KWAME NKRUMAH UNIVERSITY OF SCIENCE & TECHNOLOGY,

KUMASI

CONSULTANCY SERVICES FOR ENGINEERING DESIGN OF

INFRASTRUCTURE FACILITIES
NEW TEACHING HOSPITAL
(PHASE II DEVELOPMENT)

INCEPTION REPORT

January, 2014

RTEP 2013/14 Group2

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TABLE OF CONTENTS

EXECUTIVE SUMMARY 4
1.0 Background 4
2.0 Objectives 4
3.0 Progress of Work, and Work Schedule 5
1.0 INTRODUCTION 6
1.1 Background 6
1.2 Objectives 7
1.3 Scope of the Project 7
1.3.1 Site Layout 7
1.3.2 Geotechnical Investigation for Road Pavement Design 8
1.3.3 Pavement Design of Roads and Parking Facilities 8
1.3.4 Geometric Design of Road Network 8
1.3.5 Storm Drainage 9
1.3.6 Environmental Impact Assessment Report: 9
1.3.7 Costing and Contract Documentation: 10
1.3.8 Economic Appraisal of the Project: 11
1.4 Project Information Available 11
2.0 PROJECT LOCATION AND AREA 12
2.1 Geology and Soils of the Area 12
2.2 Climate & Rainfall 12
2.3 Demographic characteristics 14
2.3.1 Population 14
2.3.2 Growth Rate 15
2.3.3 Population Density 15
2.3.4 Household Sizes and Characteristics 16
2.3.5 Occupational Distribution 17

3.0 MOBILIZATION AND FIELD RECONNAISSANCE 18

3.1 Mobilization 18
3.1.1 The Project Team 18
3.2 Field Reconnaissance 18
3.2.1 Terrain 19

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3.2.2 Soils and Vegetation Cover 19

3.2.3 Existing Roads 20
3.2.4 Traffic 22
3.2.5 Drainage 22
3.2.6 Environment 22
3.2.7 Road Safety 23
3.3 Initial Consultations 24
3.3.1 KNUST Development Office 24
3.3.2 Building and Road Research Institute (BRRI) 24

4.0 PROGRESS OF WORK, METHODOLOGY AND WORK SCHEDULE 25

4.1 Progress of Work 25
4.1.1 Desk Study 25
4.1.2 Materials and Pavement Investigation 26
4.1.3 Traffic Studies and Projections 27
Traffic generated by proxy (refer to Figure 1 for count locations) 27
Forecasting of Future Traffic (Traffic Demand) 29
4.1.4 Hydrological Studies and Hydraulic Design 29
4.1.5 Geometric Design 30
4.1.6 Pavement Design 32
4.1.7 Impact Study and Assessment 33
4.1.8 Construction quantities, Cost Estimates and Contract Documents 34
4.1.9 Economic Appraisal of Project 34
HDM-4 Input Data 35
4.2 Work Schedule/Programme of Works 35
5.0 PROPOSED CONTENT OF DRAFT FINAL REPORT 36
6.0 CHALLENGES ENCOUNTERED 37
7.0 APPENDIX 38

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EXECUTIVE SUMMARY

1.0 Background
The Kwame Nkrumah University of Science and Technology, Kumasi (KNUST), the premier

Institution in Ghana is undertaking the construction of a new 800-bed teaching hospital. The

KNUST Teaching Hospital is to become a referral centre for hospitals in the Ashanti Region

in order to ease the pressure currently on the Komfo Anokye Teaching Hospital, Kumasi. The

new hospital is being constructed in Two phases.

Phase One was awarded on contract and construction is in progress at the site. Phase two,

which is at the design stage comprises staff accommodation, ancillary support facilities, as

well as drainage, water supply and waste management for the entire Teaching Hospital.

The Client has commissioned M/s RTEP 2013/14 Groups (i.e. students of the master’s

programme in Road and Transportation Engineering (RTEP)) to undertake the design of the

Transportation Engineering Infrastructure Works for the said Phase Two of the new Teaching

Hospital project for the University in Kumasi, with a view to equipping students with the

knowledge and skill that will enable them better manage a road network.

This inception report is the first report of M/s RTEP 2013/14 (Group 2) on the assignment.

2.0 Objectives
The objective of the assignment is to provide engineering designs for components of

transportation infrastructure works required for ensuring the efficient functioning of the

Teaching Hospital PHASE TWO project including the following:

- Road Network

- Vehicular Parking

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- Drainage

3.0 Progress of Work, and Work Schedule

The Project Team of M/s RTEP 2013/14 (Group 2) comprising five (5) experienced

practicing engineers has familiarized itself with the Terms of Reference and the project site.

A desk study of available project drawings, standards and specifications has been performed.

Detailed engineering studies have also begun.

The Project Team is expected to submit a Preliminary (progress) report on 7 September ,

an Engineering Designs Draft Final Report on 28th March and a Detailed Engineering

Designs Final Report on 4th April.

