DESIGN E845REPORT Vol. 8

Consultancy Services for DetailedAssessment, Prioritisation and

Engineering design for Reinstating /Constructing of the Damaged and Washed

Away Crossings in Region 11: Lusaka,Southern, Western, Copperbelt and North-

western Provinces of Zambia

July 2006

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REGION!! Ll.SAKA, SOUTHERN, WESTERN, COPPERBFLTAND NORTHWFSTERN PROVINCESAssessment and Engineering I)esign of Damaged and Washed away Crossings SNCIASCO (Z) Led

DESIGN REPORT

CONTENTS

List of AcronymsPreface

1. INTRODUCTION1.1 Background1.2 Objective1.3 Scope of Services1.4 Purpose of Report

2. EXECUTIVE SUMMARY3. SURVEYS

3.1 Document Review3.2 Copperbelt Province3.3 Southern Province3.4 Western Province3.5 Northwestern Province3.6 Chongwe and Chibombo3.7 Zambia Wildlife Authority

4. DESIGN STANDARDS4.1 Design Manual4.2 Design of Small Bridges and Crossings

4.3 Drainage Design4.4 Pavement Design4.5 Road Furniture and Services

5. SOCIO-ECONOMIC ANALYSIS

5.1 Traffic Patterns5.2 Multiple-Criteria-Based Prioritisation of Crossings

6. HYDROLOGY AND DRAINAGE6.1 Introduction6.2 Survey Findings6.3 Hydrological Data and Analysis6.4 Drainage Design6.5 Current Situation of Flood

7. GEOTECHNICAL AND MATERIALS7.1 General7.2 Regional Geology7.3 Soil7.4 Materials

8. ENVIRONMENTAL ASSESSMENT

REGION II -lLUSAKA, SOUTHERN, WESTFRN, COPPERBFELTAND NOR7HWFESTERN PROVINCESAssessnment and Engineering Design of Damaged and Washed away Crossings SVPCASCO (Z) Ltd

8.1 Environmental Assessment Process

8.2 Initial Environmental Examination and Environmental ProjectBrief

8.3 Environmental Management Plan

9. BIDDING DOCUMENTS9.1 Prequalification Documentation9.2 Contract Document9.3 Conditions of Contract9.4 Specifications9.5 Contract Drawings9.6 Bills of Quantities

10. COST ESTIMATES11. CONCLUSION

REJION11 LUSAKA, SOUTHERN. WESTERN COPPERBELTAND NOR7HWESTFRN PRO VINCFSAssessment and Engineering Design of Danmaged and Washed away Crossings SNCIASCO (Z) Lid

LIST OF ACRONYMS

AADT Average Annualised Daily TrafficCBR California Bearing RatioCOMESA Common Market of Eastern and Southern AfricaEBRP Emergency Bridge Rehabilitation ProgranmmeECZ Environmental Council of ZambiaEIA Environmental Impact AssessmentEPB Environmental Project BriefEPPCA Environmental Protection and Pollution Control ActESA Estimated Standard AxlesFAO Food and Agricultural OrganisationGCC General Conditions of ContractGDP Gross Domestic ProductGMA Game Management AreaGPS Global Positioning SystemGRZ Government of the Republic of ZambiaHIPC Heavily Indebted Poor CountriesHMS Highway Management SystemICB International Competitive BiddingIDA International Development AssociationISO International Standards OrganisationMCA Multi Criteria AnalysisMOTNP Mosi-O-Tunya National ParkMWS Ministry of Works and SupplyNCC National Council for ConstructionNP National ParkNRFA National Road Fund ActRDA Roads Development AgencyRHC Rural Health CentreROADSIP Road Sector Development ProgrammeSADC South African Development CommunitySATCC Southern Africa Transport and Communications

CommissionSLII SNC - Lavalin International IncorporatedTOR Terms of ReferenceVOC Vehicle Operating CostsWB World BankZAWA Zambia Wildlife Authority

REGION II - LtSAKA, SOUTHhRE. WESTERN, COPPERBELTAND NORTHWESTFRN PRO VVNCES

Assessment and Fngineering Design of Damaged and Washed away Crossings .SNCI/ASCO (Z) Ltd

PREFACE

This document contains the expression of the professional opinion of SNC-Lavalin International Inc. (SLII) and ASCO (Zambia) Ltd as to the matters setout herein, using its professional judgment and reasonable care. It is to beread in the context of the agreement dated 14 December 2005 (the"Agreement") between SLII and the Road Development Agency (the "Client"),and the methodology, procedures and techniques used, SLII's assumptions,and the circumstances and constraints under which its mandate wasperformed. This document is written solely for the purpose stated in theAgreement, and for the sole and exclusive benefit of the Client, whoseremedies are limited to those set out in the Agreement. This document ismeant to be read as a whole, and sections or parts thereof should not be reador relied upon out of context.

SLII has, in preparing the cost estimates, followed methodology andprocedures, and exercised due care consistent with the intended level ofaccuracy, using its professional judgment and reasonable care, and is thus ofthe opinion that there is a high probability that actual costs will fall within thespecified error margin. However, no warranty should be implied as to theaccuracy of estimates. Unless expressly stated otherwise, assumptions, dataand information supplied by, or gathered from other sources (including theClient, other Consultants, testing laboratories and equipment suppliers etc)upon which SLII's opinion as set out herein is based has not been verified bySLII; SLII makes no representation as to its accuracy and disclaims all liabilitywith respect thereto.

SLII disclaims any liability to the Client and to third parties in respect of thepublication, reference, quoting, or distribution of this report or any of itscontents to and reliance thereon by any third party.

REGION!! - LUSAKA. SOUTHERN, WFSTERN. coPPFRBELTAND NORTHWESTERN PROVINCES

Assessment and Engineering Design of Damaged and Washed away Crossings SNCIA.SCO (Z) Ltd

1. INTRODUCTION

ASCOCONSULTING ENGINEERS

PROJECT MANAGERS,,

SNC LAVALIN URBAN AND REGIONAL PLANNERS

RE.GION 11- LUSAKA.SOUTHERN, WESTERN, COPPERBELTANLD NORTHWESTERN PROVINCES

Assessment and Engineering Design of Damaged and Washed away Crossings SNC/4SCO (Z) Ltd

1. INTRODUCTION

1.1 Background

Over the years, floods have caused severe damage to river crossingsthroughout Zambia. Bridges and culverts were washed away, cutting accessto large parts of the country which impacted negatively on the social servicedelivery and economic development. These crossings are mostly on unpavedrural roads.

In support of the Road Sector Investment Programme Phase II (ROADSIP II),the GRZ applied for financing under the Essential Bridge RehabilitationProject (EBRP) from the International Development Association (IDA) towardsthe cost of re-instating these damaged river crossings. For the purpose ofexecuting these works, the country was divided into two Regions, Region Iand Region II. SNC Lavalin in association with ASCO (Z) Ltd was awardedthe contract to carry out this evaluation and the contract.was signed on 14December 2005. The title of the consulting services is 'DetailedAssessment, Prioritisation and Engineering Design forReinstating/Constructing of the Damaged and Washed Away Crossingsin Region II: Lusaka, Southern, Western, Copperbelt and North-WesternProvinces of Zambia'.

1.2 Objective

The Terms of References of the present study require the consultants toundertake the following:

Phase I: Inspection of each of the identified network structures as listedand an assessment of the damage prioritised and costed in linewith agreed criteria.

Phase II: Engineering Design, Preparation of Bidding Documents andassistance in the bidding and evaluation process for culvertsand small bridges with a total deck length not exceeding 15metres.

Subject to downstream appointment the other two objectives are as follows:

Phase III: Construction supervision for Phase II works and EngineeringDesign, Preparation of Bidding Documents and assistance inbidding and evaluation process for larger bridges identified forupgrading under this Phase.

Phase IV: Construction supervision of larger bridges.

1.3 Scope of Services

The scope of the consultancy services includes:

Phase I* Assessment, Prioritisation and preparation of preliminary cost estimates

REGION II- LUSAKA. SOUTHERN, WESTERN. COPPLRBEL TAND NOR THWESTERN PRO VINCES

Assessment and Engineering Design ofDamaged and Washed away Crossings SNCIASCO (Z) Ltd

* Gathering of existing data and informationa Preparation of Assessment Report

Phase 11* Engineering Assessment and structural design of bridges and culverts* Preparation of bidding documents* Providing assistance to the client in bidding process* Preparation of Environmental Management Report. Preparation of final design report, bidding documents and evaluation

report.

1.4 Purpose of Report

Phase I concluded with the submission of a Final Assessment Report whichprovided an assessment of the intervention works required. Approval wasgiven to proceed to Phase 11 which incorporates the detailed design for smallcrossings. This design report has been submitted at the end of Phase 11alongside the bidding documents for each region.

REGION1II Jl,SAKA, SOUTHkRN, WES7ERN, COPPERBELTANDNORTHWFS7ERNPROVINCFSAssessment and Engineering Design of Damaged and Washed away Crossings SNC/ASCO (Z) Lid

2. EXECUTIVE SUMMARY

ASCOCONSULTING ENGINEERS

PROJECT MANAGERS ,UREAN AND REGIONAL PLANNERS

-TRAINING

SNC * LAVALIN

RE.GION H1 LUSAKA, SOUTHERN, WESTERN, COPPI.RBhLT AND NORTHWESTERN PRO VINCES

Assessment and Engineering Design of Damaged and Washed away Crossings SlYCIASCO (Z) Lid

2. EXECUTIVE SUMMARY

2.1 Categories and Priorities

The Consultant surveyed in excess of 500 crossings which were categorisedas follows:

Category I Bridge crossing of less than 15 metresCategory II Single or Multiple Pipe Culvert and/or drift crossingCategory ill Box CulvertCategory IV Medium Bridge 15 to 30 metresCategory V Large Bridge greater than 30 metresCategory VI PontoonCategory VII PedestrianCategory VIII Rehabilitation

For the purposes of this design report for Phase II, categories IV, V and VI, iemedium to large bridges and pontoons, have been omitted.

Prioritisation was carried out using the following socio-economic criteria:

A. Perceived Engineering Need (Classification from Engineering Report)B. Scale of FacilityC. Importance of road link:

* Traffic - (AADT)* Potential accessibility (to isolated areas)* Potential connectivity (between existing routes)

D. Economic and Social Potential. Agriculture* Industry and commerce. Tourism* Schools, hospitals

Each crossing was scored on ratings of I to 4 (4 being the most favourablerating), and then weighted to give an overall score. The outcome led to a total of

230 crossings being chosen for detailed design in accordance with the followingoverall and regional summaries.

Table 2.1 Overall Summary

CATEGORY DESCRIPTION NUMBER OF ESTIMATED COSTCROSSINGS (US$)(PRIORITY 1) l

I Bridge less than 15m 45 9,677,276

-11 Pipe Culvert/Drift 123 1,138,120

III Box Culvert 35 638,400

Vll Pedestrian 2 168,000

-Vill Rehabilitation 25 284,500

Total - 230 11,906,296

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REGIONII -LUSAKA- SOUTHERN, WESTERN, COPPERBELTAND NORTHWES7FRN PROVIN(CESAssessment and Engineering Design of Damaged and Washed away Crossings &NUCASCO (Z) Lid

Table 2.2 Summary of Priority Crossings by Region and Cost

CATEGORY DESCRIPTION NUMBER OF CROSSINGS ESTIMATEDl (PRIORITY I) COST (US$)Copperbelt Province

I Bridge less than 15m 7 1,755,600lI Pipe Culvert 57 418,950III Box Culvert 3 39,600VIl Pedestrian 1 88,000Vill Rehabilitation 12 132,000

-Total 80 2,434,150Southern Province

I -Bridge less than 15m 1 342,000l1 Pipe Culvert 14 107,80011 Drift 28 322,000III Box Culvert 14 193.,200Vill Rehabilitation 4 46,000Total 61 1,011,000

Western ProvinceI Brdge less than 15m 6 1,778,400l1 Pipe Culvert 2 17,400III Box Culvert 2 31,200Vill Rehabilitation 2 26,000Total 12 1,853,000

Northwestern Province l

I Bridge less than 15m 22 3,521,276l1 Pipe Culvert 2 17,400Ill Box Culvert 3 46,800Vill Rehabilitation 2 26,000Total 29 3,611,476l _ Chongwe and ChibombolI Pipe Culvert 2 13,370Ill Box Culvert 2 24,000VIl Pedestrian 1 80,000Vill Rehabilitation 1 13,000Total 6 130,370l_ _ Zambia Wildlife AuthorityI Bridge less than 15m 7 2,280,000l1 Pipe Culvert 18 241,200IIl Box Culvert 11 303,600Vill Rehabilitation 4 41,500Total - 40 2,866,300

2.0 Contract Lots

Contract documents have been prepared for the following:Copperbelt Province - 80 crossings with a budget estimate of US$2,434,150Southern Province - 61 crossings with a budget estimate of US$1,011,000Western province - 12 crossings with a budget estimate of US$1,853,000Northwestern Province - 29 crossings with a budget estimate ofUS$3,611,476Chongwe & Chibombo - 6 crossings with a budget estimate of US$130,370ZAWA (Kafue, Lochinvar, Lower Zambezi and Mosi-O-Tunya NationalParks) - 40 crossings with a budget estimate of US$2,866,300.

I A

REGION II - LJSAKA, SOUTHERN, WESTERN, COPPERB3ELTAND NORTHWESTERN PRO VINCES

Assessmenl and Engineering Design of Damaged and Washed away Crossings SNC/ASCO (Z) Ltd

2.3 Design Standards

In general, project roads will be designed as a Type IlIl Road as specified inthe "Recommendations on Road Design Standards - Geometric Design ofRural Roads, 1994" of the Road Development Agency and the StandardSpecification for Roads and Bridges published by the Roads DepartmentLusaka, Zambia and dated December 1994.

The adopted typical cross-section for the project roads is 7.5m wide (1 x 5.5mlane and 2 x 1.0m shoulders). Longitudinal drains are designed as openchannels using the Mannings formula. Stone pitched trapezoidal drains will beused in areas highly susceptible to erosion, elsewhere open trapezoidaldrains will be used. Existing drains will be cleaned and rehabilitated. RoadFurniture such as guardrails and road signs are currently sub-standard or notpresent on the Project Roads. The necessary road furniture will be designedand provided for in the bills of quantities and drawings.

2.4 Hydrological Requirements

Some of the important survey findings include the need for extensiveapproach drainage such as mitre drains, pipe culverts and poor river channeldefinition at the vicinity of the structure. Inadequate protection ofembankments and subsequent erosion is a major contributing factor to thefailure of structures. In the past, the emphasis was on construction of astructure in the absence of necessary protection features such as rip-rap,gabions, retaining walls etc. Approach drainage is rarely maintained whichleads to ineffective drainage in the vicinity of the structures. It is our intentionto design structures that will require minimal maintenance in the future. Someareas are inaccessible during the rainy season and some rivers, particularly inSouthern Province, are prone to flash flooding, a phenomenon which leads toloss of life every year. A high importance has been attached to localknowledge when determining historic flood data. Also of importance are thecatchment area and the natural contours of the river valley.

Small culverts have been designed to accommodate 25-year storms. Thehydrological capacity of new bridge structures has been verified using theLloyd Williams Formula. On long grades interceptor culverts with drop inletswill be provided at frequent intervals. Catchwater drains will be installedoutside the top of cut slopes to head off water and lead it away to someconvenient discharge point. Check walls and stone pitching will be used ifnecessary to check water velocity and prevent erosion. Dwarf walls will bebuilt along the top of high banks to prevent erosion of side slopes. Chuteswith stone pitching will be provided at the entry points to the bridge in order todivert the water to the river.

Grass embankments will be utilised where feasible and where necessary,slope drainage will be catered for by means of flumes with sidewalls.Embankments should be protected with a form of gabion and erosion on sideslopes should be repaired and seeded with grass. The waterways upstreamand downstream of the bridge should be cleared of all overgrowth and debris.

11,

REGION 11- LUSAKA, SOUTHERN, WESTERN. COI'PERBELTAND NORTHWESTERN PROVINCES

Assessment and Engineering Design of Damaged and Washed away Crossings SIC14SCO (2) Lid

For small culverts, stock sizes of corrugated metal and/or reinforced concretepipes may be used. For larger flows, however, a concrete box or multiplepipes will be utilised. Culverts will be installed in existing channel beds toreduce the volume of work required.

To prevent deterioration of the roadbed and pavement, subsurface drainagewill be used to remove water from the road subgrade and interceptunderground water. River training will be required at certain sites. Weanticipate local scour caused by turbulent flow around obstacles such aspiers, and in some cases protection will be provided to river beds by means ofgabion baskets.

2.5 Geotechnics

Borrow material must be identified to cater for the requirements of fill (CBR15), subgrade, subbase and base for the abutment and road approaches.High quality cement is readily available on the local market. Good qualitystone and sand are also readily available and the project will identify likelysources of material. Reinforcing steel is available on the local market.Structural steel will need to be imported. For the sake of local materialutilisation and a reduced requirement for maintenance works, a concretestructure is adopted for the superstructure of the small bridges. A single lanebridge structure has not been considered as the cost savings would not justifythe limitations imposed and it may be a limiting factor in the future.

For culverts and crossings below 15 metres, we do not believe it to benecessary to carry out further detailed soil investigations as most of thesestructures are replacements and/or rehabilitation of existing structures. Wehave recommended extensive geotechnical surveys for larger bridges only.We have included a provisional sum for foundation testing for new bridgesthat require new foundation structures to be carried out in the works contracts.

2.6 Environment

The reconstruction of the small crossings and culverts does not give rise tofull negative impacts on the surrounding environment and the localcommunity. The project will be a source of employment to the localcommunities. The visual impact of construction vehicles and noise is relativelydifficult to control, however efforts will be made to keep these at minimumlevels. Some remedial measures as regards to dust pollution, blasting,vibrating equipment, safety and health will be implemented in the contracts.

The Consultant has incorporated the Environmental Guidelines for roadRehabilitation and Maintenance Works published by the Ministry of Transportand Communications 1997, Lusaka, Zambia, and the Special environmentalspecifications.

The Special Environmental Specifications include clauses on:

* Material Extraction

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RLGIONIf- LUSAKA, SOUTHERN, WESTERN, COPPERBELTANDNORTHWESTERN PROVINCESAssessment and Engineering Design of Damaged and Washed away Crossings SNCIASCO (Z) Lid

* Reinstatement of the Site* Water Resources Management* Environmental Health and Safety Management (including HIV/AIDS

awareness)* Displacement and Resettlement

2.7 Bidding Documents

The standard Bidding Documents have been prepared for use in theprocurement of works for "smaller" contracts-valued at generally less thanUS$10 million-by international competitive bidding (ICB). The biddingdocuments conform to the World Bank's "Standard Bidding Documents forProcurement of Works".

The December 1994 Standard Specifications for Road and Bridges of theMinistry of Works and Supply and applicable Urban/Rural developmentstandards of the same Ministry will form the basis for all designs, testing,quality control and documentation. Detailed design drawings and plans will beprepared by the consultant to provide all the technical requirements andinstructions for the proper construction of the structure. They shall beprepared to enable the contractors to confidently bid for the' works.

2.8 Cost Estimates

Estimated costs include for the repair/rehabilitation/construction andupgrading of the drainage structures together with the cost of rehabilitation ofthe approach roads. The estimates have been based on a unit cost analysisof recently completed works in Zambia, including the cost of labour,equipment, materials overhead and profit and taxes etc. To these we haveapplied regional variations due to the transport costs and accessrequirements.

2.9 Conclusion

The project entails the replacement/rehabilitation of 230 crossings in Region11. The consultant has demonstrated the social and economic benefits thatwould derive from this project and the expenditure is justified in this context.

The project is technically sound and the technology employed is based firmlyon current practice and construction techniques. The procurement andconstruction will be in line with established procedures that have beendeveloped between the World Bank and the Government of the Republic ofZambia.

