Feasibility Study of Biplyate-Maipokhari-Sandakpur Road (Final Report)

[Type text] [Type text]
Government of Nepal
Ministry of Physical Planning, Works and Transport Management
Departments of Roads
Planning and Design Branch
Planning Monitoring & Evaluation Unit
Babarmahal, Kathmandu
FEASIBILITY STUDY
Of
MALAKHETI-GODAWARI-PHALTUDE ROAD, kAILALI
FINAL REPORT
Submitted By:
IMERC (P) Ltd

G.P.O Box-3178, Kathmandu
Kopundle, Lalitpur
Tel-01-5542613
E-mail: info@northstarnepal
Feasiblity Study of Malakheti-Godawari-Sahajpur Road Project
ACKNOWLEDGEMENT
Feasibility Study of Biplyate-Maipokhari-Sandakpur Road Project in Ilam

District is carried out by North Star Engineering Consultant as per agreement
between Department of Roads Planning, Monitoring and Evaluation Unit of
DoR and at the North Star Engineering Consultant (P) Ltd.
We would like to express our sincere gratitude to Departments of Roads,

Planning Branch, Planning, Monitoring anD Evaluation Unit for providing us
the valuable opportunity for performing the task of Feasiblity Study of
Biplyate-Maipokhari-Sandakpur Road. We would like to express our sincere
thanks to Deputy Director General Mr. Madav Kumar Karki, Unit Chief Mr.
Pravat Kumar Jha, Engineer Mr. Laxmi Dutt Bhatta and Engineer Mr. Arjun
Suwal of Planning Monitoring and Evaluation Unit for their valuable
suggestions and help during the whole study period and preparation of this
report.
We would like to express our indebtness to all supporting staffs of

Departments of Road, Planning, Monitoring and Evaluation Unit, who helped
us directly to the preparation of report of this report. So, we would like to
extend ou warm acknowledgement to all of them.
..........................................
Managing Director
IMERC (P) Ltd.
Aug, 2012
i
SYNOPSIS
As per the agreement between DoR, Planning, Monitoring and Evaluation Unit and North Star
Engineering Consultant (P) Ltd. the consultant has carried out feasibility study of Biplyate-
Maipokhari-Sandakpur Road Project. For this purpose a multidisciplinary team of experts were
engaged for carrying out desk, field and office studies as well as analysis of all available
primary and secondary information and data pertaining to a variety of disciplinary such as:
Topogarphy, geomorphology, geology, geo-technique, hydrology, sociology, demography,
economy, traffics, agriculture, forestry, ecology etc. of the project area and districts. Study of
the characteristics of the area to be influenced directly by the construction of the road was
given stress. All these studies helped to understand the project area in terms of physical
models into which the task fitting the road in the most optimal fashion, without any potential
adverse environmental impact was performed ultimately.
Detail analysis has been carried out for indentifying the relationship of the total growth with
the roads. Movements of the people and materials along the route were appreciated on the
basis of traffic surveys and incorporation of several other findings in the country to arrive at
the future traffic trens so as to maintain the standard of the road to be constructed. Great
care has been taken to evaluate the existing environmental constraints potential so as to best
fit, the road onto it.
Among the three possible alternative alignments, Alignments I is recommnended for detail
Engineering Survey and road alignment which starts from Biplyate which is nearby Road of
Ilam-Phidim Road Barbote VDC passes throug along Biplyate, Ghaltar, Dharapani, Jasbire,
Deuralibazar, Todke, Simkharka, Gurungau, Mainmajuwa, Bistare, Phusre Pokhari, Gupha
Pokhari, Tal Pokhari, Banduke, Lam Pokhari, Gurase, Tindobate and Sandakpur which was
found to be more economical and environmentally most sound compared to the other two
alternatives alignment.
Analyses of rates were performed on the basis of the standard norms of DoR and the local
rate from DDC’s to arrive at the rates for each of thetype and quantity of work to be
performed. This together with the knowledge of the total volume of works to be performed
ended up in an optimal estimation of costs and materials. It may be emphasized here that the
designs of structures as well as the road the similar refions and DoR, Design Standards.
This report is submitted in two volumes containing Main report in Volume-I and relevant
drawing in Volime-II.
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SALIENT FEATURES OF THE PROJECT
A. Name of the project : Feasibility study of Malakheti-Godawari-Phaltude

Road
B. Location :
B.1 Geographic Location :
Region : Far west Region

Zone : seti
District : Kailali
Geographic Location : Latitude 28°30' to 29°00'
Longitude 80°15' to 81°30'
Chainage : 0+000 — 46+76
B.2 Starting point and end point of the alignment:

Starting point : Malakheti VDC,of kailali
End point : Phaltude VDC of Kaolali
B.3 Geographical Features
B.4 : Terrain : Valley to Mid hill
B.5 Climate : Subtropical to arctic
B.6 Geology : Mid hill crystalline
B.7 Hydrology : Seti River Basin
B.8 Meteorology : As described elsewhere
C. Classification of road
C.1 Classification : Feeder Road
C.2 Surface : Earth surface to Black Topped (Stage Construction)
C.3 Suggested longitudinal grade : 7%
D. Connection with
Road network : Connected to Seti Rajmarg at Doti (Phaltude)
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E. Alignment details
Alignment I Alignment II Alignment III

Route Lengt Route Length Route Lengt
h (Km) (Km) h (Km)
Malakheti,Malikatol,O Malakheti,Malikatol, Malakheti,Attarira,Te
lani,Trivenichowk,Bala Olani,Trivenichowk,B ghari,Godawari,Phalt 53
ya,Gedadegau,Belghar 46.8 alaya,Gedadegau,Bel 48.4 ude
i Phaltude, Kalemuda ghari,Phaltude and
bus park and Babaichula
Babaichula
F. StructuresF.
S. No. Structures Alignment – 1 Alignment – 2 Alignment-3

(Recommended)
F.1 Culverts
F.1.1 Slab culverts
F.1.1.1 Span 6m 6m 6m
F.1.1.2 Number 9 11 13
F.1.2 Pipe culverts
F.1.2.1 Diameter 90 cm 90 cm 90 cm
F.1.2.2 Number 15 21 28
F.1.3 RCC Causeway
F.1.3.1 Number 22 24 35
F.2 Bridges
F.2.1 Minor bridges
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F.2.1.1 Span < 20 m < 20 m < 20 m
F.2.1.2 Number 2 2 2
F.2.2 Major bridges
F.2.2.1 Span >20 m >20 m >20 m
F.2.2.2 Number 3 3 1
F.3 Retaining Structures
F.3.1 Gabion wall
F.3.1.1 Height range 1- 4.0 m 1- 4.0 m 1- 4.0 m
F.3.1.2 Thickness range 1.0 – 2.5 m 1.0 – 2.5 m 1.0 – 2.5 m
F.3.1.3 Length 1400.25 1550.45 1640,00
G. Cross Section
(1) Right of way : 15 m on either side of road centre line
(2) Formation width : 4.50 m
(3) Carriageway width : 4.50 m
(4) Side drain (top width) : 0.30 m on road side and 0.20 m rear side
H. Pavement
H.1 Sub-base
(1) Material : Gravel
(2) Thickness : 0.30 m
H.2 Base
(1) Material : Crusher runs aggregate
H.4 Sealing
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(1) Type : DBST for altitude range Up to 3000 m and Bitumen Emulsion
(Cold mix) for height >3000 m
G. Cross Section :
a) Right of way : 20m. (10m. on either side of the road)

b) Formation width : 5.5 m
c) Carriage way width : 3.5 m
d) Shoulder width : 1.0 m on either side
e) Camber : 3%
H. Pavement
H.1 Sub-base
a) Material : Gravel
b) Thickness : 15 cm (Compacted)
H.2 Base
a) Material :
b) Thickness :
H.3 Surface
a) Type :
b) Thickness:
H.4 Sealing
a) Type :
b) Thickness :
I. Total Transport Cost:
S. No. Particulars Alignment - 1 Alignment - 2 Alignment – 3

1.1 Study and research cost 8,332,50 9,017,50 9,535,00
1.2 Property acquisition cost 1,500,000 1,750,000 1,250,000
1.3 Construction cost
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1.3.1 Earthwork
1.3.1.1 Cutting 47,519,250 50,459,347 55,004,205

1.3.1.2 Filling 12,388,342 12,223,411 13,128,028
1.3.2 Pavement
1.3.2.1 Sub-grade 2,36,35,274 18,352,900 25,245,800
1.3.2.2 Sub-base 2,0 6,87,095 2,05, 28,752 2,9964,005
1.3.2.3 Base 2,12,83,134 2,45,23,055 3,00,89,110

1.3.2.4 Surface 2,18,65,343 2,44,85,725 2,37,96,450
1.3.3 Structures
1.3.3.1 Pipe Culvert 1,20,00,080 14,743,215 21,406,637
1.3.3.2 Causeway 1,76,00,000 1,92,45,634 2,51,05,674
1.3.3.3 Bridges 1,89,000,000 1,89,000,000 9,95,21,567
1.3.3.4 Culverts 1,32,38,096 1,61,79,896 2,91,21,695
1.3.3.5 Retaining structures
1.3.3.6 Side drain 1,1242,493 1,13,47,578 1,66, 82,082

1.3.5 Other work (Bio-engg, hazard 11,563,210 17,767,842 14,825,309
mitigation and road safety etc.)
1.4 Maintenance cost 5,05,38,376 6,05,43,783 7,75,34,546
1.5 Site clearance cost 10,54,694 15,24,563 13,34,512
1.5.1 Accident cost rr rr rr
1.5.2 Vehicle operating cost 2481 2370 2678
Total NRs 455,951,118 483,579,821 464,965,798
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I. Total transportation cost
J. Recommended Alignment
J.1 Alignment number : I
J.2 Reasons : Lowest cost, low risk, less hazardous, less rock cutting,
less number of bridges
J. Economic Analysis:
S.No Particulars Alignment I Alignment II Alignment III

1.1 Net Cost (without VAT)
455,951,118 483,579,821 464,965,798
1.1.1 Total (with VAT) 515,224,763.3 546,445,197.7 525,411,342.7
1.1.2 Rate per km 11,039,742.09 11,708,703.61 11,236,341.8
1.2 Gross Cost
1.3 Benefit
1.4 Benefit-Cost ratio 3.86 3.70 3.76
1.5 Internal Rate of Return 21.19 20.64 20.79
K. Recommended Alignment:
K.1 Alignment number : I
K.2 Reasons : B/C ratio and IRR is higher than other two alignments, even long
alignment. More stable, less construction cost, less retaining structure,
environmentally sound.
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LIST OF TABLES
Table 2.1 : VDCs within influence area.
Table 2.2 : Different Caste Group in Kailali
Table 2.3 : Different Language spoken in Kailali
Table 2.4 : Different Religion in Kailali
Table 2.5 : Land use pattern of Kailali
Table 2.6 : Different types of crops and their area in Kailali
Table 2.7 : The cropping Calendar of the district
Table 2.8 : Irrigation Condition in Kailali
Table 2.9 : Local Products and Resources of Kailali
Table2.10 : Hospital and Health Center at Kailali
Table2.11 : School and College facility at
Table2.12 : Soil Types Details
Table2.13 : River Morphology of the Alignment
Table2.14 : River Hydraulics
Table2.15 : Hazard/Risk Assessments
Table2.16 : Details of slope protection structures
Table2.17 : Details of erosion controlling measures
Table2.18 : River Training Works
Table2.19 : Present Annual Average Daily Traffic
Table2.20 : Traffic Forecast
Table2.21 : Number of Diverted Buses & Trucks
Table2.22 : Local Material Availability
Table 2.23 : Environmental Impact with Mitigation Measures
Table2.24(A) : Description of Alignment I
Table2.24(B) : Description of Alignment II
Table2.24(C) : Description of Alignment III
Table2.25 : Obligatory Points
Table2.26 : Alignment Description
Table2.27 : Alternative Alignments Details
Table2.28 : Soil Types Details
Table2.29 : Land Use Pattern
Table 2.30 : Details of Proposed Cross Drainage Structure
Table 3.1 : Investment in Different Year
Table 3.2 : Construction cost
Table 3.3 : Maintenance Cost
Table 3.4 : Vehicles Operation Cost (VOC)
Table 3.5 : Economic Capital Cost
Table 3.6 : Economic Maintenance Cost
Table 3.7 : Economic Prices of VOC Components
Table 3.8 : Basic Running Economic Costs
Table 3.9 : Economic Fixed Cost
Table 3.10 : Total Economic VOC
Table3.11 : Annually Benefit From passenger With or Without Project
Table3.12 : Annually Benefit From Truck Operation
Table3.13 : Benefit From time cost saving
Table3.14 : Cost Benefit Analysis
Table 4.1 : Ranking Analysis
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x
ACKNOWLWDGEMENT
SYNOPSIS
SALIENT FEATURES
LIST OF TABLES
LOCATION MAP
Contents
.......................................... ........................................................................................................................................ i
1. GENERAL ........................................................................................................................................................... 1
1.1 Introduction ................................................................................................................................................... 1
1.2 Location .......................................................................................................................................................... 1
1.3 Significance .................................................................................................................................................... 1
1.4 Connection with Road Network ..................................................................................................................... 1
1.5 Map Study ...................................................................................................................................................... 1
2. Data ...................................................................................................................................................................... 2
2.1 Influence Area ................................................................................................................................................ 2
2.2 Socio-economic data of the influence area ................................................................................................... 2
2.2.1 Population ............................................................................................................................................... 2
2.2.2 Land Use Pattern ..................................................................................................................................... 5
2.2.3 Settlement Pattern.................................................................................................................................. 6
2.2.4 Utility Services ......................................................................................................................................... 6
2.2.5 Economic Activity .................................................................................................................................... 7
2.2.6 Health ...................................................................................................................................................... 9
2.2.7 Education ................................................................................................................................................ 9
2.2.8 Transport and Communication Network .............................................................................................. 10
2.2.9 Administrative Facilities ........................................................................................................................ 10
3. Geology .............................................................................................................................................................. 10
3.1 General and Local Geology .......................................................................................................................... 10
3.1.1 Hydrology and Meteorology ................................................................................................................. 10
2.3.3 Hydrology and Meterology ............................................................................................................ 15
3.1.3 Hazard ............................................................................................................... Error! Bookmark not defined.
xi
2.3 Geology ...................................................................................................... Error! Bookmark not defined.

2.3.1 Geomorphology ................................................................................. Error! Bookmark not defined.
2.3.2 Local Geology ..................................................................................... Error! Bookmark not defined.
2.3.3 Hydrology and Meterology ................................................................ Error! Bookmark not defined.
2.3.4 Hydraulics ....................................................................................................................................... 19
2.3.5 Hazard/Risk Assessment of the Alternatives ................................................................................. 20
2.4 Protection Measures .............................................................................................................................. 24
2.4.1 Slope Protection .......................................................................................................................... 26
2.4.2 Erosion Control.............................................................................................................................. 28
2.4.3 Soil Conservation Measures ................................................................................................... 28
2.4.4 River Training Works ................................................................................................................ 29
2.5 Traffic Data ............................................................................................................................................. 29
2.5.1 Existing Roads/Tracks/Brdiges Traffic Count & its Reliability for Analysis..................................... 29
2.2.5 Adjustment of traffic data in comparision of given influence population and surplus of the
production .................................................................................................................................................... 30
2.5.3 Passenger Car Unit and Traffic Forecasts ............................................................................................... 30
2.6 Material Availability Data....................................................................................................................... 34
2.7 Environmental Data ................................................................................................................................ 35
2.7.1 Impact on the Physical and Ecological Resources ................................................................................ 35
2.7.2 Biological Environment .................................................................................................................. 37
2.7.3 Mitigation Measures ...................................................................................................................... 37
2.8 People’s Participation in Road Construction ......................................................................................... 42
2.9 Property Acquisition & Resettlement .................................................................................................... 42
2.10 Engineering Study .................................................................................................................................. 43
3. ECONOMIC ANALYSIS..................................................................................................................................... 57
3.2 Basic Consideration on Economic Parameters ...................................................................................... 57
3.3 Economic Analysis without Project Case ............................................................................................... 58
3.4 Project Cost ............................................................................................................................................ 58
3.5 Net and Gross Cost................................................................................................................................. 62
3.6 Benefit Analysis ...................................................................................................................................... 64
3.7 Cost Benefit Analysis ................................................................................................................................. 66
4. CONCULSIONS .................................................................................................................................................... 68
xii
4.1 Methodology and Factors Affecting the Ranking of the Alternatives .......................................................... 68
4.2 Ranking of Alternatives ............................................................................................................................ 68
4.3 Discussions ............................................................................................................................................. 69
4.4 Conclusions ............................................................................................................................................. 69
4.5 Final Recommendations............................................................................................................................. 69
xiii
xiv
1. GENERAL
1.1 Introduction
Malakheti-Godawari-Phaltude is the extra road of the present Mahakali highway (46.7) which connects the
Malakheti and then Terai plains with Phaltude (Kailali) which forms an important link (designated as national
highway H-15) of the strategic road network of Nepal. The road also forms a part of south west road that will
eventually connect to the Indian border to the south.
1.2 Location
Malakheti-Godawari-Phaltude Road starts at the Malakheti, Kailali (District) and follows the Terai, Sawalik and
mountain of Godawari to connect Phaltude of Kailali District.. The total road length will be in the range of (46.7)
km. The road directly connects important trade centres Phaltude etc. and provides road head to most remote
VDCs in western part of Doti such as Godawari,Malakheti, etc. Apart from being the trade centres, the district
has a number of attractive tourist destinations such as Godawari,Phaltuder etc. Kailali districts borders with
Kanchanpue in west, Doti and , Dadeldhura in North and Bardiya in East .
1.3 Significance
Kailali district (latitude 2830’-2900’ N and longitude 8015’-8130’E), a part of Seti zone, is one of the
seventy-five districts of Nepal. The district, with Dhangadhi its district headquarters, covers an area of 3235
Sqr.Km and has a population (2011) of 775,709. Kailaliis a district in Western part of Nepal. Godawari River
flows through the district. Most of the population is involved in agriculture, and vegetation zones range from
sub-tropical and some they go to India for jobs.
One of the major attractions that lie in this area is the Tikapurpur park,Ghodaghodi lakes).
1.4 Connection with Road Network

