828-Final Logistics Survey Report Gimbi To Kurmuk

Consultancy services for the logistics study of
Kumruk Gold project the Gimbi -Kumruk section
Final Logistics Study Report For

Gimbi to Kurmuk section
August, 2023
Sound Engineering Solutions Plc.
Name of the Report:
Sound Engineering Solutions Plc. Final Logistics study Report
Rev. 0 Prepared by: Name of Issue Date:
Team of Professionals 25/08/2023
TABLE OF CONTENTS
1. INTRODUCTION AND GENERAL .................................................................................................................. 1

1.1. Introduction ...................................................................................................................................................... 1
1.2. Project Information ......................................................................................................................................... 1
1.3. Project location................................................................................................................................................ 3
1.4. Objectives of the services ............................................................................................................................. 3
1.5. Scope of services ............................................................................................................................................ 3
1.5.1. Introduction ...................................................................................................................................................... 3
1.5.2. Transport Loads .............................................................................................................................................. 3
1.6. Road Survey ..................................................................................................................................................... 4
1.7. Definition of Areas of Concern ..................................................................................................................... 4
1.8. Rectification Measure ..................................................................................................................................... 5
2. Methodology..................................................................................................................................................... 6
2.1. General .............................................................................................................................................................. 6
2.2. Qualitative Data Collection Method ............................................................................................................. 6
2.2.1. Data collected by Observation Method ....................................................................................................... 6
2.2.2. Data collected by Interview Method ............................................................................................................ 6
2.3. Quantitative Data Collection Method........................................................................................................... 6
2.3.1. Devices used .................................................................................................................................................... 6
3. Towns ................................................................................................................................................................ 7
3.1. Aroji…………………………………………………………………………………………………………………7
3.2. Dengoro ..................................................................................................................................................7
3.3. Bobine.....................................................................................................................................................7
3.4. Bila ..........................................................................................................................................................7
3.5. Hena ........................................................................................................................................................7
3.6. Gida Boji .................................................................................................................................................7
3.7. Nedjo .......................................................................................................................................................7
3.8. Gida .........................................................................................................................................................8
3.9. Warra Jiru ...............................................................................................................................................8
3.10. Gori .........................................................................................................................................................8
3.11. Kolfe ........................................................................................................................................................8
3.12. Kiltu Kara ................................................................................................................................................8
3.13. Mendi ......................................................................................................................................................8
3.14. Bengua....................................................................................................................................................8
3.15. Bambasi ..................................................................................................................................................8
3.16. Asosa ......................................................................................................................................................8
3.17. Homesha.................................................................................................................................................9
3.18. Sherkole ..................................................................................................................................................9
3.19. Kurmuk ...................................................................................................................................................9
4. Roadway Condition Survey ................................................................................................................11
4.1. Terrain...................................................................................................................................................11
4.2. Geometric conditions of the road.......................................................................................................12
4.2.1. Road Width ...........................................................................................................................................12
4.2.2. Sharp curves, road narrowing, and steep grades .............................................................................22
4.3.1. Obstruction conditions of the road ....................................................................................................42
5. EXISTING STRUCTURE ASSESSMENT FOR LOGISTIC TRANSPORT ............................................43
5.1. Introduction ..........................................................................................................................................43
5.2. Purpose of existing structural assessment .......................................................................................43
5.3. Equipment expected to be transported over the structures ............................................................43
5.4. Existing Structure Site Assessment ..................................................................................................44
5.4.1. Condition Survey .................................................................................................................................44
5.4.2. Basic information of Existing bridges ...............................................................................................48
5.4.3. Design Loadings ..................................................................................................................................49
5.4.4. Site Assessment Finding ....................................................................................................................51
5.4.5. Site Assessment recommendation ....................................................................................................51
Consultancy services for the logistics study of Kurmuk Gold project of Kurmuk Gold Mine
Gimbi - Kurmuk section I
Name of the Report:
LIST OF PHOTOS
Photo 4- 1: Road Narrowing Due to Pavement damage ............................................................................... 22
Photo 4- 2: Road Narrowing Due to Soil Failure ........................................................................................... 23
Photo 4- 3: Medium to Large size Pot-holes ................................................................................................. 28
Photo 4- 4: Surface damage ........................................................................................................................... 28
Photo 4- 5:Road Damage Previously repaired by soil, rock fill ................................................................... 28
Photo 4- 6: Needs Improvement of curve geometry, from junction to the Kurmuk mountain along the
access road constructed by KGM ................................................................................................................. 29
Photo 4- 7: Canopy trees to be trimmed, Asosa town median (Station 654+700 to 655+100)..... 42
LIST OF FIGURES
Figure 1- 1: Project Location ............................................................................................................................ 3
Figure 5- 1– Mill Dimensions ............................................................................................................................. 44
LIST OF TABLES
Table 1- 1: Mill Dimensions ............................................................................................................................... 4
Table 3- 1: Administration contact person ...................................................................................................... 9
Table 4-1: Terrain classification .................................................................................................................... 11
Table 4-2: Road Width in towns .................................................................................................................... 13
Table 4-3: Road Width in Rural ....................................................................................................................... 21
Table 4-4: Sharp curves, road narrowing, and steep grades ....................................................................... 24
Table 4-5: Pavement surface conditions of the road .................................................................................... 30
Table5- 1: Milling Equipment description, dimension and weight .............................................................. 44
Table5- 2: Existing Bridge List ....................................................................................................................... 46
Table5- 3: Basic bridge information ............................................................................................................... 48
Annex
Annex I: Bambassi-Kumruk Data
Annex II: Existing Bridges
Gimbi - Kurmuk section II
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1. INTRODUCTION AND GENERAL

1.1. Introduction
Transport or transportation is the movement of people and goods from one place to another
(Wikipedia, 2007). In the view of Badejo (2002), transportation is the movement of goods;
people and services from one place to another through a specialized means or mode e.g.,
road, rail, air, and water and head porter age.
Throughout human history, logistics have been a key factor in the success of many
businesses. Logistics is the planning, organization, and administration of the flow of goods
and raw materials along the supply chain. It involves the management of materials along the
supply chain, which eventually ends with the final consumer. Planning, coordinating, and
managing the flow of materials through the supply chain is the process of logistics. It needs
selection of the best route to successfully coordinate, manage and transport the transported
goods.
Path optimization for logistics distribution is comparatively complex, and it mainly involves
path selection in logistics distribution. The transport fleet, time limit, transport cost, and other
conditions should be considered in the logistics distribution path optimization process. In
actual logistics distribution activities, the proportion of these factors changes; therefore,
many aspects of logistics distribution path optimization are researched. To know the factors
contributing to the path distribution, data collections are important, of which the road
condition survey is the main.
Roadway condition comprises the pavement’s physical, geometric, and traffic
characteristics. Physical properties consist of the width of side roads, loss of effective width,
location of bottlenecks, density of road obstruction, etc. Geometric conditions include the
length and width of the road, the median height and width, the shoulder height and width, the
geometric measurement and position of the channel or islands, and the dimension and
location of the pedestrian refugee. Traffic characteristics are inherited from the roadside land
use pattern, loading and unloading criteria, parking area, construction utility area, market
area, intersection and its use, driver, pedestrian, vehicle characteristics and types, and
congestion types and characteristics.
A road condition survey is very important to be performed because the study gives a proper
view of present road geometric, surface condition, and operating condition of the roadway.
Roadway conditions are an important parameter in selecting things for improving vehicular
movement on a road.
1.2. Project Information
Allied Gold Corp. ("Allied") is developing the Kurmuk Gold Project (the "Project"), which is
comprised of the Dish Mountain and Ashashire deposits. The Kurmuk Gold Project received
a mining license, a development agreement, and regulatory approval in Q4 2021. The
Kurmuk Gold Project is owned by Kurmuk Gold Mine PLC ("KGM"), who have been
exploring the Dish Mountain (Asosa concession) area since November 2008.
The project is located in western Ethiopia, approximately 750 km from Addis Ababa,
Ethiopia’s capital, and 90 km north-west of Asosa, the regional administrative center, in
Benishangul-Gumuz National Regional State.
KGM planned to transfer a wide variety of equipment to the project site. The bulkiest and
heaviest objects are those used in grinding mills. The SAG Mill and Ball Mill are two mills
Gimbi - Kurmuk section 1
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that will be installed at the project, and they both have a similar design. Generally speaking,
these mill heads and shells will be transported from Djibouti to Addis Ababa, Addis Ababa to
Ghimbi, and lastly, Ghimbi to the Kumruk project site. Their length varies from 6.7–9.1m,
their width varies from 4.95–6.9m, with heights ranging from 1.5–4.67m, and their weight
varies from 28–44 tons.
Due to the need to assess the feasibility of transporting these goods from Addis Ababa to
Kurmuk, KGM has allocated a sufficient budget for the study of a logistics road survey from
the section Addis Ababa to the Kurmuk Project site. Accordingly, the logistics study
consultant is required to prepare a complete logistics survey report comprising of transport
load conditions, a road survey, the definition of areas of concern, and rectification measures.
Subsequently, Sound Engineering Solutions, a consultant, was selected to work as the
logistics study consultant.
After the study was officially commenced in July 2022, the consultant has undertaken the
logistics survey and submitted the report on the Section Addis Ababa to Gimbi town in June
2023.
As a Continuation of the task, the consultant has carried out the remaining logistics survey,
the result of which is presented here. Therefore, this logistics study report comprises only of
the section from Gimbi (421+000), Oromia regional state to Kurmuk (763+000).
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1.3. Project location
Figure 1- 1: Project Location
1.4. Objectives of the services

The objective of the service is to fulfill to the highest professional standards the role of the
logistic consultant, as defined under the contract for de-mobilization (Transportation) of mill
heads and shells from Gimbi to Kurmuk project site.
1.5. Scope of services
1.5.1. Introduction
The Logistics Consultant will perform all necessary Feasibility Study work, including but not
limited to, the survey of the most appropriate route to the project site, delineation and
evaluation of areas of concern, and recommendations for rectification works from Gimbi to
Kurmuk project site.
The Logistics Consultant will provide draft versions of the outcomes of each of the stages as
the surveys are completed and for collation into an overall report when all stages are
complete.
1.5.2. Transport Loads
While there will be a large range of equipment for transport to the project site, the grinding
mill components represent the largest and heaviest items. Two mills that will be installed at
the project are both of similar design and are termed the SAG Mill and Ball Mill. In general,
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the components to be transported are the mill shells and the heads, as shown in the table
below.
Table 1- 1: Mill Dimensions
Item Description No of units Length (m) Width (m) Height (m) Weight (ton)
SAG mill shells 2 9.1 4.95 4.65 39
SAG mill heads 2 9.3 4.8 1.5 28
Ball mill shells 2 6.7 6.7 4.67 41
Ball mill heads 2 6.9 6.9 1.85 44
1.6. Road Survey