1-,

REGION H - LUJSAKA, SOUTHERN, WE;STERN, COPPERSELITAND NORTHWESTERN PROVINCES

Assessment and Fngineering Design of Damaged and Washed away Crossings SNC/ASCO (Z) Lid

3. SURVEYS

ASCOCONSULTING ENGINEERS

PROJECT MANAGERSURBAN AND REGIONAL PLANNERS

SATRAINING

SNC LAVALIN1 A

REGION I- LtlUSAKA .WOlF'HER,? WESTER, COPPERBELTAND NORTHWFJTERNPROVIVNGESAssessment andFngmneering Design of Damagedand Washed away Crossings SNCIASCO (Z) Ld

3. SURVEYS

3.1 Document Review

The consultant referred to the following documents and maps (amongstothers):

Maps* Ordinance survey maps at a scale of 1:250,000* Digital maps from ASCO RecordsTransport Sector Documents* Transport Policy, May 2002* Road Traffic Act No 11, Public Roads Act No 12 and National Road

Fund Act No 13, 2002. Road Sector Investment Programme II (ROADSIP II) Bankable

Document* Extracts from existing Bridge contracts

- Nkalamabwe River Bridge along Great East Road- New Luena River Bridge in Kaoma-Mushima Road- Chembe Bridge over Luapula River

* HIV/AIDS Policy for the Transport Sector. Road Inventory and updating of the Existing Road Data for the

Highway Management System, BCHOD with African, June 2005- Volume I - Main Report- Volume 2 - 10-year Road Network Improvement Programme- Volume 3 - Bridge Management System and Network Report

* Rural Bridge Survey of Zambia, 2004* Bridge Inspector's Handbook* Mabey and Johnson Bailey Bridge brochure material* Jansen Bridge brochure materialEconomic Reports* Overview of the economy in 2005, Bank of Zambia* Country Report, Zambia, Economist Intelligence Unit, 2004- Zambia Poverty Reduction Strategy Paper, 2004. Poverty Reduction and Growth Facility, IMF Staff Report, December

2005Hydrological and Geotechnical Documents* National Water Master Plan, JICA* Geological Survey Reports

3.2 Physical Surveys

3.2.1 Copperbelt Province

No. Name of Structure Category Latitude Longitude PriorityChililabombwe

1 Fitobaula VilI 12 27 05 S 27 53 28 E 3232 Ikonkola Vill 12 20 10 S 27 3E 32 E 3353 Kambako I 12 29 24 S 28 04 55 E 3134 Limbwata I 12 22 31 S 27 58 24 E 295

5 Milyashi 12 25 13 S 27 59 23 E 3136 Fitibwi - 12 20 46 S 27 33 22 E 323

REGIONII- LUSAKA, SOUTHERN. WESTERN, COPPERBELTAND NORTHWESTERN PROVINCkS

Assessment and Fngineering Design of Damaged and Washed away Crossings SNCIASCO (Z) Lid

7 Butondo 12 19 50 S 27 43 53 E 2788 Fikongolo il 12 27 25 S 27 55 25 E 2439 Fitobaula West 11 12 27 13 S 27 51 33 E 27310 Kalofya 12 20 26 27 42 47 E 27811 Kampeku 11 1219 37 S 27 37 07 E 28312 Kasepa 11 12 2714 S 27 52 33 E 27313 Kashiba 11 12 27 17 S 27 54 30 E 273

Kitwe14-17 Berry 11 12 53 57 S 28 12 44 E 37518 Kwacha I 12 46 26 S 2813 50 E 35519 Ipusukilo 11 12 46 34 S 281416 E 35520 Ipusukilo 2 I 12 46 43 S 28 14 21 E 355

21 Ipusukilo 3 11 12 46 39 S 28 14 24 E 35522 Ipusukilo 4 12 46 46 S 2814 46 E 35523 Ipusukilo 5 Vill 12 46 31 S 28 14 40 E 35524 Kamishishi 1 12 51 26 S 28 24 09 E 31325 Musaka 11 12 4311 S 2810 03 E 32826 Mwaiseni 11 12 49 13 S 2814 35 E 34827 Wusakili Vill 12 51 09 S 2813 08 E 36228 Accra I 12 48 37 S 28 12 11 E 26729 Dolomite 11 12 44 11 S 28 10 40 E 25630-31 Nakayombo 11 12 43 28 S 28 12 25 E 27632 ZNS 11 12 56 50 S 2812 45 E 268

Lufwanyama33 Kamatipa III 12 39 30 S 27 42 59 E 37534 Kansonka Vill 12 37 48 S 27 42 14 E 35535 Lufwanyama Vill 12 52 01 S 27 36 11 E 35536 Luwela il 13 15 17 S 28 05 15 E 35537 Milulu Vill 12 34 56 S 27 31 19 E 35538 Mukutuna Vill 12 56 16 S 27 55 42 E 35539-40 Sokontwe 11 12 52 48 S 28 0518 E 35541-42 Kambilombilo II 12 51 51 S 27 03 52 E 28943 Mibenge 12 57 55 S 27 54 37 E 30144 Ngwena 11 12 53 16 S 27 22 51 E 274

Masaiti45-46 Bangwe - 32347-48 Chakunte Kanunga 11 1318 00 S 28 4813 E 32849-50 Suwadi 11 13 06 49 S 28 45 14 E 29551 Munkulungwe 11 13 06 49 S 28 46 52 E 32352 Muteteshi 11 256

Mpongwe53-54 Muchindushi 11 13 23 15 S 28 19 51 E 29855 Chinondo Vill 13 22 19 S 28 25 06 E 33156-57 Chipese 11 13 30 42 S 28 08 09 E 31858 Kanchenja 11 13 39 41 S 27 37 02 E 33659-60 Kalenda 11 13 34 48 S 27 52 05 E 30361 Kalweo VIl 13 47 26 S 28 38 06 E 28562-65 Kasonga 11 13 40 59 S 27 36 35 E 29066 Lukanga 2 VIli 13 43 17 S 28 1346 E 32867 Lukanga 3 Vill 13 44 31 S 2813 08 E 32868 Lukanga 4 Vill 13 47 19 S 28 11 49 E 32869-71 Mambilima 11 13 51 37 S 2850 16 E 33372 Mikata-Muyambe 11 13 47 14 S 28 23 25 E 30073 Muchindushi 2 - 13 50 47 S 28 03 40 E 28374-76 Mushiwe 13 46 10 S 27 31 54 E 31577 Ipumbu Culvert 4 I 13 42 07 S 27 52 03 E 26678 Ipumbu Culvert 5 li 13 43 01 S 27 52 07 E 26679 Lukanga North 1 II 13 43 17 S 23 13 46 E 288

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REGION I- LUSAKA SOUTHERN, WFSTERN. COPPERBELTAND NORTHWESTERN PRO VINCESAssessment and Engineering Design of Damaged and Washed away Crossings SNC/UASCO (Z) Ltd

80 | Misofu I I | 13 52 53 S | 28 02 02 E 274

The above list comprises 7 small bridges, 57 pipe culverts, 3 box culverts, 1pedestrian bridge and 12 rehabilitation structures giving a total of 80structures.

Chililabombwe DistrictWe have prioritised 13 structures, comprising 3 No. small bridges, 8 No. pipeculverts and 2 No. rehabilitation structures for Chililabombwe District.

Kitwe DistrictIn Kitwe, we have prioritised 19 structures, comprising 3 No. small bridges,14 No. pipe culverts and 2 rehabilitation structures.

Lufwanyama DistrictIn Lufwanyama, the priority crossings number 14 structures, comprising 7No. pipe culverts, 3 No. box culverts and 4 No. rehabilitation structures.

Masaiti DistrictIn Masaiti, there are 6 priority structures, each comprising of a pipe culvert.

Mpongwe DistrictIn Mpongwe, there are 28 priority structures, comprising 1 No. small bridge,22 No. pipe culverts, 1 No. pedestrian bridge and 4 No. rehabilitationstructures.

3.2.2 Southern Province

No. Name of Structure Category Latitude Longitude PriorityChoma

1 Syazwela 2 il 16.99002 27.31731 3002 Jijalila III 16.66793 27.25592 3093 Syazwela 1 II 17.01458 27.30992 3004 Kamena 1I 16.59072 27.46990 3365 Pemba- 11 16.58827 27.45969 336

Kanchomba -6 Buumana II 16.80587 27.09627 2947 Hamabbonka III 16.80885 27.40091 3368 Munyeke Vill 16.33000 26.75000 3149 Silangaulwi III 16.58644 27.29144 309

Kazungula10 Simwiide II 17.62049 25.86175 35011 Ngwezi 11 16.95733 26.26946 350

Monze12 Habekele II 16.37693 27.72039 29113 Tyole 1I 16.37296 27.71716 342

Namwala14 Santi 11 15.79524 26.76998 35715-16 Santi 2 II 15.79206 26.77142 35717 Santi 3 11 15.79065 26.77221 35718-19 Santi 4 1 15.79021 26.77249 35720 Santi 5 II 15.78721 26.77421 35721-22 Santi 6 1 15.78611 26.77488 35723 Masompe 1I 16.11064 26.84178 330

REGION 11 LU.SAKA, SOUTHERN, WESTERNC C'OPPEKRBEL: AND NORTHWE57TRN PROV7NCESAsse.sment and Engineering Design of Damaged and Washed away Crossmngs SNCIASCO (Z) Lid

Siavonga24 Chalala 2 11 16.28279 28.39927 32425 Chaanga 45 11 16.27822 28.45665 32426 Chimbotela 11 16.27914 28.46434 32427 Kalilwehe 11 16.27789 28.45875 32428 Nahambia III 16.23952 28.53338 32429 Namatuzi II 16.27878 28.46229 32430 Chaanga 46 II 16.27978 28.44940 32431 Manchamvwa 19 11 16.43966 28.40530 33632 Katete Ii 16.38319 28.38956 35833 Gebi ii 16.45833 28.41247 35834 Hanjase III 16.51147 28.37126 35835 Kasangu II 16.41692 28.39723 33636 Manchamvwa 14 ii 16.49480 28.43947 33637 Lubembo 1I 16.15354 28.66992 30938 Mulolobela Vill 16.17987 28.616 32439 Mushungu 2 11 16.10098 28.70104 32440 Mushungu 1 11 16.09974 28.70304 32441 Nachituba 11 16.20896 28.57732 32442 Stopi III 16.16103 28.6693C 32443 Milonga II 16.43757 28.69667 34644 Simon 11 16.45709 28.54009 346

Sinazongwe45 Kamakuyu 11 17.813 26.87741 34146 Kamalavu 3 II 17.77503 26.90398 34147 Kamalavu 4 III 17.77234 26.9068 34148 Chambo III 17.03923 27.59601 35249 Chibwe 1I 17.02343 27.62388 35750 Chisamba Batumbu III 17.07138 27.54373 35751 Kazenze Vill 17.07564 27.53476 35752 Muubika II 17.01527 27.63155 35753 Sinakaimbi 11 17.05730 27.56009 35754 Siningwe I 16.98096 27.65168 33555 Syabufusi III 17.05055 27.56009 34756 Namafula II 17.52328 27.32464 28857 Kamutalala III 17.69761 27.03504 34158 Syamututu Vill 17.66947 27.08191 28859 Kalyangwe III 17.27785 27.37117 35060 Syamaida 11 17.75650 26.92251 31561 Makololo III

61 structures have been selected comprising 1 No. small bridge, 14 No. pipeculverts, 28 No. drifts, 14 No. box culverts and 4 No rehabi!itation structures.

Choma DistrictChoma Town houses the administrative capital of Southern Province. Localactivities include high peasant to commercial farming growing mainly maizeand cotton and pastoral farming on small and large scale rearing cattle andgoats. It is a central commercial district and a basic school and/or RuralHealth Centre (RHC) is found along every road surveyed. The district hasthree constituencies and of these only one was covered as per lists.

A total of 9 crossing points have been given the highest priority, comprising2 No. pipe culverts, 2 No. drifts, 4 No. box culverts and 1 No. rehabilitationstructure.

10

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Kazungula DistrictKazungula is a recently established district formerly under Kalomo district inSouthern Province. The district is vast and has a poor road network of feederroads mainly inaccessible during the rainy season. The district lies to thesouthwestern part of the province and bordered to the south by the Zambeziriver. Activities include peasant agriculture growing millet, sorghum, maize,cotton and tobacco, pastoral farming, cattle rearing and goats. The Kazungulaborder post is a very busy entry point and tourism is present with a number oflodges dotted on the coast of lake Kariba. A basic school and/or RHC is foundalong every road surveyed and parts of the district are prone to flooding.

A total of 2 No. pipe culverts have been prioritised for detailed design inKazungula.

Monze DistrictMonze district is situated just north of Choma district and is surrounded byother districts within the province. The terrain is generally flat to undulating inplaces. Activities include very high peasant to commercial farming growingmainly maize and cotton, pastoral farming on a small and large scale, cattlerearing and goats. The district has three constituencies and of these only one(Moomba) was covered as per lists; and only one road in the constituencywas covered. 2 No. drifts have been chosen for construction.

Namwala DistrictMost of Namwala district lies in the path of the Kafue flood plains and liesbetween 950-11 OOm above sea level. The terrain is generally flat with plainsin many areas flooded in the rainy season and dry in the dry season. Activitiesinclude peasant farming growing mainly maize and cotton, pastoral farming ona small and large scale, cattle rearing and goats. Basic schools and RHCswere found along the roads surveyed. 10 No pipe culverts have beenprioritised for construction in Namwala district.

Siavonga DistrictSiavonga district is located on the western side of southern province borderedby lake Kariba in the south. Activities include low peasant farming growingmainly sorghum, millet, maize and cotton, pastoral farming on a small scalerearing cattle, goats and sheep. There is tourism in the district due to thepresence of lake Kariba and a basic school and/or RHC is found along everyroad surveyed.

A total of 21 structures were prioritised in Siavonga comprising 2 No. pipeculverts, 15 No. drifts, 3 No. box culverts and 1 No. rehabilitation structure.

Sinazongwe DistrictSinazongwe district lies to the south eastern part of the province and isbordered by lake Kariba to the south. Activities include peasant agriculturegrowing millet, sorghum and maize, pastoral farming rearing cattle, sheep,goats and donkeys. Maamba and Nkandabwe coal mines employconsiderable numbers of local people and there is commercial fishing for

I '

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kapenta on Lake Kariba together with tourist lodges on Lake Kariba. A basicschool and/or RHC is found along the roads surveyed.

A total of 17 structures were prioritised in Siavonga comprising 1 No. smallbridge, 7 No. drifts, 7 No. box culverts and 2 No. rehabilitation structures.

3.2.3 Western Province

No. Name of Structure Category Latitude Longitude PriorityRanking

Kalabo1 Lundilwe 1I 15 02 06 S 22 44 58 E 3012 Mapungu I 15 06 34 S 22 47 59 E 2863 Mulundumano I 15 04 57 S 22 46 45 E 2864 Nalusheko 11 15 01 57 S 22 42 19 E 3015 Ndoka Vill 15 20 53 S 22 44 36 E 306

6 Silamu I 15 08 43 S 22 48 48 E 286Lukulu

7 Chombwe ViII 14 34 59 S 23 13 42 E 324

-Senanga8_ _Kataba 115 26 28 S 23 21 12 E 291

9 Lipa canals III 15 27 26 S 23 18 23 E 291

10 Mapungu School I 15 56 37 S 23 08 06 E 31811 Mwandi III 15 35 48 S 22 58 16 E 29612 Nanjunja I 15 41 04 S 23 1449 E 281

In western Province, there is a total of 12 priority structures chosen fromthose surveyed, comprising 6 No. small bridges, 2 No. pipe culverts, 2 No.box culverts and 2 No. rehabilitation structures.

Kalabo DistrictIn Kalabo, there are 6 priority structures, comprising 3 No. small bridges, 2No. pipe culverts and 1 No. rehabilitation structure.

Lukulu DistrictIn Lukulu, 1 No. rehabilitation structure was chosen for priority intervention.

Senanga DistrictThe District has two constituencies, both of which were fairly covered duringthe survey. In Senanga, there are 5 priority structures, comprising 3 No. smallbridges and 2 No. box culverts.

3.2.4 North-Western Province

No. Name of Structure Category Latitude Longitude Priority

Chavuma .

1 Sewel 05 li 13.09454 22.68785 3002 Pulamaponda III 13.15589 22.20117 3193 Likula I 13.15421 22.22929 3044 Mavili Vil 13.12243 22.67580 3145 Muyeke I 13.19487 22.68480 3406 Luzu 1 I 13.23794 22.88615 2947 Luzu 2 l 13.23794 22.88615 294

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6 Luzu 1 I 13123794 22.88615 2947 Luzu 2 i 13.23794 22.88615 294

Kabompo8 Kalyangandu I 13.56240 24.26736 2999 Manyinga ViI 13.40021 23.30965 36010 Makelendende 13.27865 23.40109 29411 Mukundwiji I e 13.23389 24.43617 29412 Mukundwiji 2 1 13.23393 24.43635 29413 Mukundwiji 3 13.23389 24.43654 29414 Chongo di 13.45001 24.47328 28815 Chifuwe I 13.71341 24.33027 28115___ CZambezi 13731_4302_816 Lwitadi I 14.07312 23.46190 30117 Kanyankula I 13.20776 23.62074 29918 Mahalabi I 13.18709 23.64182 29919 Lunyihu 1 I 13.23647 23.49691 309

20 Lunyihu 2 I 13.23570 23.49621 30921 Lunyihu 3 I 13.23723 23.49760 30922 Kalwilo I 13.44810 23.66296 34523 Lukolwe 1 I - 13.74593 22.92507 29924 Lukolwe 2 I 13.74622 22.92504 29925 Lukolwe 3 1 13.74675 22.92501 30426 Kashiji 6 I 13.59447 22.78860 29427 Kashiji 7 III 13.59517 22.78763 30928 Mangowa 2 I 13.52314 22.06523 30629 Kambizana III 13.50943 23.05070 321

In North-western Province, a total of 29 priority interventions have beenchosen, comprising 22 No. small bridges (12 No. full and 10 No partialconstruction), 2 No. pipe culverts, 3 No. box culverts and 2 No. rehabilitationstructures.

Chavuma DistrictChavuma district is situated on the southwestern side furthest (some 640Km)from Solwezi. The district lies along the course of the Zambezi river and as aresult many flood plains exist especially on the west bank and it lies at analtitude of between 1000-1 100m above sea level. The terrain is generally flat,sandy and flood plains are a common feature during the rainy season. Socio-economic activities include peasant farming and the growing of maize,cassava and rice, pastoral farming on a small scale, cattle rearing, goats andpigs. Basic schools and RHCs were found along the roads surveyed. Thewest bank has the worst road network mostly not rehabilitated for many yearsand the bridge and culvert structures are mostly built of logs and timber.

In Chavuma, there were 6 priority needs, comprising 4 No. small bridges, 1No. pipe culvert and 1 No. box culvert.

Kabompo DistrictKabompo district is situated to the south of the province close to 420Km fromSolwezi, the provincial headquarters. The district is divided into two sections,the western and eastern and these make up the two constituencies in thedistrict. The terrain is generally flat to hilly, and most areas are accessible formost of the year. Activities include peasant farming and generally growingmaize, cassava and sorghum, pastoral farming on a small-scale, cattle

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Assessment and Engineering Design of Damaged and Washed away (Crossings SNC/ASCO (Z) Ltd

In Kabompo, 8 priority needs were identified, comprising 6 No. smallbridges, 1 No. pipe culvert and 1 No. rehabilitation structure.

Zambezi DistrictZambezi district is on the southwestern side close to 560Km from Solwezi.The district lies along both sides of the Zambezi river and these two sidesmake up the two constituencies of the district. The western bank is sandy andmost of the land is part of the Kashiji flood plains. The terrain is generally flat,sandy and flooded plains are a common feature during the rainy season.Activities include peasant farming and the growing of maize and cassava,pastoral farming on a small-scale, cattle rearing, goats and pigs; the westernbank has over 25,000 cattle. Basic schools and RHCs were found along theroads surveyed. The primary form of road transport is by ox-cart. The westbank has the worst road network mostly not rehabilitated for many years andthe bridge and culvert structures are mostly built of logs and timber.