Kailali has an airstrip with commercial flights from Kathamandu. Mahakali highway (Malakheti-Attariya-
Phaltude) a single to intermediate lane road sealed up to Phaltude has a chainage of 53 Km) has connected the
district headquarters. There are many number ofmain village roads connect to south and north place of the
district.
1.5 Map Study

The present road entirely lies within the Doti district. The district has an area of 3225 Sqr.Km and the elevation
ranges 311 m to 1550 m above sea level. Administratively, the district is divided into 6election constituencies,
2municipality and 42 VDCs. There are almost 713 settlement clusters in the district. The population density
gradually reduces from south-west to north-east of the district.
Malakheti-Godawari-Phaltude road starts from the Malakheti Kailali (District) and runs along Notrth Terai- the
mountains. Out of the total length of the road alignments are( 0+000-46+700 alignment I), 48.4 km (alignment
II) and 53 km (alignment III). The lowest point along the selected alignment is at Ch. 0+000 km with an elevation
of 310.0 m above mean sea level while the highest point is at Gadssera pass with an elevation of 1425 m.
1
The district has a diverse land use pattern with cultivated land (21.99%), forest (50.29%), Non cultivated land
(13.81%), and other (2.18%). Most of the populated settlements are located in the Terai Region and few in
mountainous .
2. Data
2.1 Influence Area
The influence area of the various alternatives is demarcated in 1:50,000 scale topographic sheets as depicted in
Figure 1. The influence areas are demarcated at an aerial distance of 5 km on either side of the road
alignments. The list of VDCs within the influence areas of each of the alignments are as depicted in Table 2.1
Table 2.1 VDCs within the road influence area
Alignment I Alignment II Alignment III

Malakheti Malakheti Malakheti
Godawari Godawari Godawari
Phaltude Phaltude Phaltude
2.2 Socio-economic data of the influence area

The socio-economic data on the influence area are compiled and presented below:
2.2.1 Population
Doti district had population of 775,709in 2011 which is less than 0.89% of the country’s population. There were
40,319 households with an average household size of 6. A summary of population of the district is as shown in
Table 2.2
Structure of Population
The distribution of population by age groups in the VDCs of the road influence area is presented in Table 2.3.
The pattern shows that only 27% of the population (age group 15-59 years) is economically active while 70% of
the population is below 14 years of age and the remaining 3% of the population are elderly people (60 years
and above).
2
Table 2.2 Population Statistics of Kailali District
Total Population 775,709
Male 378,417
Femal 397,292
Household 142,480
Average household size 5.44
Population density person/km2 239.79
Table: 2.3 Different Langugae spoken in Kailali

Mother Tongue % of population
Nepali 52.37
Magar 2.03
Hindi 0.78
Raji 0.20
Tharu 41.76
Maithali 0.38
Tamang 0.17
Unkn.Lang 1.67
Total 100.0
Source: VDC Profile of Kailali-2011
3
Table: 2.4 Different Religion in Kailali

Religion % of Population
Hindu 94.91
Buddha 2.01
Islam 0.61
Kirat 0.01
Christian 1.87
Prakriti 0.22
Sikh 0.006
Others 0.331
Total 100.0
4
Nature of Migration
The settlements in the portion of the road influence area are nomadic type with temporary shops, livestock and
collection of herbs. Because of hardship of living in the steep topography and low income many people of
economically active age group generally migrate to foreign countries ie,India to secure better earning
opportunities. Once they achieve good earning, most of them tend to migrate permanently to the southern
plains (Kailali and Kanchanpur) and Kathmandu. The structure of population in the VDCs of the influence area
very well reflects the situation.
Table:2.5 Migration Rate in influenced area
VDCs In Out
Malakheti 924 239
Godawari 217 179
Phaltude 170 171
2.2.2 Land Use Pattern

Wild Life Sanctuary
The area is of mixed type, so consists of different land like cultivated, noncultivated pasture and others. The
forests are generally intact within the no conservation area. There are a wide range of wild lives in the forests.
Table: 2.6. Land use pattern of Kailal
Land Use Area (Hectors) % of Total area

1.Forest 164978.792 50.29
2.Agiculture land(Cultivated) 72147.5712 21.99
3.Non Cultivated 45325.6128 13.81
4.Others 7168.032 2.18
Total Area 328040.4096 100.00
Source:(National land Use )
Forestry
The both part of the road influence area, the forests are protected by community forestry scheme where local
forest user groups enjoy the ownership of the forests. The lower altitude is covered by mixed and deciduous
5
forest while the upper altitude is covered by coniferous forest. Above 3500 m elevation usually alpine grasses
and bushes are prevalent.
Agriculture Production
The economy of the region mainly relies on subsistence agriculture. The number of households involved in
various types of agricultural activities is presented in Table 2.5. In the VDCs within the road influence area,
about 6% households are involved exclusively in farming activities, 3% households are involved exclusively in
livestock rearing, 14% of households are involved in combination of farming and livestock, 1% of households
are involved in farming and poultry, 2% of households are involved in livestock and poultry while the most of
the households (more than 61%) are involved in combination of farming, livestock and poultry. No commercial
agricultural activities are apparent except a few who produce cardamom and sell it outside the district.
Table: 2.7 Different types of crops and their area in Kailali

S.N Crop Type Area in 2010 (Ha) Production Remarks
(Mton)
1 Cereal Crops 80800 272470
2 Cash Crops 27120 118980
3 Pulses 22250 22o48
4 Fruits - -
5 Vegetable - -
Source: Statistical information on Nepalese Agriculture
2.2.3 Settlement Pattern

Most of the major settlements in the road influence area are situated in Terai ,few in hill side and river valleys.
The population density of the entire district is 239.79 persons per square kilometres which are quite significant
compared to the national average. However, the population density at the bazaar and main settlements is
good. In the Sothern VDCs (Kailali District) Nigali and Khairala the population density and number of
settlements is very low. Except the bazaar areas, most of the settlements are sparsely distributed and thin.
2.2.4 Utility Services

Irrigation Facility
Most of the dry crops in Terai areas few in hill area. Less amount of irrigation facilities are provided in such
areas by using a shallow tube.. The paddy fields at the river valley terraces are generally irrigated with irrigation
channels that collect water from river or springs to the command areas. It is observed that there are very few
irrigated command areas within the road influence area except the low altitude terraces in the southern part of
the district.
6
Table: 2.8 Irrigation Condition in Kailali (Area in Ha,2010)
Irrigation Overall Total Irrigated Total Total irrigation Area

66723 64112 56982
Table: 2.8 Irrigation Condition in Kailali

S.No Land Type Area (Ha) Percentage
1 Cultivated Land 76339 27.80
2 Irrigated Land 64112 19.54
Source: VDC Profile of Kailali-20011
Electricity
The district headquarter is Dhangadhi and allmos VDCs such as Khairala,sugarkhal,Baliya are electrified utilizing
electrical power from the national grid line. r
Water Supply
Public water supply system is limited to main bazaars such as Silgadhi and Dipayal. In other villages and
settlements, local small scale water supply systems are installed. Along the alternative road alignments, there
are local sources of water for construction and drinking purposes. No specific problem of water availability is
anticipated for construction purpose.
2.2.5 Economic Activity

Local Produces and Resources
The main agricultural producers of the area include rice, maize, millet, barley, potato etc. In some VDCs
cardamom cultivation is also introduced as commercial cash crop. Most of the fertile terraces are located in the
Terai region of district.
Table: 2.9 Local Products and Resources of Kailali

S.No Types of Product Description
1 Livestock Cattle,Buffaloes,Sheep,Goat,Pigs,Fowl,Duck
2 Vegetables Kauli, Banda, Golveda, Mula, Rayo, Chamsur,
Cucumber, etc.
3 Horticulture Apple,Banana,PapayaPear,Walnut,Peach,Plum, etc.
4 Cereal Paddy,Maize,Millet,Wheat,Barley
5 Herbal Ghiukumari, Jatamasi, Katke, Vikma, Gujurganga,
Saijara
6 Cash Crops Oil seed,Potato,Tobaco,Sugarcane etc.
7
Export and Import

The district borders with different district of Seti Mahakali Zone. The trade is mainly consists of exporting forest
products. The exports and imports via the route are as follows:
Table 2.4 Exports and Imports via this route

Exports Imports
Paddy,Wheat,Oil seed,Vegetabls Salts,Fruits
Milk products daily used commodity
House utensils House utensils
Herbal and its products Daily used clothes
Forest products
Major Industries and Cottage Industries

No major industries are set up in the area. Cottage industries such as carpet weaving, bamboo crafts, agro-
processing, handmade paper etc. are noted in some settlements. The cottage industries are informal and form
apart of subsistence farming in the villages.
Market and Fair

Weekly bazaars (hats) are common. The bazaar are held on different weekdays in different parts of the district
such as Dhangadi, Attariya etc permitting the mobile shopkeepers and customers to visit to those market
places on different days. The commodities available for sale in the weekly bazaar include food stuff, beverage,
handicrafts, carpets, clothes, hardware, meat, livestock etc.
Tourism Potential
Kailali district has high prospect for tourism. While the region is among the most attractive tourist destination
for, trekking and bird watching, there is good prospect for religious tourism Baheda Baba temple and other
shrines.Some of the tourism places of Kailali which are important for the economic and Religious. Tourist point
views also;
 Ghodaghodi Tal
 Tikapur park
 Karnali River (Chisapani)
8
2.2.6 Health
The district has a Zonal Hospital at Dhangadhi (Seti Zonal Hospital) anddistrict hospital at Tikapur, Padma
hospital,Sewa nursing Home at Kailalil and 7number of health post, 31 sub- health post and 4 no. Of PHC.The
health services map indicates that almost 89% of the settlements are within 3 km of the health service centres.
Table: 2.10 Hospitals and Health Center at Kailali

S.N Type of Health Center Number Location
1 Government Hospital 2 Dhangadhi,Tikapur
2 Primary Heath Center 4 VDCs
3 Health Post 7 VDCs
4 Sub-Heath Post 31 VDCs
5 PHCC/HC 5
6 Phc Outreach Clinic 201
7 EPI Clinic 255
NGO/INGO,Private sector 4
Others
Source Department of Health Service)
2.2.7 Education
The district has 599 primary schools, 324 lower secondary schools, 143 secondary schools,89 higher secondary
schools and 14 college. The educational facilities such as primary lower secondary and secondary schools are
available within 2km aerial distance while higher secondary schools and colleges are within 4 km aerial
distance.
Table: 2.11 School and College facility at Kailali

S.N Particulars Numbers Teachers Students Net Enrollment
Ratio
1 Primary School 599 3848 122814 94.3
2 Lower Secondary School 324 825 58247 75.4
3 Secondary School 143 443 25681 58.3
4 Higher Secondary 89 382 7944 8.8
School
5 14
College
Total 1169 - 214686 -
Source: (Department of Education)
9
2.2.8 Transport and Communication Network

Mahakali Highway connects the district headquarter of Kailali with the rest of the country by a single to
intermediate lane road up to Chaukhutte which connects from terai- siwalik- middle mountain to higher
mountain.. The only one Geta air port receives regular flights from Kathamandu to Dhangadi..
The district has very well communication access and Major places
(Dhangadi,Tikapur,Attariya,Lamki,Bauniya,SUkhad etc.) have land line telephone / cordless services. All VDCs
have CDMA and other mobile cells services. About 21% of the settlements are within the aerial distance of 4 km
from the telephone services.
2.2.9 Administrative Facilities

Many district offices are located at district headquarters. Main governmental offices include district
administration office, district development committee office, district police office, Nepal army, district forest
office, district agriculture office ,District Education office Zonal Hospital etc.
3. Geology
3.1 General and Local Geology
3.1.1 Hydrology and Meteorology
As there is a large altitudinal variation, the climatic condition of the district ranges from sub-tropical to arctic
tundra. The road area falls under the sphere of influence of the monsoon. Annual precipitation is around
2602mm and Max.in 24 hrs (175mm) River valleys below 1000 m are characterized by mild but dry winders and
hot summers. Warm temperate humid climate prevails at altitude range between 1000 m and 2000 m while
cool temperate climate with mean annual temperatures between 17.5C to 20C with subzero temperatures in
winter months at altitude range between 1000m to 1500 m.
The influence area of the road is almost entirely drained by Macheli and Gagade Rivers and it’sits tributaries.
Major tributaries along the alternative alignments are presented in Table 3.1:
Table 3.1 Major tributaries
S. No. Tributaries Name

1 Macheli Khola
2 Gagade khola
3 Chakle Khola
4 Godawari River
5 Chakle khola
10
4.Hydrology
Available data on hydrology and meteorology were collected and analysed. The catchments areas of each of
the cross drains were measured on the basis of the available topographical maps and satellite images. The
precipitation data were analysed to prepare intensity-duration-frequency (IDF) curves. Critical rainfall
intensities were determined for each rainfall station, were summed up for the entire catchments using
Thissen’s polygons and the peak discharges on each of the cross drain were calculated using rational formula as
well as other established empirical formulas such as Dickens’ formula, NISP methods etc.
A significant length of each of the alternative alignments runs through river valley and therefore, a large
number of tributary cross drains are encountered along the alignments. In addition, major bridge over Thuligad
River will be required in all the alternative alignments. Cross drains for catchments area more than 10 sq. km.
are analysed using Hydest software developed by Department of Hydrology and Metrology for ungauged
locations in Nepal, similarly for catchment area less than 10 sq. km. Rational formula Q = C*I*A and Hydest
method is used where appropriate for calculation of design discharge of 10 years of return period of floods. The
list of cross drains along with computed catchment areas and peak floods of different return periods are
presented in Table 3.2
Table 3.2. Cross Drains and their Hydrological and Hydraulic Characteristics
S. No. Cross Drain Name Catchment Area (ha) Design Discharge Remarks
(m3/s)
Alignment I
1 Macheli khola 210 4.48
2 Gagade KHola 19.72 13.01
3 Chakle Khoal 1.852 0.64
4 4.325 2.534
Alignment II
1 Macheli khola 6.802 4.48
2 Gagade KHola 19.72 13.01
3 Chakle Khoal 9.11 6.102
11
1 Godawari Khola 6.802 4.48
2 19.72 13.01
Based on the above analysis, various types of cross drainage structures are recommended for each of the cross
drains detail design of such cross drainage structure is presented in Annex 1.
Structure and Tectonics
The major strcuture elements dominaating the tectonics of Nepal Himalaya are the MCT and MBT,
which have brought the higher Himalayan crstalline onto the low grade meta sedimentary succession
of the Lesser Himalaya which in turn have been involved in two major NW-fold structures are open
asymmetric ones extending parallel to the Mahabharat range. In eastern Nepal the high crystalline
rocks have been tectonically trasnported south along the MCT almost to the vicinity of the MBT.
Geology of the Alignments
Alignment I
Table: 2.12 (A): Soil Types Details
S.N From To (Ch) Soil/Rock Geology Slope Remarks