Provide a complete Road Survey Analysis to capture the road conditions and restrictions to
deliver Project equipment from Gimbi to Kurmuk (access road turn-off) and including:
 Selection of the most appropriate general transport route.
 Prepare a road classification system to describe the road conditions.
 Conduct a detailed survey of the selected route and provide detailed descriptions
including:
 Road name or description.
 Road general condition.
 Drone footage (or similar) of selected areas providing a general view of the road
 Conditions in each main area of the proposed route.
 Potential bypass routes for problem areas.
 General traffic volumes and typical users’ description
 Measurements of any potential areas of concern (including reduced width or inadequate
height) by laser telemeters or similar.
 Electrical transmission lines crossing the proposed route which may require temporary
lifting or relocation.
 Recording of any weight limitations displayed for road structures such as bridges.
 Photographs or similar of any areas with the potential to impede transport progress
 Significantly and including Customs facilities, heavily connected urban areas, etc.
1.7. Definition of Areas of Concern
Define in detail any areas where the transport of the items appears problematic (pinch-point)
or may suffer long delays with respect to:
 Road or roadside structures width.
 Road or roadside structures height.
 Weight bearing capacity of structures including bridges.
 Sharp road turns that may not be suitable for the oversize load vehicle and trailer.
 Traffic lights or other potentially obstructive roadside signage
 Overhanging trees that may require trimming or removal.
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 Customs or other governmental checkpoints.
Provide itemized description of each area of concern including:
 A full description of the potential problem area including all of the issues and supported
by photographs or similar.
 Detailed GPS location.
 Engineering calculations to support the capacity of bridges (or otherwise).
1.8. Rectification Measure
Development of engineering measures to mitigate any concerns as defined by the activities
described in Section 5.4. Such measures may include, but not limited to, the following:
 Bypass routes.
 Proposed engineering measures to modify or strengthen road structures such as bridges
where no bypass option exist.
 Preliminary plan for implementing the relocation or raising of obstructions
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2. Methodology
2.1. General
To assess the feasibility of transporting the mills from Gimbi to Kurmuk, road data collection
was mandatory. Accordingly, we have used a set of methodologies in the collection of the
data from Gimbi to Kurmuk.
We have collected all the necessary information from all the relevant sources to assess the
overall road condition and feasibility of transporting the mills from Gimbi to Kurmuk.
The main sources of the data are primary data and secondary data. The primary importance
of data collection is that it helps to determine many important things about the feasibility of
the study. In studying the logistics study from Gimbi to Kurmuk, we have mainly used the
primary data collection methods for both quantitative and qualitative data.
2.2. Qualitative Data Collection Method
This method is closely associated with elements that are not quantifiable. This qualitative
data collection method includes interviews, questionnaires, observations, case studies, etc.
Through this method we have collected the following data
2.2.1. Data collected by Observation Method
Road pavement damages and its severity such as potholes, Crack Extent, Pot-holes and
Patching, Edge Failures, Rut Depth and Depressions were collected by observations.
The geometric condition of the road such as steepness and sharp curves were collected
from the site by this method.
2.2.2. Data collected by Interview Method
This is method of collecting data in terms of verbal responses. It is achieved through
Personal Interview and Telephonic Interview
Using this method, the Market Day data, the overall security conditions and contact lists in
every town and Woredas were collected.
2.3. Quantitative Data Collection Method
It is based on measurements and calculations. Using this method, travel time analysis,
roadway geometry such as width, and location of obstruction lists from the centerline were
collected.
2.3.1. Devices used
The devices or instruments used to collect the data are called "data collection tools. The
tools are questionnaires on paper or system-based (virtual form) interviews, checklists,
interviews, etc.
 All the data collected by using primary data collection techniques were recorded by
paper and checklists.
 The location of obstructions was determined by using GPS and road maps.
 The geometry of the road section at the entrance and exit point of towns and villages
were actually measured using linear measurements i.e., laser and tape meter.
 The surface condition of the road section was examined by properly observing the
pavement section.
 The contact information of village and town administration personnel were taken from
residual informers at each town by contacting in person
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3. Towns
3.1. Aroji
Is a village located 440 Kms West of Addis Ababa . Road length in town is about 2 km and
road width is 7m.
3.2. Dengoro
Is part of Abe Dongoro which is one of the woredas in the Oromia Region of Ethiopia.
Part of the Horo Gudru Welega Zone, Abe Dongoro is bordered on the south and west by
West Welega Zone, on the west by Gida Kiremu, on the north by Jardega Jarte, and on the
east by Jimma Horo. The administrative center of this woreda is Tulu Wayu. Dongoro is a
town located 445 Kms West of Addis Ababa. Road length in town is about 1.5 km and road
width is 10m
3.3. Bobine
Is a village located 457 Kms West of Addis Ababa. Road length in town is about 800 meters
and road width is 8m
3.4. Bila
Is a village located 470 Kms West of Addis Ababa. This place is situated in West Wellega,
Oromiya, Ethiopia, its geographical coordinates are 9° 22' 0" North, 35° 36' 0" East and its
original name (with diacritics) is Bīla. Road length in town is about 5 km and road width is
10m
3.5. Hena
Is a village located 475 Kms West of Addis Ababa. Road length in town is about 1.2 km and
road width is 7m
3.6. Gida Boji
Is part of Boji Dirmaji (Boojjii Dirmajjii in Afaan Oromo) which is one of the woredas in the
Oromia of Ethiopia. It is part of the West Welega Zone. It is bounded by Benishangul Gumuz
Regional state in the north, Nejo in the west, Boji Chokorsa in the south and Lalo Asabi in
the southeast. It’s administrative town is called Bila. For the first time in Oromo history the
gospel was proclaimed in Boji Dirmaji, at a place called Boji karkaro in 1898.
Gida Boji is a village located 479 Kms West of Addis Ababa. Road length in town is about 1
km and road width is 10m
3.7. Nedjo
Nedjo (also transliterated Nejjoo) is a town in western Ethiopia. Located in the West Welega
Zone of the Oromia Region, this town has a latitude and longitude of 9°30′N 35°30′E with an
elevation of 1821 meters above sea level. It is the administrative center of Nejo woreda.
Nejo is served by Nejjo Airport and is 150 km east of Asosa Airport.
In his travel book, In Search of King Solomon's Mines, Tahir Shah described Nejo in the late
20th century as a town with "a muddy main street", lined with "buildings with corrugated iron
roofs and cement walls". He stops in a bar where "kerosene and sawdust had been
sprinkled on the floor to keep away the flies."
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Nedjo is located 493 Kms West of Addis Ababa. Road length in town is about 6 km and road
width is 7,8 m
3.8. Gida
road width is 6 m
3.9. Warra Jiru
Is a village located 513 Kms West of Addis Ababa. Road length in town is about 3 km and
road width is 8m
3.10. Gori
Is a village located 520 Kms West of Addis Ababa. Road length in town is about 3 km and
road width is 8m
3.11. Kolfe
road width is 8m
3.12. Kiltu Kara
Kiltu Kara is one of the Aanaas in the Oromia of Ethiopia. It is part of the West Welega Zone.
It was formed after session of Mana Sibu woreda in 1999.[1] It is bounded by Nejo in the
east, Mana Sibu in west and Babo Gambel in south. Generally the district has a total area of
714.9 Km2. Kiltu Kara is the administrative center.
Kiltu Kara is located 534 Kms West of Addis Ababa. Road length in town is about 3 km
meters and road width is 9m
3.13. Mendi
Mendi (also transliterated Mandi) is a town in western Ethiopia. Located in the West Welega
Zone of the Oromia Region, this town has a latitude and longitude of 9°36′N 35°36′E with an
elevation of 1821 meters above sea level.
Mendi is located 560Kms West of Addis Ababa. Road length in town is about 4 km and road
width is 8 m
3.14. Bengua
road width is 6m
3.15. Bambasi
Bambasi is a woreda in the Benishangul-Gumuz Region of Ethiopia. Part of the Asosa
Zone, it is bordered by the Mao-Komo special woreda on the southwest, Asosa in the
northwest, Oda Buldigilu in the northeast, and by the Oromia Region in the southeast. This
woreda and its only town, Bambasi, are named for the tallest point in this zone, Mount
Bambasi. Rivers include the Dabus, which originates in this woreda.
3.16. Asosa
Asosa is a zone in Benishangul-Gumuz Region of Ethiopia. This Zone was named after the
Asosa Sultanate, which had approximately the same boundaries. Asosa is bordered on the
south by the Mao-Komo special woreda, on the west by Sudan, and on the northeast by the
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Kamashi. The largest town in this zone is Asosa. Its highest point is Mount Bambasi, located
in the woreda of the same name. The majority ethnic group in the zone is the Berta people.
The area Asosa occupies came under Ethiopian control in 1898, when Emperor Menelik II
skillfully exploited the traditional rivalry of the three local rulers, Sheikh Ejail al-Hassan of
Asosa, Sheikh Mahmud of Komosha and Sheikh Abd al-Rahman AL-Ejail of Bela-Shangul
proper. When Ethiopia and the British administration of Sudan demarcated their common
border in 1902, this finalized their annexation.
3.17. Homesha
Homesha is woredas, in the Benishangul-Gumuz Region of Ethiopia. Part of the Asosa
Zone, it is bordered by the Asosa on the south, Kurmuk on the northwest and Menge on the
east. The largest settlement in this woreda is Homesha. Sherkole refugee camp housing
9,526 displaced people from Sudan and South Sudan, is also located in Komesha
3.18. Sherkole
Sherkole is woredas, in the Benishangul-Gumuz Region of Ethiopia. Part of the Asosa
Zone, it is bordered by Menge on the south, Kurmuk on the west, by Sudan on the north,
and Kamashi Zone on the east.
The major settlement in this woreda is Holma. Ad-Damazin transit center, housing 14,431
displaced Sudanese, is also located in Sherkole. One of the highest points in Sherkole is
Mount Abu Ranab, a lone peak that rises near the Abay River. Other rivers include the
Tumat, a tributary of the Abay.
3.19. Kurmuk
Kurmuk is a town in western Ethiopia. Located in the Asosa Zone of the Benishangul-Gumuz
Region, Kurmuk has a latitude and longitude of 10.557192°N 34.295485°E with an elevation
of 653 meters above sea level. In 1962 Kurmuk was connected to Asosa by a dry weather
road, "rough but passable by trucks" according to the Highway Authority. However, by 1996
travel by this road was "discouraged for safety reasons." Based on figures from the Central
Statistical Agency, in 2005 this town has an estimated total population of 554, of whom 297
were males and 257 were females. According to the 1994 national census, its total
population was 322, of whom 172 were males and 150 were females. It is the largest
settlement in Kurmuk woreda.
Table 3- 1: Administration contact person
Administration contact person

Telephone
Town’s /villages/ Name Name Position
No
Aroji and Dengoro →
Administration Under Lalo 0925-
Bahru Woreda Administrator
Asabi Woreda (Dembi Dolo 839672
Route)
Boji Dermaji Woreda / Bobine
Kebele , Bila Kebele , Hena
0930-
Kebele and Gida Boji Kebele Debela Tekilu Woreda Administrator
380075
→ Administration Under Bila
(Woreda Seat)
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Nedjo and Gida →

0911-
Administration Under Nedjo Ayana Chemir Woreda Administrator
723600
(Woreda Seat)
Leta Sibu Woreda/Warra jiru 0935-

Jima Woreda Administrator
and Gori/ 283465
0935-
Kiltu kara and Kolfe Tesfa Feyisa Woreda Administrator
283432
Mendi and Bengua 0911-
Gemechis Woreda Administrator
921179
Asosa town (woreda 02 Abdulhakim 92865381
Police commander
ketena 05) Abdurahman 6
Asosa town (woreda 02 Mohammed 91331922
Administrator
ketena 05) Mubarek 8
91263979
Asosa town woreda 02 Seid Abdurehim Administrator
6
Asosa town police 57775080 Police commander office
Bushra Alkerib
commander office 0 address
57775079
2
91174453
Bambasi Jafer merkeni
6
91742604
Village 44 Lubaba ali
7
Abas 91742604
Sonka
mohammed 7
91717299
Village 49&46 Asha endris (49)
0
93038219
Tesfaye (46)
9
Atsede 91717508
Village 47&48
getachew 6
Sisaynesh 91742395
nigatu 0
91228178
Amba 16 Habtamu weday
3
Aferer
Gambela
Amba 14
Ateyib 94908975
Dabus
Mohammed 3
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4. Roadway Condition Survey
The road segment under the study of the condition survey was from Gimbi to Kurmuk. It is a
total of 332.46 km. A condition surveys were required to gather information that determines
the overall riding quality of a road. As a result, the overall geometry, pavement, and terrain
condition of the road have been assessed from Gimbi to Kurmuk, including the presence of
sharp curves, steep grades, and road narrowing.
4.1. Terrain
Almost all of the contributing factors to the overall riding quality of the road arise from the
terrain condition of the road. For this reason, the terrain classification of the road was assed
based on the following guidelines:
 Flat: 0-10 five-meter contours per km. The transverse ground slopes are
perpendicular to the ground contours and generally below 3%.
 Rolling: 11–25 five-meter contours per km. The transverse ground slopes
perpendicular to the ground contours are generally between 3% and 25%.
 Mountainous with 26-50 five-meter contours per km. The transverse ground slopes
perpendicular to the ground contours are generally above 25%.
 Escarpments are geological features that require special geometric standards
because of the engineering problems involved. They are characterized by more than
50 five-meter contours per km and the transverse ground slopes perpendicular to the
ground contours are generally greater than 50%.
Table 4-1: Terrain classification
No From To Length Terrain condition Remark

1 421+000 428+440 7440 Mountainous
2 428+440 446+980 18540 Rolling
3 446+980 468+160 21180 Mountainous
4 468+160 480+660 12500 Rolling
5 480+660 487+700 7040 Mountainous
6 487+700 517+300 29600 Rolling
7 517+300 522+200 4900 Mountainous
8 522+200 569+080 46880 Rolling
9 569+080 571+540 2460 Flat
10 571+540 588+780 17240 Rolling
11 588+780 597+580 8800 Flat
12 597+580 695+520 97940 Rolling
13 695+520 712+380 16860 Flat
14 712+380 739+180 26800 Mountainous
15 739+180 742+321 3141 Flat
Total 321.321 Kms
It is found that the majority of the road length from Gimbi to Kurmuk Falls under rolling
terrain which is 222.7 (69.31%). The Remaining length is comprised of flat terrain which is
31.261km (9.73)%) and Mountainous terrain which is 67.360km (20.96%).
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4.2. Geometric conditions of the road
From a geometric standpoint the existence of sharp curves, steep grades, and width
of the road were assessed.
4.2.1. Road Width
Most of rural roads in the route are of 7-meter width with an average shoulder width of 1-1.5
meters on each side. Roads in towns have an overall Varying width ranging from 7m-14m.
All town roads in the route lack a median, with the exception of a short spans in Addis Ababa
and Nekemt.
In the Road Segment From Dabus River bridge to Kurmuk, With the exception of Asosa,
where the road width can extend to 10 meters, the current road segment is a two-way, two-
lane asphalt surface with an overall width of 7 meters and a 1.5-meter shoulder width. All
towns lack a median, with the exception of Asosa, which has a 2.5-wide median for a small
section of the road.
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Table 4-2: Road Width in towns

Other
Location Width
remarks
Road Width
way(m)
Walk
(m)
No Towns Station From To
From To Easting Northing Easting Northing

