Report-Mauwa Doti

DETAILED PROJECT REPORT
DETAILED ENGINEERING SURVEY, DESIGN OF ROAD AND REPORT PREPARATION (DPR) OF MAUWA NGARDAH SADAK,
DOTI (11KM); UNDER CONTRACT NO: PMEU/337159/073/74 DPR-49.”
DATA SOURCES AND CREDITS
DATA SOURCES AND CREDITS
Government of Nepal
Ministry of Physical Infrastructure & Transport,
Department of Roads,
Planning and Design Branch,
Planning, Monitoring and Evaluation Unit,
Babarmahal, Kathmandu, Recent: Chakupat, Lalitpur.
FINAL REPORT
2017
This document is the final report prepared for the project, “DETAILED ENGINEERING
SURVEY, DESIGN OF ROAD AND REPORT PREPARATION (DPR) of MAUWA
NGARDAH SADAK,DOTI(14 KM); UNDER CONTRACT NO: PMEU/337159/073/74 DPR-
49.”, undertaken by Government of Nepal, Ministry of Physical Infrastructure & Transport,
Department of Roads, Planning and Design Branch, Planning, Monitoring and Evaluation Unit,
Chakupat, Patandhoka, Lalitpur. This document has been prepared by Joint Venture Firm of
GEOCE-UNIQUE-Y.G.FJV for Department of Roads, PMEU, Lalitpur. The opinions, findings and
conclusions expressed herein are those of the Consultant and do not necessarily reflect those of
Department of Roads.
Reproduction of materials contained in this document and in case, where maps, diagrams, data,
images and photos from the report or accompanying DVD ROM are used, the following citation
shall be used as: GEOCE-UNIQUE-Y.G.F JV“DETAILED ENGINEERING SURVEY,
DESIGN OF ROAD AND REPORT PREPARATION (DPR) OF MAUWA NGARDAH
SADAK,DOTI(14 KM); UNDER CONTRACT NO: PMEU/337159/073/74 DPR-49”in Doti
district.
Data Sources and Credits
Datasets, drawings and other miscellaneous data are produced/developed by GEOCE-UNIQUE-
Y.G.F JV or the project during 2017. These data are owned by Government of Nepal, Ministry of
Physical Infrastructure & Transport, Department of Roads, Planning and Design Branch, Planning
Monitoring and Evaluation Unit, Chakupat, Patandhoka, Lalitpur. Authorization from the owner is
required for the usage and/or publication of the data in part or whole.
GEOCE-UNIQUE-Y.G.F JV Page | i
DETAILED ENGINEERING SURVEY, DESIGN OF ROAD AND REPORT PREPARATION (DPR) OF MAUWA NGARDAH
SADAK,DOTI(11KM); UNDER CONTRACT NO: PMEU/337159/073/74 DPR-49.”
PROJECT INFORMATION
PROJECT INFORMATION
DETAILED ENGINEERING SURVEY, DESIGN OF ROAD AND REPORT PREPARATION
Name of the (DPR) OF MAUWA NGARDAH SADAK, DOTI(14 KM); UNDER CONTRACT NO:
Project PMEU/337159/073/74 DPR-49.
Government of Nepal,
Project Executing Department of Roads,
Agency Planning and Design Branch,
Babarmahal, Kathmandu, Recent: Chakupat, Lalitpur
Government of Nepal,
Implementing Department of Roads,
Agency Planning and Design Branch,
Babarmahal,Kathmandu,Recent:Chakupat, Lalitpur
Joint Venture Firm of GEOCE-UNIQUE-Y.G.F JV
Lalitpur, Nepal
Name of the Tel: 977-1-5521175,5545542, 5549332
Consultant Fax: 977-1-5526096, 5549332
Email:geoce@info.com.np,unecnepal@gmail.com
Website: www.geoceconsulants.com,www.unecnepal.com.np
Project -
Commencement
Date
Date of Final 22/09/2017
Report
Submission
Date of Project -
Completion
GEOCE-UNIQUE-Y.G.F JV Page | ii
DETAILED ENGINEERING SURVEY, DESIGN OF ROAD AND REPORT PREPARATION (DPR) OF BANINIYA MAHUKI
TRAFFIC CHOK SADAK, SAPTARI(21KM); UNDER CONTRACT NO: PMEU/337366/073/74 DPR5.”
ACKNOWLEDGEMENT
SUBMISSION INFORMATION
DETAILED ENGINEERING SURVEY, DESIGN OF ROAD AND REPORT PREPARATION

(DPR) OF MAUWA NGARDAH SADAK, DOTI (14 KM); UNDER CONTRACT NO:
Name of the
PMEU/337159/073/74 DPR-49.”
Report
Three
No. of Volume I: Main Report
Volumes Volume II: Drawings (Plan, Profile & Typical Drawings)
Volume III: Cost Estimate with Quantity Details
Version No 1.0
Date of Final 22/09/2017
Report
Submission
Submission Hard Copy
Type
Copies For Client : 2 (Two) (1 Copy - Colour) For Consultant : 1 (one)
Produced (1 Copy - B/W) (1 Copy - B/W)
Joint Venture Firm of GEOCE-UNIQUE-Y.G.F JV
Lalitpur, Nepal
Tel: 977-1-5521175,5545542, 5549332
Prepared By
Fax: 977-1-5526096, 5549332
Email:geoce@info.com.np,unecnepal@gmail.com
Website: www.geoceconsulants.com,www.unecnepal.com.np
Checked By
Reviewed By
Official
Stamp
GEOCE-UNIQUE-Y.G.F JV Page | iii