(Ch) Type Formation Stability
1 0+000 0+400 OS Alluvial Gentle Settlement/Cultivated
3 0+800 1+900 OS Alluvial Gentle Cultivated
5 2+600 5+100 OS, Alluvial Gentle Cultivated
8 10+000 10+600 OS Alluvial Cultivated
11 15+100 18+800 OS, BMS Alluvial Gentle to Thin Forest
12
Medium
12 18+800 21+900 OS, BMS Phyllite+sandstone Gentle to Thin Forest
Medium
13 21+900 23+200 OS,SR Phyllite+sandstone Gentle Thin Forest
14 23+200 23+900 HR Phyllite+sandstone Gentle to Thin Forest
Medium
15 23+900 25+200 BMS Phyllite+sandstone Medium Thin Forest / Settlement
area/Cultivated
16 25+200 29+200 HR Phyllite+sandstone Medium Thin Forest / Settlement
to Steep area
17 29+200 31+300 HR Phyllite+sandstone Medium Cultivated land/Thick
to Steep Settlement
18 31+300 33+800 HR Phyllite+sandstone Medium Thick Forest
to Steep
19 33+800 35+200 BMS, MR Phyllite+sandstone Medium Thick Forest
to Steep
20 35+200 36+900 MR ,BMS Phyllite+sandstone Medium Thick Forest

to Steep
21 36+900 40+700 OS, BMS Sandstone Medium Cultivated land/ Dense
to Steep Settlement
22 40+700 41+500 OS, BMS Phyllite+sandstone Gentle Cultivated land /Thin Forest
23 41+500 46+500 SR, HR Phyllite+sandstone Medium Forest / Thin Settlement
Alignment II
Table: 2.12 (B): Soil Types Details

9 11+600 14+900 OS,BMS Alluvial Gentle Forest
10 14+900 18+200 OS,BMS Phyllite+sandstone Gentle Forest
11 18+200 21+900 OS, BMS Phyllite+sandstone Gentle to Forest
Medium
13
12 21+900 26+300 BMS Phyllite+sandstone Gentle Forest

13 26+300 26+900 BMS Phyllite+sandstone Medium Forest/Cultivated
to Steep
14 26+900 30+600 OR, BMS Phyllite+sandstone Mediume Forest/Cultivated
15 30+600 32+100 BMS Phyllite+sandstone Medium Forest/Cultivated
to Steep
16 32+100 33+800 OR, BMS Phyllite+sandstone Medium Cultivated/Thin Settlement
to Steep
17 33+800 38+517 OR, BMS Phyllite+sandstone Medium Cultivated/Thin Settlement
to Steep
18 38+517 45+800 HR,BMS Phyllite+sandstone Medium Forest
to Steep
19 45+800 47+800 HR,BMS Phyllite+sandstone Medium Forest
to Steep Forest/ThinSettlement
Alignment III
Table: 2.12 (C): Soil Types Details

1 0+00 0+400 OS, BMS Alluvial Medium Settlement/Cultivated
to Steep
2 0+400 0+800 OS Alluvial Medium Settlement/Cultivated
3 0+800 1+900 BMS Alluvial Medium Settlement/Cultivated
5 2+600 5+100 BMS Alluvial Medium Cultivated
to Gentle
8 10+000 10+600 OS Alluvial Gentle Settlement/ Cultivated area
9 10+600 11+750 BMS Alluvial Gentle Thin Forest /Cultivated area
10 11+750 15+100 OS Alluvial Gentle Dense Settlement
11 15+100 18+100 OS, BMS Alluvial Gentle to Settlement/ Cultivated

Medium
12 18+100 21+300 OS ,BMS Phyllite+sandstone Gentle Settlement/ Cultivated
13 21+300 25+000 OS ,BMS Phyllite+sandstone Medium Cultivated /Thin Forest
to Steep
14 25+000 26+800 OS ,BMS Phyllite+sandstone Medium Jungle
15 26+800 29+800 OS ,BMS Phyllite+sandstone Medium Forest
to Steep
14
16 29+800 31+360 OR, HR Phyllite+sandstone Medium Forest

to Steep
17 31+360 42+082 OR, HR Phyllite+sandstone Medium Dense Forest
2.3.3 Hydrology and Meterology

The main purpose of the hydrological studies carried out was to evalaute the general hydrographic
and hydrological characteristics of the basin and the estimation of the maximum discharge at various
return periods in various streams that cross the alignment, that require the cross-drainage structures.
The details of the River, Khola & Kholsi referred to Annex-VII.
A. Hydrology
Main rivers of the alignment are Macheli Khola,Gagade Khola,and Chakle Khoal etc but the
hydrological data of the river is not avaliable. A number of small perennial and dry kholsi cross the
alignment are at different chainages.
River Morphology of the Alignment
Table: 2.13 (A): Alignment I
S.N Chainage Name of the River/Khola Type Remarks

1 2+348 Dry Kholsi Perennial Minor
2 3+082 Dry Kholsi Non Perennial Small
3 4+225 Dry Kholsi Non Perennial Khahere Kholsi
5 6+659 Chakle khola Perennial Small
6 7+586 Small Khola Non Perennial Small
10 15+619 Macheli Khola,Chakle Khola Perennial Large
17 21+415 Chakle Khola Perennial Minor River
18 22+786 Dry Kholsi Semi Perennial Khahere Kholsi
15
19 24+00 Dry Kholsi Perennial Khahere Kholsi

21 26+145 Dry Kholsi Perennial Minor River
24 29+390 Rate Khola Perennial Minor River
25 30+729 Dry Kholsi Perennial Small
Table: 2.13 (B): Alignment II

1 2+348 Dry Kholsi Perennial Minor
5 6+659 Chakle khola Perennial Small
6 7+586 Small Khola Non Perennial Small
10 15+619 Macheli Khola,Chakle Khola Perennial Large
17 21+415 Chakle Khola Perennial Minor River
19 24+00 Dry Kholsi Perennial Khahere Kholsi
21 26+145 Dry Kholsi Perennial Minor River
24 29+390 Rate Khola Perennial Minor River
25 30+729 Dry Kholsi Perennial Small
16

Table:2.13 (C): Alignment III

1 3+700 Dry Kholsi Non Perennial Minor
21 13+120 Godawari Khola Perennial Minir River
17

53 32+350 Mewa Khola Perennial Small
B. Meterology
Climate:
The district has tropical; temperate, c Hot temperate and alpine climate. The annual temperature
ranges between 17.50C to 30.40C.
Rainfall:
Almost 80% of rainfall occurs during the monsoon, which starts around the middle of May and
continues until the end of August. Rainfall may also occur in the pre monsoon (April-May), even
during the monsoon, rainfall in the basin is not unifrom. There is markked spatial and temporal rainfall
variation along the alignment as a whole due to orthographic and other effects.
Table:2.14.Monthly Rainfall Location: Dhangadhi (Data in mm-2010)
Jan Feb Mar April May JUn JUly Aug Sep Oct Nov Dec
0 7.6 16.5 6 174.5 103.9 575 749.2 221.7 422.2 12 0.1
hills, alluvial terraces and occasional smooth peaks and spurs.
18
2.3.4 Hydraulics
Significantly, length of each alternative alignment runs partially through the river route and mostly the
ridge route. Obviously, they cross a large number tributary cross drains along the alignments. In
addition, minor bridge over Gitang Khola, Rate Khola will be required. The river hydraulics data for all
the two alignments are tabulated below:
River Hydraulics
Table: 2.14 (A): Alignment I
S.No. River Catchment Area Discharge Remarks

(km2) (m3/sec)
1 Macheli Khoal 168.5 250
2 Gagade Khoal 212.5 280
3 Chakle Khola 105 115
Table: 2.14 (B): Alignment II

(km2) (m3/sec)
1 Macheli Khoal 168.5 250
2 Gagade Khoal 212.5 280
3 Chakle Khola 105 115
19
Table: 2.14 (C): Alignment III

(km2) (m3/sec)
1 Godawari 198.5 265
Khola
2.3.5 Hazard/Risk Assessment of the Alternatives

Hazard is a source of risk that may cause damage and make loss of life and property including the loss
of extensive investments. It may also be defined as the probability of occurrence of certain damaging
phenomenon, within a specified period of time within a given area, because of a set of existing or
predicted conditions in the given time and pace. The damaging phenomenon becomes a matter of
concern only when it entails a certain degree of damage or loss to the population or the resources
within its influence periphery. Hazard can be defined in brief as; probablility that a particular danger
will occur within a given period of time.
Risk is a potential loss of life and property and may be defined as the combined effect of the
probablity of occurrence of an undesirable event and the magnitude of the event. In totality, we can
define risk as the expected number of loss of lives, number of persons to be injured, damage to the
property and disruption of economic activity due to a particular natural phenomenon, and is
therefore the product of specific risk and elements of risks.
2.3.5.1 Importance of Hazards/Risks in the Study of Hill Roads

As the pre-feasiblity and feasibility study of any linear engineering structures, particularly roads are to
be implemented. Hazards /Risk management plays a vital role in the decision making process for the
choice of alternative road alignments. Road engineering structures are such types of structures, which
are to be constructed along the long range of earthern terrain and are of permanent types requring
many civil engineering structures at different points of the alignment. In addition, permanent
structures such as bridges, culverts, retaining/breast walls, slope protection structures, river training
works, tunnels etc will be indispensable during the construction of road as per the existing ground
topography. Thus, huge cost will be involved for the construction of such structures. So, it is of great
importance of the study of Hazards/Risks management for the selection of suitable alternative road
alignment in order to minimize/reduce the risks of loss of the investment.
2.3.5.2 Study of Hazards/Risks Zones along the three alternative Road Alignments
In general, all the three road alignments moslty pass along the bank of Khola, Kholsi, Ridge and valley.
Although all the three road alignments do not pass remarkable Hazards/Risks prone Zone, a study for
the factors have been made and shown in the Table.
Alternative Alignment I
20
In comparison of all the three alternatives alignments studied, this alignment passes all through the
low risk and low and non hazardous zone. By the study of Hazard/Risk assessment, this road
alignment is found to be in low hazard zone. Almost all the road alignment passes through the middle
hill slope or riverbank of Khola and Kholsi and most portion of the alignment passing through ridge
route. The composition of Ordinary soil & hard rock slope and stable terrain, less rivers and streams
has made this alignment safer one. In hazard analysis, it is cooperatively low hazard areas other than
two alignments. In conclusion, Hazard Level is Low. The details analyses are given in Table: 2.15 (A)
Alternative Alignment II
In comparison of all the three alternative alignments studied, this alignment passes all through the
medium risk and medium hazardous zone. By the study of Hazard/Risk assessment, this road
alignment is found to be in mid hazard zone. Almost all the road alignment passes through middle hill
slope, ridge route and other the bottom hill slope or riverbank, khola and Kholsi. In hazard analysis, it
is cooperatively mis hazard areas other than two alignments. In conclusion, Hazard Level is High. The
details analysis is given in Table: 2.15 (B).
Alternative Alignment III
In comparison of all the three alternative alignments studied, this alignment passes all through the
high risk and high hazardous zone. By the study of Hazard/Risk assessment, this road alignment is
found to be in high hazard zone. Major portion of the road alignments pass through the ridge route
and few portion of the alignment pass through the middle hill slope or riverbank of Khola and Kholsi.
In hazard analysis, it is cooperatively high hazard areas other than two alignments. In conclusion,
Hazard Level is Medium. The details analysis is given in Table: 2.15 (C).
Hazard/Risk Assessment: Alignment I
Table: 2.15 (A)
Hazard/Risk Assessment
Alignment I
Chainage Distance Cross Slope Rating for Risk Factor Hazard Remark
(KM) between in Degree Cross Slope (From MRE)
Successive (From MRE)
Contours (mm)
1.00 2.00
3.50 2.20 18.98 0.10 0.30 Low
4.50 1.85 21.39 0.10 0.30 Low
6.00 1.80 23.83 0.10 0.30 Low
7.50 2.20 19.98 0.10 0.30 Low
21
8.65 2.50 17.50 0.10 0.30 Low

11.00 2.30 19.18 0.10 0.30 Low
15.00 1.95 23.59 0.12 0.30 Low
18.00 1.70 25.20 0.12 0.50 Medium
20.00 2.00 21.80 0.10 0.50 Low
25.00 1.25 33.62 0.12 0.60 Medium
29.50 1.50 29.84 0.12 0.60 Medium
35.00 0.65 43.26 0.14 0.60 Medium
38.00 0.70 48.81 0.14 0.60 Medium
42.00 0.60 55.13 0.14 0.60 High
44.00 0.80 45.00 0.14 0.60 High
45.50 2.20 29.98 0.12 0.30 Low
Average Annual Rainfall 190.71 mm

Mean annual Maxm24 hr. Rainfall 24.97 mm
Rainfall Factor (From MRE Table of Rainfall Factor) 0.3
Range of Hazard Rating Hazard Level
Less than 0.3 Low
Between 0.31 and 0.60 Medium
Between 0.61 and 0.90 High
More than 0.90 Very High
Hazard/Risk Assessment: Alignment II
Table: 2.15 (B)
Alignment I
Contours (mm)
1.00 2.00
2.50 1.90 24.96 0.10 0.30 Low
7.50 1.75 23.57 0.10 0.30 Low
10.00 1.85 23.97 0.10 0.30 Low
12.00 2.10 22.80 0.10 0.30 Medium
22
17.00 2.20 19.78 0.10 0.30 Low

23.00 1.00 34.66 0.12 0.60 High
25.00 1.50 55.99 0.14 0.60 High
26.00 0.69 49,13 0.14 0.60 High
29.00 0.78 48.31 0.14 0.60 High
32.00 0.85 46.26 0.14 0.60 High
35.00 1.30 32.61 0.12 0.50 Medium
Less than 0.3 Low
Hazard/Risk Assessment: Alignment III
Table: 2.15 (C)
Alignment I
Contours (mm)
1.00 2
3.50 2.25 22.41 0.10 030 Low
6.50 2.4 25.80 0.10 0.30 Low
11.00 1.65 27.87 0.12 0.50 Medium
12.00 1.8 33.69 0.12 0.50 Medium
15.00 1.5 31.61 0.12 0.50 Medium
19.00 1.8 23.96 0.10 0.30 Low
23.00 1.4 36.06 0.14 0.60 High
25.00 0.8 48.87 0.14 0.60 High
28.00 1.85 23.49 0.14 0.30 Low
32.00 0.52 56.98 0.10 0.60 High
34.00 0.75 46.85 0.14 0.60 High
36.00 0.65 50.92 0.14 0.14 Medium
42.00 1.5 32.61 0.12 0.12 Medium
45.00 2.2 29.98 0.10 0.10 Low
23

Less than 0.3 Low
2.4 Protection Measures

The proposed road, in a hilly area, will surely have impact on the existing natural equilibrium. The
alignment passes through steep slope area, forest are, river bank, river crossing, sliding area etc so
several hazard occurs, the effects of such interference can be minimized and several techniques have
been developed, which were followed to the extent possible so as to adopt a philosophy, which
believes in a priory, as well as in the post construction mitigates measures.
The following measures are to be taken into consideration at the time of construction:
 Cut and fill should be balanced for each cross-section in areas where fill does not require
retaining structures or can be retained with low height (less than 3 m) and low cost retaining
structures ie Gabion structure.
 Geometric standards in critical areas are to be lowered.
 Limit the height of cut to about 10 m in low hazard areas and to about 5 m in high hazard
areas, except for unavoidable situations and bench cutting preferable as excessive cutting.
 Excessive cutting in steep areas is to be avoided by adopting fill section and providing
retaining walls.
 Retaining walls are to be avoided wherever full cut section is possible within the above
mentioned cut height limits
 Retaining wall more than 7 m height is to be avoided for strength of structure.
 Inside battered retaining walls is to be adopted in fill sections on hill slope s of more than 20
degrees
 Cut height and retaining wall height are to be minimized by providing breast walls on the cut
slopes without exceeding the limits mentioned above.
 The unprotected slopes should be provided with the erosion control measures
 The interface between the natural and cut slopes should be smoothened.
 Minimum amount of river protection work as well as bioengineering works shall be carried out
along the River'
 Bioengineering works, Retaining walls and breast wall are provided on sliding zone.
Alignment I
Ch: 0+000 -12+284 (Malakheti-TriveniChowk)
This section passes through the gentle slope. The alignment passes mostly through the cultivated areas
and settlement area. No major instabilities could be observed during the field visit except few
exceptional cases. The alignment contains seasonal kholsies and no major river. Since the alignment
passes through gentle to medium grade and the track has been already opened, so only for upgrading
24
cutting and filling are required throughout the section. Only the minor structures may be required to
protect the cut slope & fill slope during construction.
Ch: 12+284 -13+331(TriveniChowk –Kalemuda Buspark))

This section passes through the gentle slope. The alignment passes through the thin forest, cultivated land
and dense settlement areas & market centre. Kalemuda and Pipal chautara is the local trade market of this
area. No major instabilities could be observed during the field visit. The alignment contains some seasonal
kholsi and Irrigation Canal. Since the alignment passes through gentle grade and the track has been already
opened, no such cutting and filling are required througout the section. Only the minor structures may be
required to protect the cut slope during construction..
Ch: 13+331-26+902 (Kalemuda Buspark- Baddimacheli gau-Shimtigau)
This section passes through the gentle slope. The alignment passes through two main rivers
i.e.MacheliKola and GagadeKhola ,which . requires RCC Bridge and also river training structure should be
required if the alignment passes through the bank of river.Some dry kholsi are observed on the alignment
which requires culverts and causeway. The track for this section is not opened and major structures are
required to protect the cut slope during upgrading.There are thick settlement area,Cultivated ares & Forest.
Ch26+902-46+670(Shimtigau – Phaltude-4 Goganpani,-Gedadegau-Aampanigau)