1 Aroji 438+099.13 440+032.87 798656.771 1020287.977 797568.726 1021491.139 7 -
445+289.50 445+506.60 795923.686 1025033.010 795739.636 1025147.168 10 -
0.6m
445+506.60 445+906.71 795739.636 1025147.168 795516.287 1025383.886 10 - Uncovered
Ditch (L)
2 Dengoro
0.6m
445+906.71 446+081.83 795516.287 1025383.886 795444.715 1025542.615 10 - Uncovered
Ditch (R)
446+081.83 446+943.35 795444.715 1025542.615 795057.243 1026080.474 10 -
3 Bobine 457+133.06 457+935.60 789202.877 1028069.223 788462.572 1028034.736 8 -
466+222.72 469+117.63 786922.700 1033919.344 785077.904 1035766.032 10 -
0.6m
469+117.63 469+548.16 785077.904 1035766.032 784926.666 1036167.658 10 - Uncovered
Ditch (R)
469+548.16 469+595.50 784926.666 1036167.658 784918.526 1036213.195 10 1m (R)
0.5m
1.5m
469+595.50 469+694.03 784918.526 1036213.195 784930.995 1036310.901 10 Uncovered
4 Bila (R)
Ditch (L)
0.5m
469+694.03 469+844.15 784930.995 1036310.901 784974.241 1036453.215 10 - Uncovered
Ditch (L)
0.5m
469+844.15 470+242.98 784974.241 1036453.215 785105.796 1036827.045 10 - Uncovered
Ditch (B)
470+242.98 471+010.60 785105.796 1036827.045 785167.571 1037585.175 10 - 0.5m
Name of the Report:
Other
Location Width
remarks
Road Width
way(m)
No Towns
Walk
(m)
Station From To
Uncovered
Ditch (R)
0.5m
471+010.60 471+305.57 785167.571 1037585.175 785099.498 1037872.977 8 - Uncovered
Ditch (R)
5 Hena 474+844.61 475+671.13 784967.266 1041112.197 785188.994 1041874.505 7 -
6 Gida Boji 478+985.61 479+961.64 782989.943 1043603.549 782246.919 1044192.161 10 -
489+785.63 492+461.22 776489.101 1050153.807 774496.276 1051792.203 7 - 1m Shoulder
1m Shoulder,
0.5m
492+461.22 492+643.67 774496.276 1051792.203 774295.837 1051860.366 7 -
Uncovered
Ditch (R)
1m Shoulder,
0.5m
492+643.67 493+184.79 774295.837 1051860.366 773849.574 1052136.030 7 -
Uncovered
Ditch (B)
7 Nedjo 493+184.79 493+569.85 773849.574 1052136.030 773666.163 1052464.272 8 -
0.5m
493+569.85 493+629.63 773666.163 1052464.272 773537.025 1052578.546 8 - Uncovered
Ditch (L)
0.5m
493+629.63 493+932.46 773537.025 1052578.546 773392.742 1052629.853 8 - Uncovered
Ditch (B)
493+932.46 494+430.02 773392.742 1052629.853 772945.251 1052849.407 8 -
494+430.02 495+277.55 772945.251 1052849.407 772923.947 1053735.240 7 -
8 Gida 506+256.20 507+453.88 765859.425 1057735.398 764711.928 1058053.021 6 1m Shoulder
512+409.15 513+156.09 761320.195 1061058.113 761014.654 1061233.933 8 - 1m Shoulder
Warra
9 1m Shoulder,
Jiru 513+156.09 513+233.78 761014.654 1061233.933 760952.400 1061295.027 8 -
1.5m
Name of the Report:
Other
Location Width
remarks
Road Width
way(m)
No Towns
Walk
(m)
Station From To
Uncovered
Ditch (R)
1m Shoulder,
1.5m
513+233.78 513+321.15 760952.400 1061295.027 760880.119 1061361.031 8 -
Uncovered
Ditch (B)
1m Shoulder,
1.5m
513+321.15 513+419.03 760880.119 1061361.031 760853.158 1061384.747 8 -
Uncovered
Ditch (R)
1m Shoulder
(L), 1.5m
513+419.03 513+454.71 760853.158 1061384.747 760826.377 1061414.217 8 -
Uncovered
Ditch (R)
1m Shoulder,
1.5m
513+454.71 513+613.68 760826.377 1061414.217 760727.635 1061542.781 8 -
Uncovered
Ditch (L)
1m Shoulder,
1.5m
513+613.68 514+316.92 760727.635 1061542.781 760159.327 1061936.995 8 -
Uncovered
Ditch (B)
1m Shoulder,
1.5m
514+316.92 514+618.75 760159.327 1061936.995 759797.784 1061954.640 8 -
Uncovered
Ditch (R)
1m Shoulder,
1.5m
514+618.75 515+042.33 759797.784 1061954.640 759304.020 1062051.714 8 -
Uncovered
Ditch (B)
1m Shoulder,
10 Gori 518+171.71 518+433.80 756812.038 1063607.366 756687.146 1063644.468 7 -
1.5m
Name of the Report:
Other
Location Width
remarks
Road Width
way(m)
No Towns
Walk
(m)
Station From To
Uncovered
Ditch (R)
518+433.80 519+704.48 756687.146 1063644.468 755555.398 1063775.521 7 -
1m Shoulder,
1.5m
519+704.48 519+968.16 755555.398 1063775.521 755323.256 1063742.961 8 -
Uncovered
Ditch (L)
1m Shoulder,
1.5m
519+968.16 520+077.76 755323.256 1063742.961 755185.113 1063742.909 8 -
Uncovered
Ditch (B)
1m Shoulder,
1.5m
520+077.76 520+317.67 755185.113 1063742.909 754910.380 1063675.540 8 -
Uncovered
Ditch (L)
1m Shoulder,
1.5m
520+317.67 521+129.47 754910.380 1063675.540 754418.805 1064186.855 8 -
Uncovered
Ditch (B)
521+129.47 521+486.46 754418.805 1064186.855 754485.075 1064535.747 8 -
526+990.77 527+801.22 753367.826 1069109.839 753044.136 1069712.359 7 - 1m Shoulder
1m Shoulder,
1.5m
527+801.22 527+985.24 753044.136 1069712.359 753003.128 1069866.551 8 -
Uncovered
Ditch (B)
11 Kolfe 1m Shoulder,
1.5m
527+985.24 528+034.52 753003.128 1069866.551 752986.631 1069984.394 8 -
Uncovered
Ditch (R)
1m Shoulder,
528+034.52 528+154.37 752986.631 1069984.394 752953.354 1070034.515 8 -
1.5m
Name of the Report:
Other
Location Width
remarks
Road Width
way(m)
No Towns
Walk
(m)
Station From To
Uncovered
Ditch (L)
528+211.95 528+211.95 752825.817 1070109.449 752825.817 1070109.449 8 - 1m Shoulder
532+847.42 532+977.05 749419.135 1071882.509 749313.412 1071997.652 9 - 1m Shoulder
1m Shoulder,
532+977.05 533+379.31 749313.412 1071997.652 748949.246 1072081.859 9 - 1.5m Open
Ditch (R)
533+379.31 533+673.85 748949.246 1072081.859 748594.210 1071982.564 9 - 1m Shoulder
1m Shoulder,
533+673.85 533+888.26 748594.210 1071982.564 748471.383 1072012.395 9 - 1.5m Open
Ditch (B)
1m Shoulder,
533+888.26 533+974.19 748471.383 1072012.395 748392.566 1072027.693 9 - 1.5m Open
Ditch (L)
533+974.19 534+187.21 748392.566 1072027.693 748118.662 1071894.863 9 - 1m Shoulder
12 Kiltu Kara
1m Shoulder,
534+187.21 535+077.64 748118.662 1071894.863 747664.856 1071128.046 9 - 1.5m Open
Ditch (R)
535+077.64 535+423.33 747664.856 1071128.046 747502.498 1070993.308 9 - 1m Shoulder
1m Shoulder,
535+423.33 535+454.28 747502.498 1070993.308 747453.891 1070939.321 9 - 1.5m Open
Ditch (L)
535+454.28 535+537.91 747453.891 1070939.321 747428.292 1070809.583 9 - 1m Shoulder
1m Shoulder,
535+537.91 535+799.21 747428.292 1070809.583 747341.429 1070613.936 9 - 1.5m Open
Ditch (L)
535+799.21 535+922.26 747341.429 1070613.936 747288.862 1070561.031 9 - 1m Shoulder
559+326.48 559+485.43 731449.412 1081593.869 731134.307 1081774.561 8 - 1m Shoulder
13 Mendi
559+485.43 560+138.87 731134.307 1081774.561 730824.317 1082384.337 8 - 1m Shoulder,
Name of the Report:
Other
Location Width
remarks
Road Width
way(m)
No Towns
Walk
(m)
Station From To
1.5m Open
Ditch (B)
1m Shoulder,
560+138.87 560+489.41 730824.317 1082384.337 730751.741 1082513.440 8 - 1.5m Open
Ditch (B)
1m Shoulder,
560+489.41 561+238.36 730751.741 1082513.440 730744.531 1083193.039 8 - 1.5m Open
Ditch (L)
1m Shoulder,
1.5m
561+238.36 561+788.52 730744.531 1083193.039 730776.667 1083704.826 8 -
Uncovered
Ditch (B)
1m Shoulder,
1.5m
561+788.52 561+919.36 730776.667 1083704.826 730716.956 1083829.915 8 -
Uncovered
Ditch (R)
1m Shoulder,
561+919.36 562+153.31 730716.956 1083829.915 730523.941 1084196.909 8 - 1.5m Open
Ditch (R)
1m Shoulder,
562+153.31 562+401.59 730523.941 1084196.909 730348.356 1084321.385 8 - 1.5m Open
Ditch (B)
1m Shoulder,
562+401.59 562+906.42 730348.356 1084321.385 729948.191 1084509.183 8 - 1.5m Open
Ditch (R)
1m Shoulder,
562+906.42 563+042.29 729948.191 1084509.183 729890.924 1084506.945 8 - 1.5m Open
Ditch (B)
1m Shoulder,
563+042.29 563+099.35 729890.924 1084506.945 729824.246 1084500.445 8 - 1.5m Open
Ditch (R)
Name of the Report:
Other
Location Width
remarks
Road Width
way(m)
No Towns
Walk
(m)
Station From To
563+099.35 563+166.21 729824.246 1084500.445 729662.931 1084466.249 8 - 1m Shoulder

1m Shoulder,
563+166.21 563+354.67 729662.931 1084466.249 729590.671 1084457.501 8 - 1.5m Open
Ditch (B)
563+354.67 563+403.78 729590.671 1084457.501 729535.959 1084450.411 8 - 1m Shoulder
1m Shoulder,
563+403.78 563+498.06 729535.959 1084450.411 729347.879 1084502.789 8 - 1.5m Open
Ditch (R)
14 Bengua 588+458.90 589+939.35 710699.213 1081707.532 709403.965 1081262.212 6 1m Shoulder
Dabaso
15 605+000.00 606+800.00 696953.7 1079707 695408.1 1079047
kebele
Village
(entering
16 609+800.00 610+400.00 692871.76 1077591 692287.1 1077456
to
Bambasi)
17 Bambasi 611+300.00 615+540.00 691402.36 1077482 688615 1080397
18 Village 44 618+140.00 618+780.00 687981.26 1082893 687746.5 1083484 7
19 Sonka 620+120.00 621+800.00 687231.25 1084694 686105.1 1085922 7
Village
20 623+080.00 625+000.00 685555.58 1087078 685134.8 1088911 7 1.5
49&46
Village
21 625+600.00 627+120.00 685009.19 1089490 684898.4 1090954 7 1.5
47&48
22 Amba 16 637+300.00 638+200.00 681981.74 1100076 681332 1100674 7
23 Afefer 640+100.00 642+700.00 680104.69 1102088 678630.8 1104136
24 Gambela 643+780.00 644+200.00 678027.42 1105031 677790.7 1105378 7
25 Amba 14 645+000.00 646+800.00 677266.17 1105972 675848.6 1107081 7
Village
26 651+300.00 653+500.00 671941.23 1109095 670732.1 1110922
around
Name of the Report:
Other
Location Width
remarks
Road Width
way(m)
No Towns
Walk
(m)
Station From To
Asosa
Asosa
27 653+540.00 654+940.00 670711.36 1110956 669984 1112152 7 1.5
town
28 " 654+940.00 655+380.00 669984.01 1112152 670067.2 1112452 6 2.5 2.5m Median
29 " 655+380.00 658+200.00 670067.21 1112452 670178.4 1114793 10 2.5
30 " 658+200.00 660+000.00 670178.43 1114793 671794.6 1115534 7 1.5
village of
31 671+700.00 673+100.00 679650.48 1123118 680330.3 1124273
refeugies
32 " 691+600.00 692+600.00 678499.63 1140064 678968.8 1140903
Village of
33 695+300.00 695+800.00 677649.46 1142646 677850.9 1143104
refugies
Jima
34 697+700.00 698+180.00 677364.86 1144866 677166.6 1145303 7 - -
kebele
35 village 699+300.00 700+700.00 676461.05 1146138 675806.4 1147178
Shula
36 703+100.00 706+300.00 673700.86 1148275 671630.7 1150637 7 - -
kebele
Bamadon
37 713+900.00 714+300.00 668076.11 1156749 667715.8 1156888 7 - -
kebele
Fametser
38 722+320.00 724+340.00 665194.41 1163425 664892.6 1165368 7 - -
e
Name of the Report:
Table 4-3: Road Width in Rural
Location width(m) Remarks
Shoul
Carri
way
age
der
No Station From To

1 438+099.13 798656.771 1020287.977 7 - Gimbi To Aroji
2 440+032.87 445+289.50 797568.726 1021491.139 795923.686 1025033.01 7 - Aroji To Dengoro
3 446+943.35 457+133.06 795057.243 1026080.474 789202.877 1028069.223 7 - Dengoro To Bobine
4 457+935.60 466+222.72 788462.572 1028034.736 786922.7 1033919.344 7 1 Bobine To Bila
5 471+305.57 474+844.61 785099.498 1037872.977 784967.266 1041112.197 7 - Bila to Hena
6 475+671.13 478+985.61 785188.994 1041874.505 782989.943 1043603.549 7 - Hena To Gida Boji
7 479+961.64 489+785.63 782246.919 1044192.161 776489.101 1050153.807 7 1 Gida Boji To Nedjo
8 495+277.55 506+256.20 772923.947 1053735.24 765859.425 1057735.398 6 1 Nedjo To Gida
9 507+453.88 512+409.15 764711.928 1058053.021 761320.195 1061058.113 7 1 Gida To Warra Jiru
10 515+042.33 518+171.71 759304.02 1062051.714 756812.038 1063607.366 7 1 Warra Jiru To Gori
11 521+486.46 526+990.77 754485.075 1064535.747 753367.826 1069109.839 7 1 Gori To Kolfe
12 528+211.95 532+847.42 752825.817 1070109.449 749419.135 1071882.509 7 1 Kolfe To Kiltu Kara
13 535+922.26 559+326.48 747288.862 1070561.031 731449.412 1081593.869 7 1 Kiltu Kara To Mendi
14 563+498.06 588+458.90 729347.879 1084502.789 710699.213 1081707.532 6 1 Mendi To Bengua
15 589+939.35 602+335.31 709403.965 1081262.212 698440.726 1079659.861 6 1 Bengua To Dabus River
16 603+600.00 613+150.00 698292.95 1079705.3 689836.2 1078367.9 7 _
17 613+200.00 615+590.00 689810.29 1078410.6 688590.75 1080440.8 10 1.5
18 615+630.00 654+900.00 688571.35 1080475.8 670004.79 1112117.8 7 1.5
19 654+930.00 655+120.00 669989.21 1112143.5 669870.13 1112282.7 6 _
20 655+120.00 657+750.00 669870.13 1112282.7 669917.17 1114482.8 10 1..5
21 657+780.00 689+070.00 669911.21 1114512.2 677533.29 1137985.3 7 0.5
22 689+100.00 690+560.00 677520.29 1138012.3 677837.24 1139328.4 8 1.5
23 690+600.00 741+775.00 677860.78 1139360.7 650719.01 1169180.3 7 0.5
Name of the Report:
4.2.2. Sharp curves, road narrowing, and steep grades