ACKNOWLEDGEMENT
ACKNOWLEDGEMENT
DETAILED ENGINEERING SURVEY, DESIGN OF ROAD AND REPORT

PREPARATION (DPR) OF MAUWA NGARDAH SADAK,DOTI(14 KM); UNDER
CONTRACT NO: PMEU/337159/073/74 DPR-49.”Project is carried out by Joint Venture Firm
of GEOCE-UNIQUE-Y.G.F.as per agreement between Department of Roads, Planning, Monitoring
and Evaluation Unit of DoR and this consultant.
We would like to express our gratitude towards Department of Roads, Planning Branch, Planning,
Monitoring and Evaluation Unit for providing us the valuable opportunity for performing the
DETAILED ENGINEERING SURVEY, DESIGN OF ROAD AND REPORT
PREPARATION (DPR) OF MAUWA NGARDAH SADAK,DOTI (14 KM); UNDER
CONTRACT NO: PMEU/337159/073/74 DPR-49.”We, Joint Venture Firm of GEOCE-
UNIQUE-Y.G.F.expresses its sincere thanks to Engineers and Sub – Engineers 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 its indebted to all supporting staff of Department of Roads, Planning,
Monitoring and Evaluation Unit, who helped us directly-indirectly to the preparation of report of
this forms. So we would like to extend our warm acknowledgement to all of them.
CONSULTANT
GEOCE-UNIQUE-Y.G.F.JV
GEOCE-UNIQUE-Y.G.F JV Page | iv
SYNOPSIS
SYNOPSIS
This report has been prepared as per the contract between Planning, Monitoring and Evaluation
Unit, Planning and Design Branch, Department of Roads as the Client and the Joint Venture Firm
of GEOCE-UNIQUE-Y.G.F.as the Consultant, as preparation of project report of DETAILED
ENGINEERING SURVEY, DESIGN OF ROAD AND REPORT PREPARATION (DPR) OF
MAUWA NGARDAH SADAK, DOTI(14 KM); UNDER CONTRACT NO:
PMEU/337159/073/74 DPR49.”This report is submitted as final report in accordance with the
given Terms of Reference (TOR).
This report consists of several chapters. 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 disciplines such as: topography,
geomorphology, geology, geo-techniques, hydrology, sociology, demography, economy, traffics,
agriculture, forestry, ecology, design and drawing of surveyed road of the area and districts. Study
of the characteristics of the area to be influenced directly by the construction of the road was given
due 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 impact to
environment.
Chapter 1 of the report highlights the general introduction, location of project, significance,
connection with other road network and map study.
Chapter 2 of the report highlights the socio-economic profile of the influenced municipality and
VDCs. It highlights change in demographic trend, land use pattern, utility services, economic
activity, health, education, transport and communication network and administrative facilities.
Chapter 3 of the report highlights the traffic studies and design of pavement. It describes about
present traffic data, present transportation mode and it’s reliability, adjustment of traffic volume in
comparison with increased population and production, traffic forecasts and projection, traffic safety
and pavement design according to DCP test result.
Chapter 4 of the report highlights the detailed engineering survey. It describes about staff involved
with survey works, procedure of survey activities, establishment of BM and IP points, geometric
standard followed as per Nepal Road Standard 2070 for feeder road.
Chapter 5 of the report highlights the engineering study and inventory survey. It describes about
road inventory survey, construction materials survey, geological and geo-technical survey,
hydrological and meteorological studies of the studied road alignment.
GEOCE-UNIQUE-Y.G.F JV Page | v
SYNOPSIS
Chapter 6 of the report highlights the design and drawings. It describes about the design
parameters followed during design of road, about design software and preparation of drawings as
mentioned.
Chapter 7 of the report highlights the environment study. It describes about benefits and impact on
physical and biological environment due to road upgradation and recommends mitigating plans and
measures.
Chapter 8 of the report highlights the preparation of detailed project report. It describes about
detailed project cost estimate, rate analysis, quantity estimate, bill of quantities and summary of
quantity and project cost.
Annexes of the report consist of following information:
Annex I : Topographic, Google, SRN and District Maps
Annex II : Photographs of Road Inventory Survey, DCP Test & Detailed Engineering Survey
Annex III : References
BM and Station Data
DCP Test Result
Construction Material Test Result
GEOCE-UNIQUE-Y.G.F JV Page | vi
ABBREVIATION
ABBREVIATION
AADT Average Annual Daily Traffic
ADT Average Daily Traffic
ADB Asian Development Bank
AMSL Average Mean Sea Level
BCR Benefit Cost Ratio
CDMA Code Division Multiple Access
DDC District Development Committee
DOR Department of Roads
ECD Early Childhood Development Centers
EIRR Engineering Internal Rate of Return
GPS Global Positioning System
HH House Hold
IEE Initial Environment Examination
IRC Indian Road Congress
MRE Mountain Risk Engineering
NFRP Nepal Feeder Road Project
NRS Nepal Road Standard
NTFP Non Timber Forest Product
PHC Public Health Clinic
PMEU Planning, Monitoring and Evaluation Unit
TOR Terms of Reference
VAT Value Added Tax
VDC Village Development Committee
VOC Vehicle Operating Cost
GEOCE-UNIQUE-Y.G.F JV Page | vii

SALIENT FEATURES OF THE PROJECT
A. Name of project : DETAILED ENGINEERING SURVEY, DESIGN OF ROAD AND REPORT
PREPARATION (DPR) OF MAUWA NGARDAH SADAK, DOTI(11KM); UNDER