This section mostly passes through the mediun to steep slope.lt runs through the most part of the forest and
settlement area and cultivated land . The track for this section is also not opened, so it needs fresh cutting
and filling.This section pases through numbers of draines so,number of structure such as culvert,causeway are
required and also pases through the Aampani khola where minor Bridge are required. The many more places
require structures for the safe longitudional gradient and width of the road may be required to protect the cut
slope and many Dry and small crossings require causeway and culverts.
Alignment II
Ch: 0+000 – 12+284 (Malakheti-TriveniChowk)
and settlement area. No major instabilities could be observed during the field visit except few
exceptional cases. The alignment contains seasonal kholsies and no major river. Since the alignment
passes through gentle to medium grade and the track has been already opened, so only for upgrading
protect the cut slope & fill slope during construction.
Ch12+284 — 13+331 (TriveniChowk –Kalemuda Buspark))

This section passes through the gentle slope. The alignment passes through the thin forest, cultivated land
and dense settlement areas & market centre. Kalemuda and Pipal chautara is the local trade market of this
area. No major instabilities could be observed during the field visit. The alignment contains some seasonal
kholsi and Irrigation Canal. Since the alignment passes through gentle grade and the track has been already
opened, no such cutting and filling are required througout the section. Only the minor structures may be
required to protect the cut slope during construction..
25
Ch: 13+331-26+902(Kalemuda Buspark Baddimacheli gau-Shimtigau)
This section passes through the gentle slope. The alignment passes through two main rivers
i.e.MacheliKola and GagadeKhola ,which . requires RCC Bridge and also river training structure should be
required if the alignment passes through the bank of river.Some dry kholsi are observed on the alignment
which requires culverts and causeway. The track for this section is not opened and major structures are
required to protect the cut slope during upgrading.There are thick settlement area,Cultivated ares & Forest.
Ch: 26+902-48+84 (Shimtigau – Phaltude-4 Goganpani,-Gedadegau-Aampanigau)

This section mostly passes through the mediun to steep slope.lt runs through the most part of the forest and
settlement area and cultivated land . The track for this section is also not opened, so it needs fresh cutting
and filling.This section pases through numbers of draines so,number of structure such as culvert,causeway are
required and also pases through the Aampani khola where minor Bridge are required. The many more places
require structures for the safe longitudional gradient and width of the road may be required to protect the cut
slope and many Dry and small crossings require causeway and culverts.
Alignment Ill
Ch: 0+000 - 12+000 (Malakheti-Attariya-Teghari)
and settlement area. No major instabilities could be observed during the field visit except few exceptional
cases..This dection doesnot contains seasonal kholsies and no major river. Since the alignment passes
through gentle to medium grade and the track has ben already opened, so only for upgrading cutting and
filling are required throughout the section. Only the minor structures may be required to protect the cut
slope & fill slope during construction.
Ch: 12+000 — 36+000 (Teghari-Godawari)

This section passes through the medium-steep slope. The alignment passes through the thin forest,
cultivated land and settlement areas & market centre. Godawari is the local trade market of this area. No
major instabilities could be observed during the field visit.The alignment contains some seasonal kholsi and
rivers. Since the alignment passes through gentle grade and the track has ben already opened, no such
protect the cut slope during construction. Major crossing is Godawiar River which requires RCC Bridge.
River trainings are also to be practiced when the alignment passes by the bank of the Godawari River.
Ch:36+000-53+000 (Godawari-Phaltude)
This section passes through the Medium to steep slope a. The alignment passes through the ridge route.
Some dry kholsi are observed on the alignment which requires culverts and causeway. The track has already
been opened and minor structures are required to protect the cut slope during upgrading.The alignment
pases through thick forest as well as local trade center I.e.Phaltude is one of the lagre and publiflow center.
2.4.1 Slope Protection
Past experience of road sector and stability analysis shows that whenever the cut hill slope exceeds 60
degree, frequent rock fall cases will occur. So it is tried to decrease the cut hill slope from 45 degree.
Mass haul diagram is used to minimize the cut/fill volume and haulage distance. The maximum cut-
26
height of the road slip is tried to reduce to a minimum except at some exceptional locations. At the
potential area of slope failure, protection measures are to be proposed. To reduce the water intrusion
through/across the road alignment which is enemy for road construction the major portion of the road is tried
to pass through ridge and existing stable trail.
Due to the unfavorable topographical condition of the road alignment, retaining structures, breast walls,
guide walls are provided along this alignment. In consideration of the availability of local materials,
economic point of view and ground topography Gabion Structures are provided to minimize the construction
cost of the road. Attempt has been made for the minimization of the structures. The proper cross drainage is
very necessary in order to keep the slope protection. Hence, the side drains are kept along the route and
drained into nearby cross-drainage structure.
For the detail view of field condition in the alignment are given on Photo reports
Table: 2.16 Details of slope protection structures
S.N. Chainage Structures
1 2+532 Protection Wall
3 3+752 Support Wall
5 6+659 Stone Masonary Wall
7 11+534 Return Wall
10 15+523 Return Wall/Gabion Wall
11 18+800 Protection Gabion Wall
12 19+300 Support Gabion Wall
13 21+700 Protection Gabion Wall
14 23+700 Support Gabion Wall
15 25+500 Return Wall/ Bio Engineering
16 28+700 Support Wall Gabion
17 31+300 Protection Wall Gabion
18 33+200 Return Wall Gabion
26 46+200 Protection Wall Gabion/ Bio
Engineering
27
2.4.2 Erosion Control

To control sheet erosion and soil erosion problem, various non-structural measures like bio-
engineering works which is nothing but well planned plantation of tree/shrubs, play and important
role. So cutting of tree/shrubs during construction should be minimized. After the cutting/filling work
these slopes should be planted with shrubs/trees and planted with special plant species like
Plantation of bio-engineering species in hill slopes can give life to new filling. For environmentally friendly
road as well as environmentally mitigation measure, the bioengineering works recommended minimizing adverse
impact during construction of the road. The likely environmental impacts i.e Erosion might be incurred if
the road construction is implemented with proper supervision of concerned manpower. A strong and
efficient monitoring and auditing with follow up actions be during construction and operation phase are
highly desirable.
Table: 2.17 Details of erosion controlling measures
S. Chainage Erosion Controlling Measures

N.
1 5+500 River training work at Chakle
2 10+300 River training work at Macheli ,Gagade
3 2+700 kholakhola
Check Wall
4 5+000 Breast Wall
5 8+300 Support Wall Masonry
7 13+000 Bio Engineering
10 22+000 River training work at Gitang Khola
11 22+600 Support Wall Masonry
12 25+200 Gabion Wall
13 26+900 Check Wall Gabion
20 43+800 Check Wall
2.4.3 Soil Conservation Measures

The following soil conservation measures have to be adopted during the construction period to
minimize the possible adverse effects.
i. Excavated slope of earth on upside, where the soil condition is poor should be retained by Breast
Wall, and the earth filling should be retained by Gabion Wall as far as possible.
ii. The maximum slope in earth cutting should be kept varying from 3:1 to 5:1and heavy cutting also
28
preferred to bench cutting as for as possible.

iii. Earthwork has been tried to make balance during the design.
iv. Dumping of extra earthwork volume along the roadside should be controlled.
v. Filling material should be kept varying from 1.5:1 to 2:1.
2.4.4 River Training Works

River training works to be done for the protection of river bank and road structure. River training works to
prefer to the retaining structure, guide wall, spur etc. Scour protection is usually required where a bridge or
rivers crossing structure are built across a stream. Protection measures can take the form of rip rap on slope,
gabion works, groyens, bio engineering works etc.
Table: 2.18 River Training Works
S.No Chainage River Remark

From To
1 16+132 16+432 Gagade khola Gabion Structure
2 16+432 16+734 Macheli khola Gabion,Rip rap on slope
(Note: For Quantity of structure, see Quantity Calculation sheet of Quantity of Gabion Structure, on
Annex-V)
2.5 Traffic Data
2.5.1 Existing Roads/Tracks/Brdiges Traffic Count & its Reliability for Analysis
Track has already been opened on more than seventy percent of the proposed road and regular
pedestrians are getting facilities of this track along the proposed road. Various foot trails are met on the
way and on none of them back animals (Mule) can move. The secondary data on traffic volume was
gathered by investigation by DDC officials and local people.
When the Consultants preceded the field survey in Asad, the road was not much busy due to the time of
harvesting of crops. It is found that from the secondary data taken from DDC & primary data taken from the
survey team. The traffic movement in the monsoon season (from Jestha — Bhadra) is much lesser than the
other of the year.
Past data on overall traffic flows into the area are not available. Thus, to establish base traffic volume and
composition in the project road, local people was interviewed for propose. As the area lies in the
monsoon zone, variation in the traffic volume can be observed during various seasons of a year. The
Average Daily Traffic (ADT) obtained from the above survey needs adjustment to determine Annual Average Daily
Traffic (AADT). For this purpose VDC chairman and people residing along the trail were inquired for their
observations on the vanabon in traffic volumes during different season. From the information given by
above individuals a seasonal adjustment factor is calculated and the factor used to get AADT.
Besides pedestrians traffic, porters and back animals travel on the road on the different se along the
proposed alignment.
Different consumer goods like daily consumable commodities where as the local production
commodities like herbs exported from the area. The daily consumable commodities import to the area are
found to be rice, salt, cloths, sugar, oils which are major items taken into account for future projection.
29
After construction of the road; people of this area benefited to the basic needs and easier and comfort of
their daily life. People of the area will gain facilities of needs of human life and can get introduction to the
scientific world of 21st century after the road construction.
2.2.5 Adjustment of traffic data in comparision of given influence population and surplus of
the production
Elasticity of Traffic Demand

Traffic growth over the project life has to be determined for project appraisal. One of the most common
methods of assessing future traffic growth on a project road is to relate traffic growth with change in Gross
Domestic Product (GDP) by means of following expression. In other words, future economic growth rate with
elasticity of traffic demand.
Elasticity of Traffic Demand = Percentage change in Traffic / Percentage change in GDP at Constant Prices
For determining elasticity of elasticity of traffic demand, it is necessary to determine historic GDP and
traffic growths. Database of historic traffic in Nepal is generally not available for sufficiently long periods
Therefore it becomes necessary to consider a dummy variable to represent the traffic growth. An estimate
of traffic growth can be made by examining growth in fuel consumption. Nepal Oil Corporation (NOC)
has estimated that approximately 98 % of petrol and 80 % of diesel are consumed in the transport sector.
Growth of economy varies from region to region and the project district is no exception to this
phenomenon. The economy of Ilam district is-dependent upon agricultural and herbal products and they
are the major contributor to the local economy. After the implementation of the project the economic
growth rate will certainly increase. Upon completion of the project road, transport cost will reduce greatly. It is
assumed that the future economic growth rates in the area will be similar to growth rates of herbal
production. Hence, the reduction of transportation cost will make chemical fertilizers, improved seeds and
protection aids cheaper in the area. This will motivate farmers to use more of above inputs and agricultural
production.
Traffic Growth Rate
Future traffic volume basically depends upon the two factors: population growth rate and
development in the agricultural as well as herbal productions. By multiplying the economic growth rate of
the area with the elasticity of traffic demand, growth rates of future traffic in the project road are calculated.
Traffic status
Traffic Survey
The traffic in this trail compromises Pedestrain,porters etc
Traffic volume Studies
From the analysis of traffic information collected on the basis of field observation and local information
2.5.3 Passenger Car Unit and Traffic Forecasts

Traffic Estimation:
30
Existing Traffic Status

A. Traffic information data were collected on the basis of the field observation at the junct point of
the alignments and travelers, local villagers, local hotels are the source of the primary and information
collection and secondary data were collected from DDC Officials, DDC Prof relevant documents and
reports.
.From the field observation it was observed that the traffic movement during the monsoon season is much
less than the other period of the year.
Total number of households in the influence area = 1985

Table: 2.19 Present Annual Average Daily Traffic
Route Pedestrian Porters
Alignment I 250 125
Alignment II 200 120
Alignment III 185 103
Number of pedestrian per year = pedestrian per day *365

Number of Porter Per year = Porters per day * 365
The number of buses on the route is calculated assuming that a bus can carry 50 passengers at a time.
From Table 2.19,
Number of Pedestrian per day=250 .......................................................................... i
Number of Bus required=(250/50)=5
The Truck is assumed to carry 5 Tons of loads .Porter can carry 50 Kg

From Table 2.19,
Number of Trucks required = (125 *50)/5000 =1.25 ie. 1 nos.
Hence, 1 numbers of Trucks and 5 nos of bus are required for daily transportation.
B. Future traffic volume basically depends upon the various factors ie: population growth rate,
development in the agriculture as well as local production ,availability of market, district head quarter for
government related works, job and higher education etc. Population growth rate of the influence area is
1.17%.
i) Basis of the Population

From District Profiles,
Population of the influence area of Kailali = 47,720
According to DDC Profile of Kailali

Total population of Kailali District = 775,709
Economically active population in Kailali= 444,033
Economically active population rate in Kailali =57.24%
31
Total numbers of economically active population in the influence area =27,200

According to socio-economic information and considering, 2% of the total economically active
population moving their daily activities from one place to another by buses.
Number of travellers among economic active people=524nos ........................................................... ii

Considering 1 nos of trucks required for transportation for their commodities.
ii) Basis of the Phaltude Bazar, (the Ilaka center)

Phaltude bazar is the ilaka center and some of the government office, Ilalka police office, health post and School
situated there, so people are approaching Phaltude for solving their problems. Staffs of the government and
non government office are traveling their officials and personnel's works. Hence number of traveling means
like bus and trucks also increase.
As the Phaltude Bazar have ilaka level government offices, NGOs, offices, school and health.
Assuming, 35 numbers of people traveling for Ilam bazar to daily works per day and8 numbers of office staffs,
teachers and students are traveling for Ilam. Since the road alignment passes almost central part of Affeted
VDCsand it touches slightly to the 3 VDCs and also on the route to Sandakpl tourism place of Ilam district.
Total population travelling on Ilam bazaar = 43 nos .........................................................................iii
Here, 3 numbers of trucks required for import and export goods from Ilam Bazaar to other parts of district per day.
Traffic Projection on With and Without Projection

A. Without Project
Table: 2:20 Traffic Forecast

Route Total Pedestrian Pedestrian Per Year
Alignment I 250+524+43=817 817*365=298205
Alignment II 200+524+43=767 767*365=279955
Alignment III 185+524+43=752 752*365=274480
(From i, ii, iii)
Numbers of Diverted / Abstracted Buses per day = Total Pedestrian /50=817/50=16
Numbers of Diverted/ Abstracted Trucks per day =1+1+1=13
Table: 2.21 Numbers of Diverted Buses and Trucks

Route Diverted Buses Diverted Truck
Alignment I 16 1+1+1=3
Alignment II 15 1+1+1=3
Alignment III 15 1+1+1=3
32
B. With Project
Projected Buses per year=Number of pedestrian at fourth year/50+Diverted buses in a day*365
Projected Trucks per year = Porter at fourth year *50 /5000+Diverted Trucks per year
The detailed projection of number of vehicles on each alternative route are calculated by above
mentioned process and presented in the Table of Traffic Projection below.
Table 2.20
Traffic Projections: Without and With Project Situation
Number of pedestrian per year = 817*365= 298205
Number of Porter Per year =125* 365=45625
Projected Buses = Pedestrians at fourth year / 50 + Diverted Buses in a year
Projected Trucks = Porter at fourth year *40 /5000+ Diverted Trucks per year
Projection Rate=6.5`)/0 (Pedestrain & Porter), 5.6% (Bus ,Truck)
Alignment-I
Table 2.20
Traffic Projections: Without and With Projec Situation
Alignment-II
Number of pedestrian per year = 767*365 =279955
Number
= of Porter Per year =120* 365=43800
Projected Buses = Pedestrians at fourth year / 50 + Diverted Buses in a year =
Projected Trucks = Porter at fourth year *40 /5000-i-Diverted Trucks per =
Projection
year Rate=4.5% (Pedestrain & Porter), 5.6% (Bus ,Truck)
Table 2.20
Traffic Projections: Without and With Projec Situation
Alignment-III
Number of pedestrian per year = 752*365=274480
Number of Porter Per year = 103* 365=37595
Projected Buses = Pedestrians at fourth year / 50 + Diverted Buses in a year =
Projected Trucks = Porter at fourth year *40 /5000+ Diverted Trucks per year =
Projection Rate=4.5% (Pedestrain & Porter), 5.6% (Bus, Truck)
33
2.6 Material Availability Data

