Final Inception Report, Nov.
2016
Detailed Design of Yakawlang to Dara-E-Suf (184 Km) Road
TABLE OF CONTENTS
1 INTRODUCTION .................................................................................................................. 1‐1
1.1 BACKGROUND ........................................................................................................................................1‐1
1.2 PROJECT APPRECIATION .....................................................................................................................1‐2
1.3 OBJECTIVES OF CONSULTANCY SERVICES.........................................................................................1‐4
1.4 STUDY SCOPE AND STAGES .................................................................................................................1‐5
1.5 STRUCTURE OF INCEPTION REPORT .................................................................................................1‐8
2 MOBILIZATION AND INCEPTION MEETINGS.............................................................. 2‐1
2.1 STAFF MOBILIZATION ..........................................................................................................................2‐1
2.2 OFFICE SET‐UP ......................................................................................................................................2‐1
2.3 INCEPTION MEETINGS ..........................................................................................................................2‐2
2.4 PROGRESS ACHIEVED ...........................................................................................................................2‐3
3 PRELIMINARY REVIEW OF PROJECT ALIGNMENT ................................................... 3‐1
3.1 PROJECT ROAD ALIGNMENT ...............................................................................................................3‐1
3.2 ENVIRONMENTAL AND SOCIAL FEATURES OF SECTION 1 ............................................................. 3‐7
3.3 OVERVIEW OF HYDROLOGY AND STRUCTURES...............................................................................3‐9
4 METHODOLOGY AND PROGRAM ................................................................................... 4‐1
4.1 INTRODUCTION ......................................................................................................................................4‐1
4.2 METHODOLOGY .....................................................................................................................................4‐2
4.2.1 Task 1 Project Organization and Mobilization .............................................................................. 4‐2
4.2.2 Task 2 Surveys and Investigations ....................................................................................................... 4‐3
4.2.3 Task 3 Engineering Analysis and Design ................................................................................. 4‐13
4.2.4 Task 4 Road Safety Audit .................................................................................................................... 4‐27
4.2.5 Task 5 Prepare Bill of Quantities .................................................................................................. 4‐27
4.2.6 Implementation Schedule for Engineering Design ............................................................ 4‐28
4.2.7 Task 6 Prepare Social Safeguard Planning Documents .................................................. 4‐29
4.2.8 Task 7 Prepare Environmental Safeguard Planning Documents ............................. 4‐34
4.3 DESIGN STANDARDS .......................................................................................................................... 4‐37
4.3.1 Geometric Design Standards............................................................................................................ 4‐37
4.3.2 Bridge Design Standards.................................................................................................................... 4‐43
[Link] Purpose ...................................................................................................................................................... 4‐43
[Link] Materials and Finishes ....................................................................................................................... 4‐43
[Link] Durability aspects and Concrete Cover ...................................................................................... 4‐44
[Link] Design Loads ........................................................................................................................................... 4‐45
[Link] Load Combinations .............................................................................................................................. 4‐48
[Link] Structural Analysis of Superstructure ........................................................................................ 4‐48
[Link] Pre‐stressing details for PSC Superstructure........................................................................... 4‐49
[Link] Substructure and Retaining Walls ............................................................................................... 4‐51
[Link] Foundation .............................................................................................................................................. 4‐51
4.4 QUALITY ASSURANCE PLAN ............................................................................................................. 4‐52
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Final Inception Report, Nov. 2016
Detailed Design of Yakawlang to Dara-E-Suf (184 Km) Road
5 PROJECT TEAM ORGANIZATION AND WORK PLAN ................................................. 5‐1
5.1. OVERALL PROJECT TEAM ORGANIZATION ......................................................................................5‐1
