section 2 planning

GUIDELINE 3 AACRA GEOMETRIC DESIGN MANUAL

DRAFT FINAL Rev. 0 February 2003 Section 2- Planning & Design Process Page i of iii

TABLE OF CONTENTS

2 PLANNING & DESIGN PROCESS......................................................................................................... 2-1

2.1 Project Initiation................................................................................................................................ 2-1

2.1.1 General ..................................................................................................................................... 2-1

2.1.2 Candidate Transport Infrastructure Projects............................................................................. 2-1

2.1.3 Scoping Reports ....................................................................................................................... 2-1

2.1.4 Annual Needs Assessment....................................................................................................... 2-2

2.1.5 Roads Program......................................................................................................................... 2-3

2.2 Transportation Planning................................................................................................................... 2-4

2.2.1 Purpose of Transportation Planning ......................................................................................... 2-4

2.2.2 Future Land Use ....................................................................................................................... 2-4

2.2.3 Demography ............................................................................................................................. 2-4

2.2.4 Travel Demand ......................................................................................................................... 2-5

2.2.5 Traffic Forecasting .................................................................................................................... 2-5

2.2.6 Travel Demand Management ................................................................................................... 2-5

2.3 Land Use Planning and Bus Routing............................................................................................... 2-6

2.3.1 General ..................................................................................................................................... 2-6

2.3.2 Bus Routing and Road Planning Options ................................................................................. 2-7

2.3.3 Regional Commercial and other Major Developments and Bus Access.................................. 2-7

2.3.4 Other Route Planning ............................................................................................................... 2-8

2.3.5 Subdivision Planning ................................................................................................................ 2-8

2.4 Transit Lanes & Bus Lanes............................................................................................................ 2-10

2.4.1 Objectives of Transit Lanes & Bus Lanes............................................................................... 2-10

2.4.2 Key Planning Issues ............................................................................................................... 2-11

2.4.3 Vehicle Eligibility by Type ....................................................................................................... 2-12

2.4.4 Transit Lane Warrants ............................................................................................................ 2-12

2.4.5 Bus Priority Measures............................................................................................................. 2-13

2.5 Feasibility Studies & Planning Investigations ................................................................................ 2-13

2.5.1 General ................................................................................................................................... 2-13

2.5.2 Economic Evaluation .............................................................................................................. 2-14

2.5.3 Environmental Analysis .......................................................................................................... 2-15

2.5.4 Topography............................................................................................................................. 2-15

2.5.5 Consultation............................................................................................................................ 2-15

2.5.6 Land Acquisition ..................................................................................................................... 2-16

2.5.7 Effect of Proposal on Adjacent Land Users............................................................................ 2-16

2.5.8 Utilities .................................................................................................................................... 2-17

2.5.9 Drainage for Feasibility Studies .............................................................................................. 2-19

2.5.10 Geotechnical (Ground) Conditions ......................................................................................... 2-20


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2.5.11 Major Structures...................................................................................................................... 2-21

2.5.12 Road Design Considerations .................................................................................................. 2-21

2.5.13 Pedestrians, Cyclists, Animal Transport ................................................................................. 2-21

2.5.14 Integration of Passenger Transport Modes............................................................................. 2-22

2.5.15 Evaluation of Options.............................................................................................................. 2-22

2.5.16 Planning/Feasibility Report ..................................................................................................... 2-24

2.6 Master Planning ............................................................................................................................. 2-25

2.6.1 Definition ................................................................................................................................. 2-25

2.6.2 Master Plan Input .................................................................................................................... 2-26

2.6.3 Master Plan Output ................................................................................................................. 2-26

2.6.4 Master Plan Report ................................................................................................................. 2-27

2.6.5 Preliminary Road Design Drawings ........................................................................................ 2-27

2.6.6 Design Model & Drawings....................................................................................................... 2-28

2.6.7 Preliminary Drainage Design and Investigations .................................................................... 2-28

2.6.8 Preliminary Bridge Design ...................................................................................................... 2-28

2.6.9 Concept Landscape Design.................................................................................................... 2-28

2.6.10 Utilities Coordination ............................................................................................................... 2-29

2.6.11 Environmental Issues.............................................................................................................. 2-29

2.6.12 Definition of Road and Traffic Design Standards for Detailed Design.................................... 2-30

2.6.13 Traffic Volumes & Capacity Analysis ...................................................................................... 2-30

2.6.14 Pedestrian and Cyclists Facilities Requirements.................................................................... 2-30

2.6.15 Consultation ............................................................................................................................ 2-31

2.6.16 Staging proposals ................................................................................................................... 2-31

2.6.17 Construction Sequencing........................................................................................................ 2-32

2.6.18 Land Status ............................................................................................................................. 2-32

2.6.19 Construction Cost Estimates................................................................................................... 2-33

2.6.20 Report Appendices.................................................................................................................. 2-33

2.6.21 Roadside Furniture.................................................................................................................. 2-33

2.6.22 Road Safety Audit ................................................................................................................... 2-34

2.7 Whole of Life Considerations ......................................................................................................... 2-34

2.7.1 General ................................................................................................................................... 2-34

2.7.2 Staging .................................................................................................................................... 2-34

2.7.3 Materials.................................................................................................................................. 2-35

2.7.4 Maintenance Needs ................................................................................................................ 2-36

2.7.5 Landscaping............................................................................................................................ 2-36

2.7.6 Utilities..................................................................................................................................... 2-36

2.7.7 Rehabilitation .......................................................................................................................... 2-36

2.7.8 Road User Costs..................................................................................................................... 2-37

2.7.9 Crime & Vandalism Reduction ................................................................................................ 2-37


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2.8 Detailed Design.............................................................................................................................. 2-38

2.8.1 General ................................................................................................................................... 2-38

2.8.2 Planning Review ..................................................................................................................... 2-38

2.8.3 Detailed Design Activities ....................................................................................................... 2-38

2.8.4 Project Review........................................................................................................................ 2-39

2.8.5 Documentation........................................................................................................................ 2-39

2.8.6 Detailed Design Report........................................................................................................... 2-39

2.8.7 Post Construction Review....................................................................................................... 2-42

2.8.8 As Constructed Drawings ....................................................................................................... 2-42

2.9 References..................................................................................................................................... 2-43

2.10 Relationship to Other Chapters .................................................................................................. 2-43

2.11 Relationship to Other Manuals ................................................................................................... 2-43

FIGURES

Figure 2.3.5-A:- Road Hierarchy .................................................................................................................... 2-9

Figure 2.6.1-A:- Road Master Planning........................................................................................................ 2-25


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2 PLANNING & DESIGN PROCESS

2.1 Project Initiation

2.1.1 General

The framework for planning and design in AACRA is described in Section 1. Figure 1-7 in Section 1 illustrates the AACRA transport infrastructure planning and delivery process. This framework provides the basis for planning and design. Planning and design has to be in harmony with the strategic directions of the City Master Plan.

Figure 1-7 shows the desirable flow of activities throughout the process but at any given time, all activities may be in some stage of review. Further, the boundaries between the phases of the project are not precise and activities may fall on one side or other of these boundaries depending on the particular elements of the project.