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1.0 INTRODUCTION

1.1 Background
The Kwame Nkrumah University of Science and Technology, Kumasi (KNUST), the premier

Institution in Ghana responsible for the training of engineers, medical personnel, scientists

and technologists required to support the industrial and socio-economic development of

Ghana is undertaking the construction of a new 600-bed teaching hospital. The KNUST

Teaching Hospital is to become a referral centre for hospitals in the Ashanti Region in order

to ease the pressure currently on the Komfo Anokye Teaching Hospital, Kumasi. The new

hospital is being constructed in Two phases. Phase One, which has comprehensive

structural and building services designs for a teaching hospital, was awarded on

contract and construction is in progress at the site. Phase two, which is at the design stage,

was originally planned to cater for staff accommodation. However, it was later decided to

incorporate additional ancillary support facilities, as well as drainage, water supply and waste

management for the entire Teaching Hospital.

The Management of KNUST, the Client, commissioned the Development Office of the

University to undertake the general planning and the design of the architectural aspects of the

Teaching Hospital scheme. Similarly the Client engaged the services of Engineering

Consultants for the design of the mechanical and the electrical engineering aspects of the

proposed Teaching Hospital scheme. Preliminary planning and designs of the various units

for the Phase Two scheme have been completed and approved by the Client. It is now

required to undertake the design of the Civil Engineering Infrastructure Works for this phase.

To this end, the Client has commissioned M/s RTEP 2013/14 Groups (i.e. students of the

master’s programme in Road and Transportation Engineering (RTEP)) to undertake the

design of the Transportation Engineering Infrastructure Works for the said Phase Two of the

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new Teaching Hospital project for the University in Kumasi, with a view to equipping

students with the knowledge and skill that will enable them better manage a road network.

This inception report is the first report of M/s RTEP 2013/14 (Group 2) on the assignment. It

covers an understanding of the scope and expected deliverables of the assignment, site

familiarisation, challenges encountered, modus operandi for subsequent work and schedule of

activities for timely completion of the assignment.

1.2 Objectives
The objective of the assignment is to provide engineering designs for components of

transportation infrastructure works required for ensuring the efficient functioning of the

Teaching Hospital PHASE TWO project including the following:

- Road Network;

- Vehicular Parking

- Drainage

1.3 Scope of the Project

The summary of the scope of works to be designed or performed under the assignment is

given below:

1.3.1 Site Layout

Review of the preliminary site layout proposed by the Project Architect to confirm and include

the following:

 The road layout;

 Drainage network

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1.3.2 Geotechnical Investigation for Road Pavement Design

 Appropriate investigation to support the safe and economic design of the pavement of

the road network and parking areas.

 Provision of the necessary information about the sources and quality of construction

materials of geologic origin required

1.3.3 Pavement Design of Roads and Parking Facilities

 Obtaining the necessary traffic information and subsurface condition and

 Comparison of alternative pavement structures and

 Provision of a detailed structural design of the various pavements.

 Provision of appropriate specification, bill of quantities and cost estimates

1.3.4 Geometric Design of Road Network

 Main access entry junction details;

 All vertical and horizontal alignment details required for the proper setting out of the

works.

 Pedestrian walkways, lay-bys and appropriate intersection details incorporated into

the designs where appropriate.

 All traffic management features that are required for the safe and efficient operation

of the road network designed and drawn to appropriate scale

 Liaising with relevant road agencies such as Department of Urban Roads and Ghana

Highway Authority for specifications and standards.

 Provision of appropriate specification, bill of quantities and cost estimates

 Detailed drawings showing the alignment design.

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1.3.5 Storm Drainage

 All necessary hydrological and hydraulic studies, using flood protection standards and

appropriate flood return periods that will ensure adequate sizing of drains and related

drainage structures for flood protection.

 Storm drainage ensuring that adjacent properties are not unreasonably hampered and

that all drains have a desirable outfall.

 Maximum rainfall intensity of Kumasi shall be obtained;

 All drains should be self-cleansing.

 Provision of drainage drawings;

 Provision of bill of quantities and cost estimates

1.3.6 Environmental Impact Assessment Report:

The report of each specialisation should cover the following:

 Identification of the positive environmental impacts of the project

 Identification of the negative environmental impact of the project

 Identification of appropriate mitigation measures to lessen the objectionable impacts

In summary the EIA report would entail:

 Drafting of appropriate management clauses and actions to be included in the

Contract document during implementation and operation of the facilities

 Assessment of Traffic impacts, especially at the main entrance from the network of

roads around the development during construction and operation of the development.

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 Development of a monitoring programme for each of the facilities to ensure that

mitigation being implemented is effective

 Assessment of the cost of an Environmental Management Plan

1.3.7 Costing and Contract Documentation:

 Special Specifications prepared where required for various elements of the permanent

and temporary works. Bill of Quantities for all works should also be prepared using

the Civil Engineering Standard Method of Measurement (CESMM). Tender

documents also prepared using the latest version of the Standard Bidding Document

of the Public Procurement Act, 2003 (Act 663) of the Republic of Ghana.