As the section traverses mainly through flat and rolling terrain, sharp curves, road narrowing, and
steep grades were not abundantly encountered except on the following lists. In some cases, the
road is narrowed due to pavement damage,soil sliding & Dumped construction materials. At
locations around station km 620+100 [687389.97E, 1084782.87N], the road is narrowed due to
pavement damage.
Photo 4- 1: Road Narrowing Due to Pavement damage
Name of the Report:
Photo 4- 2: Road Narrowing Due to Soil Failure
Name of the Report:
Table 4-4: Sharp curves, road narrowing, and steep grades
No Station From To Remarks
Narrowing
Grade
Sharp
Steep
curve
Road
1 500+523.78 500+797.37 769864.6 1054575 769771 1054544 √
2 514+389.65 760005.8 1061945 √ Sand dumped on
the left side of
the road
3 514+817.56 759612.5 1061980 √ Rock dumped on
the left side of
the road
4 519+667.64 755620.5 1063797 √ Rock & Sand
dumped on the
right side of the
road
5 519+773.12 755477.8 1063755 √ Rock & Sand
dumped on the
right side of the
road
6 519+965.46 519+968.16 755364.9 1063743 755323.3 1063743 √ Rock & Sand
dumped on Both
sides of the road
7 524+288.21 524+500.03 754756.2 1067063 754754.4 1067208 √ Plants/Bush/
narrowed the
road from the
right side
8 532+721.82 749422.8 1071862 √ Rock dumped on
the right side of
the road
Name of the Report:
rr
G
N
S
g
n
d
d
o
p
h
a
e
a
ar
e
v
er
e
ct
a
r
i
9 544+129.59 741768.7 1073530 √ Logs Lying along
the riht side of
the road
10 545+526.61 741014.1 1074302 √ Rock dumped on
the left side of
the road
11 585+960.89 713083.2 1081785 √ Logs Lying along
the right side of
the road
12 593+353.36 705978.5 1080895 √ Logs Lying along
the left side of
the road
13 596+598.52 703000.6 1080196 √ Soil dumped on
the left side of
the road
14 603+768.38 604+147.89 698133.2 1079758 697770.9 1079869 √ 7%
15 606+951.54 607+291.52 695334.8 1078893 695063 1078689 √ 7%
16 610+857.22 611+297.16 691838.9 1077408 691406.4 1077489 √ 7%
17 616+312.09 616+932.06 688286.5 1081090 688180.6 1081701 √ 7%
18 619+891.14 620+710.04 687363.1 1084507 686872.2 1085163 √ 8%
19 619+891.14 687363.1 1084507 √
20 622+147.28 622+606.35 685950.5 1086233 685755.2 1086648 √ 7%
21 622+976.07 623+325.59 685594.5 1086981 685448.9 1087299 √ 8%
22 627+205.23 684809.1 1090987 √ 7%
23 627+381.19 627+666.09 684748.9 1091174 684711.5 1091451 √
24 630+253.25 630+352.92 683514.4 1093582 683455.9 1093663 √ 7%
25 632+394.79 632+754.48 682381.8 1095369 682325.2 1095724 √ 7%
26 633+528.57 682207.5 1096482 √ 9%
27 638+350.66 639+192.89 681228.3 1100784 680771.9 1101477 √ 8%
28 644+863.17 646+182.54 677379.5 1105894 676339.9 1106707 √ 9%
29 647+080.62 647+679.84 675625.9 1107254 675082.4 1107508 √7%
30 649+443.25 649+882.04 673562.3 1108219 673157.3 1108388 √7%
Name of the Report:
rr
G
N
S
g
n
d
d
o
p
h
a
e
a
ar
e
v
er
e
ct
a
r
i
31 670+482.63 670+741.94 679093.8 1122071 679189.9 1122313 √ 8%
32 686+388.06 686+445.53 677880 1135487 677910.8 1135535 √ √ 10% √
33 688+767.36 689+177.25 677729.6 1137766 677511.4 1138089 √ 8%
34 690+515.00 691+374.14 677811.2 1139292 678292.8 1139973 √ 8%
35 698+070.32 698+670.10 677210.3 1145203 676793.7 1145616 √ 9%
36 700+970.41 701+788.65 675560.2 1147289 674885 1147734 √
37 718+000.12 665728.6 1159373 √ √ 9% √
38 729+452.47 730+232.47 660758.4 1165279 660101.5 1165530 √
39 734+147.03 736+668.40 656932.3 1167368 655134 1167568 √ √ 12% √
40 734+318.05 656950 1167523 √ √
41 737+742.09 654265.2 1167991 √
42 603+768.38 604+147.89 650794 1169182 650687.9 1169304 √
43 606+951.54 607+291.52 654878.7 1176952 655128.4 1176992 √ >12 % √
Name of the Report:
4.3. Pavement surface conditions of the road

After detailed observation and identification of the various surface distresses developed on the
road, the road sections are rated based on the extent and severity of the surface distresses and
the existing riding quality of the road. In view of that, the road section is divided and distinguished
as good, fair and poor sections.
I. Good
The majority of the road section, 303.255km (90.9%), is found in a good condition. Visual
observation on this section revealed minor cracks, minor surface defects (low severity bleeding
and polishing), with no major distress.
II. Fair
This is the second highest pavement rating. The fair road section has length of about 14.989 km,
i.e., 4.49% of the project road length. In these sections of the road, the dominant types of
distresses noted are medium to low severity rutting and alligator, longitudinal and transverse
cracks with different severity, polishing of aggregate, shoulder drop-off and medium severity
raveling.
III. Good to Fair
Good to fair section covers around 4.53km (1.36%) of the project area. The most prevalent types
of distress in this section were medium severity rutting, alligator crack and raveling, edge distress,
moderately polished asphalt and low severity corrugation and patched area for short stretch.
IV. Poor
The poor pavement rating comprises of 10.8 km (3.24%) of the project area. Observed defects
under this category include medium to large size potholes, damaged asphalt surface where
gravely base layer is exposed and other major road damages
Name of the Report:
Photo 4- 3: Medium to Large size Pot-holes
Photo 4- 4: Surface damage
Photo 4- 5:Road Damage Previously repaired by soil, rock fill
Name of the Report:
Photo 4- 6: Needs Improvement of curve geometry, from junction to the Kurmuk mountain along
the access road constructed by KGM
Name of the Report:
Table 4-5: Pavement surface conditions of the road
Pot-holes and Condition. (Good >15% ,Fair 16%-30% ,Poor<60%)

No Location Condition Remarks
Station From To
1 437+437.34 798587.1 1019683 Fair Medium Size Potholes
2 437+569.15 798574.3 1019810 Fair Surface /Asphalt/ damage, Base course Exposed
6 437+870.78 798683.5 1020074 Fair Surface /Asphalt/ damage ,Base course Exposed
7 438+050.51 438+099.13 798653.7 1020241 798656.8 1020288 Fair Surface /Asphalt/ damage ,Base course Exposed
12 438+861.02 798519 1020881 Fair Medium Size Potholes
16 441+399.34 796357 1021656 Fair Surface /Asphalt/ damage ,Base course Exposed
17 441+831.45 796260.2 1022053 Poor Severe Road damage
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28 444+543.63 444+627.53 796271.3 1024476 796288.9 1024558 Fair Medium Size Potholes
46 448+943.55 449+045.00 794033 1025755 793939.3 1025774 Fair Surface /Asphalt/ damage ,Base course Exposed
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55 451+942.82 452+411.19 791768.8 1026024 791690.7 1026373 Poor Maintained with Rock Fill
59 453+027.42 453+071.94 791634.6 1026916 791648.9 1026958 Poor Maintained with Rock Fill
61 453+474.42 453+546.22 791612.7 1027345 791621.9 1027416 Fair Surface /Asphalt/ damage, Base course Exposed
62 453+560.41 453+703.76 791625 1027430 791677.8 1027562 Fair Medium Size Potholes
65 454+529.17 454+675.04 791429.2 1028016 791309.5 1028078 Poor Large Potholes
71 456+880.70 789433 1028145 Fair Surface /Asphalt/ damage, Base course Exposed
72 456+991.84 457+056.36 789331.7 1028099 789276 1028067 Fair Surface /Asphalt/ damage, Base course Exposed
73 457+197.48 457+286.36 789146 1028100 789065.4 1028136 Fair Surface /Asphalt/ damage, Base course Exposed
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80 462+382.47 462+456.98 787849.5 1031124 787784 1031156 Poor Large Potholes
95 475+636.95 475+671.13 785166.9 1041848 785189 1041875 Fair Medium Size Potholes
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115 480+852.97 782033.1 1045031 Poor Large Potholes
123 483+502.50 483+663.24 779955 1045870 779891.7 1045995 Fair Medium Size Potholes
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151 490+757.93 775710 1050726 Poor Large Potholes
157 492+523.93 492+547.86 774445 1051795 774391.7 1051810 Fair Surface /Asphalt/ damage, Base course Exposed
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259 589+939.35 709404 1081262 Fair Surface /Asphalt/ damage ,Base course Exposed
274 604+586.29 697339 1079796 poor
275 623+865.77 685456.3 1087823 poor
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276 624+685.75 685222.2 1088609 poor
277 624+865.75 685170.8 1088782 poor
278 632+117.90 682469.1 1095109 poor
279 633+371.86 682187.7 1096324 poor
280 634+692.32 682130.5 1097591 poor
281 636+751.82 682177 1099644 poor
282 637+414.80 681872.9 1100113 poor
283 638+350.66 681228.3 1100784 poor
284 640+457.95 679875.8 1102357 poor
285 641+979.00 678847.3 1103448 poor
286 643+267.33 678317.5 1104608 poor
287 643+686.90 678091.1 1104962 poor
288 645+363.10 676983.5 1106200 poor
289 646+542.54 646+622.54 676057 1106929 675994.2 1106979 poor
290 647+021.39 647+080.62 675677.4 1107223 675625.9 1107254 poor
291 647+939.85 648+098.22 674846.5 1107617 674697.9 1107676 poor
292 650+721.58 672390.9 1108731 poor
293 650+840.50 672290.5 1108796 poor
294 651+200.28 672016.2 1109030 poor
295 651+420.27 671848.8 1109172 poor
296 651+540.16 671763 1109256 poor
297 651+920.00 671551.3 1109571 poor
298 652+280.00 671364.4 1109878 poor
299 652+400.00 671302.1 1109981 poor
300 652+660.00 671167.1 1110203 poor
301 652+940.00 671021.7 1110442 poor
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302 655+189.18 669925.2 1112325 Good
303 686+299.72 677874.5 1135395 poor
304 686+425.79 677905 1135516 poor
305 721+318.32 665307.1 1162445 poor
306 722+020.69 665203.1 1163125 Fair
307 722+160.67 665200.9 1163265 Fair
308 723+340.47 665204 1164445 poor
309 732+382.80 658230.4 1166386 poor
310 732+622.74 658042.9 1166536 Fair
311 732+796.39 657893.4 1166633 poor
312 732+952.83 657734.2 1166641 poor
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4.3.1. Obstruction conditions of the road

Two mills (SAG mills and ball mills) will be transported from Addis Ababa to the Kumruk project
site, installed there, and respective dimensions are indicated in the RFP. Based on the data, the
ball mill heads are the widest at 6.9 meters, while the SAG mill heads are the tallest at 4.67
meters. The route was inspected for obstructions based on these specifications, as well as the
additional free space needed and truck height of 1.25m. Any obstruction detected less than 8.5m-
9m wide and 6.5m-7m m tall is capable of obstructing the passage of goods. All potential
obstructions, including trees, electric lines, traffic signs, and guideposts, are measured in terms of
their distance from the road, and the height of any electric cables that crosses the road is also
recorded. Details of the obstruction list data are attached in the appendix.
Photo 4- 7: Canopy trees to be trimmed, Asosa town median (Station 654+700 to

655+100).
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5. EXISTING STRUCTURE ASSESSMENT FOR LOGISTIC TRANSPORT
5.1. Introduction
The current investment in the country requires supply of heavy equipment from abroad and
transported to its destination within the existing road corridors passing under and over various
existing road infrastructures towards a place where the investment project is located.
Existing bridges and culverts are one of the major components among the existing road
infrastructure to be checked during transportation of heavy equipment’s.
Before transporting of heavy equipment one has to check the equipment loads to be transported,
conduct road survey, conduct condition survey of bridges/major culverts, analyze the available
data and forward site assessment findings for the logistic transporting group propose other
alternative routes available for the investment location.
5.2. Purpose of existing structural assessment
Kurmuk Gold Mine Company wants to transport large and heavy range of equipment to be
transported to gold mining project through the current defined route corridors from Djibouti to
Addis Ababa to Kurmuk as: shown in the RFP with:-
 Large (break bulk) freight to be trucked using the Djibouti to Addis Ababa northern truck
road.
 Small break bulk and containerized cargo to be trucked using the Djibouti to Addis Ababa
highway
 The delivery of containerized cargo using the Djibouti to Addis Ababa railway and then
trucked to Kurmuk.
The purpose of existing structure assessment are to collect important geometric information like
carriageway width of existing structures, vertical clearance of underpass structures if any, height
of parapet/railings, geometric alignment of bridge approach roads, condition of structure pavement
surface, structural condition of bridges, identification of possible current/design loading of existing
bridge and major culverts at grade and estimate load bearing capacity of existing structure within
the road corridor and forward site assessment recommendation.
This study covers only existing structures within roads starting from Gimbi-Nedjo Nedjo-
Mendi Mendi-Assosa Asosa-Sherkole and Sherkole (Homosha) - Kurmuk road segment
where the Gold Mining project is located.
5.3. Equipment expected to be transported over the structures
From the RFP we understand that Kurmuk Gold Mining Company wants to transport very heavy
large range of mining milling equipment over the existing structures along the subjected road
corridor towards the project site. The equipment consists of, the grinding mills components
representing the largest and heaviest items. Two heavy milling equipment will be transported and
installed at the mining project site, both of them have similar design and termed as SAG Mill and
Ball Mill. In general, the components to be transported are the mill shells and the heads as shown
in Figure 5.1 below. The detailed dimension of Milling Equipment taken from RFP shall be shown
in Table 5-1 Below
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Figure 5- 1– Mill Dimensions
Table5- 1: Milling Equipment description, dimension and weight
Item Description No of Units Length Width Height Weight