5.2. WORK AND PERSONNEL SCHEDULES ................................................................................................5‐2
5.3. STAFF RESPONSIBILITIES ....................................................................................................................5‐3
6 SECURITY .............................................................................................................................. 6‐1
6.1 SECURITY AND SAFETY ..........................................................................................................................6‐1
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Final Inception Report, Nov. 2016
Detailed Design of Yakawlang to Dara-E-Suf (184 Km) Road
ACRONYMS
ADB Asian Development Bank
AASHTO American Association of State Highway and Transportation Officials
AFRM Afghanistan Resident Mission
ANDS Afghanistan National Development Strategy
ANP Afghan National Police
APs Affected Peoples
ASTM American Society for Testing and Materials
BOQ Bill of Quantities
C/L Centerline
CAREC Central Asia Regional Economic Cooperation
COA Courses of Action
DCP Dynamic Cone Penetrometer
DED Detailed Engineering Design
DTM Digital Terrain Model
EA Environmental Assessment
EIA Environmental Impact Assessment
EIRR Economic Internal Rate of Return
EMP Environmental Management Plan
FS Feasibility Study
IEE Initial Environmental Examination
IPP Indigenous Peoples Plan
LARP Land Acquisition and Resettlement Plan
LRFD Load and Resistance Factor Design
LTP Lead Technical Professional
MPW Ministry of Public Works
NEPA National Environmental Protection Agency
NSCRP North South Corridor Road Project
PFSR Pre‐Feasibility Study Report
PIC Principle in Charge
PMO Project Management Office
PSC Pre‐stressed Concrete
PSD Personal Security Details
PSM Project Security Manager
QA Quality Assurance
QAM Quality Assurance Manager
QAR Quality Assurance Reviewer
QRF Quick Reaction Force
RAP Resettlement Action Plan
RCC Reinforced Cement concrete
REA Rapid Environmental Assessment
SIA Social Impact Assessment
SOP Standard Operation Procedures
SPS Safeguard Policy Statement
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Detailed Design of Yakawlang to Dara-E-Suf (184 Km) Road
1 INTRODUCTION
1.1 BACKGROUND
The objective of the project is to rehabilitate the last remaining unimproved
section of North South Corridor Road Project (NSCRP) from Yakawlang to Dara‐
e‐Suf, a distance of about 184km. The project will be financed under Tranche 2 of
the North South Corridor Project. Upon completion, the project road, will connect
Kabul, the capital and largest urban center in Afghanistan, with Mazar‐e‐Sharif
and the broader northern regions of the country. The project road will also serve
as an additional route connecting the northern and central regions and also as an
alternative while the Salang Corridor is rehabilitated and expanded over the next
several years.
Following on the recent construction of a road from Yakawlang to Bamyan, it is
also foreseen that the project will contribute to the development of Yakawlang as
focal point of transportation for the Central Highlands Region of Afghanistan,
thus also generating additional economic activity for this currently isolated and
impoverished region. The Bamyan ‐ Yakawlang road section was rehabilitated
with ADB financing recently and the National road from Bamyan to Kabul
through Charikar provides the connectivity to Kabul. The northern section from
Dara‐e‐Suf to Mazar‐e‐Sharif has been recently been completed and with the
construction of the project road section, the route from Mazar‐e‐Sharif to Kabul
via Bamyan will be fully operational. The project road section and other ADB
funded projects are shown in Figure 1.1.
The Ministry of Public Works, Government of Afghanistan engaged SHELADIA
Associates Inc., USA in September 2016 to prepare the detailed engineering
design for the proposed upgrading of the project road section from Yakawlang to
Dara‐e‐Suf including updating of environmental and social assessment.
SHELADIA commenced the design services within a week of notice to proceed on
September 28, 2016. A pre‐feasibility study was carried out for this project in
2012 by Dongshin Engineering and Consultants on behalf of MPW. Four
alignment options were analyzed and the study recommended alignment Option
2 starting at Km 41 of Kabul ‐ Yakawlang Road as the most promising. SHELADIA
has been given this Option 2 alignment as the base project corridor for the project
road design and require to develop an optimized alignment along this corridor to
build a two lane highway between Yalawalang and Dara‐e‐Suf. This Inception
Report was prepared in line with the requirements of the Terms of Reference and
describes the Consultant’s initial findings and progress achieved during the first
month of the assignment. An updated work and personnel schedule taking into
account information made available to the Consultant within the first month and
reflecting the necessary activities for the successful delivery of the services is
included in this report.
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Final Inception Report, Nov. 2016
Detailed Design of Yakawlang to Dara-E-Suf (184 Km) Road
Figure 1‐1 Project Map
1.2 PROJECT APPRECIATION
The project road alignment starts at Km 41 on Bamyan‐Yakawlang road. At
present conditions, the road between Yakawlang to Dara‐e‐Suf consists of a
gravel surface and in some locations, earthen
tracks ranging from 3m to 9m in width. A
video survey of the entire corridor was
undertaken along the existing tracks and was
shared with all project team as well as the
Project Management Office (PMO) of the
MPW. The rehabilitation works will upgrade
this road to a two‐lane asphalt concrete road with a carriageway width of 7
meters, a minimum shoulders width of 1.5m and verge widths of 0.5m.