 Development of rates for various work items, compared with rates from recent tenders

and adjustments made if necessary. Pricing of the bill of quantities based on these

rates, to obtain an estimate of the cost of the works. Estimation of the cost of

supervision of the works, giving the basis for the estimate.

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1.3.8 Economic Appraisal of the Project:

 Evaluation of the economic cost and benefits of the project for the calculation of the

Net Present Value (NPV), Economic Internal Rate of Return (EIRR) and Benefit/Cost

Ratio.

1.4 Project Information Available

The following information has been made available by the Project Architect.

 Topographic Site Survey Map

 Proposed site layout drawing showing the proposed location of the buildings and

associated infrastructure

 Architectural sketch drawings of the various building units.

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2.0 PROJECT LOCATION AND AREA

The site for the proposed Phase Two of the new Teaching Hospital is located on the North-

eastern side of the KNUST campus near Boadi, and opposite the Ghana Telecom Exchange

Station, along the Boadi Junction–Emena Road.

2.1 Geology and Soils of the Area

The geology of Ghana consists mainly of the parallel disposition of evenly spaced belts of

folded Birimian metalavas. It is divided mainly into upper and lower Birimian. The project

area which is within Ashanti region falls within the upper Birimian. These consist chiefly of

metalavas (metamorphosed basaltic and andesitic lavas). The Birimian System in Ghana is

part of the Birimian supracrustal sequence of West Africa, which extends from Ghana

westwards to Senegal and Mauritania and northwards into Burkina Faso.

The Birimian rocks consist of interlayered sedimentary and volcanic flow rocks
metamorphosed to low green schist facies of Barrovian type. It is divided mainly into upper
and lower Birimian. From visual inspection, it was discovered that, the soil at the project site
is lateritic intermixed with fused laterite.

2.2 Climate & Rainfall

Kumasi features a tropical wet and dry climate with relatively constant temperatures

throughout the course of the year. Kumasi is noticeably wetter than nearby Accra, the capital

of Ghana averaging around xxx mm of rain per year.

The city almost features two different rainy seasons, a longer rainy season from March

through July and a shorter rainy season from September to November. In actuality, the month

of February through to November is one long wet season, with a relative lull in precipitation

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in August. Similar to the rest of West Africa, Kumasi experiences the Harmattan during the

“low sun” months. Lasting from December to February, the Harmattan is the primary source

of the city’s dry season.

Details:

 The average temperature in Kumasi, Ghana is xxx °C (xxx °F).

 The range of average monthly temperatures is xxx °C.

 The warmest average max/ high temperature is xxx°C (xx°F) in February.

 The coolest average min/ low temperature is xxx °C (xxxx °F) in January, February &

December.

 Kumasi receives on average xxxx mm (xxxx in) of precipitation annually or xxxx mm

(xxx in) each month.

 On balance there are 137 days annually on which greater than 0.1 mm (0.004 in) of

precipitation occurs or 11 days on an average month.

 The month with the driest weather is January when on balance 20 mm (0.8 in) of rain

falls across 2 days.

 The month with the wettest weather is June when on balance 234 mm (9.2 in) of rain

falls across 17 days.

 Mean relative humidity for an average year is recorded as 83.2% and on a monthly

basis it ranges from 75% in February to 87% in June, July, August, September &

October.

 There is an average range of hours of sunshine in Kumasi of between 2.3 hours per day

in August and 6.8 hours per day in April.

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 On balance there are 1900 sunshine hours annually and approximately 5.2 sunlight

hours for each day.

2.3 Demographic characteristics

2.3.1 Population

The Kumasi metropolis is the most populous district in the region. It has a population of

1,170,270 (1,538,623 IN 2005 projected) which accounts for just under a third (32.4%) of the

region’s population. Kumasi has attracted such a large population partly because it is the

regional capital, and also the most commercialized town in the region. Other reasons include

the centrality of Kumasi as a nodal town with major road arteries to other parts of the country

and the increasing number of educational institutions; a polytechnic, three teachers training

colleges and universities. Kumasi is also the traditional seat of the Ashanti King.

This, coupled with the many historic and other attractions such as the cultural centre, the

military museum, the legendary Okomfo Anokye and the Manhyia Palace, among others, may

account for this trend.

Table 1: Demographic information

District Pop. Male Female Sex District Prop. Pop

Ratio Share Of Urban Density
Pop
All Districts 3,612,950 1,818,216 1,794,734 101.3 100.0 51.3 148
Bosomtwe/At
146,028 71,904 74,124 97.0 4.0 5.0 236
wima/Kwa
Kumasi
1,170,270 587,012 583,258 100.6 32.4 100 5319
Metropolis

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2.3.2 Growth Rate

Ashanti Region is currently the second most urbanized in the country, after Greater Accra

(87.7%).The large urban population in the region is mainly due to the fact that the Kumasi

metropolis is not only entirely urban but accounts for a third of the region’s population. The

growth of industries and the increase in commercial activities, in and around Kumasi, may

account partly for the relatively high urban population.