(#) (m) (m) (m) (ton - each)
SAG Mill Shells 2 9.30 4.95 4.70 47.50
SAG Mill Heads 8 9.30 4.80 1.30 11.8
Ball Mill Shells 3 6.70 6.70 3.50 40
Ball Mill Heads 4 6.90 6.90 1.85 13
5.4. Existing Structure Site Assessment

5.4.1. Condition Survey
Condition survey of existing structures in this road project helps in recording the geometric
information of existing bridges and major culverts within a particular road segment and conducting
structural inspecting of the load-bearing capacity of a specific structure within a road segment and
forwarding assessment of a structure finding for those users such as stakeholders, road users or
governmental bodies who use the data for varies decision making processes.
This Structural condition survey report describes the findings during the site visit associated with
the existing condition of bridges and major culvert structures which at grade along the route
alignment where the hydraulic trailer is anticipated to pass through it, to identify the actual and
existing current major structural conditions of existing structures, difficulties to be faced on the
exiting road due to existing structures condition and forward possible professional
recommendation for crossing the existing structures.
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Starting from the year 2004 EC onward, the bridge management of the Ethiopian Road
Administration (ERA) had undertaken an inventory and inspection of bridges and culverts
throughout the county. And these data are outsourced to the local private consulting firms for the
execution of Detailed Bridge and Culvert Inventory and inspection management activity with all
roads under their administration including roads under regional government’s administration too.
Now the entire inventory and inspection data of all bridges and culverts within all road segments in
the country under the management of the Ethiopian Roads Administration have been collected
and recorded in Bridge Management Software (BMS Software) and placed with a soft copy in
ERA archives to be used by various organization or consulting firms for the intended purposes.
From ERA Bridge Design Manual all structure with a clear span greater than or equal to 6.0m is
recorded as a bridge while all structures whose total clear opening is less than 6.0m is recorded
as culverts.
Accordingly, we tried to collect all existing bridge inventory information from the ERA website and
we have also conducted physical site inspection with unsafe and unsecured situation of the area
during the month of July 2022 from Dabus bridge to Kurmuk and July 2023 from Gimbi to Dabus bridge
for verification of existing bridges and major culverts at grade within the subjected project road
corridor.
And from the inventory we made, we have found out nine existing bridges from Gimbi to Dabus
bridge whose total clear opening greater than or equals to 6.0m within the existing trunk road from
Gimbi-Nedjo, Nedjo–mendi, Mendi –Bambasi road segments. The types of existing bridges found
along the route segment are made of cast in-situ reinforced concrete (i.e. RC) slab bridges, RC
deck girder bridges. To be specific, there are one RC Slab bridge and eight RC Deck girder
bridges.
And also . We found out that there are around twelve existing bridge whose total clear opening
greater than or equals to 6.0m within the existing link road from Dabus River-Bambasi – Asosa –
Shrkole (Homosha) - Kurmuk road segments.
From the BMS data sheet, we understand that the entire nine existing bridges from Gimbi to
Dabus bridge were constructed between the year 1974 and 2007EC and their total clear spans
range from 7.4m to 90.8m. Out of the nine bridges Two bridges were constructed before 1982
while six were constructed after 2002 and the remaining one bridge is constructed in 1999 as
shown in the table.
The entire inspected structures from Gimbi to dabus bridge lack a clear and original design
document such as a calculation sheet, blueprints, general plan and elevation drawings and
specifications at hand. Therefore, from the country bridge design practice we identified the design
loading of each bridge from their year of construction found in the BMS data system software.
Based on the existing bridge construction year in the BMS data system software, we conclude
that bridges that were constructed after 2002(the six structures) are designed using HL93 and
HS20-44 loadings since HL93 loadings were exercised starting from the year 2004 onward using
published ERA 2002 Bridge design manuals. While two structures which were constructed
between 1936 up to 1982EC were designed by using H20-S16-44 Loadings and the remaining
one bridge constructed in 1999 was designed using HS20-44.
The entire nine existing bridges from Gimbi to dabus bridge within the captioned road segments
are overpass bridges. There is no underpass bridge within these sections of the road corridor then
there are no problems with vertical vent height at both approaches and the span of each bridge.
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From BMS data sheet we understand that the entire twelve existing bridges from Dabus bridge to
Kurmuk were constructed between the year 1975 and 2013 EC and their total clear spans ranges
from 6.00m to 90.00m. The bridges are arbitrarily numbered in this study for ease of reference. All
the existing bridge were constructed as cast in-situ reinforced concrete slab, Deck girder and Box
girder type. The bridges in this report numbered 11 to 13, 15 to 19 were originally constructed in
1982. Bridge number 10 was constructed during 2008 while bridge 14, 20 and 21 were
constructed in 2013.
Using collected data of an existing bridge structures from ERA BMS software, site inspection has
been conducted during the month of July 2022 and conduct structural inspection activities on the
entire twelve bridges and some strategic culverts located along a road segment from Dabus River
– Bambasi, Babbasi - Asosa, Asosa – Shrkole (Homosha) and Sherkole - Kurmuk existing road.
The entire twelve existing bridges lacks a clear and original design document such as calculation
sheet, blue prints, general plan and elevation drawings or specifications at hand. Therefore, from
the country bridge design practice we identified the design loading of each bridge from there year
of construction found in the BMS data system software. Based on existing bridges construction
year in the BMS data system software, we conclude that bridges numbered as 10, 14, 20 and 21
were designed by using HL93 loadings because HL93 loadings were exercised starting from year
2004 onward using published ERA 2002 Bridge design manuals. While the other eight bridges
which were constructed from 1975 up to 1982EC were designed by using HS20-44 Loadings.
The entire twelve existing bridge within the captioned road segments are over pass bridges. There
is no under pass bridge within these section of the road corridor then there is no problems on
vertical vent height at both approaches and span of each bridges.
Basic information of the existing bridges included in this study is listed in Table 5.2 below.
Table5- 2: Existing Bridge List
No River Original year No. Of opening Bridge

Road Segment
. Name built cell size (m) type
1 Huwa 1999 1 12 RC-Girder Gimbi-Nedjo
2 Dilla 1979 1 7.4 RC-Slab Gimbi-Nedjo
3 Alaltu 2002 4 90.8 RC-Girder Nedjo-Mendi
4 Agar 2002 2 42 RC-Girder Nedjo-Mendi
5 Genasi 2006 1 12.8 RC-Girder Nedjo-Mendi
6 Kujur-Tika 2006 1 12.9 RC-Girder Nedjo-Mendi
7 Kujur-Guda 2006 3 54 RC-Girder Nedjo-Mendi
8 Komisa 1974 1 25.4 RC-Girder Nedjo-Mendi
9 Sachi 2007 3 51.6 RC-Girder Nedjo-Mendi
Triple
10 2008 3 30 Span RC Mendi-Bambasi
Box Girder
Single
11 1975 1 8 Span RC Mendi-Bambasi
Slab
Single
Bambasi -
12 1982 1 5.2 Span RC
Asosa
Slab
Single
Bambasi -
13 2013 1 10 Span RC
Asosa
Slab
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No River Original year No. Of opening Bridge
Road Segment
. Name built cell size (m) type
Single
Asosa -
14 1982 1 12 Span RC
Sherkole
Slab
Double
Asosa -
15 1982 2 5 Span RC
Sherkole
Slab
Single
Asosa -
16 1982 1 7.6 Span RC
Sherkole
Slab
Single
Asosa -
17 1982 1 6 Span RC
Sherkole
Slab
Single
Asosa -
18 1982 1 6.5 Span RC
Sherkole
Slab
Double
Span RC Asosa -
19 1982 2 11
Deck Sherkole
Girder
Single
Span RC Sherkole-
20 2013 1 16
Deck kurmuk
Girder
Single
Span RC Sherkole-
21 2013 1 16
Deck kurmuk
Girder
From our site assessment of each bridge we observed the under listed defects were identified
from Gimbi to dabus bridge;
 The Existing RC Slab Dilla Bridge substructure components have sever damages
 Most of the existing bridge deck drain opening are blocked by gravel and silt
transported towards it.
 Pothole formation have been observed at approach roads of each bridge
 Masonry parapet of the old bridges and RC Railing of some recent bridges are
damaged due to traffic accident. All in all the above mentioned damages are some of
the damages of the existing bridges within the subjected section of the project road
corridor
For the sake of demonstration of the above-mentioned damages, some damaged components
were taken during the site visit and remarked on the annex attached.
From our site assessment of each bridge we observed that no major structural defects were
identified except some pothole formation on approach roads of bridge within Asosa-Sherkole and
Sherkole-Kurmuk road segments of this project. Existing bridge/major culvert Inventory and
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inspection finding of the entire twelve bridges under each road segment are summarized in Excel
sheet and attached with this report
5.4.2. Basic information of Existing bridges

