200813-Kibremengist-Bule Kero (Lot1) ERA Site Visit Report

SOUND Engineering Solutions PLC Section 2.
5: Site visit, Knowledge and Appreciation of the project
SECTION 2.5 SITE VISIT, KNOWLEDGE AND APPRECIATION OF THE

PROJECT
2.5.1. PROJECT APPRECIATION

Team of professionals from SOUND Engineering Solutions PLC. has visited the project area
from 11th of August 2020 to 15th of August 2020. The team visually observed the site by driving
through the whole project road. Moreover, the data collected together with the scope of the
services detailed in the TOR has enabled the consultant to have a good insight of the project
for the preparation of the proposal.
The main objective of the visit was to assess the general engineering features and condition of
the project route. The inspection was made to evaluate the existing condition of the road and
drainage structures, availability of construction material, existence of any right of way problems,
Climatic condition, Traffic Safety issues, sections prone to geotechnical problems and to put
forwarded our expectations and recommendations related to the project. Different conditions of
the portion of the route with existing road and location of towns and villages were seen,
photographed and their locations were recorded with four wheel drive kilometer gauge.
Appreciation of the existing project road situation is set out in the successive sub sections
ahead.
GENERAL DESCRIPTION OF THE PROJECT AREA AND THE ROAD

The Kibremengist (Adolawayu)-Shakiso-BuleHora Road Project (Lot I: Adolawayu-Bule Kero)
Road Project is intended to connect 3 Wereda Administration and 3 Town Administration
located within Guji Zone of Oromia National Regional State.
The rural Wereda are Adola, Odoshakiso and Harawayou Wereda Administrations while the
town administrations, which have Wereda Status, are Adolawayu and Shakiso Towns
Administration. As per the TOR of the project, the project start is Kibremengist (Adolawayu)
Town while the project end is Bule Kero, located within the Harawayou Wereda Administration.
However, the administrative boundary between Guji and West Guji Zone as well as between
the Harawayou and Melaka Soda Wereda is Dawa River located at about km85. As a result, it
seems reasonable to extend the concept design work up to Dawa River rather than limiting the
cut-off point at km70 that will split Harawayou Wereda in to two phases of the project.
The project can be accessed from both start and end, from end, Bule hora town, 470Km on the
road from Addis Ababa –Hawasa- Moyale-Kenya and from start, Kibremengist (Adolawayu),
which is 460Km for Addis Ababa – Hawasa- Negele road.
Package 4: Shekhusen-Mechera and Ginir-Beredimtu-Imi-Lab-Gode Road Projects

1
SOUND Engineering Solutions PLC Section 2.5: Site visit, Knowledge and Appreciation of the project
Figure 1: Location of the project
2.5.2. MAJOR TOWNS / VILLAGES ALONG THE ROAD

The project road traverses a number of towns and small villages. All of these towns are
furnished with the basic infrastructure facilities and utilities like electricity, telephone, ground
water, health center and hotel also possesses Woreda administrative, bank and sectarian
offices, governmental as well as non-governmental organizations.
The table below shows the location of control points
Table 1: Location of control points

Station
Length
No Name Type of Settlement
From To (m)
1 0+000 3+000 3000 Adola- Wayu Town
2 3+000 7+840 4840 Rural
3 7+840 9+200 1360 Abalo( Gunacho) Village

2
Station
Length
From To (m)
4 9+200 10+920 1720 Rural

5 10+920 11+260 340 Gido Chima Village
6 11+260 13+800 2540 Rural
7 13+800 19+000 5200 Shakiso Town
8 19+000 21+300 2300 Rural
9 21+300 22+800 1500 Kela Village
10 22+800 25+720 2920 Rural
11 25+720 26+360 640 Sodu Meleya Village
12 26+360 26+900 540 Rural
13 26+900 27+900 1000 Rural
14 27+900 29+300 1400 Rural
15 29+300 30+900 1600 Reji Village
16 30+900 32+100 1200 Rural
17 32+100 32+800 700 Rural
18 32+800 33+500 700 Rural
19 33+500 33+800 300 Dolovia Village
20 33+800 34+980 1180 Rural
21 34+980 35+600 620 Welena Reji Village
22 35+600 37+700 2100 Rural
23 37+700 38+400 700 Rural
24 38+400 42+660 4260 Rural
25 42+660 46+100 3440 Megado Developing Town
26 46+100 46+600 500 Rural
27 46+600 48+580 1980 Rural
28 48+580 51+300 2720 Bore-Shet(1) Village
29 51+300 51+900 600 Rural