2.1.2 Candidate Transport Infrastructure Projects

The need for the movement of people and goods is derived from land use activity. The location of existing and future land use is defined in the City Master Plan.

Observation of existing traffic volumes and the transportation planning process will identify roads that require improvement, together with possible new links required to alleviate potential congestion on the road network. New links would need to be consistent with the City Master Plan. The transportation planning process will be undertaken in conjunction with keeping the City Master Plan current, so that an integrated approach is taken to land use planning and transport infrastructure planning.

New roads may also be required to provide access to new development areas for industrial and residential land.

Projects that address existing safety problems may be identified by analysis of the accident data base and by undertaking formal safety audits of existing roads.

Studies may be undertaken to ascertain the need for street lighting, bus priority lanes, cycle /pedestrian paths and traffic calming (or Local Area Traffic Management (LATM)).

The Maintenance Model will also generate candidate projects for implementation including periodic maintenance and total replacement of some assets.

To allow candidate projects to be prioritized in the Needs Assessment the scoping of the project is undertaken.

2.1.3 Scoping Reports

The Scoping Report defines the overall concept for the work, the approximate capital cost and indicative Benefit Cost Ratio (BCR). It is used to justify a projects inclusion in the Roads Program.


Section 2- Planning & Design Process DRAFT FINAL Rev. 0 February 2003 Page 2-2

The detail required to define the scope will depend on the size and complexity of the project. For simple projects, the level of analysis will be minimal, but sufficient to justify the project involved. For major or more complex projects, a greater amount of analysis will be required.

As well as justification of the project, consideration of the environmental effects is necessary. The latter may result in a major Environmental Impact Study or it may only require a Review of Environmental Factors depending on the scale and sensitivity of the project area.

Regardless of the level of the environmental study, the Scoping Report will require a description of:

x the location of the project x type of project x major design features of the project (cross section, general standard) x reasons for the project and how it fits with the strategies for the City and road in question x risks involved major factors which could significantly influence the timing, cost or scope of the work x preliminary estimates and indicative Cost Benefit analysis x sensitive issues, community opinion and commitments

The report should also highlight the need to avoid, minimize and mitigate impact on the environment.

The level of detail in the planning for the scoping report will vary depending on the type of project.

New route locations and major upgrading proposals will require a significant planning effort. If a complex project is selected for further study in the Advance Planning Program, it will still require further consideration at subsequent needs assessments before it progresses to Road Master Planning. Following Master Planning, the project would again be subject to the Needs Assessment `process before both Detailed Design and Construction.

Simple upgrading such as widening will not require the same level of planning, and projects may proceed to Road Master Planning with limited or no studies funded from the Advance Planning Program.

The list of candidate projects will require prioritisation as the cost of all the candidate projects will usually exceed the available budgets for investigation, planning, design and construction.

2.1.4 Annual Needs Assessment

The prioritisation process is called the Needs Assessment. This is a multi-criteria analysis that allows assessment and ranking of candidate projects on quantifiable (eg Benefit Cost Ratio (BCR)) and non-quantifiable criteria (eg social and environmental issues).

After projects are ranked, the projects to be included in the Rolling 5 Year Program are selected. High cost projects may have to be deferred so as to allow more lower cost projects to proceed so that City wide improvements may be undertaken, rather than focussing on one area.



Because of the lead time required to plan and design both complex and straightforward projects, the actual projects to be constructed in a financial year will have been previously selected for probable implementation so that planning is adequately carried out, land is acquired and designs are ready.

2.1.5 Roads Program

As described in Section 1.8, a Rolling 5 Year Program is prepared as an output of the needs assessment. The preparation of the program is a combination of technical assessment and political process, and highly dependent upon available funding.

Sub programs covering the various functional areas are defined as follows:

(i) Advance Planning Program (long term and medium term)

(ii) Land Acquisition Program

(iii) Road Master Planning and Design Program

(iv) Construction Program

(v) Maintenance Program

(vi) Operations (eg street lighting, traffic signals, street cleaning)

(vii) Administration

The allocation of funds across the sub-programs requires careful consideration.

Delaying Advance Planning and Master Planning may lead to an inability to produce detailed designs for construction when funding is allocated. Conversely, it is not appropriate to commit excessive resources to projects that have little chance of implementation in the foreseeable future. This is because future needs will change, and the resources will be more productively engaged in planning works that will proceed. However, Feasibility and Planning Studies for new links or road widening that allow land to be identified in the City Master Plan is a very cost effective practice. Protection of the future road reserve from new development and installation of new utilities will reduce the cost of future projects significantly. However, the identification of land for future road works may require compensation for lease withdrawal, again with program implications.

It is essential that the cost of projects be kept under strict control throughout the planning and design process. Project management procedures should be introduced at the earliest phases of the project because:

x the decisions made in the early stages of a project have the biggest impact on the success or failure of the project

x the potential for cost reduction decreases as the project matures

Appropriate risk management studies are essential to identify all risks associated with the execution of the project at the various stages of the life cycle of the project. This will allow appropriate estimates of the costs of the project at the various stages with proper allowances for the unknowns identified in the risk assessment.



2.2 Transportation Planning

2.2.1 Purpose of Transportation Planning

The purpose of undertaking transportation planning is to:

x achieve integration of transport infrastructure planning and land use planning x allow the appropriate ultimate and interim standards to be selected for road links

x enable stage construction options to be developed and evaluated x provide infrastructure more efficiently and cost effectively x give governments and other interest groups greater clarity and certainty about intended future

directions for development and land use

2.2.2 Future Land Use

The estimation of future travel demand is based upon the land use defined in the City Master Plan.

2.2.3 Demography

The future demography of the City will be intimately bound up with the land uses. Estimates of future population and its distribution depend on the assumptions made regarding land uses. Data obtainable to assist predictions of rate of growth of population may include:

x historical growth rate data (including census and building approval figures) x regional planning investigations x the dynamics of land supply in the City and surrounding areas

x input from community consultation x Central Statistical Authority x National Urban Planning Institute x Population projections undertaken for Addis Ababa Water Supply Stage III-A Project

x Addis Ababa University (Demographic Training and Research Centre, Institute of Development Research)

x United Nations Statistics Division x United Nations Population Information Network x United Nations Economic Commission for Africa

At the time of preparing this Manual (2002), the population of Addis Ababa is estimated to be around 4 million and with high growth expected to continue. Accordingly, the demand for transport infrastructure (as well as other urban infrastructure such as water supply and sewerage) is likely to be high and require effective use of available funding. Accordingly, following sections deal with travel demand management and the provision of transit lanes as part of road projects.



2.2.4 Travel Demand

Future travel demand is a function of land use, demography and available choices of travel mode. Determining this includes estimating both the scale of demands and their patterns that will lead to identifying the future design traffic flow in a particular road corridor. Identifying the future travel demand is important for:

x planning the location of the future road and public transport system x identifying the width and design criteria of any particular corridor x establishing the intended function that a corridor fulfils

Future estimates of travel in a particular road corridor will depend upon:

x growth and type of development in the corridor (the local travel) x growth in externally generated traffic including through traffic and freight x trends in travel mode selection

2.2.5 Traffic Forecasting

The planning and design of a new road in a corridor depends on having reasonable forecasts of the traffic expected to use it. It is also important for assessment of the impact of new development proposals that an accurate knowledge of the traffic generating characteristics of the development be known. In general, planning is done on the basis of the traffic expected in 20 years from the opening of the facility but it may be necessary to obtain predictions for a series of years to determine the potential for staging of the required works.