In Zambezi, 14 priority needs were identified, comprising 12 No. smallbridges and 2 No. rehabilitation structures.

3.2.5 Chongwe and Chibombo Districts

No. Name of Structure Category Latitude Longitude PriorityRanking

Chongwe1 RD146 unidentified II 15.03278 29.74054 3152 Kanyonjo 2 Vill 14.94273 29.72698 2783 Kanyonjo 1 III 14.87205 29.68454 2934 Chalimbana 11 15.38087 28.71786 338

Chibombo5 Chiyaba III 15.29870 28.10050 2986 Chazanga W/works VIl 15.35381 28.25185 290

In Chongwe District, most of the crossings surveyed derived from theprevious surveys undertaken by RDA. The priority interventions number 4,comprising 2 No. pipe culverts, 1 No. box culvert and 1 No. rehabilitation.

In Chibombo District, All of the crossings emanate from Katuba Ward -other wards do not have any input to our list. The priority interventionsnumber 2, including 1 No. box culvert and 1 No. pedestrian bridge.

3.2.6 Zambia Wildlife Authority

3.2.6.1 Kafue National Park

No. Name of Structure Category Latitude Longitude Priority Cost (US$)-____-_Ranking

Kafue1 Kabuyu 11 14.5541 25.54562 314 12,1002 Nangwenya 11 14.5486 25.54628 314 12,1003 Kamusenda 11 14.53029 25.55768 314 12,1004 Mukombo 11 14.49106 26.02141 314 12,1005 Mukombo 2 Vill 14.48083 26.02524 314 10,0006 Kalakanga 2 Vill 14.41008 26.06032 314 10,0007 Kalakanga 3 VilL 14.41008 26.06032 314 10,000

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5 Mukombo 2 Vill 14.48083 26.02524 314 10,000

6 Kalakanga 2 Vill 14.41008 26.06032 314 10,000

7 Kalakanga 3 Vil . 14.41008 26.06032 314 10,000

8 Lunga II 14.3376 26.1162 314 12,100

9_Moshi__ 14.24683 26.09.17 299 228,0001 318,500

To summarise for Kafue National Park we propose 1 No. small bridge, 5 No.pipe culverts and 3 No. rehabilitated structures at an estimated cost ofUS$318,500.

3.2.6.2 Lochinvar National Park

No. Name of Structure Category Latitude Longitud'e Priority Cost (US$)._ Ranking

Lochinvar10 Susumani li 15.97961 27.26199 310 13,900

11 Susumani 2 11 15.97931 27.26221 310 13,900

12 Loc-1 Ii 15.99994 27.261391 318 13,900

13 Loc-2 il 16.00737 27.25987 318 13,900

14 Loc-3 Vil 16.01069 27.25954 318 11,50067,100

To summarise for Lochinvar National Park we propose 4 No. pipe culvertsand 1 No. rehabilitated structures at an estimated cost of US$67,100.

3.2.6.3 Lower Zambezi National Park

No. Name of Structure Category Latitude Longitude Priority Cost (US$). Ranking

Lower Zambezi22 Nkalange III 15.69181 29.38115 309 27,600

23 Unnamed 1 liI 15.69060 29.38247 309 27,600

24 Unnamed 2 iII 15.68997 29.38476 309 27,600

25 Unnamed 3 11 15.68663 29.38944 309 13,900

26 Unnamed 4 11 15.67791 29.41524 309 13,900

27 Musikiswa lII 15.64489 29.5C321 309 27,600

28 Unnamed 7 liI 15.55527 29.73890 314 27,600

29 Unnamed 8 iII 15.55675 29.72707 314 27,600

30 Salt Pan Stream III 15.56181 29.68844 314 27,600

31 Hill Stream I III 15.55158 29.68909 299 27,600

32 Hill Stream 2 I 15.54429 29.69163 299 342,000

33 Hill Stream 3 I 15.53306 29.6796 299 342,000

34 Hill Stream 4 iII 15.49853 29.66675 314 27,600

35 Hill Stream 5 11 15.49264 29.65097 314 13,900

36 Hill Stream 6 III 15.45699 29.60942 319 27,600

37 Hill Stream 7 I 15.44627 29.60363 304 342,000

38 Unnamed 9 1 15.42363 29.50046 304 342,000

39 Tandwe If 15.41752 29.49312 319 13,900

40 Unnamed 10 iII 15.40247 29.46401 319 27,600

. _ 1,717,200

To summarise for Lower Zambezi National Park we propose 4 No. smallbridges, 4 No. pipe culverts and 11 No. box culverts at an estimated cost ofUS$1,727,200.

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3.2.6.4 Mosi-O-Tunya National Park

No. Name of Structure Category Latitude Longitude Priority Cost (US$)Ranking

Mosi-O-Tunya15 Chona loop II 17.86289 25.80034 305 13,90016 Giraffe loop 11 17.87212 25.8357 305 13,90017 Impala loop 11 17.87336 25.81362 305 13,90018 Old Mumbova 11 17.85462 25.79838 305 13,90019 Old Mumbova 11 17.85531 25.79963 305 13,90020 Riverside drive 17.86781 25.79833 328 342,00021 Riverside drive 2 1 17.85820 25.79648 320 342,000

_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 7 5 3 ,5 0 0

To summarise for Mosi-O-Tunya National Park we propose 2 No. smallbridges and 5 No. pipe culverts at an estimated cost of US$753,500.

3.2.6.5 BRIEF SURVEY NARRATIVE

Kafue National Park

Access to Kafue is by air and road. There are three air strips which are notregularly maintained. Access by road is via the T4 road from Lusaka toMongu or the Road to Livingstone near Kalomo. With its Game ManagementAreas (GMAs) it compnses one of the largest unconfined wildlife areas in theworld with a diverse mosaic of ecosystems, rivers and catchments. Most ofthe park has no road access for patrolling or visitor use. The park is welllocated to become a key destination in the tourism circuit, however wasinaccessible during the rainy season.

Subsequently, the consultants surveyed the park in July 2006. The primaryroad of concern was the turn-off from the main road immediately after HookBridge on the main Lusaka to Mongu road approximately 280 km fromLusaka. To the right, the road passes to some tourism lodges on the way toMoshi Camp, then further north to Kabanda gate at the North of the park. Ofthese the priority crossings are from the main turn-off to Moshi Camp as thisis the main tourist area. The road is graded each June to enable access fortourists and park management and it usually remains open until November.To the left of the main road it is 20km to Chunga Camp which is the main parkmanagement headquarters. The road to the south of this camp is impassableduring the rainy season and the consultant surveyed two river crossings onthis route.

Lochinvar National Park

Lochinvar is situated approximately 45km north of Monze and is a veryimportant and productive floodplain wetland. Bird watching and game viewingare special to Lochinvar and there is potential for angling and boating andother diverse visitor activities. Accessibility is difficult during rains and floodtimes. Clay floodplain soils render it difficult for road construction.

It is clear from or surveys that the park requires an integrated road anddrainage construction. The primary roads pass through Dambo areas andrequire raised embankments. As such, there is not much point to instal

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culverts in the absence of roads. Our recommended interventions concentratemainly on the main access road to the Park where we believe someworthwhile activities are feasible in the short-term. These include 5 priorityinterventions, including 4 No. pipe culverts and 1 No rehabilitation structure.

Lower Zambezi National Park

The Lower Zambezi National Park is situated about 120 Km east of Lusaka toSinjela Tsetse Control picket, the capital city of Zambia, on the Great EastRoad. Four Thousand (4092) Km2 in extent, Lower Zambezi National Park isbordered by Chiawa Game Management Area (GMA) In the North, RufunsaGMA in the east, the Zambezi river in the South marking the internationalboundary with Zimbabwe, and the Great East road in the North. This park isrendered inaccessible during the rainy season, due to the need to crossrivers in flood. The Consultants were unable to gain access by road inJanuary 2006 and returned again in August 2006 to complete the survey.

There are 3 main accesses to the park, these being: 1) the bottom road fromChiawa (a distance of some 70 km to the Luangwa Road turnoff); 2) the roadfrom the Great East Road near Rufunsa through the escarpment, a distanceof some 98 km to the Luangwa Road turnoff and 3) the access from Luangwadistrict at Chamitondo, a distance of some 40km to the Luangwa Roadturnoff. The upgrading of these roads is a specific goal of the LZNPDevelopment Plan.

The challenges facing the provision of all-weather access to LZNP is that,although the rivers are largely dry during the dry season, during the rainsthere are a combination of large and small crossings required. In addition, theroad from Luangwa has not been in use for 5 years and has becomeimpassable even in the dry season. The roads are necessary for tourism andpark management and for logistical supplies to the tourist lodges, which atpresent tend to close from November to May each year.

Mosi-O-Tunya National Park

The roads in Mosi-O-Tunya National Park consist of 1 bitumen roadapproximately 8km long, a few gravel and several earth roads. The crossingpoints consist mostly of damaged or washed away culverts with 2 substantialmultiple pipe culverts which provide an outlet into the River Zambezi. Thestream flow is mostly seasonal and water during the rainy season rendersmany of the internal roads impassable. Livingstone is Zambia's tourist capitaland the MoTNP, though small, can receive many visitors, however it iscommonplace for vehicles to get into difficulty due to the poor condition ofthe roads in the rainy season. The chosen priority interventions number 7,comprising 5 No pipe culverts and 2 No. small bridges.

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4. DESIGN STANDARDS

ASCOCONSULTING ENGINEERS

PROJECT MANAGERS -URBAN AND REGIONAL PLANNERS

-TRAINING

SNC-*LAVAJLIN

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4. DESIGN STANDARDS

4.1 Design Manual

The Consultants referred to a bridge inspector's handbook and bridge designmanual prepared by the Transport and Road Research Laboratory for thisexercise. Important findings in the Zambian context were:

* The importance of small-scale crossings (not necessarily bridges)throughout Zambia, particularly in the local context.

* The extent of inaccessibility which occurs annually during the rains andhas the effect of cutting off communities from the main roads.

4.2 Design of Small Bridges and Crossings

This phase of the Consultant's work concentrates on emergency works andthus we have prioritised the small bridges, culverts and washed-awaycrossings. This type of work has not been carried out on a large scale inZambia for many years and the letting of appropriate contracts will have anoticeable impact on the improvement of accessibility. Many of the crossingsidentified are small in the national context but very important in the localcontext. They may not be highly trafficked by motor vehicles, but they are veryhigh in local priorities. In many cases access to a school, clinic, marketplaceand neighbours and other facilities is cut off when river levels rise.

The Project Roads will be designed in accordance with a Type IlIl Road asspecified in the "Recommendations on Road Design Standards - GeometricDesign of Rural Roads, 1994" of the Road Development Agency. As specifiedin the above manual, the minimum design speeds for a Type IlIl Road in ruralareas are 70km/h in flat topography, 60km/h in rolling topography, 40km/h inmountainous topography and 50km/h in urban areas. It is proposed to adoptthese design speeds for the Project Roads at the bridge crossing points.

Table 4.1 - Proposed Geometric Design Parameters

Design Element Unit Flat Rolling Mountainous UrbanDesign Speed Km/h 70 60 40 50Minimum Stopping Sight Distance m 100 80 50 65Minimum Passing Sight Distance m 330 230 110 175Minimum Horizontal Curve radius m 180 125 50 80Max. Gradient (Desirable) % 5 6 10 7Minimum Gradient 0.5 0.5 0.5 0.5Maximum Superelevation % 7 7 7 4Crest Vertical Curve K-value 23 16 6 1 1Sag Vertical Curve K-value 20 16 8 12Normal Cross-Fall (Gravel Surface) % 4 4 4 4Shoulder Cross-Fall % 5 5 5 5

Typical Cross-SectionIt was agreed to adopt the minimum standard cross-section of 5.5mcarriageway width at the site of a bridge crossing. The adopted typical cross-

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section for the project roads is proposed to be 7.5m wide (1 x 5.5m lane and 2x 1.0rm shoulders). This conforms with the "Recommendations on RoadDesign Standards - Geometric Design of Rural Roads".

Table 4.2 - Typical Road Cross-Section at Bridge Crossing Points

Road No. of Lane Carriageway Shoulder Formation RoadType Lanes Width (m) Width (m) Width (m) Width (m) Reserve

Width (m)Il 1 5.5 5.5 1.0 7.5 100

The slopes of the cut and fill batters will be 1:2 maximum. Where necessary,the batters will be topsoiled with clayey material obtained from thesurrounding areas or from borrow pits in order to prevent erosion.

Deck WidthThe minimum deck widths of new bridges and of bridges to be widened areproposed as follows:

* Minor Road: 6.Om (including 0.25m per side for bollards)* Major Road: 6.5m (including 0.3m per side for bollards)

Design LoadingThe design code to be used will be the Southern African Transport andCommunication Commission (SATCC): Code of Practice for RoadBridges and Culverts: 1998 (Parts 1, 2 and 3). It is proposed to use theLimit State Design approach, based on the principles outlined in ISO2394, 'General principles for the Verification of Safety in Structures' forthe design of bridges and major highway structures. The nominal valuesof the carriageway permanent and transient loads as wel! as their mostcritical combinations will be determined according to the provisions ofParts 1 and 2 of the code.

ReinforcementBar reinforcement will be determined by the provisions of BS4449. Thetwo main bar types to be considered for use are:

* High Yield Bars 460N/mm2 Deformed Type 2* Mild Steel Bars 250N/mm2 Plain Round

Bridge Maintenance and RehabilitationIt is proposed that RDA should use a Bridge Management System for thedevelopment of maintenance and rehabilitation measures for the existingstructures. The system should be defect-based and consider factors thatcontribute to the deterioration of a bridge structure with time. It isrecognised that such factors as the location of the bridge, traffic volumes,material quality, design and construction methodology and many otherswill influence the rate of deterioration. The Bridge Management Systemwill essentially comprise the following steps:

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* A systematic inspection using a prepared checklist thus ensuringthat no bridge element is overlooked

* Identification of defects and the rating thereof* Allocation of funds for the repair of identified defects* The maintenance of bridges periodically to ensure timely

interventions required to maintain the bridges at an acceptablelevel of service.

4.3 Drainage Design

The design and sizing of the drains and culverts are dependent on the rainfallin the area, the catchment area and the natural grade of the terrain. Existingdrains will be cleaned, damaged stone pitching replaced and new drains willbe constructed for the new portion of road.

Longitudinal Drains (side drains)Longitudinal drains are designed as open channels using the Manningsformula, as expressed below. Stone pitched trapezoidal drains will be used inareas highly susceptible to erosion, elsewhere open trapezoidal drains will beused. Existing drains will be cleaned and rehabilitated.

Mannings Formula

Q = I AR '3S1/2n

Q = total storm water flow (m/s3)S = slopen = coefficient of frictionA = X-sectional area of channel/drain (m2)

Table 4.3: Typical Mannin Roughness CoefficientsChannel Type and Description Vplue

Smooth Concrete 0.012 - 0.015Stone Pitched . 0.020 - 0.025Earth, Smooth, no grass 0.02Firm gravel 0.02Earth, some stones, grassed 0.025 - 0.030Earth, unmaintained, winding natural streams 0.035Mountain streams and Rivers 0.04 - 0.05

The gradient of the side drains should be 2 to I and minimum depth below theedge of the shoulder 0.6m. The drains shall longitudinally slope in thedirection of the contours. The minimum base width of the trapezoidal shapeddrains shall be 450mm. Details of the specific drains are contained in thedrawings.

CulvertsCulvert design is based on runoff calculations and Talbots' equation wasused. In general, the drains have sufficient capacity on the existing road,however new drains have been designed for the approaches to new bridges.

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Talbot's Equation

a = C 4MA 3

Where;a = required x-sectional area of culvert (mI2)C = coefficientA = catchment area (ha)

Armcor or concrete culverts can be used. Though Armcor culverts arerelatively cheaper, the consultant recommends the use of concrete culverts onthe account of durability and vandalism considerations. Construction detailsfor concrete culverts are provided in the drawings.

Erosion ControlThe severe nature of the rainfall storms in Zambia requires that erosion andsiltation control measures are provided during both the construction stage andas a permanent solution. The rehabilitation of the existing drains and culvertsand the construction of new side drains will take this into consideration.

Design of Small Drainage StructuresFor the purpose of design, small drainage structures will be considered tohave an effective span of less than 3m. For ease of maintenance, new smalldrainage structures will be sized with a minimum diameter for pipe culverts of900mm, or 900mm wide x 900mm high for box culverts. For optimisation ofculvert sizing, a headwater to pipe diameter or box culvert height ration of 1.2will be used. A gradient of 4% for new structures is to be used where possible,unless outlet velocities are high and additional erosion protection measureswill be required, then a reduction of the minimum gradient will be considered.

Design of Drift StructuresThe design of drift structures before overtopping occurs will follow the sameapproach as for small structures. Once overtopping occurs the road willessentially become a broad crested weir and the flow will be determined onthe basis of this. Where the existing structures are still in sound condition,they will be checked for capacity before overtopping. Structures are to be keptas low as possible to allow debris to pass over unhindered. The edge of thedrift will be demarcated with 0.3m high guard blocks instead of barrier rails tolimit the effect of debris build-up on the upstream edge.

Permissible flow velocitiesThe in situ material is erodible in areas and will require lining or protectionagainst erosion where necessary. The maximum permissible flow velocity forthe various types of linings and in situ material are given in Table 3.6.

Table 4.4: Permissible Flow VelocitiesChannel Type and Description Maximum Velocities (m/s)

Smooth Concrete 6.0Stone Pitched (Grouted) 4.0Earth, Smooth, no grass 0.6 -_1.2Firm gravel 1.5 - 2.0Earth, some stones, grassed 2.0 - 2.5

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A minimum permissible flow velocity of 0.6m/s for all types'of lining to alleviatesiltation is to be used.

4.4 Pavement Design

The road pavement will be designed in accordance with the following:

. "Recommendations on Roads Design Standards - Volume 2:Pavement Design Guide"' Zambian Roads Department, Ministry ofWorks and Supply.

. Technical Manual for Labour Based Road Rehabilitation Works,Ministry of Works and Supply, 2000.

. "The Structural Design, Construction and Maintenance of UnpavedRoads: Draft TRH 20: 1990", Department of Transport, Republic ofSouth Africa.

The structural design procedure will employ the traffic information projectedover the design period as well as material properties to determine the optimalpavement thickness in order to avoid sub-grade overstressing and will takeinto account for the loss of thickness due to traffic compaction and gravel loss.

For practical and ease of construction purposes, and considering a smallshoulder width of about 1.0 m (and even less on some sections), a uniformslope of 4.0% is proposed for both the carriageway and the shoulders.

Horizontal and Vertical AlignmentThe maximum horizontal deflection angle is 200 and 2.9% for the verticalslope.

Drainage DesignOn long grades approaching the bridge, especially in side hill construction,interceptor culverts with drop inlets will be provided at frequent intervals.Catchwater drains will be installed outside the top of cut slopes to head offwater and lead it away to some convenient discharge point. Check walls andstone pitching will be used if necessary to check water velocity and preventerosion. Dwarf walls will be built along the top of high banks to preventerosion of side slopes. The surface adjacent to the wall should be paved.Chutes with stone pitching will be provided at the entry points to the bridge inorder to divert the water to the river.

EmbankmentsGrass embankments will be utilised where feasible. Where necessary, slopedrainage will be catered for by means of flumes with sidewalls in order toconvey the water to the roadside ditches.

Sub-Surface DrainageThis is concerned with removal of water from the subgrade and interception ofunderground water coming to the subgrade. French drains are for dealingwith sub-surface water and may consist of either stones, perforated metal or

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no fines concrete pipes, surrounded by graded filler material in a trenchsealed off from surface water.