During our desktop study, we identified that there are twenty-one existing bridges from Gimbi-
Nedjo, Nedjo –Mendi Mendi-Dabus bridge, Dabus bridge-Bmabasi, Bambassi-Asossa, Asosa-
Sherkole to Sherkole - Kurmuk road segments Basic information like number of lane, carriageway
width, walkway width, span length, and railing height are collected from ERA BMS software
archives and checked on site physically. There are a total of eight RC girder bridges and one slab
bridge within our project road corridor from mendi to dabus bridge where the hydraulic trailer is
anticipated to pass to its destination point.
Site inspection has been conducted during the month of July,2022 and July 2023 by team of
professional consisting of Highway engineer, structural engineer along the project site and check
the current condition of road, road side structures, bridges and major culverts along the subject
road segments. Following site visit, the structural engineer conducted current structural condition
of 21 bridges within the subjected road segments.
During site inspection period we found out all existing bridge are a two lane bridge with a
minimum carriageway width of 7.0m, a minimum walkway width of 0.4m at both side and a
maximum railing height of 1.5m including curb stone height. Due to this information the existing
bridge width is higher than the maximum width of wider equipment, Ball Mill Heads, with width of
6.90m as shown in the RFP document. Regarding to bridge width, we will not face any major
problems which hinders equipment transportation with the exception of traffic managements.
Table5- 3: Basic bridge information
Carriage
Total clear Railing
No. Bridge type way No of lane Remark
span(m) height(m)
width(m)
Single span RC
1 22 7.32 1 Two Okay
Deck Girder
2 RC Slab Bridge 7.4 10 1 Two Okay
Quadruple span
3 90.8 7.32 1 Two Okay
RC Deck Girder
Double span RC
4 42 7.32 1 Two Okay
Deck Girder
Single span RC
5 12.8 7.32 1.2 Two Okay
Deck Girder
Single span RC
6 12.9 7.32 1.5 Two Okay
Deck Girder
Triple span RC
7 54 7.32 1 Two Okay
Deck Girder
Single span RC
8 25.4 7 1 Two Okay
Deck Girder
Triple span RC
9 51.6 7.32 1.2 Two Okay
Deck Girder
10 RC Box Girder 30+30+30=90 7.3 1.1 Two Okay
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Carriage
Total clear Railing
No. Bridge type way No of lane Remark
span(m) height(m)
width(m)
11 RC Slab 8 7.3 1 two Okay
12 RC Slab 5.2 7.5 0.5 two Okay
13 RC Slab 10 7.3 1.1 two Okay
15 RC Slab 5+5=10.00 7.5 1.1 two Okay
19 RC Deck Girder 10+10=22.00 7.5 1.1 two Okay
20 RC Deck Girder 16 7.5 1.1 two Okay
21 RC Deck Girder 16 7.5 1.1 two Okay
All of the existing bridge width (carriage way plus walkway width) are greater than the maximum
equipment width of 6.90m
Therefore, the carriage way width of for the entire 21 bridges under this section of the road
segments of the projects satisfies width requirement for the equipment loadings.
5.4.3. Design Loadings
Over the years’ bridges have been designed to various and increasing design loads reflecting the
increasing demands on the road network and the country investment which demands heavy
equipment transportation from abroad through nearby port location. Over 100 years ago the
predominant form of transport was the horse and carts, and foot traffic. The heaviest loads at
those times were those of steam rollers used in road construction, weighing in the order of 15
tones. With the advent of petrol engines, the ability of vehicles to haul heavier loads has increased
such that there are now road trains hauling in excess of 100 tones.
From Gimbi to Dabus bridge BMS data software we understand that the two bridges were
constructed between 1936 and 1982 in European calendar, while the six bridges had been
constructed after 1999 and the remaining one bridge constructed in 1999.
From Dabus bridge to Kurmuk BMS data software we understand that eight bridges were
constructed between 1975 and 1982, one bridge s constructed during 2008 while the other three
bridge were constructed in 2013EC.
Here it is important to note that, the design load of each bridge is considered by their original year
of construction time. Nevertheless, some bridges under the specified road corridor are retrofitted
and rehabilitated during the road existing road upgrading period.
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Since there is no design calculation and drawings or specifications available for the existing
bridges, it was not possible to determine the exact rating from the analysis. Instead, a systematic
approach was taken to determine the parameters necessary to provide the load-carrying capacity
required by the current code.
From the county bridge design practice ERA uses AASHTO bridge design manuals for those
bridges constructed before 2002. While AASHTO Load and Resistance Factor design methods
have been adopted for those bridge constructed after 2002 onward.
The design of older bridges such as RC Slabs and RC Deck Girder Bridges constructed before
2002EC were analyzed under three different loading scenarios and with Working Stress Design
Methodology. Each of these scenarios include different live loads, which are as follows:
 H20-S16-44 Design Load: -
1. AASHTO Truck Loading of H20-S16-44 Type with a total of 32tone for one lone width
(3000mm)
2. AASHTO 1964 over Load Loadings
3. AASHTO Lane Loading of 9.34KN/M2 distributed with one lane width.
It should be noted that the truck and tandem loading case does not include any type of lane load.
Lane load shall be separately checked as a third alternative live load cases.
From adopted practical in the country, the design of slabs and girder bridges constructed after
2004EC were analyzed under two different loading scenarios’. The two load case that were
considered are Track and Tandem loads. Each of these scenarios include different live loads,
which are as follows:
 Current Design Load: -
HL-93 Design Load is used per LRFD design specification. This load included a 36-ton truck and
a 9.30KN/M2 lane load/ distributed on 10-foot width of one lane. The load configuration is shown
below.
1. HL93 Design Loading which has a total of 36 tone for one lone width (3000mm)
superimposed by 9.30KN/m2 Lane load distributed over one lane width of
3,000mm.
2. A tandem Loadings Type has a total of 22.00tone for one lane width and
9.30KN/m2 lane load distributed over one lane width and superimposed on tandem
load to get maximum effect of loads of each cases.
From RFP of the Logistic transport group, the maximum loads of a single equipment item
described as Sag Mill Shells and Ball Mill Shell weighs 47.5 and 40 tons respectively. The
heaviest equipment described as Sag Mill Heads required a minimum width of 6.50m
transversally. The width of this equipment covers a square area of 9.30m long by 6.50m wide that
covers the existing two lane bridges. By assuming an 8.0 tone load for Modular Hydraulic
Trailer/Trucks the total load of heaviest equipment and trailer weighs 55. 50tone.This total loads,
55.50tone, which is distributed over two Lane Bridge is less than the design load of either HS-20
or HL 93 loading that has 32tone and 36tone per single lane respectively. For HS-20 Truck
Loading case the bridge was designed for a total of 64tone per two lane bridges while for HL 93
Loadings it is for 72 tons per two lane bridge width.
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5.4.4. Site Assessment Finding
From our site assessment we found out that there are a total of twenty-one Bridges whose clear
span greater than 6.0m openings having a single, double, triple and quadruple span openings.
Among the total of twenty-one existing bridges two bridges of the existing bridge are found in
Gimbi - Nedjo Road segment which consists of 22.00m RC Deck Girder and 7.40m RC Slab
Bridge. seven existing Bridges are found along Nedjo - Mendi Road Segmentand. All of the seven
bridges are RC Deck Girder Bridges composed of single, double, triple and quadruple opening.
There span ranges from 12.80m up to 90.80m as shown in Table 5-2 and Table 5-3 above. There
is no major drainage structure, Bridge, along Mendi-Dabus section of the road. the remaining
twelve bridges found from Dabus River ,Bambasi, Assossa, Shekole and its final destination
Kurmuk
From our site inspection finding the following recommendation has been forwarded to be
considered during transportation of equipment within the subjected road under consideration.
5.4.5. Site Assessment recommendation
From our site inspection finding the following recommendation has been forwarded to be
considered during transportation of equipment within the subjected road under consideration.
Structural Engineer Recommendation
 The heaviest two equipment such as Sag Mill Shell and Ball Mill Shells have a width of
6.7m which is below the existing bridge carriageway width of 7m. Therefore, there are no
transversal obstruction over all of the existing bridges along this road segments.
 The maximum equipment and trailer load which is 55.50tone distributed over the two lane
of the bridge is less than the bridge design load of HS-20 loading which 64tone per two
lanes bridge width and HL93 loadings which is 72tone per two lane bridge width.
 Each Milling equipment has to be transported with separate containers and track during
transportation over the existing bridges in the captioned road segments.
 The minimum center to center spacing of left and right axles of Modular Hydraulic Trailer
has to be 3.0m in order to distribute half of the total load to left lane through left axle while
the other half of the load to the right lane of the existing bridges to avoid overloading of the
existing bridges.
 The observed potholes at both approach roads of the existing bridges have to be
maintained in advance before transporting heavily loaded trucks towards this road
segments.
 For the existing triple span RC Box girder bridge across Dabus river bridges which is
located at a GPS coordinates of (X= 698446.462, Y=1079890.015) has a dead load
camber around 150mm is still not yet deformed during our site visit period. Even though
the presence of the camber has positive advantage for the cross trucks, the loaded trucks
crossing this bridge may require minimum speed to avoid any transversal movement of
equipment during crossing of cambered bridge deck.
 The existing single span RC slab bridge across Dilla river, which is located at a GPS
Coordinates of (X=779445, Y=1046569one of the most damaged bridges at its
substructure components. Due to this facts crossing this bridge by Heavy trucks are
requires heavy maintenance activities. Currently the damaged components of this bridges
are under rehabilitation by Ethiopian Road Administration Nekemte District Maintenance
Crew.
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 From the RFP the maximum width of equipment is 6.90m which covers almost two lane
width of the bridges. Therefore, it is recommended that the loaded trucks wheels in the left
and right sides must be Axel instead of wheel to avoid point loads which damages the
deck slab components of the existing deck and box girder bridges. The maximum spacing
of Axel in the longitudinal direction shall not be greater than 1.50m for both left and right
side axels located on left and right lane of the bridge. In the transversal direction the left
and right side axels spacing shall not be less than 3.00m in order to distribute half of the
total load in left lane through left axles and the remaining half load to the right lane through
the right axles.
 The maximum spacing of two consecutive axles in the longitudinal direction of
Modular Hydraulic Trailer/tracker shall be 1.50m
 The minimum center to center spacing of the left and right axles along the
transversal direction of Modular Hydraulic Trailer/tracker shall not be less than
3.0m in width
 The minimum transversal spacing of the two inner consecutive wheels of left and right
axles of Modular Hydraulic Trailer/tracker shall not be less than 1.80m in width.
Annexes
Annex I:
Bambassi-Kumruk
Data
1. Dabus
Kurmuk Gold Project
Logistic Study
Annex S-2Bridge Inventory and Bridge Inspection Remarks
Title: Bridge Inventory and Site Inspection Remark Schedule
Date of Inspection
Inspected By:
Road Section Mendi-Bambasi
Bridge No. B40-3-003
Chainage from Addis (km) 608.8
GPS Coordinate (X,Y) X=698446.462, Y=1079890.015)
Name of River Dabus
Flow Direction Left to Right
Bridge Type RC Box Girder
Construction Year 2008
No. of Span 3
Span Length Combination (m) 30+30+30
Carrageway Width (m) 7.30
Walkway Width in (m) 0.40
Total Bridge Width (m) 8.10
Type of Railing/Parapet RC
Height of Railing (m) 1.33
Abutment & Wing Wall Type RC
Abutment Heighst (A1, A2) (m) 2.3,2.5
Wing Wall Height (W1,W2)
WW-1. Length (Left, Right) 6.7
Pier Type RC Coloum Pier Pictures showing side view
Site Inspection Remark:-
Dabus river is one of the largets Prrennial River flow to the right side towards Abay Rive Basin. tthis bridge is atriple span reinforced concrete box girder brideg
consisting of 30m clear opening of each spans. From visual observation the existing triple span RC Box Girder Bridge dead load camber not yet deflected since its
construction in 2008 EC. From physical site observation the existing camber is around 150mm as seen visualy. Due to the presence of camber vwertical obstriction the
crossing trucks has to cross this bridge with minimal speed inorder to avoid unwanted transversal movment of loaded equipment during transportation period.
Sound Engineering Solution PLC 1

2. Dabus Kella-2 Motsa
Kurmuk Gold Project
Logistic Study
Bridge Inventory and Bridge Inspection Remarks

Date of Inspection
Inspected By:
Road Section Mendi-Bambasi
GPS Coordinate (X,Y) X=691063.510, Y=1077867.596
Name of River Dabus/kella-2/Motsa
Flow Direction Right
Bridge Type RC Box Culvert
No. of Span 1
Span Length Combination (m) 8
Type of Railing/Parapet RCPost and Steel Rail
Abutment Heighst (A1, A2) (m) 3.5,3.5
WW-1. Length (Left, Right) 5
Pier Type None Pictures showing Plan and Elevation

3. Sonka
Kurmuk Gold Project
Logistic Study

Date of Inspection
Inspected By:
Bambasi-Assosa Road
Road Section Section
Bridge No.
Name of River SONKA
Bridge Type RC Slab
No. of Span 1
Span Length Combination (m) 5.2
Carrageway Width (m) 8
Walkway Width in (m) 0
Total Bridge Width (m) 8
Type of Railing/Parapet Only RC Postes
Height of Railing (m) 0
Abutment Heighst (A1, A2) (m) 3.2
Pier Type none Pictures showing Plan and Elevation
This existing Reinforced Concrete Slab Culvet at grade has a single 5.20m clear span at grade structures. The existing opeing size seems consrtricted and a
sig n of overtioping is observed and a certain portion of Road Embankment along with Ashpalt Pavment Structure is eroded.The existing 7.0m Asphalt pavment
width at crossing location is reduced. Pavment and Embankment structures at inlet ends of this culvert is erodeded due to inadequacy of its opening size and
overturning of structures. It is advisable to maintain inlet end pavment structure inadvance before allowing the loaded trucks crossing this structure.

4. Affa
Kurmuk Gold Project
Logistic Study
Bridge Inventory
Title: Bridge andand
Inventory Bridge Inspection
Site Inspection Remarks
Remark
Schedule
Date of Inspection
Inspected By:
Bambasi-Assosa
Road Section Road Section
Bridge No.
GPS Coordinate (X,Y) (681288.169,1101011.707)
Name of River AFA
Bridge Type RC Slab
No. of Span 1
Type of Railing/Parapet RC Post and Rail
This bridge faces wing wall shortenings but now wing wall extension wrk is under construction and most of the extension works are substentily
complited. Only Grouted Stone Pitchings are remaining.

5. Hoha
Kurmuk Gold Project
Logistic Study

Date of Inspection
Inspected By:
Road Section Assosa Sherkole Road Section

Bridge No. Left to Right
Name of River Hoha
Bridge Type RC Deck Girder
No. of Span 1
Abutment Heighst (A1, A2) (m) 6
Site Inspection Remark:- Minor phothole has been observed at both approches road pavment structure bear

6. Shenga
Kurmuk Gold Project
Logistic Study
Date of Inspection
Inspected By:
Bridge No.
GPS Coordinate (X,Y) X=677663.482, X=1138142.785
Name of River Shenga
Bridge Type RC Slab
No. of Span 2
Span Length Combination (m) 5+5
Pier Type RC Colomn Pier Pictures showing Plan and Elevation
Site Inspection Remark:- No Major Deffects are observed on any components of this brudges.

7. Tumet
Kurmuk Gold Project
Logistic Study

Date of Inspection
Inspected By:
Bridge No.
Name of River Tumet
Bridge Type RC Slab
No. of Span 1
Type of Railing/Parapet RC Post and Rail
Site Inspection Remark:- Bridge Approch roads faces minor phothole formation. The formed photehole isrecommended to be rehablitated inadvance.

8. Buluegni
Kurmuk Gold Project
Logistic Study

Date of Inspection
Inspected By:
Bridge No.
Name of River Buluegni
Bridge Type RC Slab
No. of Span 1
Site Inspection Remark:- Bridge Approch roads faces minor phothole formation. The formed photehole isrecommended to be rehablitated inadvance.

9. Kibur arba
Kurmuk Gold Project
Logistic Study

Date of Inspection
Inspected By:
Bridge No.
Name of River Kibur Arba
Bridge Type RC Slab
No. of Span 1
Site Inspection Remark:- The Existing bridge is in good srructural condition

10. KIBUR AMSA
Kurmuk Gold Project
Logistic Study

Date of Inspection
Inspected By:
Road Section Sherkole-Kurmuk Road Section
Bridge No.
Name of River KIBUR AMSA
Flow Direction Left to right
No. of Span 2
Span Length Combination (m) 10+10
Pier Type Pictures showing Plan and Elevation
Site Inspection Remark:- This double span RC deck Girder bridge is structuraly sound and in good conditions.

11. Kuta Worke
Date of Inspection
Inspected By:
Bridge No.
Name of River Kuta Worke
Flow Direction
No. of Span 1
Height of Railing (m)
12. Kurmuk
Date of Inspection
Inspected By:
Bridge No.
Name of River Kurmuk
Flow Direction
No. of Span 1
Height of Railing (m)
13.Huwa
PROJECT:- CONSULTANCY SERVICES OF LOGISTICS STUDY FOR KURMUK GOLD PROJECT; THE SECTION ADDIS TO BAKO
CLEINT:- KURMUK GOLD MINE (KGM) Date ….............................
CONSULTANT:- SOUND ENGINEERING SOLUTIONS PLC
Date of Inspection
Inspected By:
Road Section Gimbi-Nedjo
GPS Coordinate (X,Y) X=792343 Y=1025924
Name of River Huwa
Flow Direction
Bridge Type RC-Deck Girder
No. of Span 1
Abutment & Wing Wall Type RC,Masonry
Abutment Height (A1, A2) (m) 7.3,7.3
Pier Type
The bridge is at good condition except masonry for wing wall crack and pot hole formation at the bridge approch
Sound Engineering Solution PLC

14. Dila
Kurmuk Gold Project
Logistic Study
Date of Inspection
Inspected By:
Road Section Gimbi-Nedjo
Name of River Dilla
Flow Direction
Bridge Type RC Slab bridge
No. of Span 1
Type of Railing/Parapet
Abutment Height (A1, A2) (m) 8,8
Pier Type
The bridge is in danger for traffic pass,Currently sub structure is under maintenance by ERA Nekemet district. However,yet it is difficult for heavy truck and trailer to pass through

15. Alaltu
PROJECT:- CONSULTANCY SERVICES OF LOGISTICS STUDY FOR KURMUK GOLD PROJECT; THE SECTION Gimbi to Bambasi
CLEINT:- KURMUK GOLD MINE (KGM) Date …........................
Date of Inspection
Inspected By:
Road Section Nedjo-Mendi
GPS Coordinate (X,Y) X= 773828 Y=1052496
Name of River Alaltu
Flow Direction
Bridge Type RC- Deck Girder
No. of Span 4
Span Length Combination (m) 22.7+22.7+22.7+22.7=90.8
Wing Wall Height (W1,W2) 6,6
Pier Type RC
The bridge is at good condition except the deck drain is cloged by sediments

16. Agar

Date of Inspection
Inspected By:
Name of River Agar
Flow Direction
No. of Span 2
Span Length Combination (m) 21+21=42
WW-1. Length (Left, Right) 8,8
Pier Type RC
the bridge is at good condition

17. Genas
Kurmuk Gold Project
Logistic Study
Title: Bridge Inventory and Site Inspection Remark
Schedule
Date of Inspection
Inspected By:
Name of River Genasi
Flow Direction
No. of Span 1
Pier Type
the bridge is at good condition except deck derain is cloged by sediments and vegetable

18. Kujur Tika

Date of Inspection
Inspected By:
Name of River Kujur-Tika
Flow Direction
No. of Span 1
Type of Railing/Parapet Rc
Abutment & Wing Wall Type Rc, Masonry
Abutment Height (A1, A2) (m) 12,12
Pier Type
the bridge is at good condition except deck derain is cloged by sediments and vegetable