The forecasting of traffic volume in 20 years or other specified times in the future will require specialist skills and special studies to be undertaken.

Another approach is to extrapolate historical traffic data and modify these figures for the traffic generated by specific developments (factored for growth over the planning period).

Traffic generated by specific developments may be estimated from industry norms determined by experience and observation of traffic generated by similar land use elsewhere.

A comprehensive treatment of the land use and transport planning processes is beyond the scope of this Manual.

2.2.6 Travel Demand Management

The management of demand for car travel by encouraging the use of modes other than driver only use of the private car reduces the number of vehicles on the road, thereby reducing the amount of road space required to carry the traffic generated. This is essential in providing a transport system capable of giving a satisfactory level of service to its users and in obtaining the best use of the funds available for this infrastructure. It also assists in maintaining environmental quality by better traffic planning and improved approaches to providing transport infrastructure.



Travel demand management is undertaken by adopting strategies that increase the proportion of trips made by public transport, walking / cycling, and share rides by ensuring the relative attractiveness of these modes is competitive with driver only car use.

The policies may include:

x adopting a parking policy that discourages driver only car trips x providing bus lanes x providing transit lanes for high occupancy vehicles x distributing the traffic patterns on the network to reflect the appropriate function and achieve

efficiency across the existing transport system

x providing sufficient road capacity by planning to meet moderated traffic demand and accommodate the growth of the City

x coordinating transport and land use planning by supporting more compact, better designed urban development that supports public transport and allows people to walk and cycle more

x ensuring social justice by a more integrated transport system which shares the costs and benefits of transport equitably across the City

x providing appropriate road and traffic management, local area traffic management and street closures

x providing for freight and the requirements of commercial vehicles

2.3 Land Use Planning and Bus Routing

2.3.1 General

The general philosophy of land use planning for efficient public transport servicing is that which best combines:

x provision of direct routes between major activity centres such as retail centres, industrial estates, commercial centres, large schools, and significant leisure centres and the patronage source (the residential areas)

x provision of appropriate density of residential developments along such routes, within convenient walking distance to bus stops

x provision of appropriate and convenient pedestrian facilities, accessible for people with disabilities, giving access to all bus stop locations

x location of lesser activity centres such as smaller schools, local shops or commercial centres, post offices or public buildings on, or very close to, the routes between the major activity centres

x placement of residential centres such that residents have a choice of major activity centres, in either direction on the bus route

x progressive coordinated development of land parcels which enable new or extension bus service to be implemented efficiently or which fill-in gaps in existing route catchments

x opportunities for intermodal trips by providing safe and convenient bicycle access to public transport interchanges



2.3.2 Bus Routing and Road Planning Options

The role that public transport should perform on various classes of road is outlined below.

(a) Arterial & Sub- Arterial Roads

Bus stops should be located with regard to passenger safety and efficient traffic operations.

Passengers should be isolated as far as practicable from the arterial road traffic by providing stopping areas clear of the main carriageway on service roads or bus bays if possible. Pedestrian crossings of the arterial road associated with bus stops should be via grade separation, or by pedestrian signals or pedestrian phase associated with adjacent intersection signals.

The bus stops should be conveniently located with respect to footpaths connecting to the main pedestrian traffic generators.

(b) Feeder Roads

Bus stops on feeder roads should also be located near path systems linking the stops to the local community.

(c) Local Roads

Local roads should be restricted to residential traffic only and are not suitable for use as bus routes.

Ease of bus movements between the various road types must be considered in the design of the road layout and intersection control.

In particular, buses should not be expected to cross or make uncontrolled left turns onto arterial roads through Stop or Give Way control. Channelisation, roundabout or traffic signal control should be introduced to assist bus access to the arterial system or alternative bus priority measures implemented.

At any location where significant bus delays are expected, introducing some form of bus priority should be considered. (See sub -section 2.4.5)

2.3.3 Regional Commercial and other Major Developments and Bus Access

Where a large commercial development, such as a shopping centre, office park, college or hospital is planned for an area away from the central city area, the needs of, and demands on public transport should be carefully assessed.

Particular factors to be considered include:

x bus access/egress and stop facilities should not be intermixed with normal car parking or affected by private vehicle queues



x route diversions off the sub-arterial or feeder roads through the centre should be as short as possible, in both distance and time

x bus stop facilities should be as close as possible to the pedestrian access of the centre x colleges and hospitals should be located adjacent to major transport routes and have good

pedestrian access between bus stop and facility, desirably including bus shelter and even covered walkways for very high volume routes

x people travel by car, bicycle and walking to public transport and appropriate facilities are required for all user types to allow intermodal trips

x consultation with stakeholders is essential.

2.3.4 Other Route Planning

Bus routes should not be allocated to streets which have:

x speed bumps x deep drainage invert channels x short sharp vertical changes in grade x poor horizontal alignment

Structures on bus routes (overpasses, tunnels etc.) and within bus interchange areas should provide adequate clearance for these vehicles a minimum of 4.5 metres is desirable.

Additional care must be taken for roads under a structure on a sag curve, as this effectively increases the height clearance requirements of a bus.

To maintain an acceptable speed differential between buses and other vehicles, gradients on bus routes should not exceed 10%.

2.3.5 Subdivision Planning

(a) Residential Subdivision

The planning of roads serving residential subdivisions is strongly influenced by the proposed public transport coverage of the neighbourhood. If the site is surrounded by arterial or sub-arterial roads then the periphery of the neighbourhood is potentially served by bus routes and stops located on the surrounding roads. If the central parts of the subdivision are too far from the peripheral arterials to be adequately served by the external bus routes say in excess of 500 metres then consideration needs to be given to providing a feeder road through the subdivision to allow buses to circulate through the neighbourhood. The design of the feeder road needs to moderate vehicle speeds to ensure residential amenity and pedestrian safety. Figure 2.3.5-A (reproduced from Section 1) shows a hypothetical subdivision layout. The location of the continuous feeder road is biased to the west of the neighbourhood as there would be no bus stops on the freeway. The arterial and sub-arterial road bus routes would serve the eastern part of the neighbourhood.



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If bus routes are not needed through the subdivision, then the feeder roads may be relatively short links connecting to local streets.

The provision of a feeder road that crosses a neighbourhood introduces the possibility of the route being used by through traffic, with a consequent reduction in amenity and safety.

Through traffic can be deterred from using the feeder road by introducing slow points and speed bumps. However, these devices also slow buses and should be used sparingly. The best approach is to make the feeder road sufficiently indirect that most through trips will be via the arterial and sub-arterial system, thereby ensuring that the benefits of the road hierarchical system are realised. Raised platform type speed control devices can be installed at major footpath crossings where the adjacent bus stops would result in most buses moving slowly to pick up or disembark passengers.