Starting from relatively flat to hilly terrain at one end of the project road in
Yawakalang, the road traverses the Central Highlights Region, increasing in
altitude from just under 1300m to a height of 3800m amidst heavily mountainous
terrain until finally descending into the Dara‐e‐Suf river valley. Overall, about
22% of the 184 km project road passes through mountainous terrain, 3% passes
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Detailed Design of Yakawlang to Dara-E-Suf (184 Km) Road
through rocky to mountainous terrain, 38% passes through rolling terrain and
37% passes through flat terrain. It should be noted that the first 60 km or so of
the proposed alignment presently is not the primary route to Dara‐e‐Suf from
Yakawlang, given its poor condition and mountainous terrain which result in
higher transport costs.
The road alignment will pass through four rural villages in the first 50 km. In each
of the four villages, agriculture is the major occupation and dwellings are at
maximum constructed of mud. At kilometer 25 is the village of Khakdow, with
180 households and a population of 1,260. The next village Zardega at 34 km, is
a slightly larger village of 200 households and 1,400 inhabitants. Further along
the road is the smaller village of Argoshi at kilometer 41 – with 70 households
and 490 people. Lastly is Deh Behbod at 44 km, also consisting of 70 households
but with 500 people. A school was observed at about Km 35 and a clinic at about
Km 40.
School at Km 35+300 Clinic at Km 40+100
After the first 50 km, several villages are observed from Km 120. These villages
(photos in Appendix 2) and other noted points of interest identified by the
Sheladia team in its initial surveys of the road area are given in the table below:
Important Places /Villages
[Link] Village Name Vehicle Odometer Chainage
1 Start at Km 0+000 (Junction) Start Point
2 Abqol 19+100
3 Khakdow 25+100
4 Zardega 33+800
5 Argoshi 40+400
6 Deh Behbod 45+100
7 Dara‐I‐Daymirdad 120+100
8 Kota 120+800
9 Qala‐e‐Now 122+200
10 Ahangaran 126+900
11 Safed Khak 135+250
12 Cardara 135+300
13 Sare‐Bum 138+800
14 Rasak 151+800
15 Surak Joy 152+500
16 Sand Mardah 158+200
17 Dahn ‐ e‐Tur 167+000
18 Hasani 170+800
19 Dara ‐e‐Suf (End point) 192+500
Note: All chainages given are Odometer chainages along the corridor
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Detailed Design of Yakawlang to Dara-E-Suf (184 Km) Road
The climate in the areas along the project road is relatively extreme. During the
coldest months at higher altitudes, the project road will face temperatures as low
as ‐40 degrees Celsius with up to three meters of snow, while at lower altitudes
during hot months, temperatures may regularly exceed 30 degrees Celsius. Thus,
the road design must incorporate provisions to accommodate both hot and cold
temperatures as well as heavy and frequent snowfall in the most mountainous
areas of the road.
Considering the mountainous terrain and hydrological features along the project
road, the previous feasibility study has identified more than 180 structures
including the rehabilitation of three bridges and new construction of as many as
seven bridges. Although the road alignment follows the two rivers which run
through the project areas – the Dara‐e‐Suf and Yakawlang‐Balkh – the road
necessarily must cross these rivers at certain points. In addition, there are ten
river protection sites between the river and the roadbed along this portion of the
road.
In its initial surveys of the road
alignment, the Sheladia team has
identified the following streams
along the road in the first 50 km:
‐ Small stream at Km 9+200
‐ Stream at Km 23+000
‐ Large stream at Km 34+200
‐ Water Flow/Canal at Km 41+000
‐ Large stream at Km 45+100
There are also several major drainage channels coming off the hills with steep
slopes which carry boulders. The major boulder accumulation areas are at four
points from Km 170 to Km 180. And along Km 12‐13, the geological conditions
including significant beds of hard rock will require rock blasting during the road
construction works.
The Sheladia team has identified the following locationsfor the first 50 km section
which require rock cutting or have steep gradients:
‐ Rock cutting at Km 4+000
‐ Rock cutting at Km 9+200
‐ Rock cutting at Km 45+700
‐ Steep gradient at Km 46+800
1.3 OBJECTIVES OF CONSULTANCY SERVICES
The main objective of the consulting services is to prepare Detailed Engineering
Design (DED) for the project road.