19. Kujur guda
Kurmuk Gold Project
Logistic Study

Date of Inspection
Inspected By:
Name of River Kujur-Guda
Flow Direction
No. of Span 3
Span Length Combination (m) 18+18+18=54
Pier Type RC
pot hole formation and deck drains are cloged by sediments

20. Komsa

Date of Inspection
Inspected By:
Name of River Komisa
Flow Direction
No. of Span 1
Abutment & Wing Wall Type Masonry
Abutment Height (A1, A2) (m) 5,6.3
WW-1. Length (Left, Right) 9,6.3
WW-2. Length (Left, Right) 9,6.3
Pier Type
One side railing is totally damged by traffic accident and its deck drains are cloged by sediments

21. Sachi

Date of Inspection
Inspected By:
GPS Coordinate (X,Y) X=742587,Y=1073095
Name of River Sachi
Flow Direction
No. of Span 3
Span Length Combination (m) 17.2+17.2+17.2=51.6
Pier Type RC
The bridge is at good condition except the deck drain iscloged by sediments

Annex II:
Gimbi to Kurmuk
Data
1. Obstruction
PROJECT:- Consultancy services of Logistics Study For Kurmuk Gold Project ; THE SECTION : Gimbi To Kurmuk
CLEINT:- Kurmuk Gold Mine (KGM) Date ….............................
CONSULTANT:- Sound Engineering Solutions PLC
OBSTRUCTIONS
Location
Measurements (m)
No Station From To Obstruction encountred Remark
From To Easting Northing Easting Northing From RHS From LHS
1 425+003.72 808264.808 1017037.41 Speed Hump
2 425+053.38 808228.359 1017071.1 Crossing Electric line ~7.5m AGL
3 425+159.75 425+236.24 808145.23 1017138.53 808069.734 1017158.193 Guide posts 1.5 1.5
5 425+428.50 425+503.98 807877.008 1017161.78 807801.631 1017152.333 Guide posts 1.5 1.5
6 425+428.50 807877.008 1017161.78 Traffic Sign 1.5
11 425+981.53 427+147.03 807333.876 1017051.05 806436.111 1017312.035 Guide posts 1.5 1.5
12 426+082.49 807239.026 1017014 Traffic Sign 1.5
14 426+933.35 427+034.27 806567.869 1017143.15 806509.266 1017225.38 Guard Rail 1.5
17 427+428.64 428+441.48 806296.352 1017109.93 805418.78 1017066.701 Guide posts 1.5 1.5
20 427+984.15 805836.05 1017082.89 overhanging tree Branch -2.5
21 428+161.39 805673.681 1017143.51 Traffic Sign 1.5
22 428+372.09 805482.759 1017085.13 Traffic Sign 1.5
24 428+535.64 805325.754 1017078.05 Traffic Sign 1.5
25 428+582.14 429+103.69 805279.628 1017083.55 804772.353 1017200.164 Guide posts 1.5 1.5
26 428+582.14 805279.628 1017083.55 Traffic Sign 1.5
28 428+784.26 805084.133 1017132.73 Traffic Sign 1.5
29 429+103.69 804772.353 1017200.16 Traffic Sign 1.5
30 429+180.33 429+446.87 804696.21 1017190.28 804443.602 1017258.057 Guide posts 1.5 1.5
31 429+627.53 430+985.62 804276.445 1017326.72 803436.89 1018075.131 Guide posts 1.5 1.5
33 431+388.64 431+557.23 803033.158 1018088.4 802866.866 1018060.001 Guide posts 1.5 1.5
34 431+557.23 802866.866 1018060 Crossing Electric line ~7.5m AGL
35 431+768.09 432+478.93 802685.682 1017951.57 802092.507 1018101.421 Guide posts 1.5 1.5
39 432+478.93 802092.507 1018101.42 Traffic Sign 1.5
42 432+788.17 432+947.84 801812.805 1018233.54 801654.566 1018230.773 Guide posts 1.5 1.5
43 433+031.21 801580.071 1018192.79 Traffic Sign 1.5
44 433+219.83 433+314.85 801412.239 1018107.27 801322.446 1018085 Guide posts 1.5 1.5
45 433+481.52 801156.812 1018100.11 Traffic Sign 1.5
47 433+595.65 434+760.30 801043.759 1018113.86 800190.919 1018223.449 Guide posts 1.5 1.5
48 433+595.65 801043.759 1018113.86 Traffic Sign 1.5
51 434+852.64 800187.642 1018133.99 Traffic Sign 1.5
2. Photholes and
condition
Pot-holes and Condition.(Good >15% ,Fair 16%-30% ,Poor<60%)
Location
No Station From To Condition. Remarks
1 437+437.34 798587.141 1019683.114 Fair Medium Size Potholes
2 437+569.15 798574.302 1019809.639 Fair Surface /Asphalt/ damage ,Base course Exposed
7 438+050.51 438+099.13 798653.723 1020240.581 798657 1020288 Fair Surface /Asphalt/ damage ,Base course Exposed
17 441+831.45 796260.176 1022052.569 Poor Severe Road damage
28 444+543.63 444+627.53 796271.302 1024475.594 796289 1024558 Fair Medium Size Potholes
3. Road Width Towns
Towns & villages Name
Location Width
Other remarks
No Towns / villages / Name Market day Station From To Road Width (m) Walkway(m) Median(m)
1 Aroji (Kebele seat) - 438+099.13 440+032.87 798656.8 1020288 797568.73 1021491 7 - -
445+289.50 445+506.60 795923.7 1025033 795739.64 1025147 10 - -
2 Dengoro Wednesday 445+506.60 445+906.71 795739.6 1025147.2 795516.29 1025384 10 - - 0.6m Uncovered Ditch (L)
445+906.71 446+081.83 795516.3 1025383.9 795444.72 1025543 10 - - 0.6m Uncovered Ditch (R)
446+081.83 446+943.35 795444.7 1025542.6 795057.24 1026080 10 - -
3 Bobine Monday 457+133.06 457+935.60 789202.9 1028069.2 788462.57 1028035 8 - -
466+222.72 469+117.63 786922.7 1033919.3 785077.9 1035766 10 - -
469+117.63 469+548.16 785077.9 1035766 784926.67 1036168 10 - - 0.6m Uncovered Ditch (R)
469+548.16 469+595.50 784926.7 1036167.7 784918.53 1036213 10 1m (R) -
Wednesday 469+595.50 469+694.03 784918.5 1036213.2 784931 1036311 10 1.5m (R) - 0.5m Uncovered Ditch (L)
4 Bila (Woreda Seat)
and Saturday 469+694.03 469+844.15 784931 1036310.9 784974.24 1036453 10 - - 0.5m Uncovered Ditch (L)
469+844.15 470+242.98 784974.2 1036453.2 785105.8 1036827 10 - - 0.5m Uncovered Ditch (B)
470+242.98 471+010.60 785105.8 1036827 785167.57 1037585 10 - - 0.5m Uncovered Ditch (R)
471+010.60 471+305.57 785167.6 1037585.2 785099.5 1037873 8 - - 0.5m Uncovered Ditch (R)
5 Hena - 474+844.61 475+671.13 784967.3 1041112.2 785188.99 1041875 7 - -
6 Gida Boji - 478+985.61 479+961.64 782989.9 1043603.5 782246.92 1044192 10 - -
489+785.63 492+461.22 776489.1 1050153.8 774496.28 1051792 7 - - 1m Shoulder
492+461.22 492+643.67 774496.3 1051792.2 774295.84 1051860 7 - - 1m Shoulder, 0.5m Uncovered Ditch (R)
492+643.67 493+184.79 774295.8 1051860.4 773849.57 1052136 7 - - 1m Shoulder, 0.5m Uncovered Ditch (B)
Tuesday And 493+184.79 493+569.85 773849.6 1052136 773666.16 1052464 8 - -
7 Nedjo (Woreda Seat)
Saturday 493+569.85 493+629.63 773666.2 1052464.3 773537.03 1052579 8 - - 0.5m Uncovered Ditch (L)
493+629.63 493+932.46 773537 1052578.5 773392.74 1052630 8 - - 0.5m Uncovered Ditch (B)
493+932.46 494+430.02 773392.7 1052629.9 772945.25 1052849 8 - -
494+430.02 495+277.55 772945.3 1052849.4 772923.95 1053735 7 - -
8 Gida Friday 506+256.20 507+453.88 765859.4 1057735.4 764711.93 1058053 6 1m Shoulder
512+409.15 513+156.09 761320.2 1061058.1 761014.65 1061234 8 - - 1m Shoulder
513+156.09 513+233.78 761014.7 1061233.9 760952.4 1061295 8 - - 1m Shoulder, 1.5m Uncovered Ditch (R)
513+233.78 513+321.15 760952.4 1061295 760880.12 1061361 8 - - 1m Shoulder, 1.5m Uncovered Ditch (B)
513+321.15 513+419.03 760880.1 1061361 760853.16 1061385 8 - - 1m Shoulder, 1.5m Uncovered Ditch (R)
Wednesday
9 Warra Jiru 513+419.03 513+454.71 760853.2 1061384.7 760826.38 1061414 8 - - 1m Shoulder (L), 1.5m Uncovered Ditch (R)
and Saturday
513+454.71 513+613.68 760826.4 1061414.2 760727.64 1061543 8 - - 1m Shoulder, 1.5m Uncovered Ditch (L)
514+316.92 514+618.75 760159.3 1061937 759797.78 1061955 8 - - 1m Shoulder, 1.5m Uncovered Ditch (R)
518+171.71 518+433.80 756812 1063607.4 756687.15 1063644 7 - - 1m Shoulder, 1.5m Uncovered Ditch (R)
518+433.80 519+704.48 756687.1 1063644.5 755555.4 1063776 7 - -
10 Gori Thursday 519+968.16 520+077.76 755323.3 1063743 755185.11 1063743 8 - - 1m Shoulder, 1.5m Uncovered Ditch (B)
521+129.47 521+486.46 754418.8 1064186.9 754485.08 1064536 8 - -
526+990.77 527+801.22 753367.8 1069109.8 753044.14 1069712 7 - - 1m Shoulder
11 Kolfe - 527+985.24 528+034.52 753003.1 1069866.6 752986.63 1069984 8 - - 1m Shoulder, 1.5m Uncovered Ditch (R)
528+211.95 528+211.95 752825.8 1070109.4 752825.82 1070109 8 - - 1m Shoulder
532+847.42 532+977.05 749419.1 1071882.5 749313.41 1071998 9 - - 1m Shoulder
532+977.05 533+379.31 749313.4 1071997.7 748949.25 1072082 9 - - 1m Shoulder, 1.5m Open Ditch (R)
533+379.31 533+673.85 748949.2 1072081.9 748594.21 1071983 9 - - 1m Shoulder
533+673.85 533+888.26 748594.2 1071982.6 748471.38 1072012 9 - - 1m Shoulder, 1.5m Open Ditch (B)
533+888.26 533+974.19 748471.4 1072012.4 748392.57 1072028 9 - - 1m Shoulder, 1.5m Open Ditch (L)
Wednesday 533+974.19 534+187.21 748392.6 1072027.7 748118.66 1071895 9 - - 1m Shoulder
12 Kiltu Kara (Woreda Seat)
and Saturday
4. Road Width Rural
Road Width/Rural/
Location width(m)
No Station From To Carriage Remarks
Shoulder
way
1 438+099.13 798656.771 1020287.977 7 - Gimbi To Aroji
2 440+032.87 445+289.50 797568.726 1021491.139 795923.686 1025033.01 7 - Aroji To Dengoro
3 446+943.35 457+133.06 795057.243 1026080.474 789202.877 1028069.223 7 - Dengoro To Bobine
4 457+935.60 466+222.72 788462.572 1028034.736 786922.7 1033919.344 7 1 Bobine To Bila
5 471+305.57 474+844.61 785099.498 1037872.977 784967.266 1041112.197 7 - Bila to Hena
6 475+671.13 478+985.61 785188.994 1041874.505 782989.943 1043603.549 7 - Hena To Gida Boji
7 479+961.64 489+785.63 782246.919 1044192.161 776489.101 1050153.807 7 1 Gida Boji To Nedjo
8 495+277.55 506+256.20 772923.947 1053735.24 765859.425 1057735.398 6 1 Nedjo To Gida
9 507+453.88 512+409.15 764711.928 1058053.021 761320.195 1061058.113 7 1 Gida To Warra Jiru
10 515+042.33 518+171.71 759304.02 1062051.714 756812.038 1063607.366 7 1 Warra Jiru To Gori
11 521+486.46 526+990.77 754485.075 1064535.747 753367.826 1069109.839 7 1 Gori To Kolfe
12 528+211.95 532+847.42 752825.817 1070109.449 749419.135 1071882.509 7 1 Kolfe To Kiltu Kara
13 535+922.26 559+326.48 747288.862 1070561.031 731449.412 1081593.869 7 1 Kiltu Kara To Mendi
14 563+498.06 588+458.90 729347.879 1084502.789 710699.213 1081707.532 6 1 Mendi To Bengua
15 589+939.35 602+335.31 709403.965 1081262.212 698440.726 1079659.861 6 1 Bengua To Dabus River
16 603+600.00 613+150.00 698292.950 1079705.260 689836.200 1078367.940 7 _
17 613+200.00 615+590.00 689810.290 1078410.550 688590.750 1080440.780 10 1.5
18 615+630.00 654+900.00 688571.350 1080475.760 670004.790 1112117.820 7 1.5
19 654+930.00 655+120.00 669989.210 1112143.460 669870.130 1112282.730 6 _ Town section
20 655+120.00 657+750.00 669870.130 1112282.730 669917.170 1114482.840 10 1..5
21 657+780.00 689+070.00 669911.210 1114512.220 677533.290 1137985.270 7 0.5
22 689+100.00 690+560.00 677520.290 1138012.250 677837.240 1139328.370 8 1.5
23 690+600.00 741+775.00 677860.780 1139360.710 650719.010 1169180.320 7 0.5
5. Administration Contact
Person
Administration contact person
Location Administration contact person
No Station From To Towns& villages Name
Name Telephone No Position E-mail
Aroji and Dengoro → Administration
1 438+099.13 446+943.35 798656.771 1020287.977 795057.243 1026080.47 Under Lalo Asabi Woreda (Dembi Dolo Bahru 0925-839672 Woreda Administrator
Route)
Boji Dermaji Woreda / Bobine Kebele ,