30 51+900 52+360 460 Bore-Shet(2) Village
31 52+360 53+780 1420 Rural
32 53+840 54+280 440 Ebecha Village
33 54+280 55+200 920 Rural
34 55+420 56+100 680 Lege Buna Village
35 56+100 57+600 1500 Rural
36 57+640 57+940 300 Key-Afer Village
37 57+940 59+120 1180 Rural
38 59+120 62+040 2920 Haya Dima Town

3
Station
Length
From To (m)
39 62+040 63+580 1540 Rural
40 63+580 64+080 500 Badime Village
41 64+080 66+540 2460 Rural
42 66+540 67+140 600 Kokobe Village
43 67+140 67+600 460 Rural
44 67+600 71+000 3400 Rural
45 71+000 71+700 700 Rural
46 71+700 72+500 800 Bule Kero Town
47 72+500 72+724 224 Rural
Photo # 1:
Newly
Constructed Kibremengist Shakiso road segment
2.5.3. EXISTING GEOMETRIC ROAD CONDITIONS

4
The team has observed the existing roads to identify constraints with regard to geometry
parameters. Accordingly, it had been noticed that ,the existing gravel road has an average
carriageway width of 6-7m with fair to poor riding quality due to loss of gravel wearing course.
The road alignment in the first 14kms until Aweta River is categorized as flat to rolling alignment
and Gentle Grades. The section from km 3+000 to 12+000 is characterized with generally
Gentle curves with some steep ascent and descents in some sections of the road.
There are sharp curves and steep descents towards Aweta River from km 12+000 to 14+000.
This section of the alignment, general characterized by sharp horizontal curves and steep
grade, in balance with the mountainous topography. At few spots of mountainous terrain, it is
difficult to attain the minimum geometric parameters and relaxation from the standard is
expected.
Photo # 2: Steep descent on the section 3+000 to 12+000

5
Photo # 3: Sharp curves and descents to Aweta River
Road alignment from Km 14+000 to km 46+500 is administratively located in Shakiso Oda

Wereda. The road alignment from km 14+000 to 19+400 is a new realigned route at a distant
from the existing route as per the master of the city, and then follows hill side alignment until km
36+000. The road alignment from station 36+000 to 43+000 is a mountainous to Escarpment
section and generally follows as ridge top alignment and gently descends downward till it
crosses Mormora River at km 43+200. However, in some sections there are sharp curves and
steep gradients which need improvement to meet the required standard.
The last section of the project road alignment from Km 46+500 to End is administratively
located in Haga-Wayu Woreda. The road alignment from km 46+500 to km 66+000 follows a
foot of mountain with rolling and Mountainous terrain. The remaining section of the project (from
km 66+000 town to end of project) alignment mostly follows ridge top alignment. Some section
of the project is characterized by sharp curves and steep grades in balance with the
mountainous and Escarpment topography. In some section of the road, it is difficult to attain the
minimum geometric parameters and relaxation from the standard is expected.

6
Photo # 4: Typical sharp curve along the project road
Photo # 5: Typical sharp curve along the project road
2.5.4. PAVEMENT CONDITION
The assessment was carried out through a slow drive survey over the project route with visual
inspection conducted by stopping at places where soil type change, at highly distressed
pavement sections, at sources of construction materials and other special conditions which

7
requires emphasis. Detail pavement material investigation and pavement design results will be
presented after undertaking detail investigation along the route corridor, these include detailed
investigation on: - existing sub grade, construction materials, ground water table, pavement
condition survey on the existing surface treatment road segment and gravel wearing course
layer road segment etc.
The result of investigations and further analysis of material samples in the laboratory will give
the necessary input parameters to be used in designing the pavement structure of the road, in
design/accessing land slide area, used to identify the suitability of construction material sources
and in designing bridge and other structures.
2.5.5. AVAILABILITY OF CONSTRUCTION MATERIALS