CONTRACT NO: PMEU/337159/073/74 DPR-49.
B. Location:
B.1 Geographic Location:
Region : Far Western Development Region
Zone : Seti
District : Doti
Latitude : 29°17'9.18"N to 29°18'43.04"N
Longitude : 80°54'26.09"Eto 80°54'38.01"E
Chainage : 0+000 – 14+000 Km
B.2 Starting point and end point of the alignment:
Starting point : Amaltukra
Ending point : Nagar Daha, Mauwa
B.3 Geographical Features:
3.1 Terrain : Rolling and Hilly
3.2 Climate : Tropical, Sub Tropical, Temperate to Alpine
3.3 Geology : Boulder Mixed Soil (BMS), Phyllite, Quartzite,
Metamorphosed mica - schist and Gneiss. Rocky
Slope Type, Covered with colluvial soil cover at the
foot of the
Mountain at the river valley; Rocky Slope Type.
3.4 Hydrology : Main Rivers SetiNadi, PatalaKhola,
Sasam Gad Khola,
KapartolaKhola, GodareKhola, RuwaKhola,
KhaniKhola
3.5 Metrology : Average Annual Rainfall is 1145 mm
C. Classification of Road :
C.1 Classification: A. Adminsitrative Classification: District Road
B. Technical/ Functional Classification: As 20 years
perspective period ADT is between 2000 and 5000
PCU, the road falls under Class III road as per NRS
2027 (Second Revision 2070)
GEOCE-UNIQUE-Y.G.F JV Page | viii


C.2 Surface : DBSD
C.3 Suggested longitudinal grade:9%
D. Connection with road network:
Connected to Seti Highway
Structures:
NP3
RCC
RCC
Chainage Hume Bridg Other Lengt
Causewa Slab Culvert Remarks
(Km) pipe e s h
y
Culver
t
1m 2m 3m 4m 6m
90cm
spa spa spa spa spa
dia
n n n n n
Pipe Culvert
0+060.00 1 Proposed
Pipe Culvert
0+460.00 1 Proposed
Pipe Culvert
0+880.00 1 Proposed
Pipe Culvert
1+520.00 1 Proposed
Pipe Culvert
2+140.00 1 Proposed
Pipe Culvert
2+500.00 1 Proposed
Pipe Culvert
3+820.00 1 Proposed
Pipe Culvert
5+800.00 1 Proposed
Pipe Culvert
6+480.00 1 Proposed
Pipe Culvert
6+980.00 1 Proposed
Pipe Culvert
7+580.00 1 Proposed
Pipe Culvert
8+020.00 1 Proposed
10+100.0 Pipe Culvert
0 1 Proposed
0 1 Proposed
0 1 Proposed
3+117.00 1 Slab Culvert
0+214.00 1 12 Causeway Proposed
10+454.0
0 1 12 Causeway Proposed
12+474.0
0 1 12 Causeway Proposed
GEOCE-UNIQUE-Y.G.F JV Page | ix

BM co-ordinates:
S.N Easting Northing Elevation Remarks
1 29°16'48'' 83°54'25'' 932.718 BM-1
2 29°16'59'' 83°54'29'' 942.161 BM-2
3 29°17'10'' 83°54'25'' 925.780 BM-3
4 29°17'2'' 83°54'22'' 905.740 BM-4
5 29°17'13'' 83°54'18'' 844.646 BM-5
6 29°17'10'' 83°54'11'' 912.847 BM-6
7 29°17'17'' 83°54'4'' 954.189 BM-7
8 29°17'20'' 83°54'4'' 1008.169 BM-8
9 29°17'24'' 83°53'56'' 1058.050 BM-9
10 29°17'28'' 83°53'38'' 1081.709 BM-10
11 29°17'20'' 83°53'31'' 1083.858 BM-11
12 29°17'38'' 83°53'31'' 1109.684 BM-12
13 29°17'35'' 83°53'20'' 1119.918 BM-13
14 29°17'38'' 83°53'20'' 1161.736 BM-14
15 29°17'46'' 83°53'35'' 1235.766 BM-15
16 29°17'42'' 83°53'53'' 1273.269 BM-16
17 29°17'49'' 83°54'0'' 1276.647 BM-17
18 29°18'0'' 83°54'4'' 1294.097 BM-18
19 29°18'11'' 83°54'0'' 1310.769 BM-19
20 29°18'7'' 83°54'7'' 1354.067 BM-20
21 29°18'14'' 83°54'7'' 1379.870 BM-21
22 29°18'11'' 83°54'14'' 1424.196 BM-22
23 29°18'18'' 83°54'14'' 1498.369 BM-23
24 29°18'14'' 83°54'22'' 1515.752 BM-24
25 29°18'18'' 83°54'22'' 1554.664 BM-25
26 29°18'22'' 83°54'25'' 1586.932 BM-26
27 29°18'22'' 83°54'40'' 1618.094 BM-27
Ruling gradient:
The term ruling grade is usually used as a synonym for "steepest climb" between two points on a
railroad. More simply the steepest grade to be climbed dictates how powerful the locomotive must
be (or how light the train) in order to complete the run without assistance. A typical ruling gradient
could be 1:50 (2%).
Design Parameters:
Adopted Value (As per NRS
S.N. Design Parameters
2070)
1 Design Speed 40 km/hr
2 Right of Way both side from road centreline 10 m
3 Formation width 8.5m
4 Carriageway width 7m
5 Shoulder width 0.75 m (Both Side)
6 Camber of Carriageway % Service Road 2.5%
7 Camber of Shoulder 3%
8 Minimum radius in horizontal curve 70 m
9 Minimum length of vertical curve 40 m
10 Maximum gradient 9%
GEOCE-UNIQUE-Y.G.F JV Page | x