Bila Kebele , Hena Kebele and Gida
2 457+133.06 479+961.64 789202.877 1028069.223 782246.919 1044192.16 Debela Tekilu 0930-380075 Woreda Administrator
Boji Kebele → Administration Under
Bila (Woreda Seat)
Nedjo and Gida → Administration

5 489+785.63 507+453.88 776489.101 1050153.807 764711.928 1058053.02 Ayana Chemir 0911-723600 Woreda Administrator
Under Nedjo (Woreda Seat)
7 512+409.15 521+486.46 761320.195 1061058.113 754485.075 1064535.75 Leta Sibu Woreda/Warra jiru and Gori/ Jima 0935-283465 Woreda Administrator
8 526+990.77 535+922.26 753367.826 1069109.839 747288.862 1070561.03 Kiltu kara and Kolfe Tesfa Feyisa 0935-283432 Woreda Administrator
9 559+326.48 589+939.35 731449.412 1081593.869 709403.965 1081262.21 Mendi and Bengua Gemechis 0911-921179 Woreda Administrator
10 611+097.18 615+333.21 691602.629 1077450.03 688716.547 1080216.9 Bambasi Jafer merkeni 911744536
11 617+932.03 618+573.24 688006.766 1082685.883 687830.89 1083295.51 Village 44 Lubaba ali 917426047
12 619+911.14 622+866.09 687350.55 1084522.688 685641.825 1086881.97 Sonka Abas mohammed 917426047
13 622+866.09 625+623.99 685641.825 1086881.968 685016.988 1089512.43 Village 49&46 Asha endris (49) 917172990
14 625+623.99 626+907.57 685016.988 1089512.428 684967.473 1090767.61 Village 47&48 Atsede getachew 917175086
15 636+751.82 638+270.66 682176.977 1099643.633 681279.77 1100722.4 Amba Habtamu weday 912281783
16 641+899.34 643+167.55 678876.948 1103374.133 678368.197 1104522.25 Aferer
17 643+466.90 644+446.90 678215.375 1104780.382 677661.814 1105589.07 Gambela
18 644+863.17 647+599.84 677379.516 1105894.431 675155.057 1107474.1 Amba 14
19 654+480.00 670222.095 1111758.405 Assosa town(woreda 02 ketena 4) Abduselam Yasin 917739377 Police commander
20 654+480.00 670222.095 1111758.405 Assosa town(woreda 02 ketena 05) Abdulhakim Abdurahman 928653816 Police commander
21 656+524.98 670518.629 1113461.866 Assosa town(woreda 02 ketena 05) Mohammed Mubarek 913319228 Adminstrator
22 Assosa town woreda 02 Seid Abdurehim 912639796 Adminstrator
577750800 Police commander
23 Assosa town police commander office Bushra Alkerib
577750792 office address
24 697+450.35 697+930.33 677466.497 1144638.261 677267.723 1145075.14 Jima Kebele
25 702+850.88 706+662.15 673930.498 1148178.868 671528.149 1150978.45 Shula Kebele
26 712+316.49 714+836.26 669208.717 1155642.004 667182.479 1156944.48 Bamdon Kebele
27 722+040.69 724+053.72 665202.795 1163145.393 665051.076 1165129.25 Fametsere Kebele Abdu Nasir 910727200 governer
Biratu Worku 962732413 Police Commander
6. Geometry Related
Geometry
No Station From To Road Narrowing Steep grade Sharp curve Remarks
1 500+523.78 500+797.37 769864.599 1054574.668 769771.005 1054544.013 P
2 514+389.65 760005.745 1061944.455 P Sand dumped on the left side of the road
3 514+817.56 759612.452 1061979.92 P Rock dumped on the left side of the road
4 519+667.64 755620.479 1063797.319 P Rock & Sand dumped on the right side of the road
5 519+773.12 755477.791 1063754.855 P Rock & Sand dumped on the right side of the road
6 519+965.46 519+968.16 755364.878 1063742.58 755323.256 1063742.961 P Rock & Sand dumped on Both sides of the road
7 524+288.21 524+500.03 754756.174 1067062.675 754754.421 1067207.618 P Plants/Bush/ narrowed the road from the right side
8 532+721.82 749422.783 1071862.395 P Rock dumped on the right side of the road
9 544+129.59 741768.744 1073530.325 P Logs Lying along the riht side of the road
10 545+526.61 741014.107 1074301.71 P Rock dumped on the left side of the road
11 585+960.89 713083.214 1081784.476 P Logs Lying along the right side of the road
12 593+353.36 705978.505 1080895.069 P Logs Lying along the left side of the road
13 596+598.52 703000.581 1080195.529 P Soil dumped on the left side of the road
14 603+768.38 604+147.89 698133.171 1079758.367 697770.906 1079868.537 √
15 606+951.54 607+291.52 695334.812 1078893.355 695062.979 1078689.132 √
16 610+857.22 611+297.16 691838.889 1077408.048 691406.390 1077488.634 √
17 616+312.09 616+932.06 688286.468 1081090.255 688180.584 1081701.117 √
18 619+891.14 620+710.04 687363.128 1084507.137 686872.221 1085162.724 √
19 619+891.14 687363.128 1084507.137 √
20 622+147.28 622+606.35 685950.476 1086232.796 685755.182 1086648.258 √
21 622+976.07 623+325.59 685594.508 1086981.241 685448.851 1087299.275 √
22 627+205.23 684809.071 1090986.509 √
23 627+381.19 627+666.09 684748.877 1091173.858 684711.495 1091451.257 √
24 630+253.25 630+352.92 683514.414 1093581.697 683455.923 1093662.807 √
25 632+394.79 632+754.48 682381.791 1095368.533 682325.247 1095723.833 √
26 633+528.57 682207.459 1096481.559 √
27 638+350.66 639+192.89 681228.253 1100783.607 680771.870 1101476.784 √
28 644+863.17 646+182.54 677379.516 1105894.431 676339.859 1106706.750 √
29 647+080.62 647+679.84 675625.882 1107253.661 675082.447 1107507.687 √
30 649+443.25 649+882.04 673562.253 1108218.485 673157.250 1108387.626 √
31 670+482.63 670+741.94 679093.805 1122071.403 679189.910 1122312.989 √
32 686+388.06 686+445.53 677880.004 1135486.543 677910.839 1135535.432 √ √ √
33 688+767.36 689+177.25 677729.598 1137766.077 677511.365 1138088.665 √
34 690+515.00 691+374.14 677811.163 1139291.678 678292.761 1139972.923 √
35 698+070.32 698+670.10 677210.332 1145202.836 676793.652 1145616.223 √
36 700+970.41 701+788.65 675560.151 1147288.989 674884.972 1147734.167 √
37 718+000.12 665728.627 1159372.771 √ √ √
38 729+452.47 730+232.47 660758.369 1165278.684 660101.521 1165530.122 √
39 734+147.03 736+668.40 656932.291 1167368.349 655133.982 1167567.929 √ √ √
40 734+318.05 656950.007 1167522.949 √ √
41 737+742.09 654265.177 1167990.971 √
7. Checkpoint
Check point Location
Location
No Station From To Name of Check point Other remarks
1 428+120.88 805708.585 1017124.295 Gimbi Exit
2 435+046.90 800019.385 1018161.707 Aroji enterance
3 446+220.82 795406.922 1025669.392 Dengoro enterance
4 471+305.57 785099.498 1037872.977 Bila exit
5 490+496.51 775828.618 1050497.18 Gida Boji Exit
6 494+711.18 772774.867 1053063.096 Nedjo Enterance
7 506+256.20 765859.425 1057735.398 Nedjo Exit
8 512+971.73 761216.601 1061109.957 Warra Jiru Enterance
9 520+922.04 754558.612 1064005.778 Gori Enterance
10 532+885.78 749356.391 1071973.154 Kolfe Exit
11 535+922.26 747288.862 1070561.031 Kiltu kara Exit
12 559+819.65 731005.145 1081984.517 Mendi Enterance
13 564+373.88 729061.075 1085061.6 Mendi Exit
14 577+102.64 720234.228 1083785.436 Bengua Enterance
15 599+458.62 700683.487 1078848.833 Dabus bridge Enterance
16 603+940.00 697970.306 1079812.494 Bambassi Oromiya-B.Gumuz border
17 632+900.00 678649.798 1140300.126 Anbassa forest
18 653+540.00 682317.213 1095869.622 Assosa Gimbi-Assosa
19 660+000.00 670711.363 1110955.773 Assosa Assosa-Kumruk
20 691+900.00 671794.611 1115534.305 Omosha
8. Travel Time
Travel Time
Location Travel time (hr)
speed(k
No Station km Remarks
m/hr) Sart End
From To
1 424+902.11 438+099.13 03:57:00 04:45:00 Gimbi To Aroji
2 440+032.87 445+289.50 04:55:00 05:26:00 Aroji To Dengoro
3 446+943.35 457+133.06 05:44:00 06:32:00 Dengoro To Bobine
4 457+935.60 466+222.72 06:39:00 07:05:00 Bobine To Bila
5 471+305.57 474+844.61 07:46:00 07:58:00 Bila to Hena
6 475+671.13 478+985.61 08:05:00 08:17:00 Hena To Gida Boji
7 479+961.64 489+785.63 08:22:00 09:10:00 Gida Boji To Nedjo
8 495+277.55 506+256.20 04:24:00 04:49:00 Nedjo To Gida
9 507+453.88 512+409.15 04:57:00 05:21:00 Gida To Warra Jiru
10 515+042.33 518+171.71 05:39:00 05:47:00 Warra Jiru To Gori
11 521+486.46 526+990.77 06:04:00 06:24:00 Gori To Kolfe
12 528+211.95 532+847.42 06:30:00 06:41:00 Kolfe To Kiltu Kara
13 535+922.26 559+326.48 03:00:00 03:50:00 Kiltu Kara To Mendi
14 563+498.06 588+458.90 04:14:00 04:58:00 Mendi To Bengua
15 655+440.00 657+460.00 08:32:00 08:35:00
16 657+460.00 670+760.00 08:36:00 08:50:00
17 670+760.00 691+980.00 08:52:00 09:16:00
18 691+980.00 716+380.00 09:18:00 09:46:00
19 716+380.00 742+320.00 09:47:00 10:25:00

230828-Final Logistics Survey Report Gimbi To Kurmuk

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230828-Final Logistics Survey Report Gimbi To Kurmuk

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Consultancy services for the logistics study of

Kumruk Gold project the Gimbi -Kumruk section

Final Logistics Study Report For

1. INTRODUCTION AND GENERAL .................................................................................................................. 1

1. INTRODUCTION AND GENERAL

Figure 1- 1: Project Location

1.4. Objectives of the services

1.6. Road Survey

Administration contact person

Nedjo and Gida →

Leta Sibu Woreda/Warra jiru 0935-

No From To Length Terrain condition Remark

Table 4-2: Road Width in towns

From To Easting Northing Easting Northing

563+099.35 563+166.21 729824.246 1084500.445 729662.931 1084466.249 8 - 1m Shoulder

Location width(m) Remarks

From To Easting Northing Easting Northing

4.2.2. Sharp curves, road narrowing, and steep grades

Photo 4- 1: Road Narrowing Due to Pavement damage

Photo 4- 2: Road Narrowing Due to Soil Failure

Table 4-4: Sharp curves, road narrowing, and steep grades

No Station From To Remarks

4.3. Pavement surface conditions of the road

Photo 4- 3: Medium to Large size Pot-holes

Photo 4- 4: Surface damage

Photo 4- 5:Road Damage Previously repaired by soil, rock fill

Table 4-5: Pavement surface conditions of the road

Pot-holes and Condition. (Good >15% ,Fair 16%-30% ,Poor<60%)

Pot-holes and Condition. (Good >15% ,Fair 16%-30% ,Poor<60%)

Pot-holes and Condition. (Good >15% ,Fair 16%-30% ,Poor<60%)

Pot-holes and Condition. (Good >15% ,Fair 16%-30% ,Poor<60%)

Pot-holes and Condition. (Good >15% ,Fair 16%-30% ,Poor<60%)

Pot-holes and Condition. (Good >15% ,Fair 16%-30% ,Poor<60%)

Pot-holes and Condition. (Good >15% ,Fair 16%-30% ,Poor<60%)

Pot-holes and Condition. (Good >15% ,Fair 16%-30% ,Poor<60%)

Pot-holes and Condition. (Good >15% ,Fair 16%-30% ,Poor<60%)

Pot-holes and Condition. (Good >15% ,Fair 16%-30% ,Poor<60%)

Pot-holes and Condition. (Good >15% ,Fair 16%-30% ,Poor<60%)

Pot-holes and Condition. (Good >15% ,Fair 16%-30% ,Poor<60%)

4.3.1. Obstruction conditions of the road

Photo 4- 7: Canopy trees to be trimmed, Asosa town median (Station 654+700 to

Figure 5- 1– Mill Dimensions

Table5- 1: Milling Equipment description, dimension and weight

Item Description No of Units Length Width Height Weight

SAG Mill Shells 2 9.30 4.95 4.70 47.50

SAG Mill Heads 8 9.30 4.80 1.30 11.8

Ball Mill Shells 3 6.70 6.70 3.50 40

Ball Mill Heads 4 6.90 6.90 1.85 13

5.4. Existing Structure Site Assessment

No River Original year No. Of opening Bridge

5.4.2. Basic information of Existing bridges

12 RC Slab 5.2 7.5 0.5 two Okay

13 RC Slab 10 7.3 1.1 two Okay

14 RC Slab 12 7.5 1.1 two Okay

15 RC Slab 5+5=10.00 7.5 1.1 two Okay

16 RC Slab 7.6 7.5 1.1 two Okay

17 RC Slab 6 7.5 1.1 two Okay

18 RC Slab 6.5 7.3 1.1 two Okay

19 RC Deck Girder 10+10=22.00 7.5 1.1 two Okay

20 RC Deck Girder 16 7.5 1.1 two Okay

21 RC Deck Girder 16 7.5 1.1 two Okay

Sound Engineering Solution PLC 1

Bridge Inventory and Bridge Inspection Remarks