Availability of suitable construction materials within the project vicinity plays a vital role on the
investment cost of the Project. Therefore, visual investigation and location of potential sources
of construction materials viz. hard rock for crushing, borrow materials for gravel, embankment
works and replacement of unsuitable soils, natural sand and water was given due attention.
Accordingly, the team has identified a number of potential rock, borrow material and water
sources (from the seasonal rivers) just within the road corridor Moreover, borrow pit material for
graveling and embankment is also found each side along the route of existing roads. The
availability of material sources within a reasonable distance from the project road is confirmed
by the local people. Yet, further investigations should be done to locate adequate construction
material in the vicinity of the project area upon commencement of services.
The table below shows the location and place of the construction material
Table 2: List of Rock Quarries along the Road Project
Ref Over
GPS Chain Offset/
. Type of material burden Suitable Quantity m3
coordinate age distance
No thickness
 Fresh columnar (m)
basaltic rock
formation
 Previously used site
for construction of
Adola - Negele road 0.5m
37+0483404 For crushed Accessible
Q1 0+000 23km RHS asphalt layer and reddish
0665343 aggregate >200,000
belongs to the clayey silt
government
 Ideal for asphalt and
base course
construction
 The upper 0.5m is

8
 Basaltic rock
formation
37+0483731
 Newly identified
0632593 25+400 For crushed
source 1m
aggregate Accessible
Q2 1.5km  Requires blasting reddish
/jack hammer for >200,000
clayey silt
processing
 Ideal for installation of
crusher
 Can be used as
 Gabbro rock
formation
 Requires blasting/jack
hammer for
9.4km processing
1m light
 Can be used as For
37+0477707 from km70 brown Accessible
Q3 79+400 crushed aggregate for crushed
0593457 Alongside clayey >200,000
base course, asphalt aggregate
of the road and concrete material
silt
 Newly identified
source
 Ideal for installation of
crusher
Table 3: Locations of Borrow Sources Identified Along the Road Project

GPS
Ref. Chain Offset/ Status and assessed
Coordinate Type of Material
No. age Distance quantity
s
 Reddish clayey silt mixed with
gravel size rock formation
 Can be excavated by
excavator/dozer
Existing borrow material
37+0496860
BP1 5+300 50m RHS Accessible
0645810  Previously used site
Qty: > 100,000
 Can be used for the construction
of embankment or as a
replacement material
 Gravel size marble mixed with
reddish clayey silt
 Can be excavated by Existing borrow material
37+0495927 10+70
BP2 2km LHS excavator/dozer Accessible
0639113 0
 Ideal for fill and sub base Qty:>100, 000
material source

9
GPS
s
reddish silty sand
 Can be excavated by Existing borrow material
37+0493765 11+70
BP3 2km RHS excavator/dozer Accessible
0642578 0
 Ideal for fill and sub base Qty: >100,000
material source
gravel size marble
Alongsid  Can be excavated by
37+0492225 13+76
BP4 e of the Accessible
, 0639745 0 excavator/dozer
road Qty: >100,000
 Ideal as fill material source
gravel size marble
 The upper 1m reddish clayey silt Existing material source
37+0490792 29+80 5.3km
BP5  Can be excavated by Accessible
0626161 0 LHS
excavator/dozer Qty: >80,000
 Ideal for sub base and fill
 brown clayey silt mixed with
gravel size marble
37+  can be excavated by
34+80 0.6km Existing borrow material
BP6 0483813
0 RHS excavator/dozer Accessible
0628533
 ideal for fill material source Qty: >40,000
 previously used site
 weathered rock formation
Alongsid  Can be excavated by New borrow material
37+0477837 55+10
BP7 e of the excavator/dozer Accessible
0615715 0
road  Ideal for sub base and fill Qty: >40,000
 New borrow source
 Marble size gravel mixed with
silty sand
37+  Can be excavated by
Existing material source
59+30 4.5km
BP8 0483579 Accessible
0 LHS excavator/dozer
0611002 Qty: >80,000
BP9 37+ 63+00 0.3km  Gravel size rock mixed with Existing borrow source
0479334 0 LHS reddish silty sand Accessible
0609085  Can be excavated by Qty: >100,000
excavator/dozer

10
GPS
s
reddish clayey silt
37+ Alongsid  Can be excavated by
BP1 68+54
0479850 e of the Accessible
0 0 dozer/excavator
0603851 road Qty: >40,000
 Ideal for fill material source
gravel size marble
Alongsid  Can be excavated by
Existing borrow source
BP1 37+ 479690 69+30
e of the Accessible
1 0603160 0 excavator/dozer
road Qty > 40,000
 Ideal for fill material source
Photo # 6: Borrow Pit Source (km29.8)