2070)
Limitation of Maximum Gradient Length of above average
11 200 m
gradient
12 Minimum Stopping Sight Distance 50 m
13 Maximum Super Elevation (%) 10 %
Cross-Section:
a. Right of way : 2*5 m
b. Formation width : 8.5m
d. Carriage-way width : 7m
e. Shoulder width : 2*0.75 m
Pavement:
Sub-Base (1) Materials: Gravel Coarse
(2) Thickness: 150mm
Base (1) Materials: Crushed Stone

(2) Thickness: 200mm
Surface course (1) Materials: DBSD

(2) Thickness: 14mm
Total Project Cost:
S.N. Particulars Studied Alignment

1 Total Cost Rs. 748,111,312.30
2 Rate per km Rs. 49,991,355.34
3 Length of Road 14 Km
GEOCE-UNIQUE-Y.G.F JV Page | xi
TABLE OF CONTENT
TABLE OF CONTENTS
DATA SOURCES AND CREDITS ................................................................................................................................... I
PROJECT INFORMATION ............................................................................................................................................. II
SUBMISSION INFORMATION .................................................................................................................................... III
ACKNOWLEDGEMENT ............................................................................................................................................... IV
SYNOPSIS ........................................................................................................................................................................V
ABBREVIATION .......................................................................................................................................................... VII
SALIENT FEATURES OF THE PROJECT .................................................................................................................VIII
CHAPTER-I: INTRODUTION ....................................................................................................................................... 16
1.1. GENERAL ................................................................................................................................................. 16
1.2. LOCATION ............................................................................................................................................... 16
1.3. MAP STUDY ............................................................................................................................................ 17
CHAPTER-II: SOCIO-ECONOMIC ASPECT OF THE PROJECT AREA .................................................................. 18
2.1 INTRODUCTION ..................................................................................................................................... 18
2.2 SOCIO- ECONOMIC DATA OF THE INFLUENCED AREA................................................................... 18
2.2.1 NATURE OF MIGRATION ....................................................................................................................... 19
2.2.2 LAND USE PATTERN ............................................................................................................................... 20
2.2.3 UTILITY SERVICES .................................................................................................................................. 21
2.2.3 ECONOMIC ACTIVITY ............................................................................................................................. 22
2.2.4 HEALTH .................................................................................................................................................... 25
2.2.5 EDUCATION ............................................................................................................................................. 25
CHAPTER-III: TRAFFIC STUDIES AND PAVEMENT DESIGN .............................................................................. 27
3.1 EXISTING ROADS AND TRAFFIC FLOW ........................................................................................... 27
3.2 TRAFFIC ESTIMATION.......................................................................................................................... 28
3.3 PAVEMENT DESIGN .............................................................................................................................. 34
3.4 DOR PAVEMENT DESIGN GUIDELINE METHOD (FLEXIBLE PAVEMENT) ............................... 34
3.5 IRC METHOD FOR DESIGN OF FLEXIBLE PAVEMENT .................................................................. 61
3.6 TRL OVERSEAS ROAD NOTE 31 METHOD ....................................................................................................... 70
3.7 TRAFFIC SAFETY AND CONTROLLERS ............................................................................................ 79
CHAPTER-IV: DETAILED ENGINEERING SURVEY ............................................................................................... 80
4.1 THE SURVEY TEAM .............................................................................................................................................. 80
4.2 PRE-SURVEY ACTIVITIES .................................................................................................................................... 80
4.3 TOPOGRAPHICAL SURVEY ................................................................................................................................. 80
4.4 FIXING OF GRADIENT BETWEEN CONSECUTIVE CONTROL POINTS ....................................................... 81
4.5 ESTABLISHMENT BENCH MARKS AND CONTROL POINTS......................................................................... 81
4.6 BENCH MARK SURVEY ........................................................................................................................................ 81
4.7 BASELINE SURVEY ............................................................................................................................................... 81
4.8 TRAVERSE SURVEY .............................................................................................................................................. 81
4.9 DATA ENTRY AND ANALYSIS............................................................................................................................ 81
CHAPTER-V: ENGINEERING STUDY AND INVENTORY SURVEY ..................................................................... 83
5.1 GENERAL ................................................................................................................................................. 83
5.2 ROAD INVENTORY SURVEY ............................................................................................................... 83
GEOCE-UNIQUE-Y.G.F JV Page | xii