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The tasks to be undertaken for the DED include: (i) examine the project corridor
identified and finalize the project alignment taking into account the design
features required and construction feasibility (ii) preparing detailed engineering
designs of roadway, structures, slope protection, road furniture etc. and bill of
quantities for the proposed works, (iii) updating social and environmental
assessments in accordance with ADB's Safeguard Policy Statement 2009 (SPS),
ADB’s Environmental Assessment Guidelines (2003) as well as government
regulations and policies, (iv) undertake road safety audit of project design and
(v) prepare design drawings for all roadway elements
1.4 STUDY SCOPE AND STAGES
The proposed project will rehabilitate the 184 km road from km 41 of the existing
Bamyan ‐ Yakawlang road to asphaltic concrete pavement standard. To expedite
the building of the road, construction work will proceed concurrently with the
required design. To ensure that the construction contractor has the necessary
design documents to commence with the construction and continue work
uninterruptedly, the design and related BOQs will be completed in three sections
(see Table 1‐1 below) with the survey and detail design of the first section being
completed in 5 months, the second section in 8 months, the third section in 11
months after commencement. The focus of the study team is on completing
Section 1 first and then Section 2 and Section 3 subsequently.
Table 1‐1 Project Road Sections
Section Stationing Length
Section 1 0+000 to 50+000 50 km
Section 2 50+000 to 120+000 70 km
Section 3 120+000 to 185+000 65 km
Major tasks as outlined in the TOR are:
(A) Design Preparation
(i) An inventory of the existing road will be conducted, including geometric
features, pavements, type and condition of drainage structures, including an
estimate of their load‐carrying capacity, and other major features.
(ii) Engineering surveys will be carried out as required for preparing designs
suitable for incorporation into bidding documents
(iii) Investigations will include the suitability of local construction materials
and, where necessary, locate new quarries and borrow pits and assess the
quality and quantity of materials and hauling distance.
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Detailed Design of Yakawlang to Dara-E-Suf (184 Km) Road
(iv) Study the hydrological regime in detail, based on an analysis of rainfall and
flood records, supplemented by engineering field investigations, to establish
the adequacy of road embankment levels, culverts, and side ditches, and
design bed and slope protection for the drainage structures and bridges.
(v) Assess cross‐drainage requirements and proposed new structures (bridges,
culverts, and causeways as appropriate) or improvements to existing and/or
structurally unsound structures.
(vi) Prepare practical and cost‐effective geometric (horizontal, vertical,
intersection, etc.) pavement and structural designs on the basis of projected
traffic levels; pavement structure studies; axle‐load considerations, as
determined from the activities above and from previous studies; traffic safety
in accordance with internationally accepted standards; environmental
assessment; and other relevant inputs. Note the following requirements for
engineering drawings, including road plans (1:2000 scale), longitudinal
profiles (scales: 1:2000 horizontal and 1:200 vertical), cross‐sections,
structure plans, and other requirements depending on the design.
(vii) Where new pavements are to be provided, they will be designed, using an
internationally recognized procedure, for a 10‐year life, with provision for
overlays during or at the end of that period to extend the life to 15‐20 years.
(viii) The Technical specifications and as well as Measurement (Method of
Measurement) for the Construction Works have previously been prepared by
others. The Consultant will conduct a technical review of these documents
and provide its comments and any suggested revision thereto to the Client
four (4) months after commencement.
(ix) The results of our road safety audits will be reflected in the final design., and
provisions for managing road safety aspects appropriately during
construction will be included in all bidding documents.
(x) For each roadway section, we will provide two (2) complete sets of all
drawings with BOQ for review and comment by MPW at 35%, 90% and 100%
design stage. The drawing format, including borders, drawing titles and
numbering will be in accordance with requirements agreed with MPW. The
35% submission will be based on available (secondary) topographic
information and contour maps based on satellite data and will include, road
right‐a‐way, topography, draft design standards, draft horizontal and vertical
alignment, cross sections at 20 meter intervals, hydrological assessment,
preliminary cross drainage and structures proposed, material assessment,
preliminary pavement design, typical cross sections, embankment and slope
protection measures and a preliminary BOQ. The 90% submission will be
based on detailed topographic survey and will include a draft final design of
the road way and structures, horizontal and vertical alignment, cross
drainage and structures, pavement, road furniture, slope/embankment
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