11
Photo # 7: Water Source (14+300)
2.5.6. TERRAIN OF THE ROUTE

Topography and physical features play an important role in the location and design of a road.
To design a road economically and adequately and to entertain the different factors, the design
elements must be related to topographic features. The classification of terrain is normally done
based on subjective description of the general cross slope of the area through which the road
traverses vis-à-vis the slope approximately perpendicular to the center-line of the road.
Table 4: Terrain Classification
Station
Length (m) Terrain Type
From To
0+000 3+000 3000 Urban
3+000 7+840 4840 Rolling
7+840 9+200 1360 Village
9+200 10+920 1720 Rolling
10+920 11+260 340 Village
11+260 13+800 2540 Rolling
13+800 19+000 5200 Urban
19+000 21+300 2300 Rolling
21+300 22+800 1500 Village
22+800 25+720 2920 Rolling
25+720 26+360 640 Village
26+360 26+900 540 Rolling
26+900 27+900 1000 Mountainous

12
Station
Length (m) Terrain Type
From To
27+900 29+300 1400 Rolling
29+300 30+900 1600 Village
30+900 32+100 1200 Escarpment
32+100 32+800 700 Mountainous
32+800 33+500 700 Escarpment
33+500 33+800 300 Village
33+800 34+980 1180 Mountainous
34+980 35+600 620 Village
35+600 37+700 2100 Mountainous
37+700 38+400 700 Rolling
38+400 42+660 4260 Mountainous
42+660 46+100 3440 Town
46+100 46+600 500 Mountainous
46+600 48+580 1980 Rolling
48+580 51+300 2720 Village
51+300 51+900 600 Rolling
51+900 52+360 460 Village
52+360 53+780 1420 Rolling
53+840 54+280 440 Village
54+280 55+200 920 Rolling
55+420 56+100 680 Village
56+100 57+600 1500 Rolling
57+640 57+940 300 Village
57+940 59+120 1180 Rolling
59+120 62+040 2920 Town
62+040 63+580 1540 Rolling
63+580 64+080 500 Village
64+080 66+540 2460 Rolling
66+540 67+140 600 Village
67+140 67+600 460 Rolling
67+600 71+000 3400 Mountainous
71+000 71+700 700 Rolling
71+700 72+500 800 Town
72+500 72+724 224 Rolling
Table 5: Percentage distribution of terrain
Terrain Total Length (km) Proportion (%) Categorized Proportion (%)

Flat 11.7 12.6
81.8
Rolling 64.0 69.2

13
Mountainous 16.8 18.2
18.2
Escarpment 0 0
As can observed in the table 5 above, the project road is dominated by easy topography (flat
and rolling) which make up about 81.8% of the project length. Relatively difficult mountainous
terrain comprises 18.2% .
2.5.7. ROAD SIDE ENVIRONMENT AND POTENTIAL RIGHT OF WAY

The project corridor within flat and rolling terrains are covered by dense shrub and dense desert
forest. There are some small farmlands in scattered form near the settlements in highland and
lowland. The annual crop production in the areas includes barley, wheat, millet and maize,
according to the information obtained from local residents. Where there is scarcity of the water
along the corridor people are depending on the cattle breeding, which is main livelihood for
them. The roads are accusable to settlement area.
The right of way problems that are expected to be encountered during site possession include
farm land, houses and utility lines. Huge ROW obstructions are expected in the town sections if
widening and cutting of trees for expansion of the roads or re alignment of the roads these may
have a considerable impact on the surrounding environment.. Mechanisms shall also be set out
to mitigate the negative impact for all in each of these road projects Shekhssen-Mechara and
Ginir-Birdimtu-Imi-Lab-Gode Road Projects
The project road passes through a number of towns/villages and land covered with different
type of plantations across the entire section. In town areas, many houses are built very near to
the existing road and electric poles have also encroached the project road. These houses and
electric poles are obstructions to the construction of the road if it has to pass through the center
of the town and follow the existing road alignment. The following photographs show the
obstructions within the existing road alignment.