TABLE OF CONTENT
5.2.1 GPS CO-ORDINATE OF MAJOR LOCATION: ..................................................................................... 83
5.2.2 VISUAL SURVEY OF TOPOGRAPHY/CONDITION OF EXISTING ROAD & STRUCTURE: ........ 83
5.2.3 EXISTING CONDITION OF ROAD STRUCTURES: ............................................................................ 84
5.2.4 SIDE DRAIN REQUIREMENT: ........................................................................................................................... 84
5.2.5 CROSS DRAINAGE REQUIREMENT: .................................................................................................. 84
5.2.6 MASONARY RETAINING WALL REQUIREMENT ......................................................................................... 84
5.2.7 GABION RETAINING WALLS REQUIREMENT ................................................................................. 84
5.2.8 LAND USE AND SETTLEMENT PATTERN SURVEY: ....................................................................... 84
5.2.9 KERB STONE, HANDRAIL AND FOOTPATH REQUIREMENT ....................................................... 84
5.3 CONSTRUCTION MATERIALS SURVEY ............................................................................................ 84
5.3.1 GEOLOGICAL AND GEO-TECHNICAL SURVEY .............................................................................. 85
5.4 COUNTERMEASURE ON THE ACCIDENT PRONE AREA AND HAZARDOUS LOCATIONS................... 87
5.5 USE OF SAFETY BARRIERS ............................................................................................................................... 87
5.9HYDROLOGICAL AND METEOROLOGICAL STUDY ....................................................................................... 88
CHAPTER-VI: DESIGN AND ....................................................................................................................................... 98
DRAWING ...................................................................................................................................................................... 98
6.1 GEOMETRIC DESIGN STANDARD ...................................................................................................... 98
6.2 DESIGN SPEED ....................................................................................................................................... 98
6.3 RIGHT OF WAY ...................................................................................................................................... 98
6.4 FORMATION WIDTH ............................................................................................................................. 99
6.5 EXTRA WIDENING ................................................................................................................................. 99
6.6 SIGHT DISTANCE ................................................................................................................................... 99
6.7 HORIZONTAL CURVES ......................................................................................................................... 99
6.8 VERTICAL CURVES ............................................................................................................................... 99
6.9 LONGITUDINAL SECTION ................................................................................................................... 99
6.10 CROSS SECTION ................................................................................................................................... 100
6.11 PASSING BAYS ..................................................................................................................................... 100
6.12 RETAINING STRUCTURES ................................................................................................................. 100
6.13 DRY STONE MASONRY WALL .......................................................................................................... 100
6.14 GABION MASONRY WALL ................................................................................................................ 101
6.15 WATER MANAGEMENT MEASURES ............................................................................................... 101
6.16 OUTWARD CROSS SLOPE .................................................................................................................. 102
6.17 SIDE DRAINS ......................................................................................................................................... 102
6.18 CROSS DRAINS ..................................................................................................................................... 102
6.19 SUB-SURFACE DRAINS ...................................................................................................................... 102
6.20 STRUCTURE .......................................................................................................................................... 102
6.21 ENGINEERING DRAWINGS ................................................................................................................ 103
CHAPTER-VII: ENVIRONMENT STUDY ................................................................................................................. 104
7.1 GENERAL ............................................................................................................................................... 104
7.2 FIELD VISIT BY ENVIRONMENTALIST ........................................................................................... 104
7.3 PUBLIC PARTICIPATION IN THE FIELD .......................................................................................... 104
GEOCE-UNIQUE-Y.G.F JV Page | xiii

TABLE OF CONTENT
7.4 IDENTIFICATION OF BENEFITS AND IMPACTS DUE TO PROPOSED ROAD RELATED
ACTIVITY 104
7.5 ENVIRONMENTAL MANAGEMENT ACTION PLAN ...................................................................................... 115
7.6 RELATED LEGISLATIONS .................................................................................................................................. 117
CHAPTER-VIII: DETAILED PROJECT REPORT ..................................................................................................... 120
8.1 ENGINEERING COST ESTIMATE....................................................................................................... 120
8.1.1 CONSTRUCTION COST .................................................................................................................................... 120
8.1.1.1 RATE ANALYSIS ............................................................................................................................................ 120
8.1.1.2 QUANTITY ESTIMATE .................................................................................................................................. 121
8.1.1.3 ABSTRACT OF COSTS ................................................................................................................................... 121
8.1.2MAINTENANCE COST ....................................................................................................................................... 121
8.2 BILL OF QUANTITIES.......................................................................................................................................... 137
8.3 PROGRAMME PREPARATION ........................................................................................................................... 137
8.4 PROJECT OBJECTIVES AND SCOPE DEVELOPMENT ................................................................................... 137
GEOCE-UNIQUE-Y.G.F JV Page | xiv