If curved alignments are used for feeder road and local roads, intersecting roads should always be located on the outside of curves, as a junction on the concave side of a curve will have limited intersection sight distance due to property boundary fences blocking sight lines.



The location of pedestrian paths is another important part of subdivision planning. Pedestrian path systems can often follow major natural drainage lines with advantage. The open space system to accommodate overland stormwater flows can also accommodate a pathway system for pedestrian and cyclist use. Where these drainage lines cross major roads, the culvert to pass stormwater flows can be designed to provide for pedestrian grade separation at little additional cost. The culvert would typically provide for major floods to pass under the road. The flood immunity for the path adjacent to the floodway would be much lower. Typically, the road flood immunity might be Q50 while the pathway may be Q2.

Minor floodways may used as alignments for local streets, with the overland flow carried as acceptable depths and velocities within the roadway. A low flow pipe system would complement the overland flow drainage provision.

The spacing of local streets will depend on the dimensions required for the individual allotments in the subdivision.

The orientation of the roads may be influenced by the desired aspect of the allotments. For example, solar access to windows and outside balconies may result in a preference to southerly frontages. Sites with good views may also influence the orientation of premium allotments.

Industrial Subdivision

In industrial subdivisions, all roads will be of sufficient size to accommodate trucks, and therefore the provision of bus routes is more straightforward.

If the industrial feeder roads are likely to attract through traffic, it may be desirable to classify one link as a sub-arterial road and provide the appropriate cross section and alignment standard to accommodate that through traffic.

2.4 Transit Lanes & Bus Lanes

A vital part of the strategy for getting best use of the road infrastructure is to encourage greater occupancy of private vehicles and greater use of public transport. Collectively, these vehicles are referred to as High Occupancy Vehicles (HOV). Encouraging the use of HOVs is achieved by providing special facilities to give these vehicles a level of priority over other vehicles and to facilitate their travel on a particular route. If sufficient time savings can be obtained, then it will be attractive for people to use them. Planning activities must take account of the potential for HOV facilities and use them appropriately to cater for the traffic demand and to determine the type and size of roadway required. These special lanes to accommodate HOVs are known as Transit Lanes. This section sets out the objectives of transit lanes and the factors to be considered in their planning and implementation. Bus lanes are a special class of transit lane that excludes private cars and vans.

2.4.1 Objectives of Transit Lanes & Bus Lanes

In addition to the basic requirements such as designing for personal safety, cost-effectiveness, and design standards (including bicycle provisions), which are part of any roadway or transit project, the following objectives are appropriate for transit lanes:

x to increase the attractiveness of public transport by improving its operational efficiency and reliability x to induce a behavioral shift towards high occupancy vehicles by providing travel time savings and

more reliable trip times for high occupancy vehicles



x to increase the person movement capability of road links by increasing the average number of persons carried per vehicle;

x to implement HOV priority measures such that community-wide net benefits outweigh any net disbenefits incurred

The key issue in setting out transit lane objectives is the relationship between the transit objectives and those of the rest of the transport system. To arbitrarily apply measures which meet the above objectives could, in some cases, disbenefit non-transit lane users to such a degree that the net impact on person movement would be negative. (The use of a transit lane rather than a bus lane allows efficient use of road space in locations where a bus lane would not be sufficiently utilized to justify its provision).

Converting a busy general-purpose lane to an under-used transit lane, for instance, might increase delays for all other travelers without generating significant person-hour time savings for its users. Another facility might meet technical warrants yet be unacceptable to the adjacent community. Further, the conversion of a parking lane may make it difficult or unsafe for bicycle users. There will be quantitative and qualitative aspects to both benefits and disbenefits of transit lane implementation.

The acceptability of some proposals will obviously be case-specific or community-specific. There will be situations where the needs of through freight movement are very significant and other locations where the views of the surrounding community are strongly for or against High Occupancy Vehicle priority and still other cases where a balance between all the road users needs can be readily achieved.

There are environmental impacts and policy issues to be considered as well. For instance, it may be feasible to widen a transit lane to cater for bicycles on a key bicycle route, thus improving the potential for increasing bicycle usage.

All of these benefits and disbenefits need to be considered over time, and there will be situations where short-term impacts may need to be endured in order to influence long-term trend lines. Despite the best planning intentions, the reality is that no HOV project should be implemented if it causes unacceptable disruption to the rest of the system. Such a project could irreparably harm the overall ability to implement other projects that together would contribute to achieving overall transport objectives.

2.4.2 Key Planning Issues

Based on international experience, the most significant issues likely to be faced by a HOV network or its individual components are:

x vehicle eligibility by type - what type of vehicle constitutes an eligible HOV? x vehicle eligibility by occupancy - how many occupants are required in an eligible vehicle? x hours of operation peak period, all day, 24-hour? x usage criteria and warrants - when is a priority lane justified, under-used, or congested? x network consistency and integration under what conditions should adjoining transit lanes use the

same rules or does it make a difference?

x compliance monitoring and enforcement what level of violation is tolerable and what can be done to keep it that way?

x HOV lane implementation - when is lane conversion rather than lane addition the right answer? x bicycle and truck provisions - can HOV lanes and bicycles or trucks co-exist?



2.4.3 Vehicle Eligibility by Type

General-purpose lanes are just that - open to any type of vehicle at any time. A priority facility requires limiting or restricting usage to only a specific type or types of vehicle(s). Before implementing bus lane or transit lane projects, Traffic Regulations will need to be promulgated by AACRA allowing only the following classes of vehicles to use bus lanes and transit lanes.

(a) Bus Lanes:

(i) bus

(ii) taxi/limousine

(iii) emergency vehicle

(iv) bicycle

(v) any vehicle turning within 100m of an intersection

(b) Transit Lanes:

(i) motor vehicle with a specified minimum number of occupants

(ii) bus

(iii) taxi/limousine

(iv) motorcycle

(v) emergency vehicle

(vi) bicycle

(vii) any vehicle turning within 100m of an intersection

Buses, taxis, motorcycles, bicycles, and emergency vehicles are allowed in a transit lane regardless of occupancy. Animals would not be permitted to use the bus or transit lane during the hours of operation.

Bicycles and animals are not permitted to use bus or transit lanes on freeways at any time.

2.4.4 Transit Lane Warrants

For planning purposes, guidelines are needed to establish the minimum and maximum vehicle volumes for an effective transit lane:

The transit lane should carry at least as many people as the adjacent general-purpose lane, and this will determine the minimum volume of traffic for the transit or bus lane.

The maximum criteria are based on the premise that the lane should operate at a good level of service and offer an advantage to transit users compared to general traffic lanes that may suffer congestion in peak periods.



If bus traffic is heavy, there may be sufficient patronage to adopt a bus only lane, noting that taxis are also allowed in bus lanes.

If bus patronage is insufficient to justify a bus lane, additional passenger carrying capacity is added by allowing private HOVs to use a transit lane. The capacity may be further adjusted by setting the minimum number of occupants in non bus or taxi vehicles to 2, 3 or 4 people including the driver.

Further, there must be public acceptance that the usage of the lane is sufficient. If the public perceives that the lane is underused, then it will be difficult to maintain the integrity of the lane and violations of the usage of the lane by ineligible vehicles will be significant.