It is necessary to collect the information regarding the available materials before the staring of
construction works. It should be cleared on the availability of indigenous construction materials and
the materials to be supplied by the manufacturer.
Naturally Available Material

Materials like block stone, boulder etc. are available within 15-16 km, of the project area. Basic rivers
like Gagade khoal,Macheli Khola and Chakle khola are the major sources of stone, gravel and sand.
Most of the alignment is ordinary soil area so; Stone are not available in the alignment on road
excavation.
Materials to be imported
Materials like cement, steel, nails, gabion wires, etc. have to be supplied from Ilam of Ilam District.
Filling materials and stones for structure works available with in alignment within 0-1000m distances.
Table-2.22 Local Material Availability

S.No Approx Approx. Approi
. Available Dist.
Available
Ch Description Material Qty Qty (m3) (Km)
Places
Req
(m3)
1 0+000-8+000
Gabion
1.1 Stones 5000 5000 4
Works
Sand/Aggreg
1.2 Culverts 200 200 7
ate
1.3 Gravel Aggregate 9000 9000 3-7
2 8+000-15+000
Gabion
2.1 Stones 5000 5000 4-6
Works
Sand/Aggreg
2.2 Culverts 350 350 8
ate
2.3 Gravel Aggregate 7000 7000 2-6
3 15+000-23+000
Gabion
3.1 Stones 6000 6000 1.5-6
Works
Bridge/Culvert Sand/Aggreg
3.2 400 400 1.5-6
s ate
3.3 Gravel Aggregate 8000 - 8000 1-7
4 23+000-40+000
Gabion
4.1 Stones 4500 4500 3-9
Works
34
4.2 450 450 7
s ate
4.3 Gravel Aggregate 9000 9000 7
5 40+000-46.5+000
Gabion
6.1 Stones 5000 5000 4
Works
6.2 300 300 11
s ate
6.3 Gravel Aggregate 7800 7800 4
2.7 Environmental Data
Road construction activity starts with land acquisition, removal of vegetation, cutting and fillingof hill
slopes, establishment of settlements of labours, construction of site offices etc. These activities will
disturb the ecological balance of the area which in term accelerates the degradation of the
environment. Moreover as the road will make the area accessible, settlement, market place will
develop in different places along the road which will change the present land-use pattern and have
negative impact on the natural resources in the influence area. However, the road construction will
have a positive impact on socio-economic condition of the influence area as the road will provide
easy access for day to day commodities and easy access to the market for local production. The road will
also provide easy access to implement development activities like management of natural resources,
irrigation and drinking water projects, supply of improved and high yielding variety of seeds, supply of
fertilizer, and increase in tourism activity etc.
The impact on the parameters of environment due to road construction and operation has been
discussed below:
2.7.1 Impact on the Physical and Ecological Resources
Physical environment consists of elevation, relief, slope gradient, aspect, geology, geomorphology, soil
type and land use of the proposed alignment. Gentle to moderate slope and other geo-physical features
of the landscape assure the stability of the landscape, which reflects the sustainability of the road.
2.7.1.1 Topography, Geology and Geomorpholgy
Topographically, the area constitutes Terai and mid hills terrain. The proposed Malakheti-Godawari –
Phaltude road corridor Stretches form the terai belt to the upper hilly belt of this Himalayan crystalline
zone. The major strcutural elemnt dominating the tectonics of the area is the Main Central Thrust
(MCT) to the north and the Main Boundary Thrust (MBT) to the south. The road corridor is made up of
geologically monotonous zone comprising of almost repetative rock type represented by mainly fine
and medium grained, dark gray garnet ferous muscobite biotic quartztic schist, feldspathic muscovite
biotiotic quartz tic schist with intercalations of grayish white quartzite and lenses of gneiss. The
geological formation of the road corridor is given in detail in Geology of the alignment in Table 2.12 (A),
(B), (C).
35
2.7.1.2 Climate and Hydrology

Climate and hydrology play a vital role in maintaining the sound environmental condition of the area,
basically, areas with high rainfall become more suspectible to flooding and landslide. This section of
the study presents rainfall patterns and temperature data of the district as no project specific data on
the climate and hydorlogy are readily available at the moment expect for the data from the
meterological station at Kailali iteslf. The details of hydrologu and Metrology of the area are
incorporated in the report in the section 2.3.3.
2.7.1.3 Land Stability

This zone comprises almost repetitive rock type mainly schist, geneiss and granite. This zone is stable
compared to other zones of this district and may be catogorised as a zone of medium hazard in terms
of slope instability, landslides and soil erosin. Construction of roads in this zone could lead to minor
instabilities.
During walkover survey stretchees at potentially hazardous area were realigned through relatively
stable areas and in along so maixmum possible effort was given so that major stretches of the
alignment lead to minor instablilities and would require some stability measures which are
incorporated in the report in the section of slope protection and erosion control in table 2.13 and
2.17.
2.7.1.4 Landslides, Erosion and Sedimentation

During the walkover survey, the landslide and erosion prone zones along the proposed alignment,
which are considered as critical hazardous areas. At the section near Macheli Khola, one major
lanslides of apx 130m length and near about Gagade Khola another landslide of about 100m have
been observed. Similar to this some seasional slides might increase during construction and rainy
season due to construction disturbance and monsoon water pressure.
The sediment load is obviously increases during monsoon when the drainage systems swell up.
Among others Chakle Khola & Godawari Khola carry debris and high sediment load during high floods.
The quantitative data on the sedimentation of these rivers are not readily available at present.
2.7.1.5 Air Quality

As the area at present is free from any kinds of human induced activities, hence, the quality of air is
pristine and free of pollution.
2.7.1.6 Water Quality

Currently, the quality of water in the river system and natural springs is in a good condition. However,
the problem of E. coli in the river might occur since major sections of the population openly defeacte
in the projec area as elsewhere in Nepal. In addition, the monsoon floods also degrade the water
quality due to high precipiotation in a limited period of time. Visibly, the water quality at current state
is to be at the accepted level.
36
2.7.1.7 Noise Levels

Noise pollution as far as in concerned; it seems insignificant at current situation. This may have been
so due to absince of noise emitting sources in the area. The existing source of noise is from thundering
effects of streams, animals, hypnotized call of birds particularly in the dawn and wind during the dry
hot seasons.
2.7.2 Biological Environment

As the district comprises of good stock of forest, it is obvious that the floral and faunal composition of
the district is to be in goos condition. There are different microclamatic zones from south to north
that provides excellent habitat for both plants and animal diversity. Although this study only
concentrates along the proposed road corridor, efforts are made to enlist the flora and fauna of they
are, their potential habitat, impacts on them due to habitat and possible corridor fragmentation etc.
2.7.2.1 Vegetation Type

Types of vegetation greatly influences by the microclimatic condition of the project area. Vegetation
types also vary with respect to altitude and aspect of the area. Theproposed alignment falls under
sub-tropical, warm and cool temperate zones. This study has determined the existing vegetation
type’s wihin the Zoi of the proposed alignment.
As the proposed alignment follows the southern parts to northest part of the districts and it ascends
and descends, the forest needs to be protected in order to control the soil ersoion and drainage
management. The areas are conspicious from the instability point of view and also rainfall is higher in
the northern portion compared to the western and eastern part of the district.
2.7.2.2 Wildlife
Condition of forest diversity correlates with the faunal diversity as it provides excellen habitat to
number of species of birds and other wild animals. In general, small forests located near to human
settlements have limited types and number of birds and wildlife. The forest along the ZoI are
providing habitat for varying species of brids and wild animals.
As per the field information, most commonly found species along the proposed road corridor are
havre, naur, musk deer, balck deer, himalayan leopard, dafe, munal, red pands, rare birds and kalis
etc.
2.7.2.3 Aquatic Life

Macheli Khola, Chakle Khola, Godawari Khola, are the main sources of aqutic life. None of the
reported species are suitable for the commercial use.
2.7.3 Mitigation Measures

During the constrcution stage a number of environmental problems may be expected that may be
unforeseen during the study phase. This might include surplus of construction materials, quarrying
37
and burrowing, disruption to natural drainage, road drainage run-off, slope instability, erosion and
degradation of forest, disruption to community infrastructure, degredation of private properties,
compensaation and related socio-cultural issues. Problems are less during operation compared to
construction. For example, slope instability and erosion, loss of private property, encroachment into
marginal and public lands, emergence of roadside ribbon settlements, shift in land ownership and
pressure on forest resources. All of these resources will require the identification, design and
implementation of specific mitigation measures. The phase wisw different types of mitigation
measures are:
Table: 2.23 Environmental Impacts with Mitigation Measures

Magnitude of
Possible Impacts Environmental Recommended Mitigation
Impact for
of road construction effects measures
Project
Encroachment None
into precious
ecology
Encroachment of None
historical / cultural
value
Loss of land Small
Loss of house Small
Road erosion Small - Impairment of water - Correct water
quality management
- Reduced land value - Provision of proper drainage
system
Noise/dust/fumes Small Nuisance/Health -Prevention/Precaution
hazard and control measure
during construction
Workers safety Small Accident - Control measure
Sanitation at field Medium - Public health hazard - Waste Management during
office and work - Stream/river constructions
camps pollution
Fire wood for cooking Medium - Loss of trees - Use of alternative fuels
at work camps - Erosion
2.7.3.1 Mitigation Measures for Environmental Impact due to Road Construction
Application of the design standard and specification on effective implementation of the proposed
mitigation measures would avoid and minimize the adverse impact on the environment. The predicted
adverse environmental impacts can be minimized, if not avoided, by implementing the proposed
mitigation measures. Even after mitigation, it is envisaged that there will be some amount of residual
impacts and they will be under tolerable limit.
38
A. Design Phase
The mitigation measures adopted during design or pre-construction phases are of preventive nature
with two basic objectives: (i) avoiding costly mitigation and (ii) awareness among the stakeholders.
B. Construction Period
B.1 Physical
B.1.1 Safe Disposal of Spoils
Inappropriate and unsuitable spoil disposal is one of biggest physical environmental problems in road
construction on the hill ecological regions of Nepal. In order to dispose the spoil a careful planning
needs to be prepared and practiced. Green road approach of road building has adopted the principals
of balanced cut and fill and careful separation and reuse of excavated materials. The best mitigation
measure for safe disposal of spoil is to strictly adhere. However, it is difficult to attain perfect balanced
of cut and fill in each and every section. In order to make the safe disposal with minimum
environmental damages, the following mitigation measures are suggested:
 Wherever possible use surplus spoil (longitudinal and traverse) to fill eroded gullies,
quarries and borrow pits, depressed areas
 Use the excavated materials for reclaiming the degraded land in near vicinity in
consultation with local communities
 Never dispose spoil on fragile slopes, flood ways, wetland. Farm land, forest areas, natural
drainage path, religious and cultural sensitivesites, canals and other infrastructures.
 Never dispose the spoils on areas that will create inconvenience to the local community
or deprive the livelihood of the people
 During disposal, ensure optimum compaction by making layers of compaction (preferably
every 15 cm)
 After the disposal, the site should be provided with proper drainage, vegetation, and, adequate
promotion against erosion.
B.1.2 Slope Stability, Erosion

Due to the complex interaction between water, soil and topography, slope failure landslide and mass
wasting are the common features in the hill ecological regions of Nepal . These phenomena will
be further aggravated by road construction activities Such as earth excavation drainage work, and
quarrying and spoil disposal. The mitigation measures to be adopted for avoiding such impacts in
proposed road project are:
 Avoiding large scale and highly unstable fragile zone while select the road alignment during
route selection period.
 Place the centre line of the road carefully to balance cut and fill
 Select cut and fill slope at correct angle depending upon the soil type
 Re-vegetate cut and fill slope or exposed area as soon as possible by using native species
 Adopt bio-engineering techniques (combination of vegetative and structural measures),
39
 Ensure minimum damage of vegetation during construction

 Do not undertake road construction during rainy seasons
 Pay special attention to drainage and leave a temporary road surface until s condition is
achieved.
B.1.3 Quarrying and Establishment of Stockpile Yards
The construction of road requires materials such as sand, gravel, stoned etc with certain technical
specification. These materials are normally extracted from the nearest relatively good quality natural
deposits. The extraction of such material from inappropriate sites or in excessive amount will degrade the
local environment. The mitigation measures to be adopted against the impacts of quarrying are:
 Select the sites, in such a number that there will be minimum adverse effects due to slope
instability erosion, disruption of natural drainages, river bank cutting, destruction of vegetation,
damage of farmland, and other physical resources
 Quarry, borrow-pits and stockpiles should be located away from settlements, cultivated land
and unstable area
 Assess the sustainable rate and total amount of extraction from the sites.
 Avoid accumulation of sand and gravel from seasonal rivers; if unavoidable, extraction should be
spread over the longest length possible
B.2 Biological
Use of forest product the loss cannot be minimized but it can be compensated by planting on the
spoil banks and encourage the local Communities in conservation of forest.
B.2.1 Loss of Degradation of Forest

The direct loss of forest due to road alignment may be further degraded due to the number of
Construction related activities including spoil disposal, firewood collection by workers, etc.
The mitigation measures to be considered are:
Ensure that the alignment is not pushed into forest area by local interested groups during
construction
 When alignment passes through forest area, site clearance for construction should be Iimited to the
minimum width. No tree or vegetation should be cut unless absolutely necessary.
 Workers should be actively discouraged from collecting fuel wood from forest or hunting of
birds or animals
 Worker's should be aware about cooking and other kind of fire works in the forest
 Especially in the pine forest as there may be fire in the forest which can burn the forest trees destroying
the valuable forest resource
 Ensure that forest strips of at least double the width of the particular river or stream have to be set
aside along both banks to protect water quality and land form erosion.
The construction of small cottages needs a lot amount of Sal saplings, which should be avoided.
B.2.2 Limit the Activities near the Wildlife, Habitat
40
Labour camps, quarry sites and dumping sites shall be restricted for establishment in the area identified as
habitat for some wildlife and birds.
B.2.3 Control illegal Hunting
During construction period illegal hunting is quite likely. It should be prohibited to ensure the wildlife and
birds.
B.2.4 Control on Destructive Fishing Technique

Fishing techniques such as blasting, chemical fish poisons, application of gill and electro fishinh shall be
strictly controlled.
B.3. Socio-Economic and Cultural Environments
B.3.1 Organize Skill Training

Skill training shall be provided to affected population so that they can get employment during construction as
well as during operation and maintenance of the system of the road. Effected people and labour gives to
technical training for developing their skills.
B.3.2 Provide First Aid Health Facility

There must be a provision of first aid health facility and necessary information on rescue during, emergency
in construction and operation phase.
B.3.3 Occupational Health and Safety

The project shall erect and display warning signs and signals in hazardous areas. These signals must be visible
form long distance. The construction workers will be made adequately aware about health and safety
hazards and must be provided with helmets, boot, gloves, masks, and safety goggles depending upon the
nature of work. All lobours will insure against accidents and provision of insurance about accidental case.
C. Operational States
C.1 Slope insatbility and Erosion
The consequences of landslides and soil erosion are far wider than the cost of repair and maintenance of the
road. The impact of slope instability and erosion will be in terms of losses of agricultural land, agriultural
production, forest and other resources. The mitigation measures to minimize such impacts are
 Correct maintenance of drainage works and slope protection measures must adopted Minor
lanslides, erosion and mass wasting must be immediately cleared and slope restored wioth
appropriate technology (preferably bioengineering)
 Community forestry must be promoted not only in the right of way but also beyond the immediate
zone of influence.
 Promote and support appropriate soil conservation practices in the right of way and beyond.
 Oragnize environmental awareness programs for local communities, road users, and local decision-
makers.
C.2 Air, Noise and Water Pollution
After the opening of the road, vehicle will play along it and cause air pollution form their emissions and dust.
41
The movement of vehicle will also cause noise pollution. Similarly, disposal of oil and grease on water body,
surface runoff from road surfacce may cause water pollution. In ordere to mitigate these impacts, vehicle
emission standard must be maintained and the earthern road surface must also be watered frequently or
vibration form heavy vehicle i.e. roller.
C.3 Accidents
After the operation of road services, there are likely chances of accidents. In order to migrate these
impacts, the safety measures suggested by DoR and restriction on speed must be adopted by
providing 3E’s principal.
C.4 Ribbon Settlement along the Road
During the operation phase of the road, ribbon settlements are likely to grow. This will cause
congestions in the road and increase accidents. The mitigation measures for this area discourage such
settlements along the road, plantation of trees, and assist the local organizations to plan proper
settlements.
C.5 Depletion of Forest Resources
The pressure on forest to local communities during road operation is very likely. The mitigation
measures suggested to overcome such impacts are:
 Provide support to local communities’ for preserving their forests, especially the community
forests
 Promote replacement of firewood by non-thrust energy such as micro hydro, solar, biogas
 Encourage and support local communities and authorities in controlling illegal harvesting of
the forest resources.
2.8 People’s Participation in Road Construction