The Population has grown rapidly over the inter-censual periods from 16,724 in 1970, 22,636

in 1984 to 1,170,270 in 2000. Based on these census reports the estimated growth rate is 5.5

per cent

2.3.3 Population Density

Ashanti Region has a relatively high population density of 148 per sq. km, having increased

steadily from 45 persons per sq km in 1960 to 61 persons per sq km in 1970 and to 86

persons per sq km in 1984. The region’s density, which was around the fifth in the country up

to 1984, rose to the third densely populated region (148 sq km) after the Greater Accra (895

per sq km) and the Central (162 per sq km) Regions in 2000. The high population density of

the region may be explained by the fact that it has the second largest economy in the country,

after the Greater Accra Region, which tends to attract people to the region.

KMA has a total land surface of about 211.6 square kilometres (2000 Census) with a

population density of 5319 persons. The Kumasi metropolis (5319) has not only the second

highest population density in the country but is also only slightly lower than the Accra

metropolis (5530).

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2.3.4 Household Sizes and Characteristics

The average household size in Ashanti is 5.3 persons, the same as Brong Ahafo. It is lower

than only the three northern regions.

The average household size in KMA is 5.1. The average number of households per house in

KMA is also 3.4. The relatively large number of households per house in Kumasi may be due

to the relatively large population in the metropolis.

Children constitute 34.0 the highest proportion of household members in all the Metropolis.

Several factors may account for the high proportion of children of household heads in the

District. In addition to minors who may still be living with their parents, there could also be

children, particularly females, who may move to stay with their parents, in accordance with

tradition, during the latter part of pregnancy, well into the post natal weaning period, before

returning to their spouses. Divorced, widowed, unemployed or even destitute children may

also fall back to live with their parents while sorting themselves out. All these are indications

of the fall-back support system that is the bedrock of the traditional family structure.

Other relatives form the second highest proportion of the population in households in the

districts after children, constituting between 12.9 and 43.3 per cent of households. A number

of socio-economic factors may account for the high proportion of “other relatives” in

households in the Kumasi metropolis. Kumasi metropolis is an urbanized which attracts

persons who stay with relatives while actively searching for jobs on their own dwelling units.

Large households exert pressure on housing, thus leading to large population per room or

overcrowding.

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2.3.5 Occupational Distribution

Sales and Production work are the major occupations in the Kumasi metropolis. The fact that

the Kumasi metropolis is the main commercial and industrial centre in the region, may partly

account for the large proportion of the population in Sales and Production work. The

proportions of the economically active population in Professional and Technical work are

relatively small.

The government’s policy of making the private sector the engine of growth of the economy

needs to be encouraged, since a greater proportion of the population in the district tends to be

engaged in this sector. The private sector, as presently constituted with such high proportions

of single person enterprises, cannot be an engine of growth. Such enterprises do not expand

to absorb the ever-increasing labour force. Moreover, they contribute next to nothing to taxes.

Policies aimed at improving the private sector and creating an enabling environment, should

therefore aim at capacitating such enterprises to expand their base in order to be able to

absorb extra labour. The self-employed without employees, in the private informal sector,

many of whom are not even properly registered, also raise problems of mobilization for such

social welfare issues as social security and health insurance, which are becoming important

concerns for Government. Appropriate policies to integrate this sector into the various social

sector schemes will therefore need to be evolved. Such integration can even have an indirect

positive effect on the growth and expansion of such private sector enterprises.

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3.0 MOBILIZATION AND FIELD RECONNAISSANCE

3.1 Mobilization
3.1.1 The Project Team
The RTEP 2015/16 Group2 comprises five (5) students most of whom have acquired some
practical professional experience prior to enrolment on the programme.

The roles and designations of the team members on the assignment are shown in Table 3.1.1.

Table3.1.1 Project Team Responsibility Assignment Schedule

No. NAME INDEX DESIGNATION

Paul Yaw Adanse-Pippim Team Leader/Drainage
1 PG2223714
Duah Engineer/Environmentalist
Assistant Team Leader/ Geotechnical
2 Victoria Afriyie-Darkwa PG2223414
& Cost Engineer

3 Stephen Tettey PG2223914 Pavement/Contracts Engineer

4 Eric Nyame-Baafi PG2223114 Traffic Engineer/Transport Economist

5 Emmanuel Komla Dzisi Jnr PG2223214 Highway Design/Road Safety Engineer

3.2 Field Reconnaissance

The Project Team paid visits to the project site on 20th and 21st January, 2016. The team

traversed the entire site on foot inspecting the features of the existing road, traffic operations

and conditions, drainage structures and how they were functioning, available right-of-way,

presence of utility lines and features among others. The visits were useful in enabling the

Team to gain appreciation of existing site conditions and to help conceive what needed to be

done to accomplish the objectives of the assignment.