Details of specific treatments are given in Chapter 7 Cross Section (Section 7.2.12).

2.4.5 Bus Priority Measures

In locations where transit lanes or bus lanes are not warranted, bus priority measures at intersections may be beneficial. The type of treatment is usually a special lane at intersections such as an extra straight through lane for buses fed from a free flowing right turn lane. Bus only traffic signals allow buses to start ahead of other through traffic, thereby effectively getting to the head of the queue. Details are included in Section 13.

2.5 Feasibility Studies & Planning Investigations

2.5.1 General

This sub-section provides guidance on undertaking Feasibility and Planning Studies for projects that obtain funding in the Advance Planning Program.

At the outset, the criteria on which the project is to be judged must be developed. Some of these will flow from the Investment and Road Upgrading strategies which will define the overall objectives. More detailed criteria will be required to satisfy the needs of the stakeholders in the consultation process. These criteria should ideally be developed in conjunction with the stakeholders so that they can accept ownership of them.

Planning should start with the development of options for the project consistent with the City Master Plan and Investment and Road Upgrading Strategies.

Developing options is an acquired creative skill producing a range of alternative solutions that will satisfy the goals of the project. The initial development of options should be done with as few constraints as possible so that creative ideas are not ignored. All viable options can then be compared with the criteria outlined at the outset to determine the one best meeting (or exceeding) those criteria.

Developing appropriate options requires the designer to be sensitive to the environment of the area through which the road passes. To do this, the designer must be aware of the physical context and location of the proposed facility. This may need a comprehensive data gathering exercise involving site visits and discussions with local people. This is important as it allows the designer to identify any physical constraints early in the process.



US Dept of Transportation (1997) suggests the following questions to be asked:

x physical characteristics of the corridor urban, suburban or rural? x how is the corridor being used (other than for vehicular traffic)?

x are there destination points requiring safe access for pedestrians to cross? x do animals, bicycles or other non-motorised vehicles travel along the road?

x would cycles etc be likely to use the road if appropriate facilities were provided? x what is the vegetation along the corridor? (sparse or dense; special plants or trees)

x are there important views from the road? x what is the size of the existing road and how does it fit into the surroundings?

x are there historic or especially sensitive environmental features (such as wetlands or endangered species) along the roadway?

x how does the road compare to other roads in the area? x are there particular features or characteristics of the area that the community wants to preserve (e.g.

rural character, neighbourhood atmosphere, or main street) or change (e.g. overhead electrical wires, congested main street)?

x is there more than one community group in the area? x are different groups interested in different features/characteristics?

x are different groups affected differently by possible solutions? x are there concentrations of children, the elderly or disabled individuals with special design and

access needs (e.g. pedestrian crosswalks, kerb ramps, audible traffic signals, median refuge areas)?

Understanding these issues will place the designer in a good position to develop options appropriate to the area.

The following activities are required to produce a comprehensive planning process. The full extent of these activities may not always be required at the Feasibility and Planning stage but they will have to be included in Master Planning.

2.5.2 Economic Evaluation

Where options have differing economic impact, the Cost Benefit Analysis should be used to evaluate the merits of each option. The evaluation may include an assessment of:

x City Master Plan requirements (such as access to new land subdivisions) x industry requirements (such as freight movements); x economic trade (including tourism, agriculture, mining, manufacturing, wholesale/retail) x regional development

x export industries x improved efficiency within the network (travel cost savings, accident reduction)

An economic evaluation is usually undertaken in the scoping stage but a more detailed analysis should be undertaken as planning progresses to differentiate between options with different economic effects.



2.5.3 Environmental Analysis

Decisions on the form of project taken at this stage of the process will have the most significant effect on the environmental impacts. It is therefore important that all of the potential impacts are identified at this early stage to minimise the impacts and any required mitigation works thereby minimising the cost of the project.

Requirements for the assessment of environmental effects are described in Section 3. The first step is the Review of Environmental Factors (REF), the outcome of which will be one of the following:

x the project has minimal adverse impacts on the environment and detailed planning may proceed without the need for an Environmental Impact Study (EIS)

x the REF requires additional work to determine more appropriately the effect on a particular environmental factor

x a more detailed environmental analysis is required (i.e. an EIS) to determine more accurately the effect on the environment

x the project has an unacceptable impact on the environment and requires significant modification

If the result of the REF is that an EIS is required, then that process must be undertaken.

The recommended option that is to continue to Master Planning must have an Environmental Management Plan (EMP) allocating responsibility for development and implementation of safeguards and mitigation measures found necessary at this stage.

2.5.4 Topography

For new alignments, the location of a route will be affected by the topography of the area through which it passes. As part of the environmental analysis, or in conjunction with it, the topographical controls and influences should be determined and taken into account during the process. Detailed information on the topography can be obtained through a variety of means, depending on the accuracy required at that stage of the planning process (topographic maps, aerial photography, orthophoto maps, ground survey).

2.5.5 Consultation

The planning process is a community driven one and an important element at every stage of the process is consultation with stakeholders. Stakeholders include affected and adjoining landowners, relevant Government Departments, Anbessa Bus Agency, Addis Ababa Traffic Police, Utility Authorities, industry bodies (eg Chamber of Commerce) and users of the facility. The involvement of stakeholders throughout the planning process will help to ensure that all issues and needs are identified and considered and will lead to outcomes with a high degree of support and ownership.

Consultation is therefore an essential part of all planning and design activities. To get the best results, it is necessary to start with a clean sheet and develop the project as the input from the consultation process unfolds. If this is not done, the consultation process will suffer from a perception that AACRA has made up its mind and is in the process of selling the proposal.

The clean sheet approach is particularly applicable to route location proposals and green field sites. Some modification to the process may be justified when the proposal is an upgrading of an existing facility. The initial consultation will require information on the need for upgrading and the general concept considered



to apply. This will allow the stakeholders to understand the intent of the project and to make more informed comments. However, it is desirable that alternative proposals for the project be developed after the initial input so that they can be developed in the knowledge of the range of community concerns. The second phase of consultation will then have more specific proposals to consider and may result in additional issues arising. This approach retains the essential elements of the clean sheet approach and avoids settling on preferred alternatives too early in the process.

Liaison between various institutions should be coordinated through the Transport and Communication Bureau so that it can adequately play its planning and management roles.