The concept of people’s participation is generally understood as providing labour in voluntary and
contarct basis. In the case of the proposed road, labour intensive construction is possible.
As the productivity of the project area is low and the area is the economic condition of the people is
low. So, people area interested to participate in the construction works if certain labour rates are
provided. For such a long alignment, local people participation is not enough. Huge amount of blasting
operation should be done; modern machine and eupiment are required for construction of road. So
skilled labours to be supplied from outside otherwise local labors gives training for improving their
skills.
2.9 Property Acquisition & Resettlement

The alignment passes through several villages, where some houses would have to be demolished and
cultivated land and physical property would lose on construction phase. The losses of the property
evaluate and pay to compensation for relative persons under the government rules and regulation.
The present government policy has made rather easier to acquire the land for the road land
acquisition. But there is to be a committee to evaluate the value of the acquired land which is in most
of the cases not satisfactory to the land owner.
42
The program is aimed to provide resonable compensation to the project affected families with choice
and/or resettlement. It is learnt that for most part of the road, compensation in the road projects
people are satisfied. Idea should be taken from these successful approahes. It seems logical that the
guidelines adopted by DoR should be applied for this road project also.
2.10 Engineering Study

Three alternative alignments identified during study have been verified in the field. Whole area was
first walked throughout to provide switch backs and checked the appropriateness of available
distance for ruling gradient. Control points were fixed first in the topographic sheets. The main
obligatory point is located by GPS and distance measured by pedometer stepping time period etc. the
variation at topography was also marked consequently. Besides, geological condition, type of soil,
vegetation conditions, land use, type was located. Special attention was given to identify the best
suitable alignment among the alternatives.
Details description of alignments of I, II, & III are shown in tabular form below:
Table 2.24 (A): Description of Alignment I
S.N. Chainage Name of Places District
1 0+000 Biplyate, Baarbote Kailali
2 6+600 Maipokhari Kailali
3 12+100 Deurali Kailali
4 22+600 Budhbare, Mainmajhuwa Kailali
5 25+500 Phusre Pokhari Ilam
6 32+300 Gupha Pokhari Ilam
7 39+000 Dhupitar Ilam
8 45+122 Sandakpur Ilam
Table 2.24 (B): Description of Alignment II

1 0+000 Biplyate, Baarbote Ilam
2 6+600 Maipokhari Ilam
3 12+100 Deurali Ilam
4 22+600 Budhbare, Mainmajhuwa Ilam
5 25+500 Phusre Pokhari Ilam
Table 2.24 (C): Description of Alignment III

1 0+000 Biplyate, Baarbote Ilam
2 6+600 Maipokhari Ilam
43
3 12+100 Deurali Ilam

4 22+600 Budhbare, Mainmajhuwa Ilam
5 25+500 Chintapur Dada Ilam
2.10.1 Category of Road & Norms of Road/Geometric Characteristics

As a national strategic road, road network covers national highway, feeder road and district road &
agriculture road. District road joins the VDC’s to district center market or to higher types of roads. The
proposed alignment categorized as District Road. Biplyate-Maipokhari-Sandakpur is a district road. As
the road falls in district road category, all the geometric characteristics of district road, identified by
“Nepal Road Standard” were considered for design. The geometric characteristics of a road, baiscally
are governed by traffic volume and tyoee of terrain. For the estimation of future traffic especially in
the absence of any road network along the alignment, traffic volume on surrounding road, local
interview and volume of goods to be imported and exported along with pedestrain volume has been
considered. The road traffic in this type of road is not expected to exceed 100 vehicles units/day
within 2032 A.D. Most of geometric standards have been adopted form NRS which are as follows:
Classification and Design standards for District Roads are as follows:
Road type - District road

Traffic lane - Intermediate
Minimum radius of horizontal curve - 12m
Minimum vertical curve radius - 40m
Formation width - 5.0m
Maximum gradient - 12%
Limitation of max. gradient length - 300m
Carriage way width - 3.5m
Shoulder width - 0.75m on either side
Camber of carriageway - 4%
Right of way - 20m (10m on either side)
Design speed - 30km/h.
Passing zone interval - 300 to 500 m
Loading standard
Major bridge - IRC Class AA
Minor bridge - IRC Class A
Culvert - IRC Class
2.10.2 Fixing Control Points

In feasibility survey, control points are fixed on the alignment by red enamel paints on the stone boulders.
Obligatory Points
44
Alternative I
Table: 2.25 (A)
S.N Chainage Location R.L (Z) Remarks
1 0+000 Biplyate, Baarbote 1355
2 6+600 Maipokhari 2127
3 12+100 Deurali 2080
4 22+600 Budhbare, Mainmajhuwa 2100
5 25+500 Phusre Pokhari 2585
6 32+300 Gupha Pokhari 2746
7 39+000 Dhupitar 3310
8 45+122 Sandakpur 3600
Alternative II
Table: 2.25 (B)
3 12+100 Deurali 2080
5 25+500 Phusre Pokhari 2585
6 32+300 Gupha Pokhari 2746
7 39+000 Dhupitar 3310
8 45+122 Sandakpur 3600
Alternative III
Table: 2.25 (C)
3 12+100 Deurali 2080
5 25+500 Chintapur Dada 2585
6 28+120 Dhupitar 2746
7 42+082 Sandakpur 3600
2.10.3 Alignment Study during Desk Study

The desk study consists the details of possiblity of alternative, their consequences socio-economical
studies of influence area, geological studies, engineering studies, traffic studies, studies on availability
of construction materials and access road, environmental studies, studies on people participation,
studies on people’s participation in road construction, tentative ranking of road alignment.
Objective of Desk Study
45
The objective of the consultancy services is to complete the feasibility study in the Biplyate-
Maipokhari-Sandakpur section district road using the DoR Approach by carrying out the following:
 Investigate minimum three alternative alignments in terms of socio-economic factors of
influence area, traffic, topography, geology, environmental aspects, soil and other related
factors along the alignment with maps, sketches wherever necessary.
 Review of earlier reports prepared and/or commissioned by DoR
 Social-economic studies of influence area
 Engineering studies of alignment consisting indication preliminary alignment on toposheet
 Traffic studies
 Studies on availability of construction materials and access road
 Envrionmental Studies
 Studies on People’s participation in road construction
 Studies on property acquisition
 Legal ascepts of land acquisition
 Prepare necessary reports and documents
During desk study, the following three possible route alignments are chosen:
Alignment No. 1: Biplyate-Maipokhari-Deurali-Maimajhuwa-Phurse Pokhari-Gupha Pokhari-
Guruwale-Lam Pokhari-Dhupitar-Tarsing-Aaltar-Sandakpur. (Apx. 45.122 km)
Guruwale-Lam Pokhari-Dhupitar-Tarsing-Aaltar-Sandakpur. (Apx. 38.517 km)
Guruwale-Chintape dada -Dhupitar- Sandakpur. (Apx. 45.082 km)
Map study was carried out to get clear picture of site conditions. On tha map study all the planned
records were plotted and location and topo-maps. During the map studies following maps were
reviewed:
 Topographic map with scale 1:50,000
 Land-use maps with scale 1:50,000
 Geological map of scale 1:1,25,000
 District map of scale 1:1,25,000
 Transport Infrastructure map central service map 1:250,000
 Zonal, Regional map and national map
 Aerial photograph along the map
 Nepal road statistics, 2004
2.10.4 Adjustment of Alternative after Field Study

Alignment Survey
46
Preliminary alignment fixing were made using topographic maps, aerial photographs etc. during
design study and these were elaborated during field survey. A total of three possible alignments are
fixed as candidate alignments for evaluation and ranking. Alignments are further divided into six
sector depending upon the nodes created by the alignment. The alignment sectors are tabulated
below:
Table: 2.26 Alignment Descriptions
Sector Location Length
(apprx.)
A Biplyate, Baarbote 0 km
B Maipokhari 11.5 km
C Deurali 12.60 km
D Budhbare, Mainmajhuwa 21.6 km
E Lam Pokhari 36.25 km
F Dhupitar 38.10 km
G Sandakpur 45.122 km
Alternative Alignments
Alternative alignments are built on the basis of identified sectors some of the sectors are common
with one another. All the three alternative alignments pass through all the obligatory points
mentioned in the contract
Table: 2.27 Alternative Alignments Details
Alignment No. Component sectors Length
I A,B,D,E,F,G 45.122 km
II A,C,D,E,G 38.517 km
II A,B,D,H,I,K 45.082 km
General Description and Soil Type of Alignments:

Alignment Description
Alignment I
Biplyate-Maipokhari-Deurali-Maimajhuwa-Phurse Pokhari-Gupha Pokhari-Guruwale-Lam Pokhari-
Dhupitar-Tarsing-Aaltar-Sandakpur. (Apx. 45.122 km)
Table: 2.28 (A): Soil Types Details

SN From To Soil Type
1 0+000 0+400 OS, BMS
2 0+400 0+800 OS
3 0+800 1+900 BMS
4 1+900 2+600 OS
5 2+600 5+100 BMS
6 5+100 8+350 BMS
7 8+350 10+000 BMS
8 10+000 10+600 OS
47
9 10+600 11+750 BMS

10 11+750 15+100 OS
11 15+100 18+800 OS,BMS
12 18+800 21+900 OS,BMS
13 21+900 23+200 OS
14 23+200 23+900 BMS
15 23+900 25+200 BMS
16 25+200 29+200 BMS
17 29+200 31+300 OS
18 31+300 33+800 OS,BMS
19 33+800 35+200 BMS,MR
20 35+200 36+900 MR,BMS
21 36+900 40+700 OS,BMS
22 40+700 41+500 OS,BMS
23 41+500 45+122 OR,HR,BMS
Alignment II
Biplyate-Maipokhari-Deurali-Maimajhuwa-Phurse Pokhari-Gupha Pokhari-Guruwale-Lam Pokhari
Dhupitar-Tarsing-Aaltar-Sandakpur. (Apx. 38.517 km)
Table: 2.28 (B): Soil Types Details
1 0+000 0+400 OS, BMS
2 0+400 0+800 OS
3 0+800 1+900 BMS
4 1+900 2+600 OS
5 2+600 5+100 BMS
6 5+100 8+400 BMS
7 8+400 9+500 BMS
8 9+500 11+600 BMS
9 11+600 14+900 BMS
10 14+900 18+200 OS
11 18+200 21+900 OS,BMS
12 21+900 26+300 OS
13 26+300 26+900 BMS
14 26+900 30+600 OR,BMS
15 30+600 32+100 BMS
16 32+100 33+800 OR,BMS
17 33+800 34+700 OS,BMS
18 34+700 37+500 OS,BMS
19 37+500 38+517 HR
Alignment III
Biplyate-Maipokhari-Deurali-Maimajhuwa-Phurse Pokhari-Gupha Pokhari-Guruwale-Chintape dada -
Dhupitar- Sandakpur. (Apx. 45.082 km)
48
Table: 2.28 (C): Soil Types Details

1 0+000 0+400 OS,BMS
2 0+400 0+800 OS
3 0+800 1+900 BMS
4 1+900 2+600 OS
5 2+600 5+100 BMS
6 5+100 8+350 BMS
7 8+350 10+000 BMS
8 10+000 10+600 OS
9 10+600 11+750 BMS
10 11+750 15+100 OS
11 15+100 18+100 OS,BMS
12 18+100 21 300 OS,BMS
13 21+300 25+000 OS,BMS
14 25+000 26+800 HR,BMS
15 26+800 29+800 OR, BMS
16 29+800 31+600 OR, BMS
17 31+600 34+317 HR,BMS
Table:2.29 Land Use Pattern

SN From To Type of Area
1 0+000 0+400 Settlement/Cultivated area
4 1+900 2+600 Cultivated land
5 2+600 5+100 Thin Forest/ Cultivated land
7 8+350 10+000 Settlement/ Cultivated
9 10+600 11+750 Thin Forest/ Settlement area
10 11+750 15+100 Dense Settlement
11 15+100 18+800 Forest /Settlement
12 18+800 21+900 Forest/Settlement
13 21+900 23+200 Thick Forest
14 23+200 23+900 Thick Forest
15 23+900 25+200 Thick Forest
16 25+200 29+200 Thick Forest
17 29+200 31+300 Forest
18 31+300 33+800 Settlement/ Cultivated area
19 33+800 35+200 Thin Forest
20 35+200 36+900 Forest
49
21 36+900 40+700 Forest

22 40+700 41+500 Forest
23 41+500 45+122 Forest/ Thin Settlement
2.10.5 Engineering Comparison of the Alternative

Three alternative routes were selected as a desk study and expert team visited for the survey on the
selected alignment. From field visit survey, three alternatives route analysis comparatively for the bes
alignment.
Alignment I
Ch: 0+000-12+000 (Biplyate-Maipokhari-Deurali)
This section passes through the gentle to medium slope. The alignment passes mostly through the
cultivated areas and settlement area. No major instabilities could be observed during the field visit except few
exceptional cases. The alignment contains seasonal kholsies and no major river. Since the alignment passes
through gentle to medium grade and the track has ben already opened, so only for upgrading cutting and
filling are required throughout the section. Only the minor structures may be required to protect the cut slope
& fill slope during construction.
Ch: 12+000 — 22+000 (Deurali-Maimajhuwa)

This section passes through the gentle to medium slope. The alignment passes through the thin forest,
cultivated land and dense settlement areas & market centre. Deurali and Budhbare is the local trade market of
this area. No major instabilities could be observed during the field visit.The alignment contains some seasonal
kholsi and rivers. Since the alignment passes through gentle grade and the track has ben already opened, no
such cutting and filling are required throughout the section. Only the minor structures may be required
to protect the cut slope during construction. Major crossing is Gitang River which requires RCC Bridge.
River trainings are also to be practiced when the alignment passes by the bank of the Gitang Khola.
Ch: 22+000-36+000 (Maimajhuwa-Dhupitar)

This section passes through the gentle slope. The alignment passes through the ridge route. Some dry
kholsi are observed on the alignment which requires culverts and causeway. The track has already been
opened and minor structures are required to protect the cut slope during upgrading.There are no such
settlement area & market centre at that area.
Ch: 36+000-45+122 (Dhupitar-Sandakpur)

This section mostly passes through the mediun to steep slope.lt runs through the most part of the forest and no
more settlement area exist. The track for this section is also not opened, so it needs fresh cutting and filling.
The many more places require structures for the safe longitudional gradient and width of the road may be
required to protect the cut slope and many Dry and small crossings require causeway and culverts.
Alignment II
Ch: 0+000-12+000 (Biplyate-Maipokhari-Deurali)
cultivated areas and settlement area. No major instabilities could be observed during the field visit
50
except few exceptional cases. The alignment contains seasonal kholsies and no major river. Since the
alignment passes through gentle to medium grade and the track has been already opened, so only for
upgrading cutting and filling are required throughout the section. Only the minor structures may be required
to protect the cut slope & fill slope during construction.

this area. No major instabilities could be observed during the field visit. The alignment contains some seasonal
kholsi and rivers. Since the alignment passes through gentle grade and the track has ben already opened, no
such cutting and filling are required throughout the section. Only the minor structures may be required
to protect the cut slope during construction. Major crossing is Gitang River which requires RCC Bridge.
River trainings are also to be practiced when the alignment passes by the bank of the Gitang Khola.