ScourWe anticipate local scour at the bridge sites caused by turbulent flow aroundobstacles such as piers, and we propose to armour the riverbed by means ofgabion baskets in some cases. Gabion baskets will also be used alongsidethe abutments to avoid the effects of local scour at abutments. The standardgabion is supplied as a flat pack for assembly on site and is normally filledinsitu with quarried stone or rounded shingle of sufficient size to prevent thestones passing through the mesh. Sections of gabions are securely wiredtogether to form a continuous mattress or wall.

4.5 Road Furniture and Services

Road markings are not required in many of the rural roads. As per standardrequirement, white (broken and/or unbroken) and yellow lines shall beprovided to divide the lanes and define the edge of the carriageway on thebitumen surface roads only. Traffic signs and other road markings shall beprovided where required, in accordance with the Engineer's instructions.Details of the road marking and traffic signs are illustrated in the drawings.Road Furniture such as guardrails and road signs are currently sub-standardor not present on the Project Roads. The necessary road furniture will bedesigned and provided for in the bills of quantities and drawings.

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5. SOCIO-ECONOMIC ANALYSIS

ASCOCONSULTING ENGINEERS* PROJECT MANAGERS -

URBAN AND REGIONAL PLANNERSTRAINING

SNC * LAVALIN

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5. SOCIO-ECONOMIC ANALYSIS

5.1 National Economic Performance

After Zambia achieved independence in 1964 as one of the more prosperouscountries in Africa, the country suffered a long period of increasing economicproblems for reasons including excessive dependence on copper exports,unfavourable trends in commodity prices, high costs . o' transport to and fromseaports, failure to maintain infrastructure including roads and railways, continuingwars in several neighbouring countries, and a failure to diversify economic activity.Since the late 1980's a series of structural adjustment and economicreconstruction programmes were set in place, involving improved macro-economicmanagement, liberalisation of the economy, privatisation of many former state-owned companies, specific poverty reduction strategies, and development of non-traditional exports. These measures have achieved a measure of success, andeconomic growth averaging 3 to 4 per cent per annum has been attained since thelate 1990's. Nevertheless Zambia remains a very poor country, with a GrossDomestic Product (GDP) of only some US$ 400 per head for its population ofaround 11 million. Problems which continue to beset the economy include internaland external deficits on the government budget and balance of payments. Theformer is addressed by sound macro-economic management and strict controlover government expenditure, while the latter is alleviated by debt relief under theHeavily Indebted Poor Countries (HIPC) initiative and continuing balance ofpayments support from various donors.

Transport infrastructure is invariably a key factor underpinning economicdevelopment and bridge construction projects may be considered highlyrelevant to the economic recovery effort.

5.2 Transport Infrastructure

Zambia's population of approximately 10.28 million and territory of750,000km2 is served by a transport infrastructure consisting of a roadnetwork of approximately 37,000 km of gazetted roads and 30,671 km of un-gazetted roads classified under feeder, national parks and estate roads.Approximately 21,000 km of gazetted roads are under the jurisdiction of theRoad Development Agency, Ministry of Works and Supply with the balancebeing shared amongst City, Municipal and District Councils in the Ministry ofLocal Government and Housing and the Department of National Parks andWildlife in the Ministry of Tourism.

5.3 Government Policy and Donor Commitment to the TransportSector

The Transport Policy led to the enactment of three laws as follows:* The Public Road Act No 12 of 2002, which defines the functions of the

Road Development Agency and the Department of Infrastructure andSupport Services and repeals sections of the 1958 Act.

* The Road Traffic Act No 11 of 2002, which defines t;ie functions of theRoad Transport and Safety Agency.

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* The National Road Fund Act No 13 of 2002, which defines thefunctions of the National Road Fund Agency and the National RoadFund.

The overall development goal in the transport sector is to create an efficienttransport and communication system that will promote economic growth andpoverty reduction and to expand, rehabilitate, and invest in the road sector so as toimprove accessibility and mobility.

The principle objectives of the Road Sector Investment Programme(ROADSIP) include:

* Improvement in the condition of a core network of roads* Strengthening of the management of the road sector* Creating employment opportunities* Improving road safety* Improving environmental management* Improving rural transport services* Improving community roads

The current ROADSIP II programme has a planning horizon to 2012.

Some of the economic parameters referred to are illustrated in the following figure.

Figure 5.1 - Zambia at a GlanceZambia at a glance

Location & Area: South Central Africa,^ m Tbordered by Democratic Republic of Congo,

.Tinuh Tanzania, Malawi, Mozambique, Zimbabwe,Botswana, Namibia and Angola 750,000 sq km

M. * - >Capital: Lusaka....... Population. 10.28 million (2000 census est.),

Population Growth Rate: 2.9% (2000 census). sLife expectancy at birth: 42.88 years

Languages: English (official), 74 indigenouslanguages, most common are Nyanja, Bemba,Lozi and Tonga

. ! % >i Currency: Zambian Kwacha\ GDP (current prices): US$3.8 billion (2002 est.)

MinUbkIUS Real GDP growth rate: 3.0% (2002)Principal Exports: US$920 million (f.o.b. 2002

MA , - est.): copper, zinc, cobalt, lead, tobaccoV k v ' Principal Imports: US$1.157 billion (f.o.b. 2002

est.): machinery, transport equipment,- AC foodstuffs, fuels, manufactured goods

FDI: US$82 million, 2.2% GDP (2002 est.)Telephones: 83,688 (2002 est.), cellular121,200 (2002 est.)

Source: COMESA, Central Statistics Office, and Economic Report 2001/2 published by Ministry of Finance &National Planning

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5.4 MULTIPLE-CRITERIA-BASED PRIORITISATION OF CROSSINGS

5.4.1 Introduction

Bridge inspectors on the project field trips classified all inspected bridgecrossings according to the following four priority rankings based onengineering need:

Priority I: extensively damaged, requiring immediate repair orreplacement;Priority II: less damaged, but still requiring replacement of keystructures;Priority Ill: requiring upgrading due to age, traffic needs, designneeds etc.;Priority IV: requiring minor repairs which may possibly be deferred.

In addition, a supplementary prioritisation was carried out to take accountnot only of engineering needs, but also of engineering, financial and socialconsiderations. This was done through the application of multi-criteriaanalysis (MCA).

5.4.2 Criteria for Evaluation

Besides the engineering criteria already mentioned, several economic,social, financial and network-related criteria were taken into account asfollows:

1) Perceived engineering need2) Financial criteria - Size of facility3) Importance of road link: Traffic (AADT); Potential accessibility;

Potential connectivity4) Economic and social potential: Agriculture; Industry and

commerce; Tourism; Schools, hospitals and health centres.

For each of these criteria, the bridges observed have been awarded pointson a scale of 1 to 4, with a high score indicating increased need for thecrossing to be placed on the priority list. The bases for scoring are brieflyelaborated below.

Perceived engineering need (Criterion A) was classified by the bridgeinspectors on a scale of highest priority I to lowest priority IV. So as toconform with the overall evaluation where high scores indicate highpriority, these classifications have been rescored in reverse order asfollows:

Engineering Priority MCA ScoreI 411 3III 2IV 1.

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The size of facility is likely to be associated with its cost. Phase II of theEmergency Bridge Rehabilitation Programme is concerned with smallerinterventions only (ie crossings of less than 15 metres). It may be better todefer rehabilitation of higher-cost facilities if the need is not urgent, so asto preserve available funds for a greater number of other smaller projects.Hence, in relation to the finance-related Criterion B, it is consideredappropriate to make the following classification:

Scale of Facility MCA ScoreDrift, culvert 4Bridge up to 15 m 3Bridge 16-30 m 2Bridge > 30 m 1.

Criterion C, regarding importance of the road link, contains threeelements. The first (C 1) concerns traffic, which is very low on many of theroads, but significant on some. The following scori, ng system is proposedin relation to Annual Average Daily Traffic (AADT):

Traffic (AADT) MCA Score100 and over 450 - 99 320-49 2Under20 1.

Criterion C 2 relates to potential accessibility, describing how important aroad is as a lifeline to the area it serves, and how critical the crossing maybe in providing the necessary access. Criteria C 3 relates to the road'simportance in offering through access as part of the wider network. Thesame scoring system is proposed for both criteria, as follows:

Accessibility/Connectivity MCA ScoreHigh 4Medium 3Low 2Very low 1.

Criterion D, relating to economic and social potential, contains fourelements. These are agriculture, industry and commerce, tourism andsocial institutions including schools and hospitals. These are all classifiedon a similar basis, as follows:

Economic orSocial Criterion MCA ScoreHigh 4Medium 3Low 2Very low 1.

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5.4.3 Weighting of Criteria

In principle, the allocated MCA scores can now be added up to giveoverall totals for individual crossings. It is, however, desirable to givegreater relative importance to certain criteria, and less to others. Anelement of judgement is therefore necessarily involved in the evaluationprocess.

For this evaluation it has been judged that the four main criteria shouldhave the following weights:

Perceived engineering need 40Financial criteria (size of facility) 20Importance of road link 20Economic and social potential 20Total 100

Individual items under Criteria C and D were assigned weights reflectingperceived relative value within the overall criteria, and adding up to thesub-totals given above.

Table 5.4: Summary of Scores from Multi-Criteria Analysis for SelectedCrossinas

In seeking criteria for selection of the required number of crossings forpriority action, it may be useful to permit a dual classification. For instanceit could be appropriate to accept any project which attains a score of either120 on engineering grounds (Priority II and above) or 120 also on socio-economic grounds.

The summary is contained in the following tables:

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COPPERBELT PROVINCE - CHILILABOMBWE DISTRICTCriteria Crsing: - 3 4 __ 6 7 - eihA Engineering need 4__44__4 3 40B Size of facility 4 4 3 3 3 A 4 415

_Tafi AAT 3 2 2 2 12C2 Potential Accessibility 3 3 3 2 3 3 3 2 8C3 Potential Connectivity 3 3 I3 2 3 3 3 1 ___ 5Dl Agriculture 2____ 3 2 5D2 Industr and Commerce 1 1 1 1 1 1 1 1 - 503 Tourism 1 1 1 1 1 1 1 1 504 Centres 4 4 4 3 4 4 3 2 5Weighted Total of which: 323 335 313 295 313 323 278 243 __ 100Engineering Need 160 160 160 160 160 160 120 120 ___

Social -economic needs 163 175 ,153 135 153 163 158 123 _____

1~o tb~aula 2 Ikonkola 3 Kambako 4 Limbwata- Mlashi 6 Fitibwi - - 7 Butondo __ Fikongol

Criteria Crossig 9 10 11 12 13 _____Weight

A Engineering need 3 3 3 3 3 __ _ 40B Size of facility 4 4 4 4 4 _ 15Cl Traffic (AADT) 2 2 2 2 2 _ - - - 12C2 Potential Accessibility 3 3 3 3 3 __ 8C3 Potential Connectivity 2 3 3 2 2 ___5

Dl Agriculture 2 2 2 2 2 ___ 5D2 Industry and Commerce 1 1 2 1 1 __ _ 5D3 Tourism i 1 1 1 1 ___5

04 ICentres 3 3 3 3 3 1 5Weighted Total of which: 273 278 283 273 273 __ _ 100Engineering Need 120 120 120 120 120 ____

Social -economic needs 153 158 163 153 153 ___

9 ioala West 10 Kalofya II Kampeku 27 . Kasepa 13 Kashiba

- COPPERBELT PROVINCE - KITWE DISTRICTCriteria Cro3-g 1 2 3 -4 -5 -6 7 7 8- WeightA Engineering need 4 4 4 4 4 4 4 4 40

-B Size of facility 4 3 4 4 4 4 4 3 15Cl Traffic (AADT) 4 4 4 4 4 4 4 2 12C2 Potential Accessibility 4 4 4 4 4 4 4 3 8C3 Potential Connectivity 4 4 2 .2 2 2 2 2 5Di Agriculture 3 2 1 1 1 II 1 3 502 Industry and Commerce 3 3 4 4 4 14 4 2 503 Tourism 1 1 2 2 2 12 2 1 5

- 4 Centres 4 4 2 2 2 12 2 4 5Weighted Total of which: 375 355 355 355 355 355 355 313 100Engineering Need 160 160 160 160 160 160 160 160 ___

Social -economic needs 215 195 195 195 195 195 195 153 ___

_____ I Berr 2 Kwacha 3 I usukilo 4 lpulusukilo25 Ipusukilo 3 6 Ipusukilo 4 7 Ipusukilo 5 8 Kamishishi

Criteria Crossing 9 10 I11 12 13 14 15I __ _ WeightA Engineering need 4 4 4 3 3 3 3 1_ _ 40B Size of facility 4 4 4 3 4 4 4 _ _ 15Cl Traffic (AADT) 2 3 4 3 1 2 1 _ 12C2 Potential Accessibility 3 4 3 2 3 4 2 8

-C3 Potential Connectivity 2 3 4 2 2 2 2 ___5Di __Agriculture_ 3 1 1 1 1 1 3 5D2 Industry and Commerce 2 3 4 3 2 2 3 ___ 503 Tourism 1 1 1 1 1.1 5D 4 Centres 4 4 4 3 2 3 __5

Weighted Total of whikh: 328 348 362 267 256 276 268 100Engineering Need 160 160 160 120 120 120 120 ___

social -economic needs 168 18 02 147 16 56 48 _____

9 MusakaMwaiseni 10 Mwaiseni 11 Wusakile 12 Accra13 Dolomite 14 Nakayombo 15 ZNS

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COPPERBELT PROVINCE - LUFWANYAMA DISTRICT

Criteria Crossing: 1 2 3 4 5 6 7 | WeightA Engineering need 4 4 4 4 4 4 4 | 40B Size of facility 4 3 4 4 4 4 4 15Ci Traffic (AADT) 4 4 4 4 4 jl 4 12C2 Potential Accessibility 4 4 4 4 4 4 4 8C3 Potential Connectivity 4 4 2 2 2 2 2 5Di Agriculture 3 2 1 1 1 1 1 5D2 Industry and Commerce 3 3 4 4 4 4 4 5D3 Tourism 1 1 2 2 2 2 2 5D4 Centres 4 4 2 2 2 2 2 5Weighted Total of which: 375 355 355 355 355 355 355 100Engineering Need 160 160 160 160 160 160 160 =Social -economic needs 215 195 195 195 195 195 195 -_

I Kamatipa 2 Kansonka 3 Lulwanyama 4 Luwela5 Milulu 6 Mukutuna 7 Sokontwe

Criteria Crossing: 8 9 10 _ WeightA Engineering need 3 3 3 40B Size of facility 4 4 4 15C1 Traffic (AADT) 1 2 1 i 12C2 Potential Accessibility 4 4 4 8C3 Potential Connectivity 3 3 2 | 5Dl Agriculture 3 3 2 5D2 Industry and Commerce 2 2 1 _____ 5D3 Tourism 1 1 1 5D4 Centres 4 4 4 5Weighted Total of which: 289 301 274 _____r___ 100Engineering Need 120 120 120 - - _ _ _

Social-economic needs 169 181 1 154 7 T8 _ Kambilombilo I 9 | Mibenga |10 | Ngwena

COPPERBELT PROVINCE - MASAITI DISTRICT

Criteria Crossing: 1 2 3 4 5 6 | _ WeightA Engineering need 4 4 4 4 3 3 40B Size offacility 4 4 4 4 4 4 15C1 Traffic (AADT) 2 2 1 2 3 1 12C2 Potential Accessibility 3 3 1 3 4 3 8C3 Potential Connectivity 3 3 3 3 4 2 -1 5DI Agriculture 2 3 2 3 2 | 1 - - 5D2 Industry and Commerce 1 1 1 1 3 1 - 5

|| D3 | Tourism | I1 | 1 | 1 | 1 | 2 | 1___ 5|| D4 | Centres | 4 | 4 |4 |4 |4 |3|| 5Weighted Total of which: 323 328 295 328 323 256 | __ 100

- Engineering Need 160 160 160 160 120 120 - _ _ _ _

Social -economic needs 163 168 135 168 203 136 - - _ _ I_ _ _1 | Bangwe 2 Chakunte Kanunga | 3 Suwadi

4 | Chondwe 5 Munkulungwe 6 Muteteshe

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COPPERBELT PROVINCE - MPONGWE DISTRICT

Criteria Crossing: 1 2 3 4 5 6 7 8 WeightA Engineering need 4 4 4 4 4 4 4 4 40B Size of facility 4 4 4 4 4 4 4 4 15C1 Traffic (AADT) 1 2 2 2 1 1 1 2 12C2 Potential Accessibility 2 4 3 4 2 1 1 3 8C3 Potential Connectivity 3 4 2 3 4 2 3 4 5DI Agriculture 2 3 2 3 2 2 2 2 5D2 Industry and Commerce 1 1 1 1 1 1 1 1 5D3 Tourism 1 1 1 1 1 ._ I 1 1 5D4 Centres 3 2 4 4 3 3 3 4 5Welghted Total of which: 298 331 318 336 303 285 290 328 100Engineering Need 160 160 160 160 160 160 160 160Social -economic needs 138 171 158 176 143 125 130 168

_ Muchindush i 2 Chinondo 3 Chipesa 4 Kanchenja5 Kalenda 6 Kalweo 7 Kaso ga 8 Lukanga2

Criteria Crossing: i 9 10 11 12 13 14 15 16 WeightA Engineering need 4 4 4 4 4 4 3 3 40B Size of facility 4 4 4 4 3 4 4 4 15C1 Traffic (AADT) 2 2 2 2 1 2 1 1 12C2 Potential Accessibility 3 3 3 2 2 2 3 3 8C3 Potential Connectivity 4 4 3 2 3 3 4 4 5DI Agriculture 2 2 4 2 2 2 2 2 5D2 Industry and Commerce 1 1 1 1 1 1 1 1 5D3 Tourism 1 1 1 1 1 1 1 1 5D4 Centres 4 4 4 2 3 4 2 2 5Weighted Total of which: 328 328 333 300 283 315 266 266 100Engineering Need 160 160 160 160 160 160 120 120Social -economic needs 168 168 173 140 123 155 146 146

9 Lukanga 3 10 Lukanga 4 11 Mambilia 12 MikataMuyambe

13 Muchindushi 2 14 Mushiwe 15 Ipumbu Culvert 2 16 Ipumbu_ _ -Culvert 5

Criteria Crossing: 17 18 [ WeightA Engineering need 3 3 = ==_ 40B Size of facility 4 4 ._I _ 15

Ci Traffic (AADT) 2 1 12C2 Potential Accessibility 3 4 - | | 8C3 Potential Connectivity 4 3 5Dl Agriculture 2 2 5D2 Industry and Commerce 1 1 5D3 Tourism 1 1- - - - - - - - - - 5D4 Centres 4 3 - 1 5Weighted Total 288 274 ---- 100Engineering Need 120 120Social economic needs 168 15417 r Lukanga North 1 18 | Misofu - -

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SOUTHERN PROVINCE - SIAVONGA DISTRICT

Criteria Crossing: 1 2 3 4 5 6 7 | 8 | WeightA Engineering need 4 4 4 4 4 4 4 4 | 40B Size of facility 4 4 4 4 4 4 4 4 15Ci Traffic (AADT) 1 1 1 1 1 1 1 3 12C2 Potential Accessibility 4 4 4 4 4 4 4 4 8C3 Potential Connectivity 4 4 4 4 4 4 4 4 5Dl Agriculture 2 2 2 2 2 2 2 2 5D2 IndustryandCommerce 1 1 1 1 1 1 1 2 5D3 Tourism 1 1 1 1 1 1 1 2 5D4 Centres 4 4 4 4 4 A 4 4 5Weighted Total of which: 324 324 324 324 324 324 324 358 100Engineering Need 164 164 164 164 164 1j4 164 160 =Social -economic needs 160 160 160 160 160 160 160 198

I Chalala2 2 tChimbotela 3 -Kalilwehe 4 Nahambia5 Namtuzi 6 Chaanga 45 - 7Chaanga 46 8 Katete