2.5.6 Land Acquisition

A range of issues concerned with land acquisition can affect the planning and design of a road project:

x Heritage Listings advice from the Relevant Agency must be sought where there is any possibility of an impact on a heritage listed site

x tree preservation orders and /or rare tree listings x acquisition /compensation costs x type of property communities have concerns for the residents of low cost housing being able to

relocate, and for local producers (such as market gardeners) being able to re-establish

x number of People affected this may be more important than the number of properties; x property values there are often concerns that the value of property will be adversely affected by the

project due to:

- increase in traffic volumes and noise

- property access limited

- adverse effect on personal privacy due to loss of entertainment and recreation area

- future dwelling extensions prevented

- loss of neighbourhood parks

x severance of farming properties on the fringe of the urban area this may require accommodation works to provide for:

- animal and machinery access e.g. cattle creeps

- relocation of farm infrastructure

- maintenance of access to irrigation, dams, bores, streams etc;

- restoration of fencing

- construction or relocation of grids

x Mining Leases x Quarry Leases x City Master Plan respect for the town plan and its objectives is essential

2.5.7 Effect of Proposal on Adjacent Land Users

A range of issues concerned with land near the project (but not requiring acquisition) can affect the planning and design of a road project including:

x property values properties not required for acquisition may be affected by the options in different ways and may be an issue in deciding between alternatives



x community severance may require special consideration of pedestrian and cyclist facilities, together with provisions for local traffic movement

x City and State Owned Land the future use of adjacent land owned by government authorities may have a significant effect on the development of the road proposal and require:

- access incorporating additional lanes, channelisation and traffic signals

- service roads

- contributions by others to the cost of the infrastructure

- special needs for education, police, hospitals, libraries, etc.

x emergency services the project may adversely affect the level of service provided by the various services (ambulance, fire brigade, and police) and access requirements should be considered

x traffic signals may be required to allow rapid access to the road for a fire brigade x educational institutions the requirements for pedestrians, cyclists, drop off zones, parking and bus

stops must be considered

x airport clearances projects in the vicinity of airports have to consider the effect of structures and poles on the air space around the airport

x road lighting in the vicinity of the airport may be confusing or distracting for pilots at night x vibration sensitive industries

2.5.8 Utilities

Alterations and/or relocations of utilities can be one of the most expensive and time consuming components of a road construction project. The location and size of all such services must be determined early in the process to allow appropriate adjustments in the proposals to minimise the costs involved. The relevant authorities must be consulted to obtain accurate information in addition to what can be ascertained from ground survey. Future proposals for upgrading the installations should also be determined and conduits considered for inclusion in the project to facilitate the future installation of the utility.

Options for dealing with utilities conflicts include:

x avoid the conflict by adjusting the road design x protect the utility by reinforced concrete slab or conduit where it crosses the road

x adopt a rigid pavement to avoid adjusting a utility laid along the desired road alignment x strengthen the utility e.g. insert a lining in a weak sewer

x relocate the utility

Communications utilities include:

x telecommunications x telephone exchanges

x high band width communication conduits fibre optic cables, co-axial cables x low band width communications local connections cables- satellite communication facilities

x high band width communication towers x cellular telephone transmitters x railway communications and signaling



Water supply utilities include:

x water towers and storage tanks x pump stations x trunk mains

x reticulation systems

Storm water utilities include:

x open channels x pipes and culverts

Waste water and sewerage utilities include:

x gravity mains x pump stations

x pressure mains x sewage treatment plants

Energy utilities include:

x electricity generation plant x high voltage overhead lines x substations x power pole mounted transformers x high voltage underground cables x street lighting cables x traffic signal cables x high pressure gas trunk mains x reticulation gas mains x oil pipelines

Issues to be aware of in planning utilities in association with road and bridge works include:

x gas or oil mains should not be placed inside closed cells because of the risk of explosion x utilities inside closed cells of bridges can pose a serious hazard water and sewer lines can leak

and proper drainage is required

x high pressure gas mains present a serious explosion hazard if ruptured and should not be placed on bridges without special precautions

x high voltage electrical cables may have a significant heat output and may require ventilation x buried high voltage cables require adequate distance between cables for heat dissipation x utility authorities may have restrictions on the location of their service with respect to other types of

utility

x electrical cable ducting for street lighting is to be provided on bridges where required for present or future lighting



x utilities may be provided for in the footway/bikeway, or suspended from the side of prestressed units, or under the deck in girder bridges as permitted by the utility authority

x locations of manholes should be chosen for safe access by maintenance personnel and safe parking for vehicles required for the servicing operation e.g. equipment vans required for splicing of fibre optic cables, cranes for replacing pumps, trucks for pumping out pits

2.5.9 Drainage for Feasibility Studies

(a) Major Drainage Structures

Preliminary design calculations should be undertaken on major drainage structures to obtain approximate structure sizes. A major drainage structure is one where the cost of the structure has a significant effect on the total estimate and includes structures over rivers or creeks.

In some cases in urban situations, drainage costs are a substantial part of the overall cost and planning of the drainage system will need to be carefully considered.

Preliminary design for major drainage structures includes obtaining topographic maps or contour plans of the catchment areas surrounding the alignment to determine major drainage paths. Approximate flows may be determined from the rational method based on assumed values of run-off co-efficient, intensity, and area. Future upstream development should be considered in the calculation of the drainage flows. Any possible drainage reserves or easements that are required should also be considered.

(b) Cross Drainage

For cross drainage, an approximate waterway area may be calculated by assuming a velocity and using the formula Q = V x A, or calculated by assuming inlet control only. Once an approximate waterway area is determined, an approximate type and size of culvert may be determined from the preliminary vertical alignment and natural surface. Any possible adverse effects of the resultant upstream headwater level should be considered. If it is suspected that tailwater levels may have a dominant effect (i.e. in low-lying flat areas), then preliminary design calculations assuming outlet control and a tailwater level should be considered.

The flood immunity requirements and methods of floodway design are contained in the Road Drainage Design Manual.

(c) Longitudinal Drainage

The location of the outlets of longitudinal drains may affect the quantity of water to be carried in some of the culverts and therefore can have a major bearing on culvert sizes and lengths. In some cases, the boundaries of the catchments may be affected by the distribution of the water from the longitudinal drainage system this should be avoided. The water level at the outlet is also a major consideration. Refer to the Road Drainage Design Manual for design methods.

(d) Complex Hydraulic Analysis

Where the major drainage structure is on a waterway that requires more precise analysis than the rational method can provide, specialist advice should be sought on the flood immunity and the type and size of structure required. Complex hydraulic analysis is generally required on the following waterway types:



(i) waterways on large catchments

(ii) waterways on complex catchments, e.g. multi stream systems peaking at different times

during the design flood

(iii) streams with unsteady flows

(iv) flood plains

(v) waterways downstream from dams, weirs and reservoirs

(vi) waterways with significant local storage

(e) Minor Drainage Structures

There is generally no requirement to undertake any design calculations for minor drainage systems during the feasibility stage of projects. A nominal cost is usually sufficient to allow for minor drainage systems. Cross drainage culverts can be located by visual inspection of topographic maps or contour plans. For urban minor longitudinal drainage, pits may be placed at a nominal spacing along the roadway and a nominal number of pits may be allowed for at each intersection.

2.5.10 Geotechnical (Ground) Conditions

Geotechnical conditions for any particular option may have a significant influence on its feasibility and cost. In extreme cases, natural hazards may preclude some options altogether while the presence of land slips, swamps, rock outcrop and the nature and depth of structure foundations will invariably influence the adoption of some options.

As these conditions occur below the ground surface, some level of geotechnical investigation will normally be required at the development and comparison of options stage to allow the development of preliminary geotechnical models to assist in the assessment of the possible options.

The level of investigation will vary from a simple collation of existing data confirmed by visual assessment, to some level of sampling, testing and analysis. A competent engineering geologist or geotechnical engineer should undertake such investigations. The geotechnical models can be progressively developed through each planning stage and also in the design stage.