Ch: 36+000-38+517(Dhupitar-Sandakpur)
This section mostly passes through the medium to steep slope.lt runs through the most part of the forest and no
more settlement area exist. The track for this section is also not opened, so it needs fresh cutting and filling.
The many more places require structures for the safe longitudinal gradient and width of the road may be required
to protect the cut slope and many Dry and small crossings require causeway and culverts.
Alignment III
Ch: 0+000 - 12+000 (Biplyate-Maipokhari-Deurali)
cultivated areas and settlement area. No major instabilities could be observed during the field visit except few
exceptional cases. The alignment contains seasonal kholsies and no major river. Since the alignment passes
through gentle to medium grade and the track has been already opened, so only for upgrading cutting and
filling are required throughout the section. Only the minor structures may be required to protect the cut slope
& fill slope during construction.

this area. No major instabilities could be observed during the field visit. The alignment contains some seasonal
kholsi and rivers. Since the alignment passes through g grade and the track has ben already opened, no such
protect the cut slope during construction. Major crossing is Gitang River which requires RCC Bridge. River
trainings are to be practiced when the alignment passes by the bank of the Gitang Khola.
51

Ch: 36+000-42+082 (Dhupitar-Sandakpur)

This section mostly passes through the medium to steep. It runs through the most part of the forest
and no more settlement area exists. The track for this section is also not opened, so it needs fresh
cutting and filling. The many more places require structures for the safe longitudinal gradient and
width of the road may be required to protect the cut slope and many Dry and Small crossings require
causeway and culverts.
2.10.6 Structure and Pavement

Structures and pavement design are very crucial for the life of a road. A serious study thus has been made
while designing the proposed road.
Structures necessary for road stability are retaining wall, breast wall, x-drainage works, gully erosion remedial
measure etc.
To calculate the tentative cost of the road, various types of structures in the form of retaining walls, breast
walls, culvert, causeway, bridges have been surveyed in detail. Typical design Volume II,(Drawing) and
section of retaining/breast wall structures are depicted in map for each wall height. In the feasibility stage,
exact quantity estimate is not necessary. So, the data obtained as per the experience of other road
projects are used as reference. The cross-drainage like slab culverts, causeway, Bridge (Major, Minor,
Small) have been ascertained whenever necessary. In addition cross drainage structures ie pipe culvert
have been proposed at every 300-400 m interval along continues road to dispose the side drain water
Suitable upstream and downstream treatments have been provided by either structure or afforestation or
both. Besides, the width of carriageway in all cross-drainage is kept to be same as formation width plus
shoulder.
Pavements
Though appropriate design of pavement requires detailed observation of sub grade soil in the alignment,
tentative pavement design has been proposed on the basis of preliminary survey. Simply gravel road is
considered for present feasibility study. The pavement at the proposed road will be gravel. The gravel mixed
with required quantity of binder (i.e. sand, clay) is compacted over the rammed earth in layers to get a rolled
thickness 15cm. The gravel layer has to be compacted to a minimum 98% of maximum dry density obtained
by standard Protector test at a optimum moisture content.
Design Guidelines for structure and Pavement

 While designing the retaining structure, it is assumed that the soil is granular, ie the angle of internal
friction is the dominating factor, homogeneous, isotropic and follows Coulomb's law of stability.No
52
laboratory test has been carried out to determine the soil parameters.Detailed design of structures
has been done on the basis of soil types and corresponding site condition.
 Most the gabion walls have been provided where there is poor foundation, wet soils and slope
movement.
 Gabion retaining walls at filling side where road width is insufficient and back cutting is expensive
or dangerous for slope stability.
 Dry stone masonry retaining wall at small and stable slopes tackle with the same problem as above.
 Stone masonry retaining wall in cement mortar or composite masonry retaining wall at quite higher
filling slopes than first one.
 Gabion breast wall at hill side to retain the earth-mass up to 5m height.
 Cement masonry breast wall at higher depth than the former one and where the former one can not
retain the earth mass.
 Typical design Volume II, (Drawing) and section of retaining/breast wall structures are depicted in
map for each wall height.
 The thickness of the subgrade is considered as 15cm and full road section is taken.
 The subbase of 15 cm thickness is taken and full road section is considered.
 The base course of 10cm thickness is taken and the road section of 3.5 m width is considered
 The premix carpet is laid after the application of tack coat of 10cm thickness followed by sand
seal work.
Cross Drainage Structures
A numberof natural drainage ranging from small gully to the wide and deep streams has been observed.
Typical dimensions (Plan/Section) of all type of cross-drainage works have been presented, taken
guideline from standard drawings-DoR, and taken guideline from standard drawing. Besides the natural
drainage, to drain out the accumuated water in the road side drain, Sla.. culverts and pipe culvert have
been proposed.
Design Guidelines for Cross Drainage
 The width of carriageway in all cross-drainage is kept to be same as formation width plus shoulder.
 The cross-drainage like slab culverts, causeway, Bridge (Major, Minor, Small) have been ascertained
wherever necessary during the field survey.
 Cross drainage structures ie pipe culvert have been proposed at every 300-400 m interval along
continues road to dispose the side drain water.
 The loading standard to be adopted for the design of major bridge will be IRC Class AA
loading and for medium and minor bridges and culverts will be IRC Class A loading.
The rate for culvert and causeway is calculated on the detail estimate. But so far the basis of rate of bridge is
concerned; it is difficult to ascertain a detailed analysis until the detailed survey for the bridge is carried
out. So, the rate for the bridge of this feasibility is taken on the basis of previous bridges having detailed
53
survey and estimates.

Alignment-I
Table: 2.30 (A)
Name of the
S.N Chainage Cross Drainage Remarks
River/Khola
1 2+348 IrrigationCanal Pipe Culvert (60 cm) Minor
2 3+082 IrrigationCanal Pipe Culvert (60 cm) Small
3 3+203 rrigationCanal Pipe Culvert (60 cm) small
4 4+225 rrigationCanal Pipe Culvert (60 cm) Small
5 5+522 Canl Pipe Culvert (60 cm) Small
6 7+845 Small Khoal Pipe Culvert (60 cm) Small
7 14+085 canal Pipe Culvert (60 cm) Small
8 14+871 Dry Kholsi Pipe Culvert (60 cm Khahere Kholsi
9 15+523 Gagade Khola Major Bridge) large
10 15+697 Macheli Khola Major Bridge) large
11 18+351 Dry Kholsi Causeway Small
13 20+059 Macheli khola Bridge Small
15 25+428 Small Khola Pipe Culvert (60 cm) Small
17 27+556 Dry Kholsi Pipe Culvert (60 cm) Small
Aampani Pipe Culvert (60 cm) Small
19 32+132
Khola
20 32+534 Dry Kholsi Pipe Culvert (90cm) Small
22 33+175 Dry Kholsi Causway Small
24 37+843 Dry Kholsi Pipe Culvert (90 cm) Khahere Kholsi
Alignment-II
Table: 2.30 (B)
Name of the
River/Khola
1 2+348 IrrigationCanal Pipe Culvert (60 cm) Minor
2 3+082 IrrigationCanal Pipe Culvert (60 cm) Small
3 3+203 rrigationCanal Pipe Culvert (60 cm) small
4 4+225 rrigationCanal Pipe Culvert (60 cm) Small
5 5+522 Canl Pipe Culvert (60 cm) Small
6 7+845 Small Khoal Pipe Culvert (60 cm) Small
54
7 14+085 canal Pipe Culvert (60 cm) Small

8 14+871 Dry Kholsi Pipe Culvert (60 cm Khahere Kholsi
9 15+523 Gagade Khola Major Bridge) large
10 15+697 Macheli Khola Major Bridge) large
13 20+059 Macheli khola Bridge Small
15 25+428 Small Khola Pipe Culvert (60 cm) Small
Aampani Pipe Culvert (60 cm) Small
19 32+132
Khola
20 32+534 Dry Kholsi Pipe Culvert (90cm) Small
22 33+175 Dry Kholsi Causway Small
24 37+843 Dry Kholsi Pipe Culvert (90 cm) Khahere Kholsi
Alignment-III
Table: 2.30 (C)
Name of the
River/Khola
1 10+000 Dry Kholsi Pipe Culvert (60 cm)
2 10+450 Dry Kholsi Causway
13 13+120 Seasonal Kholsa Pipe Culvert (60 cm)
55

56
3. ECONOMIC ANALYSIS
Economic analysis is carried out for the project in order to access the economic viability form the view
point of national economy. Comparative analysis of different alternatives is accomplished to select the
best alternative and there by maximizing the benefits from the project. For this purpose, all the costs
and benefits asscociated with the project have been calculated and compared with the cost and
benefits in the ‘without project’ situtation.
The economic analysis should reflect the true cost of the project to the economy. Therefore,
government subsidies, taxes and duties and other factors that distort the prices of labour and
materials are exculded for the economic valuation of costs and benefits. A standard conversion factor
used to ascertain the economic prices.
The basic technique for comparing costs and benefits occuring in different times of the study period is
to express them in a common value at a common point of time. This way the time value of money is
taken into account. For this purpose, costs and benefits are set up as annual streams over the study
period and then discounted to their present value.
3.2 Basic Consideration on Economic Parameters

For the evaluation purpose the following economic parameters and assumptions has been made:
 It is common practice to take 10% as the opportunities cost of capital in Nepal. Therefore, the
discount rate is taken to 10%.
 An economic project life of 20 years has been assumed.
 The increase in demand in transportation is met by annual growth of traffic.
 The present increase in benefits is equal ten percent rises in annual traffic volume.
 The construction period of the road will be constructed by local labours, materials and all
materials are bought in Nepalese currency
 The benefit of the road is assumed as 100% of the total estimated quantifiable benefits of the
total benefit of road and bridge.
 Discount for Benefit-Cost ration (B/C) is taken as 10%.
Table: 3.1 Investment inDifferent Year
Year Investment Alt-I Alt-II Alt-III

%
Investment I year 60 309,134,858 327,867,118.6 315,246,805.6
57
Investment II year 40 206,089,905.3 218,578,079.1 210,164,537.1
3.3 Economic Analysis without Project Case

At Ilam, only land transportation is present but limited to certain limit. Some VDCs have not been
linked to any transportation means. Air transportation is not facilitated at Ilam district and it is very
expensive also for the poor people. Air transportation has no regular schedule. So it was not reliable
and regualr services of the people.
Existing mode of transportation means are porters, sheep’s and pdestrains are the main traffic on foot
trail.
Economic Analysis with Project Case
Detailed construction program shall be developed for the project road to reflect the anticipated traffic
flow. The construction program is designed according to transport needs of the local people and
development potentials of the project area. Due to consideration has been given to ensure that the
mode of the construction is both practical and cost effective.
Detailed construction program has been developed for the project road to reflect anticipated traffic
flows. The program is designed to ensure that:
 Transport needs of local peoplea are met.

 The development potentials of the area are fulfilled.
 The mode of construction is both practical and cost effective.
In this case, the material transported by truck and public is carried by bus. Agriculture production
increase, tourism industry enhances etc. these factors are considered in this case.
3.4 Project Cost

The cost of the road comprises of all cost incurred during the construction and after the operation of
the project. Thus, this includes construction costs and maintenance cost of the projcet, the actual cost
of the project to society is the value of the resourecs use in the implementing it.
3.4.1 Construction Cost
According to Nepal Road Standards, the project road falls on the category of District Road. The
proposed gravelled surface pavement consists of sub-base course of 15 cm.
The earthwork quantities and protection measures has been based on the series of typical cross
sections consisting of carriageway, shoulders, ditches and protection walls.
58
The spans of bridges and culverts have been fixed during field survey. Widths of bridges and culverts
have been adopted as recommended by traffic studies. The quantities of sub-base, base and surface
have been obtained by simple multiplications of thickness, width and length.
For the determination of unit cost for different types of work, other similar types of projects in hilly
area of Nepal were taken into consideration at the same time norms of different types of activities
prepared by Ministry of Works and Trasnports have been followes. The estimated construction cost is
given in the table and details of calculation are presented in Annexes.
Table: 3.2 Construction cost
S.N. Particular Alignment I Alignment II Alignment III

1 Construction Cost 394,842,573.94 503,395,000.74 475,634,910.7
2 Engineering Services 1,974,212.87 2,516,975.00 2,378,174.55
Sub total 396,816,786.8 505,911,975.74 478,013,085.3
VAT @13% 51,586,182.28 65,768,557 62,141,701.09
3 Property Acquisition Cost 15,500,000.00 30,000,500.00 32,200,000.00
Grand Total 463,902,969.08 601,681,032.70 572,354,786.40
Cost per km 11,013,317.72 15,621,181.11 12,695,860.57
3.4.2 Maintenance Cost
It is one of the major factors to be considered in economic evaluation. If the level of maintenance is
allowed to remain low, the road itself deteriorates more rapidly and vehicle operating cost would
increase tremendously. A road with low construction cost but high maintenance cost is undesirable.
Well maintained road would last long and remain functional throughout the year. A set of balance
between these two is very essential.
Types of Maintenance
To prepare the budget estimate of the present road following types of maintenance works were taken in to
considerations.
Routine Maintenance and its cost
This type of maintenance work is required to perform every year. Some of the important activities performed
are:
 Shoulder Repair
 Drainage Cleaning
 Culvert repair
 Culvert Cleaning
 Road Sign Maintenance
 Edge Repair
59
 Grass Cutting etc.
Such type of maintenance is necessary to keep road to its original condition as far as possible. Calculation
of routine maintenance cost of a gravel road is based on three components such as.
i) Fixed Cost
ii) Cost of grading and
iii) Cost of gravel patching
According to Nepal Feeder Road Project:
The fixed cost is estimated by taking consideration of one labour per Kilometer for the full year.
The cost of grading is estimated by taking consideration of 2 machine hr. and 2 man-days per kilometer
per year.
The cost of gravel patching is estimated by taking consideration of 10 cu.meter gravel and 40 man-days of
labour per kilometer per year.
Periodic Maintenance
Such type of maintenance is carried out on every 5/6 years. Pavement regravelling is the major work under this
type of maintenance works. Other works are edging, re-gravelling etc. The road surface and other structures
of a road should be periodically maintained for bringing road to its original condition and generally done
once in every 5 years. It assumed that that 350 cubic meter of gravel and 20 machine hr. and 40 man-days
of labour for one Kilometer road is required for periodic maintenance. Estimated periodic maintenance
cost for proposed road is given in Table. Details calculation is given in Annex-II.
Emergency Maintenance
These are the costs involved in the maintenance of roads during the emergency situation such as landslides,
floods, accidents and various other unidentified sources of destructions. Emergency maintenance cost is
required in hill roads to clear landslides, to remove trees, and branches etc. It is assumed that machine hours and
one hundred and ten man-days would be required to clear average landslides. Estimated emergency
maintenance cost for proposed road is given in Table. Details calculations are given in Annex-II.
For the road routine, periodic and emergency maintenance works are considered for the economic analysis of
the alignment. The maintenance work is carried out manually and is usually concentrated during and after rainy
season for repairing damage caused by the surface run-off, land slides etc.
The maintenance cost for different alternatives is calculated and tabulated below.
B. Summary of Maintenance Cost
B.1. Earthen road
S.N Type of maintenance Alignment I Alignment II Alignment III Remarks
1 Routine maintenance 4,422,077 4,602,763 5,040,216
60
2 Emergency maintenance 7,177,825 7,471,113 8,181,177
3 Periodic maintenance 22,935,363 23,572,456 24,209,550
B.2. Gravel road
B.3. Paved road
Calculation of maintenance cost & attached in Annexes 1 end.
Table 3.3 D Total Maintenance Cost
S.No. Description Alignment I Alignment II Alignment II

1 Routine Maintenance 11,825,831 12,309,035 13,478,903
Cost
2 Periodic Maintenance 76,769,757 77,187,227 83,104,401
Cost
3 Emergency Maintenance 21,825,475 22,514,459
25,543,531
Cost
Total Maintenance Cost 110,421,063 112,010,721 122,126,835
61
3.4.3 Road Users Cost (Accident Cost & VOC)

Data on accident is not available; it is assumed that this cost is considered does not influece significantly in
the project. Besides, it could be balanced due to the increase in the accidents done by fast moving vehicles
after construction of the bridge and Improvement of the road surface.
Vehicles Operation Cost (VOC)
As the road is fair weather earthen road in initial stage, DOR recommended VOC for Buses Rs25/km/Bus
and Rs30/km/Truck on hill roads.
Table: 3.4 Vehicles Operation Cost (VOC)
S.No. Description Alignment I Alignment II Alignment II
1 VOC for per Buses 2256.10 1925.85 2254.10
2 VOC for per Trucks 2707.32 2311.02 2704.92
3.5 Net and Gross Cost

A. Economic Cost
The true cost of project to society is the value of resources used in implementing it. The value of resources is
measured in economic terms. The economic costs are financial costs less tax and duties. Standard
Conversion Factors (SCF) have been derived by MRCU, Department of Road to derive economic costs of
construction and maintenance from financial costs. The SCF of 0.88 and 0.9 estimated by MRCU are used
respectively to derive economic construction and maintenance costs from financial costs.
It includes,
A) Capital cost B) Maintenance cost
B. Capital Costs
The financial capital cost for construct proposed road is given in Annex-II & III. The financial cost of construction
is adjusted by multiplied by a SCF 0.9 to get economic capital are given in below table-3.5:
S.No. Alignment I Alignment II Alignment II

1 416,509,251.80 500,575,988.70 472,971,355.20
C. Maintenance Costs
The maintenance cost for construct proposed road is adjusted by multiplied by a SCF 0.9 to get economic
maintenance and are given in table below:
Table 3.6 Economic Maintenance Cost
S.No. Maintenance Activities Alignment I Alignment II Alignment II
1 Routine Maintenance Cost 2741161.50 2339907.75 2704050.54
2 Periodic Maintenance Cost 37401625.80 32654712.60 32134449.60
3 Emergency Maintenance Cost 4020370.20 4003842.15 4016806.20
62
D. Transport Cost in Without Project Case