TABLE OF CONTENT
LIST OF FIGURE
FIGURE 6 PAVEMENT COMPOSITION AND THICKNESS .................................................................................... 69
LIST OF TABLE
TABLE 1 AXLE LOAD EQUIVALENCY FACTORS AS RECOMMENDED BY AASHTO GUIDE ...................... 63
TABLE 2 VEHICLE DAMAGE FACTOR ACCORDING TO TERRAIN ................................................................... 64
TABLE 3VEHICLE DAMAGE FACTOR ..................................................................................................................... 65
TABLE 4 CALCULATION OF CUMULATIVE NUMBER OF STANDARD AXLES BY IRC METHOD .............. 68
TABLE 5 EQUIVALENT FACTORS FOR DIFFERENT AXLE LOADS ................................................................... 72
TABLE 6VEHICLE DAMAGE FACTOR ..................................................................................................................... 73
TABLE 7 TRAFFIC CLASSES AND EQUIVALENT STANDARD AXLES RANGE ............................................... 74
TABLE 8 SUBGRADE STRENGTH CLASSES AS PER CBR % RANGE ................................................................. 74
TABLE 9CUMULATIVE NUMBER OF STANDARD AXLES FROM ROAD NOTE 31.......................................... 76
TABLE 10 GPS CO-ORDINATE OF MAJOR LOCATIONS ....................................................................................... 83
TABLE 11 VISUAL SURVEY OF TOPOGRAPHY ..................................................................................................... 83
TABLE 12 EXISTING CONDITION OF ROAD ........................................................................................................... 84
TABLE 13 VALUES OF S FOR DIFFERENT RETURN PERIODS ............................................................................ 90
TABLE 14 REGRESSION COEFFICIENTS FOR DIFFERENT RETURN ................................................................. 90
TABLE 17 ALLOWABLE DISCHARGE CAPACITY OF PIPE CULVERTS ............................................................ 97
TABLE 18 ALLOWABLE DISCHARGE CAPACITY OF SLAB CULVERTS - SLOPE 3%..................................... 97
TABLE 19 GEOMETRIC DESIGN STANDARD ......................................................................................................... 98
TABLE 20 EXTRA WIDENING ADOPTED FOR DESIGN ........................................................................................ 99
TABLE 21 SUMMARY OF IMPACTS ON ENVIRONMENT AND THEIR LEVEL ............................................... 111
TABLE 22SUMMARY OF PROJECT COST .............................................. ERROR! BOOKMARK NOT DEFINED.
TABLE 23 PROJECT OBJECTIVES AND SCOPE .................................................................................................... 138
GEOCE-UNIQUE-Y.G.F JV Page | xv
CHAPTER-I: INTRODUTION
1.1. GENERAL
Transportation is one of the important inrfrastructures for overall development of the nation and its
economy. Construction of new road and implementation of scientific transport network plays a vital
for it. Variation in the demographic trend, productivity and other socio-economic factors of
different location prioritize the development of new road alignment, upgradation and well
organized transport network. Considering these facts, study of various new road alignments and
upgradation are being done.
This Report has been prepared and submitted to Government of Nepal (GoN), Ministry of Physical
Infrastructure and Transport, Department of Roads (DoR), Planning, Monitoring and
Evaluation Unit (PMEU), Babarmahal, Kathmandu, (hereinafter referred to as "Client") by Joint
Venture Firm of GEOCE-UNIQUE-Y.G.F.hereinafter referred to as "Consultant") as per the
agreement for the DETAILED ENGINEERING SURVEY, DESIGN OF ROAD AND REPORT
PREPARATION (DPR) OF MAUWA NGARDAH SADAK , DOTI(14 KM); UNDER CONTRACT
NO: PMEU/337159/073/74 DPR-49.”This report is submitted as final report in accordance with the
given Terms of Reference (TOR).
The proposed road connects different places of Dotidistrict. TheroadMauwaNgardahSadakfrom
AmaltukraCH 0+000 and ends at Nagar Daha, Mauwa CH 14+000Km, with Latitude 29°17'9.18"N
to 29°18'43.04"N and Longitude 80°54'26.09"E to 80°54'38.01"E. After the construction of road,
this road will be of 2 Lane standards. This road will play a very important role in up-liftment of
socio-economic condition ofDotidistrict and whole nation.
1.2. LOCATION
The proposed road alignment lies in Dotidistrict, of Far Western Development Region. The road
MauwaNgardahSadak from Amaltukra CH 0+000 and ends at Nagar Daha, Mauwa CH
14+000Km, with Latitude 29°17'9.18"N to 29°18'43.04"N and Longitude 80°54'26.09"E to
80°54'38.01"E.
Significance:
The proposed roads alignmentconnects to Seti Highway.
The main objectives of the study are:
 To investigate alignments in terms of socio-economic factors, topography, geology,
environmental aspects, other related factors, etc.
 To perform alignment detailed survey and design.
GEOCE-UNIQUE-Y.G.F JV Page | 16
 To perform socio-economic and traffic study.
 To suggest option of upgrading and design accordingly.
 To develop environmental mitigation plan to reduce environmental impacts due to the road
activities.
 To prepare detailed project report of the stated road based on sound techno-economical
approach.
1.3. MAP STUDY

Relevant maps and documents were collected for studying and analyzing the road alignment during
the desk study and field visit. Following maps and documents were taken as main reference for the
study:
 Topographical Map
 Land Use Map
 Political Map
 Geological Map
 District Map
 Zonal Map
 Regional Map
 Influence Area Map
 Road Network Map
 Nepal Road Statistics, 2004
 District Profile, 2013
 Previous Study Reports
The map study was carried out to get clear information of the proposed road alignment before and
after field visit. Hence, the proposed road alignment was plotted on topographical map.
DETAILED ENGINEERING SURVEY, DESIGN OF ROAD AND REPORT PREPARATION OF “MAUWA NGARDAH SADAK, DOTI”
CHAPTER-III: TRAFFIC STUDIES AND PAVEMENT DESIGN
CHAPTER-II: SOCIO-ECONOMIC ASPECT

OF THE PROJECT AREA
2.1 INTRODUCTION
Doti covers a 2025 km² area with a population of 214,043 in 2015 of the Seti zone in the Far
Western Development Region of Nepal.Its headquater is DipayalSilgadhi.
Table 2.0 V.D.Cs within Influence Area
S. V.D.C Distric S. V.D.C Distric S. V.D.C Distric
N t N t N t
1 BanjaKakani Doti 11 Dhanglagau Doti 21 Jijodamandu Doti
2 Banlek Doti 12 Dhirkamandu Doti 22 Kadamadaun Doti
Barchhen Doti DpayalSilgadhi Doti Kalena Doti
3 13 N.P. 23
4 Basudevi Doti 14 Durgamandu Doti 24 Kalikasthan Doti
5 Bhumirajmadau Doti 15 Gadasera Doti 25 Kanachaur Doti

ChawaraChautar Doti Gaguda Doti Kapalleki Doti
6 a 16 26
Chhapalli Doti Gaihragau Doti KedarAkhad Doti
7 17 27 a
8 Chhatiwan Doti 18 Ganjari Doti 28 Khatiwada Doti
9 Dahakalilasthan Doti 19 Ghanteswor Doti 29 Khirsain Doti
10 Daud Doti 20 Girichauka Doti 30 Ladagada Doti