Ground conditions which have a significant influence on the feasibility of any particular option include:

x conditions of natural slopes including evidence of potential land instability, erosion, nature of materials and groundwater seepage

x occurrence of hard rock in cuts and the impact on excavation techniques and slope stability(and hence resumptions), stabilization measures and drainage requirements

x presence of soft and swampy ground under embankments and implications for settlement, stability, need for ground improvements, construction programming and investigation requirements and timing.

x subgrade soil conditions that will influence pavement design and drainage x presence of problem soils (list local types) x usability of excavated materials and implications on earthworks balance, disposal of unsuitable

material and selective winning and usage of suitable materials



x presence of underground openings (caves, old mine workings, etc.) causing potential short and long term subsidence problems for both road and structures

x presence of services, adjacent structures (embankments, retaining walls, and bridges) x presence of problem materials such as spoiled fill, refuse, contaminated land and other unsuitable

material requiring specific improvement techniques or remove and replace.

2.5.11 Major Structures

The Bridge Design Manual discusses the requirements of major structures and their impact on road and project development.

2.5.12 Road Design Considerations

All of the factors to be considered are detailed elsewhere in this manual:

x Traffic Parameters and Human Factors (Section 5) x Speed Parameters (Section 6) x Cross Section (Sections 7 and 8) x Sight Distance (Section 9) x Alignment Design (Sections 10, 11 and 12) x Intersections (Section 13 and 14) x Auxiliary Lanes (Section 15) x Interchanges (Section 16) x Transit Lanes (Sections 2 and 7)

2.5.13 Pedestrians, Cyclists, Animal Transport

Transportation corridors provide a medium for all modes of transport. In Addis Ababa pedestrians form a significant proportion of transport corridor users.

At present, animal transport is a significant user of road space, while cycling is of minor importance.

It is expected that animal usage will decline and cycle usage increase in response to increasing economic development and prosperity.

High quality, convenient, connected, safe and attractive routes for cycling and walking need to be incorporated into road designs and subdivision plans at the planning stage to encourage use of these modes and to ensure the safety of these unprotected road users.

Bicycle facilities or wider road shoulders must be considered on main roads (urban freeways will require separated provision for cycling to be built into the project due to the higher traffic volumes and speeds). Provision for cycling increases the safety of all road users and avoids the slowing effect created by having cycling in the general traffic lanes.



When providing a bicycle facility, consider whether an on- or off-carriageway facility is required. Off-carriageway facilities may increase land resumption and increase the estimate of the cost. The most appropriate type of facility will depend on speed and volume of traffic, surrounding land uses and the types of user expected on the facility.

Special intersection treatments such as advanced stop lines, storage bays, bike lanes or bike crossing signals, may be required and the cost included in the estimates. The planning process should pay particular attention to potential bicycle trip generators (e.g. schools and shopping centres). Any need for the use of grade separated structures should be identified at this early stage.

Provision for pedestrians will be required on all roads in built up areas except those such as freeways where separate provision will need to be built into the project. The planning stage should involve consultation with stakeholders and community groups to confirm the requirements for pedestrians. Refer also to Chapter 5.

The width necessary for the installation of utilities must be taken into account in selecting footpath width. Footpath width will affect the land acquisition requirements (Chapters 5 and 7).

Special intersection treatments may be needed and the costs to the project of providing the necessary facilities must be taken into account. (See Section 13 and Austroads, 1995).

All pedestrian facilities provided must be in accordance with design standards for people with disabilities.

Austroads Part 14 (Austroads, 1999) outlines design requirements for joint pedestrian/cycling facilities which are also designed to a standard suitable for people with disabilities.

2.5.14 Integration of Passenger Transport Modes

The level and nature of demand for public transport to and between work, shopping, education, leisure activities and residential areas is determined by such factors as density of development, spatial distribution of activities and the age structure and socio-economic characteristics of the area. The extent to which public transport can meet the potential demand is influenced not only by these factors, but also by the road layout, hierarchy and geometry in the service area.

In Addis Ababa trains provide a major public transport service. It is important that good quality access to railway stations for all modes (walking, cycling, buses, and private car) be provided where required. Facilities could include:

x pedestrian and cyclist under- or overpasses x on- and/or off-road pedestrian and cycle lanes x bus priority measures x pick up and set down areas x bicycle storage facilities x bus stops

2.5.15 Evaluation of Options

The evaluation process should include an assessment of each options ability to fulfil the purpose or need outlined at the scoping stage.



Considerations that should be assessed are listed below but not all of these considerations would necessarily be assessed for any one project. Some aspects may not be able to be quantified and therefore a qualitative comparison must be made.

Documentation of the evaluation considerations should be included in the feasibility/planning report.

(a) Quantifiable Construction Costs

Estimates should be based on a combination of experienced engineering and estimating judgement, drawing on previous project data (e.g. unit rates) where available. Past projects may give an indication of the cost of various items in the estimate. The preparation of an estimate for planning projects should concentrate on the major cost items. Time and effort will be wasted in trying to determine the cost of every minor item at the planning stage.

However, it is more often than not that planning estimates are below final costs because unforeseen factors are revealed during the design and construction phase. For this reason, a management reserve commensurate with the inherent risk to overcome this shortfall should be included in the estimate at this stage.

(b) Maintenance & Operating Costs

Ongoing costs are those occurring after completion of the project. These costs include:

(i) pavement and other road maintenance

(ii) operating costs such as street lighting, signals, street cleaning

(iii) road user costs e.g. vehicle operating costs and

(iv) value of time (particularly delays to commercial vehicles)

(v) accident costs

(c) Non-quantifiable Issues

Non-quantifiable issues are those that can not be measured or are difficult to measure and include varying degrees of subjectivity (referred to as externalities). These include:

(i) some environmental impacts

(ii) impact on the community (health impacts, convenience of access, quality of life)

(iii) level of service

(d) Additional Benefits

For each option any additional benefits over and above those assumed at the concept stage should be identified and included in the planning report.

(e) Anticipated Risks

During planning, additional risks may be identified for various options. Such risks may include:



(i) susceptibility to cost over runs due to wet weather

(ii) additional costs that may be identified from geotechnical investigations or construction

techniques and

(iii) using a unique construction method or new materials

(iv) design failing to consider all road user needs

(v) radical changes in road use requirements after construction

(vi) increased safety risks to vulnerable road users from increased traffic speeds and volumes

(vii) reduced crossing opportunities for pedestrians and local traffic

These risks should be assessed as to their influence on the project viability.

(f) Selection of Preferred Option

After establishing the quantifiable costs and benefits and the other non-quantifiable advantages and disadvantages, a decision based on economic, risk and engineering grounds can be made. A tool that can be used for evaluating options is outlined in Appendix 2B.

2.5.16 Planning/Feasibility Report

A detailed Planning/Feasibility Report has to be prepared to document the findings and recommendations of this phase of the process.