Criteria Crossing: 9 9 10 11 12 13 14 15 16 WeightA Engineering need 4 4 4 4 4 4 4 4 40B Size of facility 4 4 4 4 4 3 4 4 15C1 Traffic (AADT) 3 3 2 2 2 1 1 1 1 12C2 Potential Accessibility 4 4 4 4 4 4 4 4 8C3 Potential Connectivity 4 4 4 4 4 4 4 4 - 5DI Agriculture 2 2 2 2 2 2 2 2 5D2 Industry and Commerce 2 2 1 1 1 1 1 1 | 5D3 Tourism 2 2 1 1 1 1 1 1 5D4 Centres 4 4 4 4 4 4 4 4 5Weighted Total of which: 358 358 336 336 336 309 324 324 _ 100Engineering Need 160 160 160 160 160 160 160 160Social -economic needs 198 198 176 176 176 149 164 164

9 | Hanjase 10 Geti 11 Kasangu 12Manchamv_ _ _ __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ w a 19

13 Manchamvwa 14 14 Lubembo 15 Mushungu2 16 MushunguCriteria Crossing 7 17 18 19 20 21 __i WeightA Engineering need 4 4 4 4 4 40B Size of facility 4 4 4 4 4 15C1 Traffic (AADT) 1 1 2 2 1 _ _ | 12C2 Potential Accessibility 4 4 4 4 4 8C3 Potential Connectivity 4 4 4 4 4 ____ 5DI Agriculture 2 2 |_2 | 2 2 _ | 5D2 Industry and Commerce 1 1 2 2 1 _ _ | 5D3 | Tourism 1 1 | 2 |2 1 _ _ | 5D4 Centres 4 4 4 _ 4 4 5Weighted Total of which: 324 324 346 346 324 _ _ | 100Engineering Need 160 160 160 160 160Social -economic needs 164 164 186 186 164 _ T r

1 17 Nachituba 18 Stopi 19 Milonga 20 Simon21 Mulobela - = =_-_-

A')

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SOUTHERN PROVINCE - SINAZONGWE DISTRICT

Criteria Crossin 1 2 3 4 5 6 7 8 WeightA Engineering need 4 4 4 4 4 4 4 4 40B Size of facility 4 4 4 4 4 4 3 4 15C1 Traffic (AADT) 2 2 2 1 1 4 4 2 12C2 Potential Accessibility 4 4 4 2 2 3 4 4 8C3 Potential Connectivity 4 4 4 2 2 4 4 4 5Dl Agriculture 1 1 1 1 1 2 2 1 5D2 Industry and Commerce 2 2 2 1 1 1 1 2 5D3 Tourism 2 2 2 1 1 1 1 2 5D4 Centres 4 4 4 3 3 3 2 4 5Weighted Total of which: 341 341 341 288 288 347 335 341 100Engineering Need 160 160 160 160 160 160 160 160 _ _

Social -economic needs 181 181 181 128 128 187 175 1811I Kamakuyu 2 amalavu3 3 Kamutalala 1 4 Namafula5 Syam tutuj Syabufusi 7 Siningwe I 8 Kamalavu4

Criteria Crossing: 9 10 11 12 13 14 1 15 16 WeightA Engineering need 4 4 4 4 4 4 4 4 40B Size of facility 4 4 4 4 4 4 4 4 15C1 Traffic (AADT) 4 4 4 4 4 4 2 4 12C2 Potential Accessibily 3 3 3 3 3 4 2 3 8C3 Potential Connectivity 4 4 4 4 4 3 3 4 5Di Agriculture 3 3 3 3 3 1 1 3 5D2 Industry and Commerce 1 1 1 1 1 3 2 1 5D3 Tourism 1 1 1 1 1 2 2 1 5D4 Centres 4 4 4 4 3 1 3 4 5Weighted Total of which: 357 357 357 357 352 350 315 357 100Engineering Need 197 197 197 197 192 190 155 197Social -economic needs 160 160 160 160 160 160 | 160 160

9 Sinakaimbi 10 Muubika 11 Chisamba 12 ChibweI Batumbu1 13 Chambo Kalyangwe 15 Syamaida 16 Kazenze

SOUTHERN PROVINCE - CHOMA DISTRICT

Criteria Crossing: I 1 2 3 4 5 6 7 8 9 Weight| A Engineering need 4 4 4 4 4 4 4 4 4 40||B TSize of facility |4 |4 |3 |4 |4 |4 4 |4 4 7 15C1 Traffic (AADT) 2 2 11111 1 1 1 2 12 2 12C2 Potential Accessibility 2 2 4 4 4 4 4 4 4 8

1 C3 Potential Connectivity 2 2 3 4 3 3 4 4 4 5Di D Agriculture 2 2 2 2 2 2 3 3 3 5D2 Industry and Commerce 1 1 1 1 1 1 1 1 1 5

||D3 |Tourism I 1 | 1 | 1 | 1 | 1 | 1 | 1 | 1 | 511D4 Centres 2 2 2 12 12 12 13 13 13 1 5Weighted Total of which: 300 300 294 314 309 309 336 336 336 100Engineering Need 160 160 160 160 160 160 160 160 160Social-economic needs 140 140 134 154 149 149 176 176 176 T

1 |Syazwela 2 Syazwela2 3 Buumana 4 Munyeke5 |Jijalila 6 Silangaulwi 7 Pemba- 8 Kamena

11 Ha1a bo 11 11 IKanchomba iII

l I ~92 Hamabbonka I Il iiI

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SOUTHERN PROVINCE - NAMWALA DISTRICT

Criteria Crossing: 1 2 3 4 5 6 7 - - WeightA Engineering need 4 4 4 4 4 4 4 40B Size of facility 4 4 4 4 4 4 4 = 15C1 Traffic (AADT) 4 4 4 4 4 4 3 12C2 Potential Accessibility 3 3 3 3 3 3 3 8C3 Potential Connectivity 4 4 4 4 4 4 4 5DI Agriculture 4 4 4 4 4 4 2 5D2 Industry and Commerce 1 1 1 1 1 1 1 5D3 Tourism 1 1 1 1 1 1 1 5D4 Centres 3 3 3 3 3 3 2 5Weighted Total of which: 357 357 357 357 357 357 330 1 100Engineering Need 160 160 160 160 160 160 160Social -economic needs 197 197 197 197 197 197 170

I Santi 1 2 Santi 2 3 Santi 3 4 Santi45 Santi 5 6 Santi 6 7 MsomEe

SOUTHERN PROVINCE - MONZE DISTRICT

Criteria Crossing: 1 2 WeightA Engineering need 4 4 40B Size of facility 3 3 = _ 15Ci Traffic (AADT) 1 4 1 12C2 Potential Accessibility 3 3 = = 8C3 Potential Connectivity 1 4 1 5 5DI Agriculture 4 4 = i 5D2 Industry and Commerce 1 1 5 5

D3 Tourism 1 1 5- D4 Centres 3 3 _ 5

Weighted Total of which: 291 291 = 100Engineering Need 160 160Social -economic needs 131 182 - I |

I I I Habekele 2 Tyole - _

SOUTHERN PROVINCE - KAZUNGULA DISTRICT

Criteria Crossing: 1 2 | _ _ WeightA Engineering need 4 4 _ r _ 40B Sizeoffacility 4 4 | 15Cl Traffic (AADT) 4 4 | | r __ 12C2 Potential Accessibility 4 4 8C3 Potential Connectivity 4 4 5

||D1 Agriculture 2 2 ____ 5D2 Industry and Commerce 1 1 ____ 5D3 Tourism 1 1 5D4 Centres 2 2 | ____ 5Weighted Total of whIh: 350 350 100Engineering Need 160 160 1 1 1 1 1 1 1 1

- Social -economic needs 190 190 - - - _______

I 1I Nawezi - 2 - Simwiide

A A

REGION II - LUSAKA, SOUTHERN, WESTERN, COPPEkRBELTAND NORTHWESTERN PRO VINCESAssessment and Engineering Design of Damaged and Washed away Crossings SNCIASCO (Z) Lid

WESTERN PROVINCE - KALABO DISTRICT

Criteria Crossing: - 1 2 3 4 5 6 - - - WeightA Engineering need 4 4 4 4 4 4 40B Size of facility 4 3 3 4 4 3 . 15C1 Traffic (AADT) 1 1 1 1 1 1 12C2 Potential Accessibility 3 3 3 3 3 3 = 8C3 Potential Connectivity 2 2 2 2 3 2 1 1 5Dl Agriculture 1 1 1 1 1 1 = 5D2 Industry and Commerce 1 1 1 1 1 1 5| _D3 Tourisn 1I 1 1 1 1 1 5D4 Centres 4 4 4 4 4 4 5Weighted Total of which: 301 286 286 301 306 286 = 100Engineering Need 160 160 160 160 160 160Social -economic needs 141 126 126 141 146 126

I Lundilwe 2 Mapungu 3 Mulundumano 4 Nalusheko5 Ndoka 6 Silamu -

WESTERN PROVINCE - SENANGA DISTRICT

Criteria Crossing: 1 2 3 4 5 6 = - WeightA Engineering need 4 4 4 4 4 4 40B Size of facility 3 3 3 3 4 3 15C1 Traffic (AADT) 1 1 1 2 1 1 12C2 Potential Accessibility 3 3 3 3 3 3 _ 8C3 Potential Connectivity 2 2 2 4 2 - 5DI Agriculture 2 2 2 2 1 1 5D2 Industry and Commerce 1 1 1 1 1 1 5D3 Tourism I 1 1 2 1 1 5D4 Centres 4 4 4 4 3 4 5Weighted Total of which: 291 291 291 318 296 281 100Engineering Need 160 160 160 160 160 160Social -economic needs 131 131 131 158 136 121

I Kataba 2 Lipaa Canals 1 3 Lipaa Canals 2 4 MapunguSch

5 Mwandi Culvert 6 Nachunja_ _

WESTERN PROVINCE - LUKULU DISTRICT

Criteria Crossing: I WeightA Engineering need 4 _ _ 40B Size of facility 4 1 1 1 1 15C1 Traffic (AADT) 1 - - 12C2 Potential Accessibility 4 r I 1 8C3 Potential Connectivity 4 ____ 5DI Agriculture 1 5D2 Industry and Commerce 2 5D3 Tourism 1 - - 5D4 Centres 4 ___| 5Weighted Total of which: 324 - - - - - 100Engineering Need 160 |Social -economic needs 164 - - - -

I 1 Chombwe - _ ________ II

REGION 1- LUSAKA, SOUTHERN, WESTERN, COPPERBEI,7 AND NOR771WF.STERN lROVINCESAssessment and Fngineering Design ofDamaged and Washed away Crossnigs SNC/ASCO (Z) Lid

NORTHWESTERN PROVINCE - CHAVUMA DISTRICT

Criteria Crossing: 1 2 3 4 5 6 7 WeightA Engineering need 4 4 4 4 4 4 4 | T 40B Size of facility 4 4 3 3 4 | 3 | _ 15

Ci Traffic (AADT) 2 1 1 4 1 t 1 12C2 Potential Accessibility 2 4 4 4 4 4 4 _ 8C3 Potential Connectivity 4 4 4 3 3 3 3 5DI Agriculture 1 2 2 2 3 2 2 5D2 Industry and Commerce 1 1 1 1 1 1 1 5D3 Tourism 1 1 1 1 1 1 1 5D4 Centres 1 3 3 4 2 2 2 5Weighted Total of which: 300 319 304 340 314 294 294 100Engineering Need 160 160 160 160 160 160 160Social -economic needs 140 159 144 180 154 134 134

1 Sewel (CHO 2 Pulanaponda 3 Likula 4 Mu eke5 I Chilonga 6 -Luzu 7 Luzu2

NORTHWESTERN PROVINCE - KABOMPO DISTRICT

Criteria Crossing: 1 2 3 4 5 6 7 8 WeightA Engineering need 4 4 4 4 4 4 4 4 | | 40B Size of facility 3 3 3 3 4 3 15C1 Traffic(AADT) 1 4 1 1 1 1 1 11 1 | 12C2 Potential Accessibility 4 4 4 4 4 4 2 3 8C3 IPotential Connectivity 2 4 2 2 2 2 2 2 5Dl Agriculture 3 2 2 2 2 2 2 | 1 5D2 Industry and Commerce 1 1 1 1 1 1 1 1 5D3 Tourism 1 1 1 1 1 1 1 1 5D4 Centres 3 4 3 3 3 3 1 2 3 5Weighted Total of which: 299 360 294 294 294 294 288 281 100Engineering Need 160 160 160 160 160 160 1160 160 1 1 1Soclal-economic needs 139 200 134 134 134 1341 128 121 |

I I I Kalyangandu Man Makelendende | 4 Mukundwijilt 5 I Mukundwiji2 |6 undwi 7 8 Chifue

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NORTHWESTERN PROVINCE - ZAMBEZI DISTRICT

Criteria Crossing- 1 2 3 4 5 6 7 8 9 WeightA Engineering need 4 4 4 4 4 4 4 4 4 40B Size of facility 3 3 3 3 3 3 3 3 3 15C1 Traffic (AADT) 1 1 1 1 1 4 1 1 1 12C2 Potential Accessibility 3 4 4 4 4 4 4 4 4 8C3 Potential Connectivity 4 4 4 1 4 4 4 3 4 3 5DI Agriculture 2 2 2 2 2 2 1 2 2 5D2 Industry and Commerce 1 1 1 1 1 1 1 1 1 5D3 Tourism 1 1 1 1 1 1i 1 1 1 5D4 Centres 4 2 2 4 4 4 4 4 4 5Weighted Total of which: 301 299 299 309 309 345 299 309 304 100Engineering Need 160 160 160 160 160 160 160 160 160Social -economic needs 141 139 139 149 149 185 139 149 144

I Lwitadi 2 1Kanyankula 3 1 Mahalabi 4 Lunyihul5 Lunyihu2 6jKalwilo 7 j Lukolwel 8 Lunyihu39 Lukolwe 3 I

Criteria Crossing: I 8 9 10 11 12 13 1 WeightA Engineering need 4 4 4 4 4 4 40B Size of facility 3 3 3 4 3 4 15C1 Traffic (AADT) I 1 1 1 2 2 12C2 Potential Accessibility 4 4 4 4 4 4 8C3 Potential Connectivity 3 3 4 4 3 3 - 5DI Agriculture 1 1 1 1 1 1 5D2 Industry and Commerce 1 1 1 1 1 1 = = 5D3 Tourism 1 1 1 1 1 1 5D4 Centres 4 4 2 2 3 3 5Weighted Total of which: 299 299 294 309 306 321 100Engineering Need 160 160 160 160 160 160 -Social -economic needs 139 139 134 149 146 161 -

8 Lukolwe2 9 Lukolwe3 - -h 6_ - Kashiji712 Mancowa2 13 Kambizana

LUSAKA PROVINCE - CHONGWE AND CHIBOMBO

Criteria Crossing: 1 2 | 3 | 4 | 5 6 | WeightA Engineering need 4 4 4 4 4 4 - - - 40B Sizeoffacility 4 3 4 4 4 4 | 15C1 Traffic(AADT) 2 1 1 3 1 1 | | 12C2 Potential Accessibility 2 2 2 4 2 1 11 1 1 8C3 Potential Connectivity 31 3 3 1 2 2 3 5DI Agriculture 2 2 2 2 2 2 | __ 5D2 Industry and Commerce 1 1 1 2 1 1 5D3 Tourism 1 1 1 1 1 1 5D4 Centres 4 2 2 3 4 3 1 1 1 5Weighted Total of which: 315 278 293 338 298 290 | __ 100Engineering Need 160 160 160 160 160 160 1 11Social -economic needs 155 118 133 178 138 130

| RD 146 Unknown 2 | Kanyonjo 2 3 | Kanyonio 1 4Chalimbana5 Chiyaba 6 Chazanga W/works - I

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ZAWA - KAFUE NATIONAL PARK---=-__PROVINCE: ZAWA PARK: MUMBWA - KAFUE NATIONAL

PARKCrassig I__I_I

Criteria I j 1 2 3 4 5 6 7 8 9 WeightAEngineering need 4 4 4 4 4 4 4 4 4 40

B Size of facility 4 4 4 4 4 4 4 4 3 15CI Traffic (AADT) 1 1 1 1 1 1 1 1 1 12C2 Potential Accessibility 4 4 4 4 4 4 4 4 4 8C3 Potential Connectivity 2 2 2 2 2 2 2 2 2 5DI Agriculture 1 1 1 1 1 1 1 1 1 5D2 Industry and Commerce 1 1 1 1 1 1 1 1 1 5D3 Tourism 4 4 4 4 4 4 4 4 4 5D4 Centres 2 2 2 2 2 2 2 2 2 5Weighted Total of which: 314 314 314 314 314 314I 314 1314 T299 100

-Engineering Need 160 160 160 160 160 IFf) f160 1160 1160Social -economic needs 154 154 154 1154_ 154 1'154 1154 1154 1139 ___

1 Kabuyu 2 Nangwenya 3 amusenda 14 Mukombo5 Mukombo 2 6 1Kalakana2 7 KaIakanga 3 _ 8 Lnga 19 Moshi

ZAWA - LOCHINVAR NATIONAL PARK_Criteria Crosslng: -1 - 2 -3 4 5 -------- - WeightA Engineering need 4 4 4 4 4 _ _ _ 40B Size of facility 4 4 4 4 4 _ _ 15Cl Traffic (AADT) 2 2 2 2 2 _ _ 12C2 Potential Accessibility 2 2 3 3 3 8C3 Potential Connectivit 3 _ 3 3 3 3 ___ __5

Dl Agriculture I 1 1 1 1 5D2 Industr and Commerce 1 1 1 1 1 5D3 Tourism 4 4 4 4 4 ___ __ __ 5D4 Centres I 1 1 1 1 5Weighted Total of which: 310 310 318 318 318 _ __ 100Engineering Need 160 160 160 160 160Social -economic needs 150 150 158 158 158 __ ___

I ISusumani 2 Susumani 2 afi~nEntrance 1 4 Main Ent25 1Main Entrance 3 I=- =

ZAWA - LOWER Z-AMBEZI NATIONAL PARKPROVINCE: ZAWA PARK: LOWER ZAMBEZI NATIONJAL

_______ ~~~PARK__ __ _ ___ _ _

Criteria IJ 1 2 3 4 5 B 7 8 9 WihA Engineering need 4 14 4 4 4 4 4 4 4 40B Size of facility 4 4 4 4 4 4 4 4 4 15Cl Traffic (AADT) 1 1 1 1 1 1 1 1 1 12C2 Potential Accessibility 4 4 4 4 4 4 4 4 4 8C3 Potential Connectivity 2 2 2 2 2 2 3 3 3 5Dl Agriculture 1 1 1 1 1 1 1 1 i 5D2 Industr and Commerce 1 1 1 1 1 1 1 1 1 5D3 Tourism 4 4 4 4 4 4 4 4 4 5D4 Centres ____ ___ ___ _______1

Weighted Total of which: 309 309 309 309 309 1309 314 314 314 -100

Engineering Need 160 160 160 160 160 1160 160 160 160 ___

Social -economic needs 149 149 149 149 149 149 154 154 154I Nkalane 22 Unnamedl1 3 Unnamned 2 4 Unnamed 3

9 Salt Pan Stream7 Unae7 8Unmd8

A )

REGION II - LUSAKA, SOtlTHERN, WESTFRN, COPPERBELTAND NORTHWESTERN PROVINCESAssessment and Engineering Design of Damaged and Washed away Crossings SNCIASCO (Z) Ltd

PROVINCE: ZAWA PARK: LOWER ZAMBEZI NATIONALPARK

Crossing: == ==Criteria IL 10 11 12 13 14 15 16 17 18 19 WeightA Engineering need 4 4 4 4 4 4 4 4 4 4 40B Size of facility 4 3 3 4 4 4 3 3 4 4 15C1 Traffic (AADT) 1 1 1 1 1 1 1 1 1 1 12C2 Potential Accessibility 4 4 4 4 4 4 4 4 4 4 8C3 Potential Connectivity 3 3 3 3 3 3 3 3 3 3 5Di Agriculture 1 1 1 1 1 1 1 1 1 1 5D2 lndustry and Commerce 1 1 1 1 1 2 2 2 2 2 5D3 Tourism 4 4 4 4 4 4 4 4 4 4 5D4 Centres 1 1 1 1 1 1 1 1 1 1 5Weighted Total of which: 314 299 299 314 314 319 304 304 319 319 100Engineering Need 160 160 160 160 160 160 160 160 160 160Social -economic needs 154 139 139 154 154 159 144 144 159 159

| 10 Hill Stream I =_ Hill Stream 2 12 Hill Stream 3 13 Hil Stream 4114 Hill Stream 5 15 Hill Stream 6 16 Hill Stream 7 17 Unnamed 9

1_8 I Tandwe 19 Unnamed 10

ZAWA- MOSI-O-TUNYA NATIONAL PARKPROVINCE: ZAWA | PARK: KAZUNGULA- MOSI-O-TUNYA

|Crossing:IICriteria 1 2 3 4 5 6 7 WeightA Engineering need 4 4 4 4 4 4 4 | 40

BSize of facility 4 4 4 4 4_3_3__

C1 Traffic (AADT) 2 2 2 2 2 3 3 __1 12C2 Potential Accessibility 2 2 2 2 2 4 3 - - 8C3 Potential Connectivity 2 2 1 2 2 , 2_ 4 4 5Dl Agriculture I I1 1 |1 |1 |_1 |1| | 5D2 Industry and Commerce 1 1 1 1 1 1 1 5D3 Tourism 4 4 4 4 4 4 4 | 5D4 I Centres 1 1 1 1 1 1 1 5Weighted Total of which: 305 305 305 | 305 305 | 328 320 | | | 100Engineering Need 160 160 | 160 | 160 160 | 160 160 |Social -economic needs 145 145 J 145 | 145 145 | 168| 160 |

1 Chona Loop 2 Giraffe Loop 3 Impala Loop 4 Old11 1 1 1 1 IMumbova I

|5 |Old Mumbova 2 6 Riverside Drive L 7 Riverside Drive 27

An

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6. HYDROLOGY AND DRAINAGE

ASCOCONSULTING ENGINEERS

PROJECT MANAGERS -URBAN AND REGIONAL PLANNERS

*TRAINING

SNC LAVALIN

REGION!-LUSAKA. SOUTHERN, WESTERN, COPPERBFLTAND NORTHWESTERN PROVINCESAssessment and Engineering Design of Damaged and Washed away Crossings SNCI4SCO (Z) Lid

6. HYDROLOGY AND DRAINAGE

6.1 Introduction

During the survey, river flow data and drainage characteristics wereestimated. The purpose of this report is to highlight the hydrologicalparameters of the project area.