14
Photo # 8: ROW at Raji Town

15
Photo # 9: Bore Shet Town
Photo #
10: ROW at Megado Town

16
Photo # 11: Enset plantation at 34+400
2.5.8. DRAINAGE
The some major watershed area draining towards the road and most part of the road alignment
passes through the water divide or ridge section , corridor serves as a sub catchment area for
Genale Dawa River basin of the country and the project also cross Dawa River at Sta km
85+080. Most part of the road passes through Ridge, and rolling to mountainous terrain
configuration predominantly noticed on the existing alignment but flat terrain stretches were
also identified during reconnaissance survey. On flat and rolling section of the road, overland
flow analysis will be carried out in fixing embankment height and determining flood relief
structures.
In Mountainous and Escarpment sections of the road, the side drainages will be designed
critically to subsequently adequate the water from the hill sides. In addition, in some stream
channels configuration showed that bank protection will be the main consideration in hydraulic
design in the later stage of the project.
Overall preliminary drainage physical assessment and inventory of all major / minor drainage
structures has been undertaken during reconnaissance survey starting from project start point
up to its end. Drainage features critically observed during site reconnaissance survey are listed
below.
2.5.8.1 Physical survey and Existing Drainage Structure
2.5.8.1.1 Major Crossing

Through Detail Site Investigation, On the Detail Design of km 0+000-to km85+000 Road there
are three Existing River Bridge Has Been identified During Site Inception Stage, especially at
km 13+700, there is newly constructed river bridge will be retained as it is as shown below, and

17
the remaining will hydraulically evaluated on the Preliminary and Detail Design based on this
the following photo shows below Existing of Major River Bridge structure.
Br-Mormora River @ Sta 48+300 Br-Hawata River -@13+700
Br –Haye Dima @Sta. 60+200

Photo # 12: Major structures on the existing road
2.5.8.1.2 Minor Drainage Crossing

Since the project is dominantly pass through the flat and Rolling and Ridge section 57 existing
Minor Pipe Culvert has been identified which is generally served Relief and Crossing of
Localized and Main stream, and around Five Inaccessible Slab culverts are observed which is
densely covered with Vegetation shown below, However Some of the major Culvert where not
accessible due to Hugh vegetation, the following Table show Typical of Minor Drainage
Crossing Along the Route.

18
SC@ Sta. km58+1400 BC-@ Sta. km 28+200
SC @Sta. km19+190
SC@Sta. km 58+900
SC @Sta km 80+300 Typical Slab Culvert SC @Sta km 80+300 Typical Slab Culvert

19
Typical pipe culvert Typical pipe Culvert
Silted up typical Pipe culvert Double cell Pipe culvert

Photo # 13: Minor drainage Crossings
2.5.8.1.3 Side Drainage

Since the project Start to km 18+800 is newly constructed, and the town section Side Drainage
and Rural section longitudinal drainage has well-constructed only required clearing, some of the
section has constructed using Trapezoidal concrete, and some of stone pitching
The major Problem of this existing road alignment is some section passes through Box cut
section which has Poor Side Drainage, through this; the existing Road currently serves as
defectively the Following section as shown below:

20
Concrete Side Drain from Shakiso -Dollo Shakiso Town Drainage
Coverd Town Section drain-Siltedup Typical Kibremengest Twon Drainage system
Photo # 14: Existing Rod side Drainage

21
2.5.9. GEOTECHNICAL OBSERVATIONS AND PROBLEMATIC SOIL
SECTIONS
The road alignment is traverse along the ridge flat plan. No, land side or mass movement is
observed both on the existing cut section of the road and nearby of the alignment on the remote
sensing data. The cut section the back slope of the road is also evidenced that the material
quality of the slope varies from red clay, to weathered rock which formed a good back slope.
The extended slope of the cut section is reinforced by plants as the area is covered by dense
forest. Generally the project is found in geologically safe and the back slope stability can be full
filled by ERA slope design standards.
Photo # 15: Slope of the cut section
Fill section of the road needs a special treatment for the drainage from the upper slope to avoid
seepage of water trough embankment and sub grade. During the site visit it is observed that
around km 20+900 the embankment act as an earth fill dam and pond a water on the upstream
of the fill section. In such case crossing must be provided or it should at a safe distance from
the embankment. Otherwise it will case instability in the embankment or in subgrade.
According to observations made during site visit, the road section from Adolawayu
(Kibremengist) – Shakiso – Bule kero is dominated by brown to reddish clayey silt. Considering
the data obtained from what has been seen, majority of the sub grade material is considered as
good road bed foundation and can also be used as an embankment construction material.
Summary of the reconnaissance exposed sub-grade soil extension survey alongside of the
project road is shown below.