2.6 Master Planning

2.6.1 Definition

Master Planning is a link in the process of planning, design and construction of roads as shown in Figure 2.6.1-A

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Figure 2.6.1-A:- Road Master Planning



Master Planning follows feasibility studies and planning investigations and develops the planning drawings further to the stage where sufficient details are provided to enable designers to make the decisions on:

x all environmental issues x all land requirements x provision for services x staging

x lane configuration x waterway issues x any modification to the local road network x type of intersections and interchanges x bridge concept layout

Project Review involves a check of the project estimate against the allocated budget in the Roads Program. If the budget is exceeded, adjustment of the scope of the scope of the project may be necessary.

2.6.2 Master Plan Input

For the preparation of Master Plan the following input is required:

x traffic demand modeling x concept planning drawings x preliminary drainage investigations x geotechnical investigations

x heritage investigations x field verification, adjustments and amalgamation of the Digital Terrain Model, Cadastral and Services

Models to obtain specified accuracy for design

If any of the above listed inputs are not available prior to the commencement of the Master Plan preparation they shall be included as an integral part of the Master Plan Report.

2.6.3 Master Plan Output

The required output of the Master Plan is the following:

x Master Plan Report x preliminary road design drawings x design model from string based road design software x preliminary bridge design drawings x landscape concept design x services coordination report x environmental impact assessment and Environmental Management Plan (EMP)



x preliminary drainage design x definition of road design standards for detailed design x traffic volumes and capacity analysis x pedestrians and cyclist facilities requirements x street lighting concept x traffic signal layouts x staging proposals x construction sequencing and temporary traffic management measures

x land status report x construction cost estimates x road safety audit

2.6.4 Master Plan Report

This report presents the findings of the master planning investigations. It is intended to outline key information, explain the methodology used in the development of the master plan, presents the objectives for the project that have been the basis for the master planning, and recommend the next stages of work.

The Master Plan Report shall list all issues that are still not resolved with a recommendation for action that is required to bring these issues to resolution.

A summary of consultation undertaken for the project including details of consultation and any commitments made shall be included in the Report.

The Report shall include an executive summary.

2.6.5 Preliminary Road Design Drawings

Preliminary design shall consist of:

x locality Plan x survey control plan x utilities and utilities relocation details x site and traffic management plan during construction x drainage concept plans x typical cross-section drawings 1 : 200 x plan profile drawings 1:1000 x Master Plan drawings 1:1000 x intersection drawings 1:500 x cross-section drawings 1:200 x typical details 1:100 x type cross-sections 1:200



All drawings shall be designed in the software format specified in 2.6.6. In addition to the drawings, a printout of the earthworks volumes and a mass haul diagram shall be included.

2.6.6 Design Model & Drawings

The road design model shall be prepared using a 3 dimensional string based modeling software such as MXRoad, 12D, InRoads or similar package. Drawings shall be compatible with AutoCAD and comply with AACRA drawing presentation standards.

2.6.7 Preliminary Drainage Design and Investigations

Drainage investigations shall resolve all drainage issues for the project. For complex projects a team of hydrologists, environmental scientists and engineers shall undertake this task.

The objective of the drainage study is to identify drainage outfalls, considering environmental impact. In this stage land requirements for drainage basins shall be resolved. Furthermore, in-principle agreements, where required, shall be obtained from relevant authorities.

A comprehensive drainage design shall be undertaken in this phase, showing the ultimate pipe network. This study shall determine road levels that will allow road to drain satisfactorily and in accordance with the Drainage Design Manual.

The Report shall specify the drainage standards required by the relevant stakeholder authorities.

2.6.8 Preliminary Bridge Design

The aim of this design is to investigate options and to recommend the preferred type of structures for the project. In the Master Plan Report details of economic, aesthetic, environmental constraints, clearances, heavy load requirements, detail waterway investigations considered for the bridges and other structures shall be provided, together with an assessment of the feasibility of the options.

The Report shall also recommend the cross section of the bridge and the preferred structural layout.

The design drawings shall be suitable for public presentations if necessary and may include 3-D perspective view.

2.6.9 Concept Landscape Design

A landscape design concept shall be included in the Report to identify key design opportunities and constraints that are addressed in the Preliminary Design.

The landscape assessment shall identify existing physical, aesthetic, social and biological conditions, including visual impacts.



2.6.10 Utilities Coordination

During the preparation of Master Plan all relevant utility authorities shall be contacted in order to identify the locations of the existing utilities and the need for relocation. In this process the need for future services shall be identified and their location shall be coordinated and specified in the utility plans.

A detail survey shall be undertaken to detect exact location of the existing utilities. The location of the existing and proposed services shall be shown on the utilities plan as well as on the typical cross-sections. Specific cross sections at the conflict points with major services shall be prepared if necessary.

Utilities Coordination section of the Report shall contain the correspondence with service authorities as an Appendix. In the report shall be listed all constraints, conditions and options discussed and agreed on during the negotiations.

The main purpose of this section of the Report is to:

x identify services effected by the construction of road; x document any special considerations that need to be made the in relation to each service;

x identify the contact name in each service authority; x develop recommended action for affected services.

2.6.11 Environmental Issues

The environmental assessment activities undertaken during Scoping and Advance Planning must be continued in this phase at a higher level of detail.

If the Concept REF identified the need for an EIS, it will be necessary to undertake it at this stage.

Otherwise, a Planning REF will be required. An Environmental Management Plan (Planning)

(EMP Planning) must be prepared in either case.

Following environmental issues shall be addressed during the Master Plan preparation:

x hydrology, including water quality x heritage sites x biological considerations, including rare flora and fauna

x social impacts x traffic noise x

The results of the study shall be included into the Environmental Management Plan (EMP).

The work shall be undertaken in accordance with Section 3 and to the standards of the relevant regulatory agencies.

In the Master Planning phase all necessary environmental approvals and clearances shall be obtained for the project, excluding those that are time limited beyond the commencement of the project.



2.6.12 Definition of Road and Traffic Design Standards for Detailed Design

The Report shall specify standards that have been used in the preliminary design. The presentation of the information shall be in a format suitable for simple transition into a Scope of Works and Technical Criteria document of detailed design. The document shall address the following

x design speed x sight distance x kerbing requirements; x elements of cross-section (lane width, shoulder width, verge width, max. superelevation, median

width, pavement crossfall, batters etc.)

x elements of horizontal alignment (curvature, lane configuration, auxiliary lanes etc.); x elements of vertical alignment (structural clearance, K-values, grades, etc.);

x design standards for intersections and interchanges (design vehicle, pavement making, ramp geometry, etc.);

x stormwater drainage (average recurrence intervals, gutter flow speeds, etc.); x standards for pedestrians and cyclists; x miscellaneous (noise, safety barriers, fencing, etc.)

2.6.13 Traffic Volumes & Capacity Analysis

Predicted traffic volume on the road in question is the basis for many aspects of the design. Forecasts of traffic volumes upon opening, 5 years after opening and 20-25 years after opening are required for design purposes. These estimates will be prepared during the Advance Planning using the Transport Planning Model. A summary of these forecasts shall be included in the Master Plan Report. The earlier work should also have identified the need for bus priority measures, bus lanes or transit lanes.

Traffic capacity analysis calculations of all mid-block and intersections shall be included in the Report, including options considered for

section 2 planning

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