6.2 Survey Findings

We highlight some of the important survey findings as follows:

* Approach Drainage to Structures - in many cases damage tostructures was caused by the apparent lack of approach drainage suchas mitre drains, pipe culverts and poor river channel definition at thevicinity of the structure. This has been considered in the detaileddesign of new structures.

* Lack of Embankment Protection - it is clear that inadequateprotection of embankments and subsequent erosion is a majorcontributing factor to the failure of structures. Erosion undermines thestability of wing walls, piers and abutments and too often the emphasishas been on construction of a structure in the absence of necessaryprotection features such as rip-rap, gabions, retaining walls etc.

* Lack of Maintenance - this is also a contributing factor to the failure ofstructures. It is not that personnel are not available to carry out periodicmaintenance work, rather there is a lack of appreciation of theimportance of such work. We have seen instances of damage causedto structures due to the accumulation of debris which causes ablockage to the natural flow of water. Approach drainage is rarelymaintained which leads to ineffective drainage in the vicinity of thestructures. It is our intention to design structures that will requireminimal maintenance in the future.

* Lack of Access - some areas are inaccessible during the rainyseason. These include Lower Zambezi and parts of Kafue NationalPark, Chavuma and Zambezi West Banks, including Senanga andLukulu West.

* Flood Levels - Some rivers, particularly in Southern Province, areprone to flash flooding, a phenomenon which leads to loss of life everyyear. A high importance is attached to local knowledge whendetermining historic flood data. Also of importance are the catchmentarea and the natural contours of the river valley.

* 'Reinstatement of Damaged and Washed-away Crossings' - Thetitle of this project is a misnomer in many cases. Many of the crossingsrefer to points where culverts are no longer functioning. Many alsohighlight the local priority for pedestrian access over rivers.

REGION 11- LUSAKA SOUTHERN, WESTERN, (:OPPERBELTAND NORTHWES-7ERN PROVINCESAssessment and Engineering Design ofDomaged and Washed away Crossings SNC/4SCO (Z) Ltd

6.3 Hydrological Data and Analysis

6.3.1 ClimateIn general, Zambia enjoys an enviably pleasant climate. Temperatures areremarkably moderate and this is mainly due to the altitude. The rainfall is notheavy and floods are rare. Winds are generally light and damage to life andproperty due to high winds is practically unknown. Three.seasons areexperienced as follows:

* The Rainy Season, which lasts from November to April, thetemperature range is 12 degrees to 32 degrees Celsius,humidity varies from 66% to 96%, the usual rainfall range is 500to 1500mm, however up to 600mm has been recorded in asingle month.

* The cool-dry season, which lasts from May to August, thetemperature range is 1 degree to 29 degrees Celsius, humidityvaries from 32% to 86%.

* The hot-dry season, which lasts from September to November,the temperature range is 9 degrees to 36 degrees Celsius,humidity varies from 25% to 67%.

There is the trend that rainfall is higher in the North, 1400mm and lower in theSouth, 700mm.

6.3.2 PrecipitationRefer to the attached isohyetal map which is based on a 40-year periodOctober 1964 to September 2004. In Zambia, 90% of the rpinfall isconcentrated in the rainy season from November to March.' In particular, themonths of December and January have 40-50% of annual rainfall. There isalmost no rain from April to September.

From an examination of the map, it can be seen that the isohyetal lines arealmost parallel from west to east and veer northwards in Northern Province.

Table 6.1 Probable Annual Rainfall

Probable Maximum Rainfall (mm) Probable MinimumProvince Station Altit- Rainfall (mm)

Name ude Return Period Return Period(m) 5 y r 1 0yr 3r 50yr 100yr -yr lOyr 30yr 5-yr 100yr

Lusaka Lusaka CA 1,280 1, 4 2 4 1,729 2,112 2,264 2,453 671 582 470 426 370C/belt Ndola 1,270 1,965 2,363 2,862 3,061 3,308 956 827 665 600 520Central Kabwe 1,207 1,538 1,856 2,255 2,414 2,611 725 618 483 429 363N/western Solwezi 1,333 2,035 2,416 2,894 3,084 3,321 922 722 470 370 246Western Mongu 1,053 1,555 1,873 2,273 2,432 2,629 768 676 559 513 455Southern Livingstone 987 1,240 1,514 1,857 1,994 2,164 597 535 456 425 386

6.3.3 RunoffRunoff consists of surface flow and subsurface flow and is, supplied byprecipitation. The main factors affecting the quantity of runoff are climate anddrainage basin characteristics. The climatic characteristics are:-

REGION II -LUSAKA, SOUTHERN, WESTERN, COPPERREL TAND NORTHWESI'TERJ'I PROVINCESAssessment and Engineering Design of Damaged and Washed away Crossings SNC/ASCO (Z) LId

* Precipitation-intensity, duration, time distribution, seasonal distribution,recurrence interval, soil moisture and direction of storm movement.

* Other characteristics, which are not very relevant in Zambia includetemperature, wind, humidity, atmospheric pressure and solar radiation.

The drainage-basin characteristics are:-* Topographic - size, shape, slope, elevation, general location, land-use

and cover, rivers and lakes, artificial drainage and chemicals.* Geologic - soil type, permeability, etc.

6.3.4 River Flow CharacteristicsThere are two main systems in Zambia, namely the Zambezi River and theZaire (Congo) River systems. The Zambezi River system covers three-quarters of the country and can be divided into three smaller river systems,the Zambezi (main), Kafue and Luangwa Rivers. The Zaire River systemincludes the rivers in the northern region, mainly the Chambeshi and LuapulaRivers. Monthly mean discharge, flow summary, annual runoff depth andrunoff percentage, etc. at points of these rivers are shown below.

Table 6.2 Flow Characteristics at Main Points

River Basin Zambezi (main) Kafue LuangwaCA. km2 687,049 156,995 147,622

(from abroad) (418,814) (0) (3,264)Station Lukulu Victoria F Smith's B Kafue H/B Luangwa

(C.A. :km2) (206,531) (513,780) (8,914) (96,239) (140,922)Monthly Mean Discharge (m3/s)

October 296 337 12 66 56November 336 354 16 70 67December 498 507 46 142 424January 863 777 100 338 1,320February 1,336 1,270 157 .. 19 1,917

March 1,726 1,972 186 774 1,865April 1,663 2,762 156 709 1,121May 957 2,577 89 428 420June 569 1,770 50 229 214July 428 949 33 147 146

August 358 579 24 113 104September 312 423 17 86 73

Flow Summary (m 3 s)Maximum 2,134 3,225 251 1,113 4,258

High 1,076 1,766 116 469 849Usual 503 777 46 173 202Low 342 449 21 95 87

Drought 282 316 10 55 39Minimum 270 298 9 49 36Average 777 1.187 74 308 639

Runoff Depth 119mm 74mm 266mm 101mm 139mmRainfall 1,251 1,184m 877mmRunoff 22.6% 8.8% 16.7%

Percentage

REGION II -LUSAKA, SOUTHERN, WESTERN, COPPERBELT'AND NOR THWESTERN PROVINCESAssessment and Engineering Design of Damaged and Washed away Crossings SNCM.SC'O (Z) Lid

6.3.5 Drainage Basin Characteristics

Zambezi Main River BasinZambezi Main River originates in the northernmost part of North WesternProvince, before flowing through part of Angola. After re-entering Zambia inthe western part of North Western Province near to Zambezi Town, it flowspast Lukulu, Mongu, Senanga and Sesheke in Western Province. Passingclose to Livingstone, Siavonga and Chirundu in Southern Province, theZambezi leaves Zambia at Luangwa in Lusaka Province to enterMozambique.

The catchment area of Zambezi River (including Kafue River and LuangwaRiver) at the lowest reaches is 991,666 km2. Of this area, the Basin ofZambezi Main River within the country of Zambia accounts for 268,235 km2,and the water course of the main river is 1,470 km long. The difference inelevation over this length is 729m, with the average river bed slope amountingto I = 1/2,040. The Kafue River joins the flow 180km upstream from thelowest point, and the Luangwa River at the lowest point. Another majortributary, the Kabompo River, having its basin (72,751 krn2) in North WesternProvince on the upper reaches joins the flow at the left bank near to LukuluTown.

An extensive floodplain called Barotse Flood Plain is formed in the areaupstream of Senanga in the upper reaches, and the slope of the river bedpresents a very gradual I = 1/10,000. Several steep slopes are observedbetween Senanga and Livingstone on the lower reaches, but this areabelongs to a gradually sloping area as represented by I = 1/3,300. BetweenVictoria Falls at Livingstone and the upstream end of the Kariba Damreservoir, the Zambezi flows through a series of steep gorges. The elevationis reduced by 380 m over a distance of about 120 km, giving an average riverbed slope of I = 1/320. The lower reaches downstream of the Kariba damagain present a gentle slope, with the river bed slope of I = 1/4,300. Takingadvantage of the steep slope, the 128-metre high Kariba Dam has created areservoir extending for 5,180 km2 of reservoir area with a water capacity of160,368 million m3 and a total extension of 280 km long.

Kafue River BasinThe Kafue River is a major tributary accounting for 27 percent of the ZambeziRiver Basin. The Kafue River originates in Copperbelt Province flowing pastKitwe and through Central and Southern Provinces, passing Kafue town andbordering Lusaka Province, before joining the Zambezi Main Riverdownstream of Chirundu. The point of confluence is located about 176 km upthe river from the point where the Zambezi River flows into Mozambique.

The catchment area amounts to 156,995 kM2, and the river is 1,310 km long.The difference in elevation measures 990 m, and the average river bed slopeis I = 1/1,320. As a major tributary, the Lunga River having its basin (23,767kM2) in North Western Province joins the flow at the right bank 130 km up theriver from Kafue Hook Bridge. The Kafue River has an unusual configurationin longitudinal section. A conspicuous change in profile is marked by the

CA

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Kafue Gorge Dam. The river has a general longitudinal section having asharp slope in the mountain district of the uppermost reaches and a gentleslope in the downstream area. However, the gorge downstream of KafueGorge Dam has a drop in head of several hundred metres.

The Kafue River has flat swamps on the way from the uppermost reaches toKitwe town but the average river bed slope is as steep as I = 1/1,370. itpresents a very sharp slope down the river from that position; then it takes ona gentle slope of I = 1/6,700 to the ltezhi-Tezhi Dam. The ltezhi-Tezhi Dam islocated at the mouth of the valley, and the water goes down into the KafueFlats.

The Kafue Flats is an almost completely flat area, extending over 320 km fromthe ltezhi-Tezhi Dam to the area near Kafue town. The Kafue River flowsacross the Flats, exhibiting repeated meandering. The differences in elevationof this area is only 10 to 15 m, and the average river bed slope is I = 1/20,000to 30,000, representing an almost flat profile. The area betiveen the KafueGorge Dam located about 20 km downstream from Kafue town to theZambezi River is a series of gorges over the distance of 64 km, and the riverdrops through a height of 570 m at an average river bed slope of I = 1/110.

6.3.6 Storm Frequency and RunoffStorm frequency refers to the chance that a given intensity of rainfall will occurwithin a specific span of years. It is determined from historical data thatindicate that a particular intensity of rainfall can be expected once in N years.A drainage system designed for such intensity is intended to be capable ofwithstanding an N- year storm, runoff, or flood. A 25-year storm represents a1 in 25 probability that, within one year, the drainage system will have toaccommodate such intensity. This does not mean that every 25 years acertain storm of this magnitude will occur.

In Zambia, small culverts passing under roadways to carry the flow fromdefined watercourses are typically designed to accommodate a 25-yearstorm. Larger culverts and bridges on major highways are designed withcapacity for 100-year storms. For non-major roads, the storm used for designvaries from a 10 to 50-year storm, depending on the road size and trafficvolume expected.

6.3.7 Methods of Runoff DeterminationThe hydrological capacity of new bridge structures can be checked using anumber of formulae:

Using the Lloyd Williams FormulaThis is also known as the Rational Method and can be computed as follows:

P = 0.268 CA IWhere P = discharge in m3/s

C = discharge coefficientA = area in Km2

I = average rainfall intensity in mm/hr

REGION 11 - LUSAKA, SOUTHERN, WFSTERN, (,'OPPERBELT'AND NORTHWESTEIR PRO VINCLSAssessment and Engineering Design of Damaged and Washed away Cro.ssings SNC/ASCO (Z) Lid

Discharge Coefficient CC can be estimated by assuming factors relating to soil, slope and protection,summing the total, adding one to the result for areas less than 25 Km2 anddividing by 10. The recommended run-off coefficient (C) used in conjunctionwith the rational method is listed in Table 6.3

Table 6.3: Recommended Values of Run-off Coefficient (C)

Sector C-ValueUrban Catchments- Low Density 0.30Rural CatchmentsSlope- Flat Areas 0.03- Steep Areas 0.08Permeability- Permeable soils 0.08

Semi-permeable soils 0.15Vegetation

Medium bush and plantations 0.04- Light bush and farmlands 0.11- Grasslands . 0.21- Bare surface 0.28

To allow for varying antecedent soil moisture conditions, the C-valuesdetermined above will be further reduced by multiplying with a factor (FT)given in Table 6.4 below.

Table 6.4: Return Period Adjustment Factor for Antecedent MoistureConditions

Fact r (FT)Return Period (yrs) Flat <10% Steep >10%

2 0.50 0.755 0.55 0.8010 0.60 0.8520 0.67 0.9050 0.83 0.95100 1.0 1.0

Catchment Area in KM2, AThe Catchment area can be assessed from 1:50,000 contour maps upstreamof the proposed structure.

Rainfall Intensity in mmlhr, II, the rainfall intensity, depends on T, the time of concentration, which in turndepends on the area, its slope and shape.

T(hrs) = 0.7 x 5 x 1A2L (Bransby Williams Formula)SD

Where L = length of longest axis in kilometresS = slope per centD = diameter in kilometres of a circle of equivalent area

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Knowing the time of concentration, the point intensity i of rainfall once in Cyears can be found from the formula:

i =aT+ 0.5

a = 32 log (CD) + 50845

D = average annual rainfall in mm

The point intensity i is then corrected for the average intensity of rainfall forthe area by substituting in the first formula and thus obtaining the discharge inm3/s.

Note that the Rational method has a number of limitations. One assumptionis that rainfall is of uniform intensity throughout the area during the time ofconcentration. This does not recognise that many features that affect rainfallmay be substantially different over the area of the basin. This and otherassumptions become particularly susceptible to error as the size of thedrainage area increases. It is generally considered unsuitable for areasgreater than 25 Km2. In these cases the ORSTOM method provides a morerealistic assessment of flow. The Orstom method is based on an empiricalformula as follows:

Q = IA

Calculations are made on the basis of informed estimates.

6.4 Drainage Design

The following table illustrates the recommended design flood returnperiod to be utilised for drainage structures.

Table 6.5: Design Flood Return Period

Type of structure Design return pe riod (Years)Minimum

Rural Road Main Road recommended(Provincial or (Primary or design return period

Access) Secondary) (Years)Side Drains 2 to 5 5Drifts (Design before overtopping) 2 5 5(Design overtopping) 12.5 25 25Larger Structures: 1 in 20-year 5 10 10Peak discharge (0 to 20m 3/s)Larger Structures: I in 20-year 10 12.5 12.5Peak discharge (20 to 1 50m3/s) .Larger Structures: 1 in 20-year 12.5 25 25peak discharge (more than150m3s)

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Freeboard

The proposed freeboard design guidelines for the design of new structuresand in verification of existing structures are indicated in Table 6.6.

Table 6.6: Freeboard

Type of Structure Freeboard (m) Minimumrecommendedfreeboard (m)

Drains and Small Culvert 0.15E to 0.20E from design water 0.1Structures surface to top of structure or road

shoulder (for straight canal sectionswith sub-critical flow conditions).

Drains and Small Culvert 0.25y to 0.30y from design water 0.1Structures surface to top of structure or road

shoulder (for straight canal sectionswith super-critical flow conditions).

Drifts As above for design recurrenceinterval before overtopping.

Large Culvert Structures and =0.3m for flows 0 - 100m3/s 0.3Bridges >0.3<0.55m for flows 100 - 200m3/s 0.55

>0.55<0.8m for flows 200 - 400m3/s 0.8>0.8<1.1 m for flows 400 - 1000m 3/s 1.1F=0.8*log(Q)-1.3 for flows > 1000m3/s 1.1From design water surface tounderside bridge deck or beams.

The specific energy E (m) is calculated as follows:

E = y + v2/2g

Where y = depth of flow at deepest point (m); g = acceleration of gravity(9.81m/s 2 ); v = average velocity (m/s); Q = design flood peak (m3/s).

6.4.1 ApproachesOn long grades approaching bridges, especially in side hill construction,interceptor culverts with drop inlets will be provided at frequent intervals.Catchwater drains will be installed outside the top of cut slopes to head offwater and lead it away to some convenient discharge point. Check walls andstone pitching will be used if necessary to check water velocity and preventerosion. Dwarf walls will be built along the top of high banks to preventerosion of side slopes. The surface adjacent to the wall should be paved.Chutes with stone pitching will be provided at the entry points to the bridge inorder to divert the water to the river.