31 Lamikhal Doti 39 Nirauli Doti 47 Tijali Doti
Lana Doti Pachanali Doti Tikhatar Doti
32 Kedareswor 40 48
33 Latamandu Doti 41 Pokhari Doti 49 Toleni Doti
34 Laxmi Nagar Doti 42 Ranagau Doti 50 Wagalek Doti
35 Mahadevsthan Doti 43 Sanagau Doti 51 Warpata Doti

Mannakapadi Doti Saraswothinaga Doti Doti
36 44 r 52 Institutional
37 Mudabhara Doti 45 Satphari Doti
38 Mudhegau Doti 46 Simchaur Doti
2.2 SOCIO- ECONOMIC DATA OF THE INFLUENCED AREA

According to Census 2015 Doti has population of 214,043 among which 94,852 are male and
119,191 are female. In 2015 total number of households in the Doti district is 43,615. CENSUS

Total population, no of households and average house hold size of influenced VDC is given in
table 2.1 district.
Table 2.1: Influenced Population of Doti District
No. of
S. VDC / No. of S. VDC /
Population Population House
N Municipality Household N. Municipality
hold
1 BanjaKakani 4129 835 27 KedarAkhada 1782 282
2 Banlek 5149 1112 28 Khatiwada 5837 1289
3 Barchhen 5862 1010 29 Khirsain 2829 677
4 Basudevi 3395 755 30 Ladagada 4231 918
5 Bhumirajmadau 4987 945 31 Lamikhal 4391 870
ChawaraChauta 2723 528 Lana 3428 562
6 ra 32 Kedareswor
7 Chhapalli 3363 650 33 Latamandu 4951 1156
8 Chhatiwan 4264 811 34 Laxmi Nagar 4873 971
9 Dahakalilasthan 2307 457 35 Mahadevsthan 3803 814
10 Daud 6356 1246 36 Mannakapadi 3481 520
11 Dhanglagau 4022 696 37 Mudabhara 4727 1038
12 Dhirkamandu 1856 316 38 Mudhegau 2297 468
DpayalSilgadhi 24041 6114 Nirauli 3056 541
13 N.P. 39
14 Durgamandu 4000 904 40 Pachanali 2934 677
15 Gadasera 2757 513 41 Pokhari 4320 914
16 Gaguda 2962 589 42 Ranagau 2881 617
17 Gaihragau 3368 750 43 Sanagau 2422 593
Ganjari 2461 540 Saraswothinag 3225 60
18 44 ar
9 Ghanteswor 2935 577 45 Satphari 2990 543
20 Girichauka 4118 837 46 Simchaur 3231 537
21 Jijodamandu 1896 399 47 Tijali 2175 458
22 Kadamadaun 3805 928 48 Tikhatar 5684 1194
23 Kalena 2869 581 49 Toleni 6430 1233
24 Kalikasthan 5229 1140 50 Wagalek 4428 900
25 Kanachaur 1805 343 51 Warpata 3813 943
26 Kapalleki 3789 773 52 Institutional 7626 53
Source: Population Profile-2005, census
2. ECONOMIC CHARACTERISTICS
2.2.1 NATURE OF MIGRATION

The migration in the project district has been increasing for last 10 years. Generally the project
districts have two types of migration in practice. The migration of hill area people is occurring in
the plain land for the better social services and opportunities and the migration of the people of

project districts aboard for better employment opportunities. The data obtained from focus group
discussion mentions that the migration trend of aboard has been rapidly increasing nowadays since
there is lack of human resources for agriculture cultivation. It is estimated that more than 10 people
have been migrated from project affected districts for employment in every day. The migration of
people in Terai belt has also been increasing. The population pressures in project districts are also
increasing from districts. Youngsters these days are attracted to the jobs in the foreign countries
too. There is serious problem of youth employment.
2.2.2 LAND USE PATTERN

Table: 2.3 Land use pattern of Doti
Land use Area (Hectors)
1. Cultivated 33,463
2. Non Cultivated 15,904
3. Pasture 9,066
4. Forest 144,690
5. Others 2,581
Total 105,704
Source: District Development Profile of Nepal 2014/15
1. Wild Animals of the Area

The wild animals found in the area are black deer, musk deer, wild sheep, red deer rare wolf, jackal,
panther, black bear, bird, tiger, wild dog, wild horse and monkey etc. Due to rising trend of
population density, wild animal population is declining. Some monkey, deer, fox etc. could be
occasionally seen in the area. Khaptad National Park protects different species of wildlife.
2. Forestry
Doti district is rich in terms of forest resources. The vegetation area of Doti is 81539 hectare (54%)
according to the Department of Forest Research and Survey (DoFRS) in 1999. There are various
types of forests in the district. Basically, there are hill Sal forests in river valley areas. There are
mixed hardwood forests in mid hill regions. KhoteSalla (Pine) forests are also found in various hill
slopes. Conifer and Rhododendron forests are found in most high altitude areas between 2000 m to
4000 m.
3. Agriculture Production
The economy of the district is predominantly agro-based. It has high potentials for agriculture and
horticulture, such as oranges, cardamoms etc. The production of major crops, such as cereal, paddy,

oilseed, potato, green vegetables, and fruits etc. are found in various parts of the district. Table 3.2
shows the production and productivity of major crops.
Year 2012/2013
Crops Area (hectare) Production (MT)
Paddy 11718 22844
Wheat 16150 33915
Maize 2630 5240
Millet 5810 5810
Tobacco 15 516
Oilseed 819 705
Potato 2400 32550
Sugarcane 2 1
Local products are mostly used for their own consumption. Occasionally, they are also sold in the
local markets. Due to the difficult terrain condition and lack of irrigation, the fertility rate of the
area is very low. The local products are not sufficient for their livelihood. Only few households
have sufficient food from their own agriculture land.
Besides agriculture, collection of various types of herbals is also an important occupation of the
people. These herbals are exported to other districts, sometimes to international markets too.
Herbals are the major income source of the people.
3. Settlement Pattern
The settlements in most of the village are scattered. Houses are built with masonry and use of
timber and slate for roofing. Nowadays, CGI sheet are replacing thatch for roofing. But in market
tended settlement concrete building construction is being practiced.
2.2.3 UTILITY SERVICES