A summary of information obtained from the site reconnaissance is presented below.

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3.2.1 Terrain
The existing ground features three (3) slopes, namely two gentle inward slopes from KNUST

SHS and Phase One site towards the centre of the site (i.e. N-S and S-N), and one relatively

steep outward E-W slope across the centre of the site towards the Boku stream (a tributary to

the Wiwi River).

Figure 3.2.1: Site terrain showing cross slopes

3.2.2 Soils and Vegetation Cover

The upper reaches of the project site are overlain with lateritic soils interspersed with fused

laterite. As one goes down westward along the slope, the surface soil changes to loamy and

clayey material. The upper reaches of the site is sparsely covered with grass, shrubs and

intermittent trees. The vegetation cover becomes denser as one descends towards the Boku

stream. Parches of maize farms can be seen on site, and along the Boku stream are strips of

vegetable plantations.

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Figure 3.2.2.1: A vegetable plantation along the Boku stream Figure 3.2.2.2: Site showing lateritic soil and vegetation cover

Figure 3.2.2.3: Site showing fused laterite and vegetation cover

3.2.3 Existing Roads

There are no existing roads within the site perimeter. There are however a track from the

main Boadi Junction – Emena road through the site to the Phase One site entrance. There are

also a number of foot tracks providing access to the vegetable plantations. Bordering the site

on the eastern side is the Boadi Junction – Emena road. The proposed main entrance to the

site is located on this road. By the DUR road classification system the Boadi Junction –

Emena road is a Collector/distributor handling traffic between access roads along it, Boadi,

Kotey and the Accra –Kumasi road (N6).

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Figure 3.2.3: Existing site access (LHS picture) and proposed access location (RHS picture) on Boadi Jn.-Emena road

The Team agreed on the fact that the main entrance configuration was a critical aspect of the

design given the current traffic volume, speeds of vehicles observed, as well as the estimated

future traffic upon completion of the project. It was observed that vehicles travelling on the

road between the proposed project site and the adjacent ECG substation/Ghana Telecom

office through to Boadi were travelling at relatively high speeds. This could pose a challenge

for the vehicles entering/exiting the traffic stream from the hospital since current visibility for

vehicles in this section may not be adequate. Both the current access point and the proposed

entrance are in horizontal curves. Visibility is impaired near the current access point due to

the steep upward vertical profile on the approach from Emena. The proposed entrance

location is not close to the vertical curve but has entrances to the ECG and Ghana Telecom

premises in close proximity. It is recommended that the location of the intersection must

therefore be moved a few meters from the proposed location in order to avoid some of these

challenges and improve general safety. The current superelevation of the main road may need

some improvement since the road surface appears to be flat.

Besides the intersection, most parts of the site did not seem to present any challenges. The

terrain is gently undulating and it is not expected that there would be many cuts or fills

required as per our observation.

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3.2.4 Traffic
The traffic on site is mainly construction-related and therefore limited to periodic vehicular

and pedestrian movement between the Boadi Junction – Emena road and the Phase One site.

A few crop farmers also cross over the site to their farms. The Boadi Junction – Emena road

however carries medium traffic with significantly high speeds. Traffic on this road is free-

flowing.

3.2.5 Drainage
As stated in 3.2.1 above the site features appreciable slopes that make it well-drained. The

surface slopes are such that runoff collects naturally towards the centre and then flows

outward to the east into the Boku stream. Due to the good slopes and the high elevation of the

site from the Boku stream it is not expected that groundwater would in any way hinder

construction work or be deleterious to constructed infrastructure.

3.2.6 Environment
The project is expected to impact various components of the environment from construction

to its operational stages. Some envisaged social, physical and biological impacts are

discussed below.

3.2.6.1 Social
Positive impacts

- employment at design stage, during and after construction

- improved access to health care

Negative impacts

- Noise pollution during construction

- Loss of livelihood through loss of farm land (through borrowing and construction)

- High pedestrian safety risk due to increase in vehicle-pedestrian interaction

3.2.6.2 Physical

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Negative impacts

- Soil erosion through increased runoff

- Pollution of water bodies by earthworks, fuel and lubricants, night soil, bath water and

refuse during construction

- Pollution of water bodies by effluent from mortuary and other hospital facilities

- Air pollution from exhaust fumes during construction

- Air and soil pollution from refuse and litter during and after construction

3.2.6.3 Biological

Negative impacts

- Loss of natural habitat for squirrels, birds and other animals

- Loss of vegetation cover through land take by construction and borrowing

- Destruction of aquatic life through water pollution

- Unhealthy irrigation water for vegetable plantations due to water pollution

3.2.7 Road Safety

The existing Boadi Junction – Emena road features two (2) horizontal curves, one on each

approach to the proposed entrance. There is also a pronounced vertical curve on the Emena

approach. There are currently no road signs to warn road users of crossing vehicles and

pedestrians. The road is not marked and so one cannot tell the carriageway from the

shoulders. The bituminous road surface is also bleeding and would make the road slippery in

hot or wet conditions.