6.4.2 EmbankmentsGrass embankments will be utilised where feasible. Where necessary, slopedrainage will be catered for by means of flumes with sidewalls in order toconvey the water to the roadside ditches. Embankments should be protectedwith a form of gabion and erosion on side slopes should be repaired andseeded with grass. Trees will also be planted in these locations forenvironmental considerations. The waterways upstream and downstream of

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the bridge should be cleared of all overgrowth and debris. We recommend theuse of gabion protection for embankments and riverbed protection.

6.4.3 CulvertsCorrugated metal (Armcor) and reinforced concrete pipe culverts are incommon use in Zambia and many of the crossings surveyed require nothingmore than a well-constructed culvert. For small culverts, stock sizes ofcorrugated metal and/or reinforced concrete pipes may be used. For largerflows, however, a concrete box or multiple pipes may be needed. If theculvert foundation is susceptible to erosion, a bridge may.be constructed overthe waterway (bridge culvert).

The section of a culvert passing under a highway should be capable ofwithstanding the loads induced by traffic passing over the culvert. Sincecorrugated metal pipes are flexible, they are assisted by surrounding soil incarrying gravity loads. Reinforced concrete culverts, however, have tosupport gravity loads without such assistance. Empirical methods often areused for selecting and specifying culverts. With the use of data from previousexperience, designers generally select small-sized culverts from standardsbased on the characteristics of the project to be constructed. Larger concretearch and box-type structures, however, are designed for the specific serviceloads. Culverts are generally installed in an existing channel bed since this willresult in the least amount of work in modifying existing drainage conditions.To avoid extremely long culvert lengths, however, it may be necessary torelocate an existing channel.

6.4.4 Sub-Surface DrainageThis is concerned with removal of water from the subgrade and interception ofunderground water coming to the subgrade. French drains are for dealing withsub-surface water and may consist of either stones, perforated metal or nofines concrete pipes, surrounded by graded filler material in a trench sealedoff from surface water. Water in underlying soil strata of a highway can moveupward through capillary action and water can permeate downward to theunderlying soil strata through cracks and joints in the pavement. In eithercase, the water can cause deterioration of the roadbed and pavement. Toprevent this, subsurface drainage is used to remove water from the roadsubgrade and intercept underground water before it flows to the subgrade.Although design of subsurface drainage system depends on the specificgeometry, topography, and subsurface drainage facilities should beconsidered an integral component of the entire bridge and approach roaddrainage system rather than treated as a separate component.

Failure to implement subsurface facilities that meet drainage requirementscan lead to premature failure of major segments of the road and bridge and toslope instability. Intercepting drains can be installed to cut off an undergroundflow of water to prevent it from seeping into the subgrade of a road. Drainscan be employed on both sides of a road to remove surface water that may betrapped when a previous base is laid over a relatively impervious subgrade.On steep slopes, lateral drains may be added under the pavement. Drains areusually constructed by digging a trench to a specified depih, placing a pipe in

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the trench, and then backfilling the trench with a porous, granular material.The pipes are generally fabricated of perforated corrugated metal pipe,vitrified clay, or porous concrete. Sizing of pipes is typically based onprevious experience, but large projects will require site-specific design.

6.4.5 ScourRiver training may be required at certain sites. We anticipate local scourcaused by turbulent flow around obstacles such as piers, and in some casesprotection can be provided to river beds by means of gabion baskets. Gabionbaskets will also be used alongside the abutments to avoid the effects of localscour at abutments. The standard gabion is supplied as a flat pack forassembly on site and is normally filled insitu with quarried stone or roundedshingle of sufficient size to prevent the stones passing through the mesh.Sections of gabions are securely wired together to form a-continuous mattressor wall.

6.5 Current Situation of Flood

In Zambia land use is largely limited to comparatively higher land, and almostno lower lands are used. It can be said at least that there is no city ortownship located within the flood plains in Zambia. Agriculture is also limitedwithin the flood plains. According to the current situation of land use inZambia, safety against floods can be considered to be sufficiently highalthough the occurrence of floods in small streams particularly in Southernand Copperbelt Provinces is prevalent.

Because of the large catchment area of the basins, a series of big floodrunoffs will extend over a long period of time, without causing a concentratedrunoff. Thus, serious floods do not occur over entire rivers. The specificdischarge of floods falls within the range from 0.02 to 0.4 m3/s/km2. Thesefigures are classified as the flat land floods according to the classification ofWorld Rivers, suggesting that the flood discharge is small.

6.5.1 Flood Control StrategyFlood control measures have a function of damage mitigation and can alsowork effectively to control inundation in order to make good use of fertile landalong the river. Although these measures may not be easily undertakenbecause of the prohibitive costs of large-scale construction works, it isnecessary in specific locations to include suitable measures as part of majorbridge construction.

6.5.2 Drought Severity in ZambiaDrought severity is very high in the southwest area from Mongu toLivingstone, and is high near Lundazi, in the northeast. On the centre belt ofZambia from east to west, drought severity is medium and in the northdrought severity is low. For example, the Lower Zambezi National Park issituated in an area prone to drought, however many of the streams gathersubstantial flows from the upstream catchment areas, rendering many of theroads impassable during the rainy season.

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7. GEOTECHNICS AND MATERIALS

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7 GEOTECHNICAL REPORT

7.1 General

In Zambia rock formations from Precambrian to early Paleozoic areextensively exposed. Basement Complex, Muva Super group, Katanga Supergroup lie as base rocks in Central, Northern, Eastern, North-western, andSouthern part of Zambia. Several of orogenic events, Eburnian (2000-1800miilion years), Kibaran (1300 million years), Katangan (900-500 million years)and Pan-African (600 million years), have been recognised in those baseformations. Karroo Super group, Carboniferous to Jurassic System, isdistributed along the Luangwa River and western part of Zambia. Those olderbase rock formations are overlain widely in western part of Zambia byMesozoic Super group and Cenozoic Super group.

7.2 Regional Geology

7.2.1 Geology of Lusaka ProvinceDolomites, limestones, schists and quartzites of Katanga Super group aredistributed around western part of the province including Lusaka city.Gneisses and granitic gneisses of Basement Complex are widely spread innorthern and eastern part surrounding Lusaka city area. In this area, hillsmainly consisting of quartzites are aligned E-W direction with 1 00-200m widthand 50-200m height from plateau plane. Limestones, dolomites, schists,quartzites of Katanga Super group and gneisses of Basement Complex formMpond dome in the southern part near Kafue town.

7.2.2 Geology of Southern ProvinceGranite, granitic gneiss and schists of Basement Complex are widelyelongated in the NE-SW direction. At the north-eastern part of the Province,partly caic-silicate rocks, meta-cubonate rocks of Basement Complex andMine Series rocks of Katanga Super group are contained as several narrow-belts with WNW-ESE direction. Upper Karroo formation of Karroo Supergroup are distributed along Lake Kariba and Zambezi river, and the Batokabasalt of Karroo Super group are distributed at the southern end of theprovince near Livingstone town.

7.3 Soil

According to the classification carried out by the Food and AgricultureOrganisation (FAO), ferralsol and podzol are mainly distributed in northernpart, and chestnut soil, brown soil and red-brown earth in other parts ofZambia. The soil distribution is related to topographical classification. Atypical example of this is that the fluvisol-vertisols are distributed only in therift trough zone and arenosol is distributed in the aggraded plateau zone. Thesoil series reflect the condition of not only topography but also climate andgeology. The soil distribution by province is summarised with relation totopographical classification as follows:

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7.3.1 Lusaka ProvinceThe main soil types are lithosol and cambisil and luvisol-phaeozem isdistributed in Lusaka urban district.

7.3.2 Copperbelt ProvinceThe main soil type is acrisol and ferralsol is distributed near the border withNorthwestern Province.

7.3.3 Southern ProvinceCambisol-luvisol and lithosol-cambisol are distributed in the escarpment anddrift trough zones along the Zambezi river. In the degraded plateau zone,acrisol is distributed in the southern part and luvisol-phaeozem in the northernpart. Other than these soils, vertisol is distributed in Kafue flood plain and inaggraded plateau zones near the border with Western province.

7.3.4 Western ProvinceAcrisol is distributed in pan complex zone which covers a large part ofWestern province. On the other hand, cleysol is distributed in flood plainsalong main course and tributaries of Zambezi river. Other than these soils,podzil is distributed in middle of Western province, namely eastern part ofMongu.

7.3.5 North-Western ProvinceFerralsol is distributed in level to undulating plateau zones which coversmiddle and eastern part of Northwestern province. Arenosol is distributed inslightly dissected plateau zones which cover the western part of Northwesternprovince. Other than these soils, cleysol is distributed in the zone betweenKasempa and the main course of the Kafue river.

7.4 Materials for abutment and approaches construction

Borrow material must be identified to cater for the requirements of fill (CBR15), subgrade, sub-base and base for the abutment and road approaches.High quality cement is readily available on the local market. Good qualitystone and sand are also readily available and the project will identify likelysources of material. Reinforcing steel is available on the local market.Structural steel will need to be imported.

The principal bridge construction materials are steel and concrete. Theircharacteristics are as follows:

Concrete - Advantages and Disadvantages

* Local procurement of the aggregates* Less maintenance works* Necessity of sufficient quality control at site* Longer construction period at site

Four (4) different strengths of concrete are used as shown overleaf.

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Design Strength (Mp a Members to be used for_ _40 Concrete superstructure

30 Top portion of the pier24 Substructure18 levelling

Steel - Advantages and Disadvantages

High quality control by fabrication yardShorter construction period at siteProcurement from other countries

* Repainting need for maintenance* Less contribution to local economy

For the sake of local material utilisation and a reduced requirement formaintenance works, a concrete structure is adopted for the superstructure ofthe small bridges. A single lane bridge structure has not been considered asthe cost savings would not justify the limitations imposed and it may be alimiting factor in the future.

For culverts and crossings below 15 metres, we do not believe it to benecessary to carry out further detailed soil investigations as most of thesestructures are replacements and/or rehabilitation of existing structures. Wehave recommended extensive geotechnical surveys for larger bridges only.(Phase ll).

In this contract, for new bridges that require new foundation structures, wehave included a provisional sum for foundation testing to be carried out in theworks contracts.

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8. ENVIRONMENTAL ASSESSMENT

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8. ENVIRONMENTAL ASSESSMENT

8.1 ObjectiveThe principal, overall objective of the services is to determine whichprojects require ElAs/EPBs and which ones do not based on theEPPCA, EIA Regulations (Schedule of projects) as well as analysis ofinformation from an initial assessment of the ecological and socio-economic setting of the immediate project environment.

8.2 Environmental Legislation

This screening process was conducted in accordance with the legalframework on Environmental Managemen.L* enshrined in theEnvironmental Protection and Pollution Control Act, Cap 204 of theLaws of Zambia and its subsidiary legislation, the EnvironmentalImpact Assessment Regulations S.I. No. 28 of 1997.

Section 3 (1) of the EIA Regulations states that, "a developer shall notimplement a project for which a project brief or environmental impactstatement is required under these Regulations, unless the project briefor the environmental impact statement has been concluded inaccordance with these regulations and the Environmental Council ofZambia has issued a decision letter."

8.3 Study Approach and Methodology

The method adopted in the screening process involved consultativediscussions with the Environmental Management Unit at RoadDevelopment Agency, ECZ, individuals and road users includingresidents from communities in the immediate project environment. Theinformation from the fieldwork and responses from the consultationsprovided the relevant background data and helped to identify the majorenvironmental concerns required to screen the project and to classifythem as to whether they qualify for a full ElA or an EnvironmentalProject Brief. The environmental screening report is contained in theAssessment Report.

8.4 Genericl Standard Designs and Environmental AssessmentGuidelines

The following generic guidelines were used to screen projects andclassify them according to whether they require ElAs or EPBs.

Design Environmeotal Assis.sme't

Bridge less than 15m EPB if sited in ecologically sensitive_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ a re a

Pipe Culvert/Drift Crossing EPB if sited in ecologically sensitivearea

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Box Culvert EPB (for Multiple Culverts) if sited inecologically sensitive area

Medium Bridge EPB (for Multiple Culverts) if sited inecologically sensitive area

Large Bridge Greater than EPB or EIA if sited in ecologically very30m sensitive areaPontoon EIAPedestrian Bridge None

The reconstruction of the small crossings and culverts does not give rise tofull negative impacts on the surrounding environment and the localcommunity. The project will be a source of employment to the localcommunities. The visual impact of construction vehicles and noise is relativelydifficult to control, however efforts will be made to keep these at minimumlevels. Some remedial measures as regards to dust pollution, blasting,vibrating equipment, safety and health are discussed below

Dust PollutionGranular subsurface layers and all access roads (where provided) shall besprinkled with water to suppress dust emissions. It is further recommendedthat any materials carried by construction vehicles, which are likely to emitdust be sprinkled with water to minimise dust production. No long-term stockpiling of materials is recommended alongside the road construction site,unless otherwise in the contractor's camp/yard and in full compliance with theenvironmental control requirements.

Blasting and Vibrating EquipmentUnless otherwise in extreme situations, blasting and the use of heavy-dutyvibrating equipment should be minimised. These can cause damage toresidential properties and are a source of dust pollution. Blasting is also adanger to people.

Public SafetyDuring road construction, the contractor shall be required to provide adequateroad and traffic signs to warn pedestrians and motorists of constructionactivities, diversions, etc, at appropriate points. Thp speed limit forconstruction vehicles shall not be more than 40km/h. Where necessary,flagmen must be provided.

Public Utility DamagesThe Contractor should be aware of any public utilities such as water, sewerlines, and electricity and telephone power lines and cables which could benear, in, under or over the area of the project sites. Trial Holes should be dugin advance to locate these services where applicable.

The Contractor will be duly advised to take necessary steps not to tamper withthese facilities without the consent of the owners and where appropriate,discussions should be held or prior notices be given to the appropriateauthorities.

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Health, Sanitary and Waste Disposal FacilitiesIn line with the "environmental contract clause" of the EnvironmentManagement Unit (EMP, Road Development Agency) as regards to health,the contractor shall be required to mount an awareness and hygienecampaign. Also workers and local residents shall be sensitised on health risksparticularly of HIV/AIDS. Easy access to condoms should be provided.

Adequate and efficient sanitary and waste disposal facilities should beprovided at the construction site/camp.

Erosion Prevention Measures and Reinstatement of BorrowpitsThese aspects will be included in the design documentation and included inthe bills of quantities and contract drawings.

Technical SpecificationsThe Technical Specifications to be used for this Contract are in four parts asfollows:

Part 1 Standard Specification for Roads and Bridges published by theRoads Department Lusaka, Zambia and dated December 1994.

Part 2 Specification of Particular Application (SPA)

Part 3 Environmental Guidelines for road Rehabilitation andMaintenance Works published by the Ministry of Transport andCommunications 1997, Lusaka, Zambia.

Part 4 Special environmental specifications.

The Contractor shall execute the Works generally in accordance with 'Part 3:Environmental Guidelines' of these specifications and particularly inaccordance with the specific Special Environmental Specifications. In theevent of any differences between the general guidelines and the specificspecial environmental specifications (Part 4), the latter shall take precedence.

The Special Environmental Specifications include clauses on:

* Material Extraction* Reinstatement of the Site* Water Resources Management. Environmental Health and Safety Management (including HIV/AIDS

awareness)* Displacement and Resettlement

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9. BIDDING DOCUMENTS

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9. BIDDING DOCUMENTS

9.1 Prequalification Documentation

Prequalification documentation is according to the World Bank standards.

9.2 Contract Document

GeneralThe standard Bidding Documents have been prepared for use in theprocurement of works for "smaller" contracts-valued at generally less thanUS$10 million-by international competitive bidding (ICB). The biddingdocuments conform to the World Bank's "Standard Bidding Documents forProcurement of Works" and contain:

Volume IInvitation to TenderGeneral Instructions to TendererForm of TenderForm of ContractSchedule of Major PlantSchedule of Basic PricesFinancial ArrangementsForms of Bank Guarantee for Bid Security, Advance PaymentGeneral Conditions of ContractConditions of Particular ApplicationStandard SpecificationSpecification of Particular Application including environmental clausesBill of QuantitiesSchedules of Dayworks Rates

Volume 11Complete set of Drawings

9.3 Conditions of Contract

General ConditionsThe General Conditions of Contract will be as specified by the World Bank forcontracts less than US$10 million as agreed with the Client. It is furtherundertaken that the execution of the project and the completed works shall bein accordance with the 'laws of Zambia" and "the documents forming thecontract, as altered or modified by variations". The General Conditions ofContract (GCC), read in conjunction with the Special Conditions of Contractand other documents, should be a complete document expressing fairly therights and obligations of both parties.

The form of General Conditions of Contract has been developed on the basisof considerable international experience in the drafting and management of

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contracts, bearing in mind a trend in the construction industry towards simpler,more straighfforward language. The use of standard General Conditions ofContract for building and civil works in a country promotescomprehensiveness of coverage, general acceptability of its provisions,savings in cost and time in Bid preparation and review, and the developmentof a solid background of legal case histories.

Conditions of Particular Application and Special ConditionsThis document will be used to add to and amend the above documents, asrequired for the project. Particular aKtention is being paid to the environmentaland social aspects in the Specifications. The Environmerital Management Unitof the Road Development Agency will be consulted in this regard.

9.4 Specifications

Unless otherwise stated, the design standards and technical specificationsshall be that of the Road Development Agency and the following documentsshall be used:

* Standard Specification for Roads and Bridges* Recommendations on Road Design standards

o Volume I Pavement Design Guideo Volume II Geometric Design of Rural Roads

The numbering of the bill items shall clearly refer to the relevant specificationreference number (both general and special conditions). The SpecialConditions of Particular Application shall update those items in the GeneralSpecification in order to reflect the current needs for periodic maintenanceand these shall be clearly referenced to the bill of quantity item numbers.

The December 1994 Standard Specifications for Road and Bridges of theMinistry of Works and Supply and applicable Urban/Rural developmentstandards of the same Ministry will form the basis for all designs, testing,quality control and documentation, subject to review by the Client.

9.5 Contract Drawings

Detailed design drawings and plans will be prepared by the consultant (asdescribed above) to provide all the technical requirements and instructions forthe proper construction of the structure. They shall be prepared to enable thecontractors to confidently bid for the works. Particular attention will be given tothe elaboration of standard details. The horizontal and vertical datums usedfor each survey shall be clearly shown.

9.6 Bills of Quantities

Bills of quantities will be based on unit rates broken into the local currencyand illustrating the tax component. Consideration will be given to dividing thework into suitable Lots on the basis of geography and the capacity of thecontractors to carry out the works.

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10. COST ESTIMATES

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10. COST ESTIMATES

Estimated costs include for the repair/rehabilitation/construction andupgrading of the drainage structures together with the cost of rehabilitation ofthe approach roads. The estimates have been based on a unit cost analysisof recently completed works in Zambia, including the cost of labour,equipment, materials overhead and profit and taxes etc. To these we haveapplied regional variations due to the transport costs and accessrequirements.

A Regional Weighting has been applied to allow for the difficulties ofconstruction in remote areas as follows:

North-Western Province 30%Copperbelt Province 10%Southern Province 15%Western Province 30%

Costs have been estimated in the following table. (Bills of quantities wereprovided in the assessment report).