I. Portage
At present a porter charge Rs. 60.00 per kg to carry load of 40 kg for a distance of 90 km. So porter travel
10.00km per day and time taken 6 days and they reimburse Rs 270 per day. So total portage cost for 40kg
goods carrying = Rs. 16200 from Bipyate to Sandakpur.
II. Pedestrain
A pedestrian travel 13 km in a day. The travel cost includes his meal. Pedestrians during his journey acquire
serving of food of Rs 270.00 per day and time taken 5 days. So cost for traveling Rs. 1350 for their foods.
E. Transportation Cost in with Project Cost
It is assumed that light vehicles will be rare in the project road. Therefore trucks and buses are considered
for the calculation of vehicle operating costs (VOC). All the calculations and input figures are based on the
uses of a stand-alone model developed by MOPPW, DOR (1996). This model is based upon the equations
and assumptions contained within the World Bank's HDM III model, and calibrated to reflect Nepali conditions.
While predicting Vehicle operation costs (VOC), the above model predicts the amount of resources consumed
such as fuel, tyres, oil etc. and then multiplies the consumption by the unit cost of each resource. It is
therefore necessary to provide unit costs as the basic input data. Also the model predicts that the spare
parts, depreciation and interest costs are a function of the vehicle replacement price. Accordingly, it is necessary
to establish price for each of the representative vehicles. Financial prices for all above inputs are collected
from local dealers and are converted them into economic prices by deducting all duties and taxes. The
calculated economic prices for VOC are shown in Table 3.10.
Table: 3.7 Economic Prices of VOC Components

Item Unit Economic Price
Truck (Indian) Rs. / Vehicle 1,800,000.00
Bus (Indian) Rs. / Vehicle 1,700,000.00
Diesel (Indian) Rs. / Litre 93.00
Lubricant (Indian) Rs. / Litre 300.00
Tyre (Nepali) Rs. / Tyre 22,000.00
Interest costs represent the opportunity cost of vehicle ownership and it is calculated using an economic interest
rate equal to the project discount rate of 10 percent.
i. Table :3.8 Basic Running Economic Costs (for gross weight) (Rs. / Km)
Component Truck Bus
Fuel 17.00 12.5
Lubricant 0.56 0.54
Tyres 3.3 1.75
Maintenance Labour 2.61 2.61
Maintenance Parts 0.59 0.66
Total 24.06 18.06
ii. Table: 3.9 Economic Fixed Cost (for gross weight) (RS./km)
63
Heading Truck Bus

Depreciation 0.70 0.60
Crew 0.59 0.87
Interest 0.51 0.43
Total 1.80 1.90
iii. Table 3.10 Total Economic VOC (i+ii)

Heading Truck Bus
Basic Running Cost 24.06 18.06
Fixed Cost 1.80 1.90
Sub-total 25.86 19.96
Overhead 3.88 2.99
Total 29.74 22.95
Note: DOR recommended VOC for Buses Rs 25/km/Bus and Rs30/km/Truck on hill roads.
3.6 Benefit Analysis
3.6.1 Economic Benefits

It includes all benefits from transport, agricultural, tourism, industries and mines.
3.6.2 Benefit from Transport Cost Saving

The benefit from transport cost saving is the difference between the cost of transportation in the 'without
project' case and 'with project' case.
3.6.3 Economic Benefits

It includes all benefits from transportation of personnel, materials and goods, agricultural benefits,
tourism benefits, industrial benefits and benefits obtained to the mines located in the influence area.
3.6.4 Benefit from Passenger

In existing condition, people walking to Biplyate and they loss 4 days and spent total Rs 1350 (270*5) for meal. So,
whole alignment passing takes 5 days time and spent Rs.2000. After construction of road their time and money
will save. The design speed of the road 30km/h and average prevailing rate of fare is Rs 5.0 per km.
Without Project:
From Table, total traveling people 603950 nos per year, Cost for Journey by foot:
Cost for Pedestrian=Pedestrian/yr * Expenses
With Project:
Cost for Passengers (Buses) = Pedestrian/yr * Bus Fair
Table: 3.11 Annually Benefit From passenqer With or Without Project

Pedestrians Without Project
Route With Project Cost Benefit
/yr Cost
64
Alignment I 613,200.00 735,840,000.00 138,344,052.00 597,495,948.00

Alignment ll 602,980.00 723,576,000.00 116,124,903.30 907,451,096.70
Alignment III 595,680.00 714,816,000.00 134,272,228.80 580,543,771.20
3.6.4 Benefit from Truck Operation
This has been calculated on the basis of saving on transportation costs from manual to mechanical consideration
on saving of time and its cost has been overlooked.
At present the load carried by numbers of porter along alignment 200 nos. per day and carrying 50kg at an
average and the transportation cost is 800 for porter, total time take 4days. After construction the road people
truck used to transportation the goods and cost for transportation from Topkegola to Ilam Bazaar.
Table: 3.12 Annually Benefit From Truck Operation

Route Porter /yr Mule/ Total Weight Without With Benefit
yr Transported Project Project
Alignment I 73,000.00 69350 7,811,000.00 117,165,000.00 23,433,000.00 93,732,000.00
Alignment ll 89,425.00 93075 10,055,750.0 150,836,250.00 30,167,250.00 120,669,000.00
0
Alignment 83,950.00 78475 8,906,000.00 133,590,000.00 26,718,000.00 106,872,000.00
III
3.6.5 Benefit from Time Cost Saving

After completion of the proposed road construction and operation vehicles to this road, the
passengers will save maximum time 68 hrs to travel from Biplyate to Sandakpur (the Tourism place). It is
expected that the passengers works in saving time like 4 days at the rate of 300.00. So people can earn 300 per
day per person.
Table: 3.13 Benefit From time cost saving
Route Pedestrians /yr Time saving Cost
Alignment I 613,200.00 141,036,000.00
Alignment ll 602,980.00 138,685,400.00
Alignment III 595,680.00 137,006,400.00
3.6.6 Benefit from Incremental Agricultural Production
65
At present annual growth rate of agricultural production in the project area is assumed as 3%. The economic
benefit from incremental agricultural production is the difference in the net value of agriproduced in 'without
project' case and 'with project' case.
3.6.7 Benefit from Industry, Mines and Tourism

The construction of road many times boost up industrial production in influence area of a road. But from
induced industrial production in the area being very small compared to investment cost is not considered during
cost benefit analysis.
Completion of a road will may bring tourist in the area. But the estimation of visiting tourist and the cash they
spend needs detail investigation which is beyond the scope of present study.
3.7 Cost Benefit Analysis
The viability of the investment is expressed in terms of Benefit Cost Ratio (BCR) and Economic
Internal Rate of Return (EIRR). For this analysis project life is considered as 20 years with no residual value. The
project is assumed to start in 2012 and completes in 2016. The opportunity cost of capital (Discount
Rate) in Nepal is 10 percent. While determining BCR and ElRR following relation are used.
I IRR
Where
bi = Benefit
𝑏𝑖−𝑐𝑖 ci = Cost
𝑟
∑𝑛−1 (1+ ) 𝑖 = 0 r = IRR
𝑖=10 100
II BCR
Where
𝑟 bi = Benefit
∑𝑖=𝑛
𝑖=0 𝑏𝑖/ (1 + 100) 𝑖 ci = Cost
BCR=..................................................... r = Discount Rate
𝑖=𝑛
𝑟
∑ 𝑐𝑖/ (1 + )𝑖
100
𝑖=0
The results of the cost benefit analysis are presented in Table 3.18. The cash flow for cost benefit
analysis is presented in Table 3.19.
Table: 3.14 Cost Benefit Analysis
66
Alignment I 11.18 2t19 3.86

Alignment II 11.10 20.64 3.70
Alignment III 11.16 20.79 3.76
Other Unquantifiable Benefits

 The increase in agricultural production due to availability of inputs by road transportation can be
considered as one of the major benefits in Unquantifiable benefits.
 The increased transportation of locally produced horticultural products and dairy products etc.
can be envisaged after the completion of the road.
 After the completion of the road the transportation cost may be reduced and hence more saving in
transportation costs will arise.
 It is likely that there will be increased activities in trades and commerce in the area which will
add more benefits.
 During the construction period the local labour force will get employment opportunity and
add more benefit in the economy.
 There can be more interactions socially between the people of the project area and people
of other parts of the country.
 Local cottage industry and rafting is also expected to add more benefit due to availability of
easy means of transportation.
 It will support to attract the tourist to visit the historical place like Mai pokhari, Phusre pokhari &
Sandakpur (eyes of bird) to locate the high Mountain from the Sandakpur.
67
4. CONCULSIONS
4.1 Methodology and Factors Affecting the Ranking of the Alternatives
Feasibility study of Biplyate — Maipokhari - Sandakpur Road section has been carried out according to
the guidelines given in the Terms of Reference. The study included alignment identification,
socioeconomic study of the influence area, geological study, engineering study of alignments, traffic studies
material studies property acquisition study and cost benefit analysis.
4.2 Ranking of Alternatives

Ranking alternatives analysis special aspect as a ranking order and which alignment obtained high marks
most of them selected this alignment. For ranking alternatives length of alignment, construction &
maintenance cost, economic analysis and environmentally friendly are the items for scouring.
4.2.1 Basis of Ranking
A. Length of the Alignment

The length of the alignment is ranked on the basis total length of all the alternatives to be
constructed.The shortest alternative is given the highest marks and rest of the alignment is calculated on
the basis of interpolation of the alignment obtaining the highest mark.
B. Construction and Maintenance Cost

The item is ranked on the basis total construction and maintenance cost of all the alternatives.The highest
point is given to the alternative having the lowest construction and maintenance cost and the other
alternatives are ranked on the basis of the alternative obtaining the highest mark by interpolation.
C. Economic Returns and Social Benefits

The economic Returns and Social Benefits is ranked on the basis of maximum economic returns.The
alternative obtaining the highest economic returns obtains the highest rank and others are ranked
accordingly by interpolation.
D. Socio-Economic Influence
The above item is ranked on the basis of change in the socio-economic pattern of the area after the
construction of the road.
E. Environmental Impact Assessment

The Environmental Impact Assessment (EIA) is ranked on the basis of the evaluation of beneficial as well as
likely adverse impacts of the proposed road project and their respective mitigation measures for the
environment-friendly development.
Table 4.1 Ranking Analysis
S.No Item Alignment Alignment - Alignment
-I II - III
1 Length of Alignment 20 18 19
68
2 Construction & Maintenance Cost 20 18 19

3 Economic Returns & Social Benefits 20 18.5 18.5
4 Socio-Economic Influence 20 19 19.5
5 Environmental Impact Assessment 20 17 18
Total 100 90.5 94
4.3 Discussions
A expert team geologist, Hydrologist, Economist, Environmental expert, Highway Engineer and
experience civil engineer are included to preparation the report.Group discussion between related
specialist among three alternatives for selection one. The entire expert prefers on the alternative route I.
4.4 Conclusions
4.2.1 General Conculsions

a) Alignment I is the longest among the other two alignments even it is most suitable. It also more
economic for construction and maintenance cost. It has less cross drainage comparatively than others.
4.2.2 Specific Conclusions

a) The topography, geology and environmental aspects of the Alignment I is the most favorable for
construction of the proposed Biplyate-Maipokhari- Sandakpur Road.
b) Alignment II has more critical section and appears numbers of sliding zone.
c) Alignment II required more river crossing and it also has numbers of critical section
d) Cross drainages and Bridges along the alignment I is less compare to other two alignments.
e) The geometrics of the Alignment I is with in the requirements of Nepal Road Standards (NRS).
f) The Alignment I passes through the villages and settlements within the influence area which will
provide prospects for increasing agricultural and horticultural production area.
4.2.3 Recommended Alignment

Based on topographical, geological, engineering, socioeconomic, environmental impact assessment
and cost benefit analysis of the three Alignments, the alignment I is found to be the most feasible.
4.5 Final Recommendations

Alignment I of the road project is feasible and viable both technically and economically among other two
alignments. So, it is recommended to conduct the detail engineering survey and design of alignment I, and it
is also recommended for subsequent construction.
69
REFERENCES
1. Nepal Road Standards (2027), First Revision 2045
-GON, Department of Roads.
2. Classification and Design Standards of Feeder Roads (Second Edition), Falgun 205Q
3. Analysis of Rates for Construction works 2041
-GON, Ministry of Works and Transportation.
4. Standard Designs
5. Highway Engineering, 7 the edition
-Khanna and Justo
6. Nepal Rural Road Standards -2055
7. Technical Specification
-GON, DOLIDAR
8. National Environmental Impact Guide Lines
-GON, 1993
9. Environmental protection Regulation (EPR)
-GON, 1997
10. Environmental Protection Act
-GON, 1997
11. Nepal District Development Profile, 2006
-Nepal development information Institute, 2004
12. District Profile of Ramechhap
-1999 DDC Ramechhap
13. District Profile of Ohaldhunga
-1999 DDC Okhaldhunga
14. Economic Analysis for Engineering and Managerial Decision Meeting
- Non-Boris and S. Kaplan, MC Grow Hill
15. Climatological Records of Nepal
-Department of Hydrology & Meteorology
16. Different Maps (Topographic Map, Anal Photo)
-GON, Survey Department
17. Relevant Reports, Documents and Journals
70
TEAM COMPOSITION
The working team consisted of the following key personnel with other subordinates personnel for carrying out the
feasibility study of the proposed road alignment.
 Highway/Transport Engineer
 Geo-tech Engineer
 Sociologist
 Environmentalist
 Hydrologist
 Surveyor/GPS Operator
EQUIPMENTS USED
Following surevy euipments were used for the feasibility study of the road.
 Garmin GPS e Trex Vista-Hcx
 Geological Compass
 Abney Level
 Altimeter
 Digital Camera
SOFTWARES USED
In order to accmplish the processing, editing and finalizing the field based and other acquired data in the
presentable format, following softwares/spreadsheet were used.
 AutoCAD
 Map source
 SW-Road
 Arc GIS 9.3
 Arc Info
 Xis Data Processing, MS Word
71

Feasibility Study of Biplyate-Maipokhari-Sandakpur Road (Final Report)

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[Type text] [Type text]

MALAKHETI-GODAWARI-PHALTUDE ROAD, kAILALI

IMERC (P) Ltd

Feasibility Study of Biplyate-Maipokhari-Sandakpur Road Project in Ilam

We would like to express our sincere gratitude to Departments of Roads,

We would like to express our indebtness to all supporting staffs of

IMERC (P) Ltd.

SALIENT FEATURES OF THE PROJECT

A. Name of the project : Feasibility study of Malakheti-Godawari-Phaltude

Region : Far west Region

B.2 Starting point and end point of the alignment:

B.4 : Terrain : Valley to Mid hill

B.5 Climate : Subtropical to arctic

B.6 Geology : Mid hill crystalline

B.7 Hydrology : Seti River Basin

B.8 Meteorology : As described elsewhere

C.1 Classification : Feeder Road

C.2 Surface : Earth surface to Black Topped (Stage Construction)

C.3 Suggested longitudinal grade : 7%

Road network : Connected to Seti Rajmarg at Doti (Phaltude)

Alignment I Alignment II Alignment III

S. No. Structures Alignment – 1 Alignment – 2 Alignment-3

F.1.1 Slab culverts

F.1.2 Pipe culverts

F.1.3 RCC Causeway

F.2.1 Minor bridges

F.2.1.1 Span < 20 m < 20 m < 20 m

F.2.2 Major bridges

F.2.2.1 Span >20 m >20 m >20 m

F.3 Retaining Structures

F.3.1 Gabion wall

F.3.1.1 Height range 1- 4.0 m 1- 4.0 m 1- 4.0 m

F.3.1.2 Thickness range 1.0 – 2.5 m 1.0 – 2.5 m 1.0 – 2.5 m

F.3.1.3 Length 1400.25 1550.45 1640,00

(1) Right of way : 15 m on either side of road centre line

(2) Formation width : 4.50 m

(3) Carriageway width : 4.50 m

(1) Material : Gravel

(2) Thickness : 0.30 m

(1) Material : Crusher runs aggregate

(2) Thickness : 0.20 m

(2) Thickness : 37.5 m

a) Right of way : 20m. (10m. on either side of the road)

I. Total Transport Cost:

S. No. Particulars Alignment - 1 Alignment - 2 Alignment – 3

1.2 Property acquisition cost 1,500,000 1,750,000 1,250,000

1.3 Construction cost

1.3.1.1 Cutting 47,519,250 50,459,347 55,004,205

1.3.2.1 Sub-grade 2,36,35,274 18,352,900 25,245,800

1.3.2.2 Sub-base 2,0 6,87,095 2,05, 28,752 2,9964,005

1.3.2.3 Base 2,12,83,134 2,45,23,055 3,00,89,110

1.3.3.2 Causeway 1,76,00,000 1,92,45,634 2,51,05,674

1.3.3.3 Bridges 1,89,000,000 1,89,000,000 9,95,21,567

1.3.3.4 Culverts 1,32,38,096 1,61,79,896 2,91,21,695

1.3.3.5 Retaining structures

1.3.3.6 Side drain 1,1242,493 1,13,47,578 1,66, 82,082

1.4 Maintenance cost 5,05,38,376 6,05,43,783 7,75,34,546

1.5 Site clearance cost 10,54,694 15,24,563 13,34,512

1.5.1 Accident cost rr rr rr

1.5.2 Vehicle operating cost 2481 2370 2678

Total NRs 455,951,118 483,579,821 464,965,798

I. Total transportation cost