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Figure 3.2.7: Existing road showing approach curve, bleedng and open drain

The roadside drains are also and open concrete u-drains – a safety hazard for both pedestrians

and vehicles.

3.3 Initial Consultations

3.3.1 KNUST Development Office
In order to understand the basis for the architectural road layout, including selection of main

entrance location, size of parking areas the KNUST Development Office was consulted with

the hope of obtaining an engineering/architectural consultant’s report. The team was referred

to the Faculty of Architecture for the said report, only to be informed that all such reports had

been handed over to a foreign consultant who never returned them. The team is therefore not

in possession of any information forming the basis of the road layout concept.

3.3.2 Building and Road Research Institute (BRRI)

An enquiry made at the Accident Data Division of the Building and Road Research Institute

(BRRI), Fumesua-Kumasi for accident data on the Boadi Jn. – Emena road revealed that the

division has no accident data record on the road. The reasons given were that, the road is not

among the selected roads in Kumasi where they conduct routine accident data collection and

also, the Accident division has not received any accident report on the Boadi Jn. – Emena a

road from the Police. It can be inferred that the road is currently accident-free.

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4.0 PROGRESS OF WORK, METHODOLOGY AND WORK SCHEDULE

4.1 Progress of Work

In order to ensure the timely completion the Project Team has begun conducting detailed

materials investigations, traffic studies, preliminary geometric designs, hydrological studies

and hydraulic analyses and design. Investigations into the use of rates of similar works as

well the survey of inputs encompassing machine, labour wages, cost materials for use for

sample rate analysis are underway. Scoping of potential impacts of the project on

components of the environment has been done and will be the basis of the determination of

mitigation measures.

4.1.1 Desk Study

The team has so far obtained all relevant Specifications and Standards for the various aspects

of the project. Available reports and data on materials, traffic volumes, axle load factors, and

hydrological data have been collated and studied to inform the appropriate design of the

various features.

The desk study and review of available data entailed the use of documents on standards and

specifications as well reports and/or data relevant to the assignment. These include the

following:

Road Design Guide (GHA, 1991);

Highway Drainage Manual (DUR);

Civil Engineering Standard Methods of Measurement (CESMM3, 1988);

Public procurement Act (act 663, 2003);

Pavement Design Manual (GHA);

Standard specification for road and bridge works (MRT,1991);

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Manual on uniform traffic control devices (USDoT, 2000) ;and

EPA Act 490, 1994 and LI 1652;

Highway Capacity Manual, AASHTO 2001;

BS EN 1436 Road Marking Performance for Road Users.

4.1.2 Materials and Pavement Investigation

Geotechnical investigations will be conducted on the subgrade to determine its characteristics

as well as its bearing capacity to sustain the traffic load that will be imposed on it. The insitu

test that will be carried out will include Dynamic Cone penetration (DCP) test and trial

pitting along the road corridor as well as the car parks. The Dynamic cone penetration (DCP)

Test will be conducted at ranges of 50m interval .This is because the Dynamic cone

penetration test (DCP) determines the sub grade strength and also informs the decision on the

design of the pavement layers. The trial pitting will be conducted at 100m intervals since the

project area is a small area and as such does not span across different soil formations. Sample

of the insitu soil will also be taken to the laboratory for the relevant test to be conducted.

Soil samples from identified borrow pits will also be tested to decide their suitability for the

road works and identified car parks. Some of the laboratory test that will be conducted will

include grading, compaction, California bearing ratio, atterberg limits and moisture content.

Quarry aggregates that will be used for sealing works will also tested at the laboratory to

determine its suitability. Grading, ten percent fines, Los Angeles Abrasion (LAA) and

flakiness Index (FI) are some of the test that will be conducted on the aggregates.

Investigations into borrow materials – gravel, crushed rock and sand – are will also be carried

out. Samples would be taken from some existing borrow sites to validate their suitability.

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All soil and aggregates test will be conducted in accordance with the Ministry of Roads and

Highways specifications already collated.

4.1.3 Traffic Studies and Projections

The traffic studies methodology that will be adopted for the project will rely on both a

comparative (proxy) approach because it is a new development and a theoretical approach to

determine the parking needs, pavement design and other traffic characteristics of the

proposed development. Also the access requirements and the impact of the project on the

adjoining road will be determined. The chosen comparative site is the Komfo Anokye

Teaching Hospital (KATH) in Bantama, Kumasi. This facility has similar land use as the

proposed development and will assist in the forecasting of traffic for the proposed

development. It will also help the consultant to assess the adequacy of parking provided for

the new development.