Table 10.1 Summary of Cost Estimates

CATEGORY AVERAGE LUSAKA SOUTHERN COPPER- NORTH WESTERNCOST PER (S) ($) BELT($) WESTERN (S)

l ____ ___ _ UNIT(S) -_(S)_,I - Bridge s 15m 228,000 228,000 342,000 250,800 296,400 296,400

Ila - Pipe Culvert 6,685 6,685 7,700 7,350 8,700 8,700900mm

lib - Pipe Culvert 12,100 12,100 13,900 13,300 15,700 15,7001200 - 1500mm

lic - Pipe Culvert Ž 16,600 16,600 19,100 18,300 21,600 21,6001500mm

Drift 10,000 10,000 11,500 11,003 13,000 13,000

III - Box Culvert 12,000 12,000 13,800 13,200 15,600 15,600

IV- Bridge 15 - 30m 980,000 980,000 1,127,000 1,078,000 1,274,000 1,274,000

V- Bridge Ž 30m 2,400,000 2,400,000 2,760,000 2,640,000 3,120,000 3,120,000

Via - Pontoon - Non- 240,000 240,000 276,000 264,000 312,000 312,000Motorised

Vib - Pontoon - 500,000 500,000 575,000 550,000 650,000 650,000Motorised

VII - Pedestrian 80,000 80,000 92,000 88,000 104,000 104,000

VIII - Rehabilitation 10,000 10,000 11,500 11,000 13,000 13,000

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11. CONCLUSION

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11. CONCLUSION

The project entails the replacement/rehabilitation of 199 crossings inCopperbelt, Northwestern, Western, Lusaka, Southern Provinces and Kafue,Lochinvar, Lower Zambezi and Mosi-O-Tunya National Parks. The consultanthas demonstrated the social and economic benefits that would derive fromthis project and the expenditure is justified in this context.

The project is technically sound and the technology employed is based firmlyon current practice. The procurement and construction will be in line withestablished procedures that have been developed between the World Bankand the Government of the Republic of Zambia.

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ANNEX I - SITE LOCATION MAPS

COPPERBELT PROVINCENORTHWESTERN PROVINCE

SOUTHERN PROVINCEWESTERN PROVINCE

CHONGWE AND CHIBOMBOZAMBIA WILDLIFE AUTHORITY

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COPPERBELT PROVINCE

No. Name of Structure Category Latitude Longitude Priority AssessmentReport Ref

Chililabombwe1 Fitobaula Vil 12 27 05 S 27 53 28 E 323 CH-022 Ikonkola Vill 12 20 10 S 27 39 32 E 335 CH-053 Kambako I 12 29 24 S 28 04 55 E 313 CH-074 Limbwata i 12 22 31 S 27 58 24 E 295 CH-115 Milyashi 12 25 13 S 27 59 23 E 313 CH-126 Fitibwi - 12 20 46 S 27 33 22 E 323 CH-137 Butondo I1 12 19 50 S 27 43 53 E 278 CH-018 Fikongolo il 12 27 25 S 27 55 25 E 243 CH-029 Fitobaula West 11 12 27 13 S 27 51 33 E 273 CH-0410 Kalofya II 12 20 26 S 27 42 47 E 278 CH-0611 Kampeku 11 12 19 37 S 27 37 07 E 283 CH-0812 Kasepa 11 12 27 14 S 27 52 33 E 273 CH-0913 Kashiba 11 12 27 17 S 27 54 30 E 273 CH-10

Kitwe14-17 Berry 12 53 57 S 28 12 44 E 375 KT-0218 Kwacha I 12 46 26 S 28 13 50 E 355 KT-19 Ipusukilo 11 12 46 34 S 28 14 16 E 355 KT-0620 Ipusukilo 2 iI 12 46 43 S 28 14 21 E 355 KT-0721 Ipusukilo 3 12 46 39 S 28 14 24 E 355 KT-0822 Ipusukilo 4 12 46 46 S 28 14 46 F 355 KT-0923 Ipusukilo 5 Vill 12 46 31 S 28 14 40 E 355 KT-1024 Kamishishi 12 51 26 S 28 24 09 E 313 KT-1125 Musaka 12 43 11 S 28 10 03 E 328 KT-1326 Mwaiseni I1 12 49 13 S 28 14 35 E 348 KT-1427 Wusakili Vill 12 51 09 S 28 13 08 E 362 KT-1928 Accra I 12 48 37 S 28 12 11 E 267 KT-0129 Dolomite If 1244 11 S 28 1040 E 256 KT-0530-31 Nakayombo 11 12 43 28 S 28 12 25 E 276 KT-1532 ZNS I1 12 56 50 S 28 1245 E 268 KT-20

Lufwanyama33 Kamatipa III 12 39 30 S 27 42 59 E 375 LF-0134 Kansonka Vill 12 37 48 S 27 42 14 E 355 LF-0435 Lufwanyama Vill 12 52 01 S 27 36 11 E 355 LF-0536 Luwela 1I 13 15 17 S 28 05 15 E 355 LF-0737 Milulu Vill 12 34 56 S 27 31 19 E 355 LF-09

38 Mukutuna Vill 12 56 16 S 27 55 42 E 355 LF-1039-40 Sokontwe 11 12 52 48 S 28 05 18 E 355 LF-1241-42 Kambilombilo II 12 51 51 S 27 03 52 E 289 LF-0343 Mibenge il 12 57 55 S 27 54 37 E 301 LF-0844 Ngwena 11 12 53 16 S 27 22 51 E 274 LF-11

Masaiti45-46 Banqwe 11 323 MA-0147-48 Chakunte Kanunga 13 118 00S 2848 13E 328 MA-02

REGIONII -LUSAKA, SOUTlHERN, WESTERN, COPPERBELTANDNORTHWESTERN PRO VINCESAssessment and Engineering Design of Damaged and Washed away Crossings SNC/ASCO (Z) Lid

49-50 Suwadi 1I 13 06 49 S 28 45 14 E 295 MA-1051 Munkulungwe il 13 06 49 S 28 46 52 E 323 MA-0852 Muteteshi 11 - - 256 MA-09

Mpongwe53-54 Muchindushi 11 13 23 15 S 28 19 51 E 298 MP-0455 Chinondo Vill 13 22 19 S 28 25 06 E 331 MP-0556-57 Chipese 13 30 42 S 28 08 09 E 318 MP-0658 Kanchenja II 13 39 41 S 27 37 02 E 336 MP-1359-60 Kalenda 11 13 34 48 S 27 52 05 E 303 MP-1661 Kalweo VI] 13 47 26 S 28 38 06 E 285 MP-1862-65 Kasonga 11 13 40 59 S 27 36 35 E 290 MP-2066 Lukanga 2 Vill 13 43 17 S 28 13 46 E 328 MP-2267 Lukanga 3 Vill 13 44 31 S 28 13 08 E 328 MP-2368 Lukanga 4 Vill 13 47 19 S 28 11 49 E 328 MP-2469-71 Mambilima 11 13 51 37 S 2850 16 E 333 MP-2772 Mikata-Muyambe 11 13 47 14 S 28 23 25 E 300 MP-2873 Muchindushi 2 I 13 50 47 S 28 03 40 E 283 MP-2974-76 Mushiwe 11 13 46 10 S 27 31 54 E 315 MP-3077 Ipumbu Culvert 4 I 13 42 07 S 27 52 03 E 266 MP-1178 Ipumbu Culvert 5 II 13 43 01 S 27 52 07 E 266 MP-1279 Lukanga North 1 I 13 43 17 S 23 1346 E 288 MP-2180 Misofu 1 13 52 53 S 28 02 02 E 274 MP-31

The above list comprises 7 small bridges, 57 pipe culverts, 3 box culverts, 1pedestrian bridge and 12 rehabilitation structures giving a total of 80structures.

REGION II- LUSAKA, SOUTHERN, WESTERN, COPPERBEIT-AND NORTHWF.STERN PROVIN(-ESAssessment and Engineering Design of Damaged and Washed away Crossings SN/C4SCO (Z) Led

NORTHWESTERN PROVINCE

No. Name of Structure Category Latitude Longitude Priority AssessmentRanking Report Ref

Chavuma1 Sewel 05 11 13.09454 22.68785 300 CV-012 Pulamaponda III 13.15589 22.20117 319 CV-11

3 Likula I 13.15421 22.22929 304 CV-124 Mavili Vill 13.12243 22.67580 314 CV-135 Muyeke _ _ 13.19487 22.68480 340 CV-146 Luzu 1 I 13.23794 22.88615 294 CV-167 Luzu 2 _ _ 13.23794 22.88615 294 CV-17

Kabompo _

8 Kalyangandu I _ 13.56240 24.26736 299 KA-029 Manyinga Vill 13.40021 23.30965 360 KA-06

10 Makelendende I 13.27865 23.40109 294 KA-07

11 Mukundwiji 1 I 13.23389 24.43617 294 KA-08

12 Mukundwiji 2 I 13.23393 24.43635 294 KA-09

13 Mukundwiji 3 I 13.23389 24.43654 294 KA-10

14 Chongo I1 13.45001 24.47328 288 KA-1115 Chifuwe I 13.71341 24.33027 281 KA-12

Zambezi ..

16 Lwitadi I 14.07312 23.46190 301 ZA-0217 Kanyankula 1 13.20776 23.62074 299 ZA-1418 Mahalabi 1 13.18709 23.64182 299 ZA-1519 Lunyihu 1 I 13.23647 23.49691 309 ZA-16

20 Lunyihu 2 i 13.23570 23.49621 309 ZA-17

21 Lunyihu 3 I 13.23723 23.49760 309 ZA-18

22 Kalwilo I . 13.44810 23.66296 345 ZA-26

23 Lukolwe 1 I 13.74593 22.92507 299 ZA-32

24 Lukolwe 2 1 13.74622 22.92504 299 ZA-33

25 Lukolwe 3 _ 13.74675 22.92501 304 ZA-3426 Kashiji 6 I _ 13.59447 22.78S60 294 ZA-41

27 Kashiii 7 13.59517 22.78763 309 ZA-4228 Mangowa 2 13.52314 22.06523 306 ZA-4529 Kambizana 13.50943 23.05070 321 ZA-46

In North-western Province, a total of 29 priority interventions have beenchosen, comprising 22 No. small bridges (12 No. full and 10 No partialconstruction), 2 No. pipe culverts, 3 No. box culverts and 2 No. rehabilitationstructures.

REGION II- LUSAKA, SOUTHERN, WESTERN. COPPERBELTAND NORTHWESTERN PROVINCESAssessment and Engineering Design of Damaged and Washed away Crossings SN.CIASCO (Z) Lid

SOUTHERN PROVINCE

No. Name of Structure Category Latitude Longitude Priority AssessmentReport Ref

Choma1 Syazwela 2 11 16.99002 27.31731 300 CH-012 Jijalila III 16.66793 27.25592 309 CH-153 Syazwela 1II 17.01458 27.30992 300 CH-024 Kamena II 16.59072 27.46990 336 CH-035 Pemba- II 16.58827 27.45969 336 CH-04

Kanchomba6 Buumana 11 16.80587 27.09627 294 CH-077 Hamabbonka III 16.80885 27.40091 336 CH-088 Munyeke Vill 16.33000 26.75000 314 CH-139 Silangaulwi III 16.58644 27.29144 309 CH-16

Kazungula10 Simwiide 11 17.62049 25.86175 350 KZ-0111 Ngwezi II 16.95733 26.26946 350 KZ-05

Monze12 Habekele 16.37693 27.72039 291 MO-0213 Tyole 11 16.37296 27.71716 342 MO-07

Namwala14 Santi 15.79524 26.76998 357 NA-0115-16 Santi 2 15.79206 26.77142 357 NA-0217 Santi 3 11 15.79065 26.77221 357 NA-0318-19 Santi 4 11 15.79021 26.77249 357 NA-0420 Santi 5 15.78721 26.77421 357 NA-0521-22 Santi 6 i 15.78611 26.77488 357 NA-0623 Masompe II 16.11064 26.84178 330 NA-07

Siavonga24 Chalala 2 II 16.28279 28.39927 324 Sl-0125 Chaanga 45 1I 16.27822 28.45665 324 SI-0726 Chimbotela II 16.27914 28.46434 324 SI-0327 Kalilwehe 11 16.27789 28.45875 324 SI-0428 Nahambia III 16.23952 28.53338 324 SI-0529 Namatuzi 11 16.27878 28.46229 324 Sl-0630 Chaanga 46 11 16.27978 28.449 0 324 Sl-0831 Manchamvwa 19 11 16.43966 28.40530 336 Sl-2632 Katete 16.38319 28.38956 358 Sl-0933 Geti II 16.45833 28.41247 358 Sl-1434 Hanjase III 16.51147 28.37126 358 SI-1i535 Kasangu il 16.41692 28.39723 336 SI-1636 Manchamvwa 14 11 16.49480 28.43947 336 Sl-2737 Lubembo if 16.15354 28.66992 309 Sl-2938 Mulolobela Vill 16.17987 28.616 324 SI-3239 Mushungu 2 1I 16.10098 28.70104 324 Sl-3340 Mushungu 1 11 16.09974 28.70304 324 Sl-34

REGION II- LUSAKA, SOUTHERN. WFSTERN. COPPERBELTAND NORTHWESTERN PROVINCES

Assessment and Fngineering Design of Damaged and Washed away Crossings SNCIASCO (Z) Ltd

41 Nachituba II 16.20896 28.57732 324 Sl-37

42 StoPi III 16.16103 28.66936 324 SI-41

43 Milonga 11 16.43757 28.69667 346 SI-44

44 Simon II 16.45709 28.54009 346 Sl-46

Sinazongwe45 Kamakuyu 11 17.813 26.87741 341 SN-01

46 Kamalavu 3 11 17.77503 26.90398 341 SN-0447 Kamalavu 4 III 17.77234 26.9068 341 SN-0548 Chambo III 17.03923 27.59601 352 SN-3249 Chibwe 11 17.02343 27.62388 357 SN-3150 Chisamba Batumbu III 17.07138 27.54373 357 SN-3051 Kazenze Vill 17.07564 27.53476 357 SN-2852 Muubika 11 17.01527 27.63155 357 SN-2553 Sinakaimbi 1I 17.05730 27.56009 357 SN-22

54 Siningwe I 16.98096 27.65168 335 SN-2155 Syabufusi III 17.05055 27.56009 347 SN-20

56 Namafula 11 17.52328 27.32464 288 SN-14

57 Kamutalala III 17.69761 27.03504 341 SN-10

58 Syamututu Vill 17.66947 27.08191 288 SN-39

59 Kalyangwe III 17.27785 27.37117 350 SN-42

60 Syamaida 11 17.75650 26.92251 315 SN-47

61 Makololo III

61 structures have been selected comprising 1 No. small bridges, 14 No.pipe culverts, 28 No. drifts, 14 No. box culverts and 4 No rehabilitationstructures.

REGION I1- LUSAKA, SOUTHERN, WESTERN, COPPERBELTAND NORTHWESTERN PROVINCES

Assessment and Engineering Design of Damaged and Washed away Crossings YNC14SCO (Z) Lid

WESTERN PROVINCE

No. Name of Structure Category Latitude Longitude Priority AssessmentRanking Report Ref

Kalabo1 Lundilwe ii 15 02 06 S 22 44 58 E 301 KL-03

2 Mapungu i 15 06 34 S 22 47 59 E 286 KL-04

3 Mulundumano i 15 04 57 S 22 46 45 E 286 KL-05

4 Nalusheko 11 15 01 57 S 22 42 19 E 301 KL-06

5 Ndoka Vil 15 20 53 S 22 44 36 E 306 KL-07

6 Silamu I 15 08 43 S 22 48 48 E 286 KL-08

Lukulu7 Chombwe Vil 14 34 59 S 23 13 42 E 324 LU-01

Senanga -_-_-

8 Kataba - 15 26 28 S 23 21 12 E 291 SE-03

9 Lipa canals III 15 27 26 S 23 18 23 E 291 SE-13

10 Mapungu School I 15 56 37 S 23 08 06 E 318 SE-19

11 Mwandi III 15 35 48 S 22 58 16 E 296 SE-20

12 Nanjunja I 15 41 04 S 23 14 49 E 281 SE-23

In western Province, there is a total of 12 priority structures chosen fromthose surveyed, comprising 6 No. small bridges, 2 No. pipe culverts, 2 No.box culverts and 2 No. rehabilitation structures.

ASCOCONSULTING ENGINEERS

SNC * LAVALIN PROJECT MANAGERS 'URBAN AND REGIONAL PLANNERS

,TRAINING c,

REGION II- LUSAKA, SOUTHERN, WESTERN, COPPERBELTAND NORTHWESTERN PROVINCES

Assessmeni and Engineering Design of Damaged and Washed away Crossings SNC/ASCO (Z) Ltd

CHONGWE AND CHIBOMBO

No. Name of Structure Category Latitude Longitude Priority AssessmentRanking Report Ref

Chongwe1 RD146 unidentified 11 15.03278 29.74054 315 CHON-02

2 Kanyonjo 2 Vill 14.94273 29.72698 278 CHON-05

3 Kanyonjo 1 III 14.87205 29.68454 293 CHON-06

4 Chalimbana 11 15.38087 28.71786 338 CHON-13

Chibombo5 Chiyaba III 15.29870 28.10050 298 CHI-02

6 Chazanga W/works VIl 15.35381 28.25185 290 CHI-03

REGION 11 - LUSAKA, SOURI'IERN, WES7ERN. COPPERBELTAND NORTHWFSTERN PROVINCES

Assessment and Engineering Design of Damaged and Washed away Crossings SNCIASCO (Z) Ltd

ZAMBIA WILDLIFE AUTHORITY

No. Name of Structure Category Latitude Longitude Priority AssessmentRanking Report Ref

- _ Kafue1 Kabuyu - 1 14.5541 25.54562 314 KA-02

2 Nangwenya 11 14.5486 25.54628 314 KA-03

3 Kamusenda il 14.53029 25.55768 314 KA-04

4 Mukombo 11 14.49106 26.02141 314 KA-07

5 Mukombo 2 Vill 14.48083 26.02524 314 KA-08

6 Kalakanga 2 Vill 14.41008 26.060.32 314 KA-1 2

7 Kalakanga 3 Vill 14.41008 26.06032 314 KA-13

8 Lunga 11 14.3376 26.1162 314 KA-14

9 Moshi I 14.24683 26.09.17 299 KA-15

Monze-Lochinvar10 Susumani II 15.97961 27.26199 310 LO-03

11 Susumani 2 II 15.97931 27.26221 310 LO-04

12 Loc-1 II 15.99994 27.261391 318 LO-08

13 Loc-2 11 16.00737 27.25987 318 LO-09

14 Loc-3 Vill 16.01069 27.25954 318 LO-10

Kazungula-Mosi-O-Tunya

15 Chona loop -I 17.86289 25.80034 305 MT-01

16 Giraffe loop 1I 17.87212 25.8357 305 MT04

17 Impala loop 11 17.87336 25.81362 305 MT-05

18 Old Mumbova 11 17.85462 25.79838 305 MT-06

19 Old Mumbova 11 17.85531 25.79963 305 MT-07

20 Riverside drive I 17.86781 25.79833 328 MT-08

21 Riverside drive 2 I 17.85820 25.79648 320 MT-09

Lower Zambezi22 Nkalange III 15.69181 29.38115 309 ZA-02

23 Unnamed 1 III 15.69060 29.38247 309 ZA-03

24 Unnamed 2 III 15.68997 29.38476 309 ZA-04

25 Unnamed 3 11 15.68663 29.38944 309 ZA-05

26 Unnamed 4 II 15.67791 29.41524 309 ZA-07

27 Musikiswa III 15.64489 29.50821 309 ZA-08

28 Unnamed 7 III 15.55527 29.73890 314 ZA-16

29 Unnamed 8 III 15.55675 29.72707 314 ZA-17

30 Salt Pan Stream III 15.56181 29.68844 314 ZA-18

31 Hill Stream 1 III 15.55158 29.68909 299 ZA-19

32 Hill Stream 2 I 15.54429 29.69163 299 ZA-20

33 Hill Stream 3 I 15.53306 29.6796 299 ZA-21

34 Hill Stream 4 III 15.49853 29.66675 314 ZA-22

35 Hill Stream 5 iI 15.49264 29.65097 314 ZA-23

36 Hill Stream 6 III 15.45699 29.60942 319 ZA-24

37 Hill Stream 7 i 15.44627 29.60363 304 ZA-26

38 Unnamed 9 - 15.42363 29.50046 304 ZA-28

39 Tandwe 11 15.41752 29.49312 319 ZA-29

40 Unnamed 10 III 15.40247 29.46401 319 ZA-30