22
Table 6: Soil extension observed during site visit

Station
Description
From To
0+000 3+376 Reddish SILTY clay
3+376 3+753 Swampy area, light brown clay soil
3+753 4+429 Highly Weathered rock formation
4+429 5+306 Light brown to reddish clay soil
8+358 8+735 Decomposed rock
9+811 10+787 Light greyish clayey silt
12+064 13+240 Light brown to greyish clay soil
13+240 13+317 Stiff light brown clayey silt
13+293 13+769 Reddish clayey silt
14+722 18+698 Light brown to reddish clayey silt
19+651 20+428 Dark brown to black clay soil
24+457 24+733 Dark brown clay soil

25+109 25+286 Light brown clayey silt
28+391 28+968 Dark brown clay soil
31+497 31+773 Reddish to light brown clayey silt

23
Station
Description
From To
35+437 37+113 Light brown to reddish SILTY clay
41+677 43+153 Stiff reddish clayey silt
43+130 44+106 Light brown to black clay soil
44+559 44+835 Brown to black clay soil
45+912 45+988 Weathered rock
48+094 49+270 Brown clay soil
49+270 49+846 Brown to black clay soil

24
Station
Description
From To
49+846 50+023 Stiff light greyish clayey silt
50+023 50+299 Dark brown to black clay soil
50+852 51+170 Light brown clay soil
51+170 51+800 Brown clayey silt
53+800 55+020 Brown to reddish clayey silt
58+440 59+200 Brown to reddish clayey silt
66+600 67+300 Stiff reddish clayey silt
2.5.10.TRAFFIC SAFETY ISSUES
Traffic safety measures are one of the mechanisms used to reduce road traffic accidents. There
are most vulnerable sections of the roads and damage and unavailability of traffic sign is also
identified on road segments.
Most of the traffic measures such as Traffic sign, Guardrail, Guide posts and Sign posts are
either damaged or unavailable and there are also sharp curves with a sight distance problem
with no provision of safety measures is observed.
2.5.11. Expectations and Recommendations

The site visit conducted had provided the consultant a deep insight for the commencement of
the project. The scope of the services had been recognized from the consultancy point of view.
Furthermore, special issues related to Geotechnical problems, road safety and ROW had been
cognized and alleviative measures shall be developed accordingly.

25
The terrain topography of the project area will give flexibility in design of the road which
definitely will result in an optimized, cost and time effective design output. Accessibility of the
project site will also play a vital role to accomplish the design services and even the
construction works of the road within the proposed project duration.
Alleviation of the drainage and problematic soil stretches shall be given a due attention by the
Consultant during rendering of the service. Upgrading of the design standard of the road, if
proposed depending on the findings of the feasibility study, may result in a huge ROW problem
since widening of the road especially of the town sections is imminent. This may have a critical
impact on the construction cost of the road. Therefore it is our recommendation that, in deciding
the town limit of town sections, an optimized and feasible section of the master plan be
considered by holding an in depth discussion with the respective stake holders.
2.5.12. CLIMATE
Generally, climate is influenced by latitude, altitude, land and water surfaces, mountain barriers,
local topography, and such atmospheric features as prevailing winds, air masses and pressure
centers.
The project is found End of Bulle Hora metrological station and partly located on Weyna Dega
and partly found the Project on kola Area as per site Observation, based on this, the following
table shows Five Year Monthly Maximum Metrological Station of Bulle Hora and Kibremengist
Metrological Station

26

200813-Kibremengist-Bule Kero (Lot1) ERA Site Visit Report

Загружено:

Сведения о документе

Оригинальное название

Авторское право

Доступные форматы

Поделиться этим документом

Поделиться или встроить документ

Параметры публикации

Этот документ был вам полезен?

Это неприемлемый материал?

Авторское право:

Доступные форматы

200813-Kibremengist-Bule Kero (Lot1) ERA Site Visit Report

Загружено:

Авторское право:

Доступные форматы

SOUND Engineering Solutions PLC Section 2.