The following traffic studies will be conducted so as to achieve the objectives of the project:

1. Proxy (Comparative site)

Traffic generated by proxy (refer to Figure 1 for count locations)

 Parking studies

2. Proposed development

 Link Traffic Volume Count (refer to Figure 2 for count location)

 Forecasting of Future Traffic (Traffic Demand)

 Traffic Management and Safety

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Data Collection

A 12 hours traffic volume count will be conducted on the Boadi Junction – Emena road d in

front of the proposed development and the proxy site from 6:00am to 6:00pm. The volume

count on the Boadi Junction – Emena road will inform the consultant on the current traffic

situation on the road. In addition, the volume count at the proxy site will inform the

consultant on the traffic generated by the proxy facility. This will serve as a basis upon which

the consultant will predict the traffic that will be generated by the proposed development.

Two count locations have been identified at the proxy site. (i.e. the KATH roundabout

entrance to the site and the Emergency Unit entrance: off Steward Avenue). Directional and

classified traffic volume counts (including both motorized and non-motorized transport) will

be conducted manually on Monday, Wednesday and Saturday to reflect the beginning, middle

and end of the week. In this way the trend for the week will be fairly covered.

Analysis of Data

The Consultant will largely employ in-house programmed spreadsheet for the analysis of

data. The summaries of the analysis will include the computation of:

 Monthly variation factor – needed for the estimation of Base year AADT

 Average Daily Traffic (ADT) volume for each vehicle type /group and the total ADT

 Base Year Annual Average Daily Traffic (AADT), volume for each vehicle type/group

in the traffic stream

 Proportion or composition of each vehicle type /group in the traffic stream.

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Forecasting of Future Traffic (Traffic Demand)

This addresses the estimation of traffic that would use the Project during the construction of

the project till 20 years upon completion of the project.

Growth rate to be adopted for forecasting the traffic will be determined based on historic

traffic data, population and per capita income growth rates.

Parking Studies

The parking characteristic of importance in this assessment is the accumulation. This is

defined as the maximum number of vehicles parked at any time at the location understudy.

The average accumulation of vehicles at the proxy site will be used to estimate the parking

demand of the proposed development. An appropriate parking layout will be developed for

the new development.

4.1.4 Hydrological Studies and Hydraulic Design

The objective of the hydraulic and hydrological studies is to identify drainage requirements

for the proposed construction layout. The following activities are being undertaken in order to

complete the drainage design process:

 Collection and Review of Existing Data

 Drainage Survey

 Hydrological Analysis

 Hydraulic Analysis

 Design of Drainage Structures

During the field reconnaissance survey the surface topography through which the Boku

stream flows was documented. The layout provided for the site features the topography of the

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project area and would be used to undertake the necessary hydrological studies, hydraulic

analyses and design.

Hydrological Analysis

Meteorological information for the Kumasi area has been obtained. Using a hydrologic model

and return period recommended by DUR in conjunction with the proposed land use of the site

catchment areas and their slopes appropriate peak flows would be estimated.

Hydraulic Analysis

Based on the estimated peak flows, alignment slopes, preferred conveyance structure and

material drainage structures would be sized. A sensitivity analysis would be carried out using

higher return periods to obtain higher peak flow values.

Drainage Schedule

On completion of the hydraulic analyses a schedule summarising all drain types, sizes,

lengths and locations would be provided.

The necessary standards and guidelines have already been collated to aid the drainage

analyses and design. They include:

Road Design Guide (GHA, 1991);

Highway Drainage Manual (DUR);

Ghana Meteorological Services Department Departmental Note 23 (Maximum Rainfall

Intensity - Duration Frequencies in Ghana) by J. B. Dankwa (1974).

4.1.5 Geometric Design

Based on the Terms of Reference provided it is understood that the geometric design and

road safety aspects of the task would entail primarily;

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1. The design of the Vertical and Horizontal alignment of the roads showing details for

the proper setting out of works.

2. The design of the main access entry junction

3. Design of pedestrian walkways, lay-bys and appropriate intersection details as well as

all relevant traffic management features (such as traffic signs, road markings, etc) that

are required for the safe and efficient operation of the road network.

4. Liaising with relevant road agencies for appropriate specifications and standards to aid

in the performance of these tasks.

The two main types of traffic to be designed for are vehicular and pedestrian traffic. The two

main traffic movements to be handled are those at the entrance and those within the site. In

both cases the objective of design would be to provide geometry and physical structure so as

to ensure reasonable flow for all traffic while minimising or eliminating conflict between

different streams and types of traffic.

The topographical data supplied by the Client have been scrutinized and validated for the

work to be carried out. The survey extent and details are deemed sufficient for undertaking

the geometric design.

Since speeds within the site are expected to be low the horizontal alignments are expected to

follow the architectural road layout closely. Any deviations from this layout, where necessary

for safety, would be proposed.

Proposed Design Standards

1. Ghana Highway Road Design Guide (1991)

2. BS EN 1436 Road Marking Performance for Road Users.

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3. Standard Specification for Road and Bridge Works, (2007), Published by the Ministry of

Road Transport;

4. Standard Details, Road Signs and Marking for Urban and Trunk Roads;

4.1.6 Pavement Design

A geotechnical investigation and axle load survey at a proxy facility will confirm the
structural capacity of the subgrade to determine the pavement layer and thickness to be
designed.

Use will be made of available data on the following

 Construction materials exploration

 Pavement material and subgrade investigation
 Laboratory testing of representative soil, water and rock samples.
Primary data will be collected where such information is not available.

Pavement configurations will be designed according to the GHA Pavement Design Manual
and the AASHTO Pavement Design Methods.

A double seal bitumen surface (10mm on 14mm chipping) will be employed to provide the
needed smooth surface.

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Impact Assessment

The Construction of the pavement will impact on the environment positively or negatively.

The design aims to minimise the negative impact.

Selection of pavement materials in conjunction with the geotechnical engineer and the

construction by layer thickness and compactive effort at optimum level will be employed.

The double seal construction will provide pavement smoothness than the conventional single

chip seal. Recent research is increasingly confirming the role of pavement smoothness in

reducing the emissions and fuel consumption of the vehicles that use the road. A full scale

field study conducted by the trucks running on slightly smoother pavements could reduce fuel

consumption by 4.5 per cent.

Pavement will be designed as Perpetual pavements, designed to last indefinitely with just the

top 25-30mm wearing course needing to be replaced every 10 years or so, significantly

reducing both the maintenance and construction costs and the need for new materials

4.1.7 Impact Study and Assessment

The initial environmental screening has been done to identify significant impacts of the

project components of the environment.

Further assessment of the positive and negative social, physical and biological impacts of the

project will be done by a desk study of similarly implemented projects and social

consultations.

Mitigation measures for significant negative impacts would be identified so as to achieve one

of the following:

1. Avoid the negative impact – e.g. by design modification, change of construction

method or materials

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2. Minimise the negative impact – e.g. by design modification, education, change of

construction method or materials, provision of safety wear and equipment

3. Compensate for the negative impact – e.g. by replacement, settlement or

provision of amenities

4.1.8 Construction quantities, Cost Estimates and Contract Documents

The various elements of the project which have been designed will be quantified and then

costed. A Bill of Quantities will be prepared as prescribed by the Civil Engineering Standard

Method of Measurement (CESMM) document. In developing rates build up, all the factors

(equipment, labour, overheads, profit, etc) will be considered in order to arrive at realistic

rates. A market survey will be conducted as well as consultation with industry players in

order to obtain realistic rates. Rates will be compared with those of some recent similar

tenders.

Tender documents to enable procurement of works on the principle of competitiveness and

transparency will be prepared. The standards to be used include:

 Civil Engineering Standard Methods of Measurement (CESMM3, 1988);

 Public procurement Act (act 663, 2003);

4.1.9 Economic Appraisal of Project

For the economic appraisal of the project, the Consultant will employ the Highway

Development and Management Investment Model, (HDM-4), for the economic analysis and

evaluation of the Project for the 20 years following the completion of the construction of the

road. The economic evaluation would be carried out for both "with" and "without" project

cases.

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The Consultant is aware that the Road Deterioration sub-model is one of the sensitive models

in the HDM-4 Model. In this regard, a calibrated model will be used to predict the behaviour

of the road.

HDM-4 Input Data

The following data will be collected to serve as input into the HDM-4 Model:

 Existing road characteristics

 Vehicle fleet characteristics

 Road works standards

 Economic costs

 Economic benefits

In accordance with the TOR, The economic cost and benefits of the project will be evaluated

for the calculation of the Net Present Value (NPV), Economic Internal Rate of Return (EIRR)

and Benefit/Cost Ratio. Benefits will be calculated based on savings in vehicle operating cost

and time. Other non-quantifiable costs and benefits will also be listed. Groups that benefit

and cost accrued will be identified. Staging and Implementation for the project will also be

analyzed and discussed.

4.2 Work Schedule/Programme of Works

We are very much aware of the need to expedite action in the accomplishment of the project.

With the inception phase of the work completed, we are confident that within the following

schedule, we shall accomplish the project on time.

See the attached Work Schedule for the project assignment.

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5.0 PROPOSED CONTENT OF DRAFT FINAL REPORT

Executive Summary

Background &Introduction

Traffic Studies & Analyses

Geometric Designs

Hydrological Studies and Drainage Design

Geotechnical Investigations and Analyses

Pavement Design

Environmental Impact Assessment (EIA)

Cost Estimates, Bill of Quantities & Bid Documentation

Progress of Work/ Current Activities

Working Drawings

Plans & profiles

Cross-sections

Line Diagrams etc

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6.0 CHALLENGES ENCOUNTERED

Aside the following documents no previous design report has been provided by the client:

 Topographic Site Survey Map;

 Proposed site layout drawing showing the proposed location of the buildings and

associated infrastructure;

 Architectural sketch drawings of the various building units.

It is therefore difficult to understand the criteria used to develop the road layout shown in the

given drawings.

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7.0 APPENDIX
Figure 1. Volume Count Locations (In Red) for Proxy Site.

Figure 2. Volume Count Location (In Red) on the Emena Road.

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