5: Site visit, Knowledge and Appreciation of the project

SECTION 2.5 SITE VISIT, KNOWLEDGE AND APPRECIATION OF THE

2.5.1. PROJECT APPRECIATION

GENERAL DESCRIPTION OF THE PROJECT AREA AND THE ROAD

Package 4: Shekhusen-Mechera and Ginir-Beredimtu-Imi-Lab-Gode Road Projects

Figure 1: Location of the project

2.5.2. MAJOR TOWNS / VILLAGES ALONG THE ROAD

The table below shows the location of control points

Table 1: Location of control points

Package 4: Shekhusen-Mechera and Ginir-Beredimtu-Imi-Lab-Gode Road Projects

4 9+200 10+920 1720 Rural

28 48+580 51+300 2720 Bore-Shet(1) Village

29 51+300 51+900 600 Rural

Package 4: Shekhusen-Mechera and Ginir-Beredimtu-Imi-Lab-Gode Road Projects

Constructed Kibremengist Shakiso road segment

2.5.3. EXISTING GEOMETRIC ROAD CONDITIONS

Package 4: Shekhusen-Mechera and Ginir-Beredimtu-Imi-Lab-Gode Road Projects

Photo # 2: Steep descent on the section 3+000 to 12+000

Package 4: Shekhusen-Mechera and Ginir-Beredimtu-Imi-Lab-Gode Road Projects

Photo # 3: Sharp curves and descents to Aweta River

Road alignment from Km 14+000 to km 46+500 is administratively located in Shakiso Oda

Package 4: Shekhusen-Mechera and Ginir-Beredimtu-Imi-Lab-Gode Road Projects

Photo # 4: Typical sharp curve along the project road

Photo # 5: Typical sharp curve along the project road

2.5.4. PAVEMENT CONDITION

Package 4: Shekhusen-Mechera and Ginir-Beredimtu-Imi-Lab-Gode Road Projects

2.5.5. AVAILABILITY OF CONSTRUCTION MATERIALS

Table 2: List of Rock Quarries along the Road Project

Package 4: Shekhusen-Mechera and Ginir-Beredimtu-Imi-Lab-Gode Road Projects

Table 3: Locations of Borrow Sources Identified Along the Road Project

Package 4: Shekhusen-Mechera and Ginir-Beredimtu-Imi-Lab-Gode Road Projects

Package 4: Shekhusen-Mechera and Ginir-Beredimtu-Imi-Lab-Gode Road Projects

Photo # 6: Borrow Pit Source (km29.8)

Package 4: Shekhusen-Mechera and Ginir-Beredimtu-Imi-Lab-Gode Road Projects

Photo # 7: Water Source (14+300)

2.5.6. TERRAIN OF THE ROUTE

Package 4: Shekhusen-Mechera and Ginir-Beredimtu-Imi-Lab-Gode Road Projects

Table 5: Percentage distribution of terrain

Terrain Total Length (km) Proportion (%) Categorized Proportion (%)

Package 4: Shekhusen-Mechera and Ginir-Beredimtu-Imi-Lab-Gode Road Projects

2.5.7. ROAD SIDE ENVIRONMENT AND POTENTIAL RIGHT OF WAY

Package 4: Shekhusen-Mechera and Ginir-Beredimtu-Imi-Lab-Gode Road Projects

Photo # 8: ROW at Raji Town

Package 4: Shekhusen-Mechera and Ginir-Beredimtu-Imi-Lab-Gode Road Projects

Photo # 9: Bore Shet Town

Package 4: Shekhusen-Mechera and Ginir-Beredimtu-Imi-Lab-Gode Road Projects

Photo # 11: Enset plantation at 34+400

2.5.8.1 Physical survey and Existing Drainage Structure

2.5.8.1.1 Major Crossing

Package 4: Shekhusen-Mechera and Ginir-Beredimtu-Imi-Lab-Gode Road Projects

Br-Mormora River @ Sta 48+300 Br-Hawata River -@13+700

Br –Haye Dima @Sta. 60+200

2.5.8.1.2 Minor Drainage Crossing

Package 4: Shekhusen-Mechera and Ginir-Beredimtu-Imi-Lab-Gode Road Projects

SC@ Sta. km58+1400 BC-@ Sta. km 28+200

Package 4: Shekhusen-Mechera and Ginir-Beredimtu-Imi-Lab-Gode Road Projects

Typical pipe culvert Typical pipe Culvert

Silted up typical Pipe culvert Double cell Pipe culvert

2.5.8.1.3 Side Drainage

Package 4: Shekhusen-Mechera and Ginir-Beredimtu-Imi-Lab-Gode Road Projects

Concrete Side Drain from Shakiso -Dollo Shakiso Town Drainage

Coverd Town Section drain-Siltedup Typical Kibremengest Twon Drainage system