The Utility services available in the different major section of the proposed road are described in
the following topics.
1. Irrigation Facility
The source of irrigation is by gravity and pumping from the natural rivers or ponds or lakes of Doti
district.
No. of holdings By Gravity(Area- By pumping(Area -ha) Others(Area -ha)

ha)
26202 6401.3
54 8.0

27 1.6
Source: District development profile of Nepal 2014/15
1.Electricity
Most of people depend on solar for the source of light in this region. Kerosene, bio gas are other
alternative sources of light here.
Doti District:
Electricity Kerosene Bio gas Solar Others Not stated
% 30.2 10.11 0.36 12.04 46.87 0.42
2. Water Supply
Most of people depend on tap water in this region. Well/kuwa, spout water, rivers, streams are
other sources of water here.
Doti District:
Tap/piped Well/kuwa Spout River/stream Other Not stated
water
% 63.48 8.55 19.92 6.96 0.60 0.41
2.2.3 ECONOMIC ACTIVITY

The economic activities revolve a lot around agriculture. Agricultural products occupy a large part
in the local products and majority of people are involved in agriculture. Since there is lack of big
industries in the influenced area, export is very less compared to import. However agricultural and
forest products are exported to nearby regions. Also, a lot of people travel to India to engage in
economic activities.
Doti District
S.No. Description
Total Population
1 Own Agriculture 78287
2 Wage/Salary Earning 22302
3 Own Non-agricultural 21919
4 Extended Economic 31723
1. Local Products and other Resources
Agriculture production is the main resources of this area. Potato, Sugarcane and Oilseed are the
major resources of income. Agricultural commodities like paddy, wheat, maize, millet, etc. are the
main crops produced in the area. Fruit are also important economic source. Tomato, Jackfruit,
Lemon, Sweet Orange, Apple, Pear, Walnut, Peach, Plum orange etch are the main fruits in this
area. Main vegetables product are Potato, Oil seed. Livestock keeping is another important

occupation for the households of the area. The main livestock production of the area is keeping
different domestic animals such as poultry and its products, cattle, sheep, goat, pigs, duck etc. Most
of the livestock are indigenous. Productivity of indigenous livestock is of improved variety.
Table 2.4: Local Products and Resources of Doti
S.No Types of Product Description
1 Livestock Cattle, Buffaloes,Sheep,Goat, Pigs, Fowl, Duck etc.
2 Vegetables Potato,Cauliflower,onion, etc.
3 Horticulture Banana, Sweet Orange, Tomato, Lemon, Pear, Peach,
Walnut,etc.
4 Cereal Wheat, Paddy, Maize, Millet, Buckwheat, Barley, etc.
5 Herbal Pudina, Tulsi, Jatamasi, alluvera, Termeric,etc
6 Cash Crops Potato, Oil seed, Tobacco, Sugarcane,etc.
Source: District development profile of Nepal
Besides agriculture and livestock, collection of various types of herbals is also an important
occupation of the people. These herbals are exported to other districts, sometimes to international
markets too. Herbals are the major income source of the people.
Table 2.5: Status of livestock raising in the Doti District
S.N Species of Animal Total
1 Cattle 123315
2 Buffaloes 46253
3 Sheep 2235
4 Goat 129028
5 Pigs 2194
6 Fowl 118281
7 Duck 1184
General Agriculture Products

District Milk (Mt) Meat Egg (No) Wool (Kg) Fish (Kg)
(Mt) ‘000
Doti 17582 3106 2219 1609 -
2. Import and Export
The main export of influence area is handicrafts, fruits (Orange) and home livestock production
(goat, sheep, cows and Buffalo) which mostly exported to Dhangadi, Mahendranagar and India.

Likewise commodities for daily use such as salt, sugar, edible oils and other foodstuffs are
imported from Dhangadi, Mahendranagar and India etc.
3. Major Industries and Cottage Industries

The industrialization process depends upon the development of industrial base like; electricity, road
transport, raw material, labor and financing. Therefore, the large scale and medium industries in
Doti are not registered yet. But it has enough agro- forest based materials, and potential, mines.
However, some cottage and small scale industries are registered and operated in the district.
Doti District:
S. No Types of Industries Total
1 Domestic Private Firm 130
2 Small Private Firm 257
3 Small Partnership Firm 1
4 Small P.Ltd. 0
5 Productive 39
6 Energetic 3
7 Agriculture and wildlife 24
8 Tourism 28
9 Mineral 0
10 Service 162
11 Construction 132
Source: District Profile of Nepal 2013
3. Market and Fair

The main market for the consumable goods is found in each of the district headquarters of project
district but some other major markets also exist in the project alignment. The people along the road
alignment also buy and sell their products in temporary markets. The weekly market is also in
practice in the project districts where people buy consumable goods and sell their local productions.
4. Tourism Potential
Doti district is one of the hilly districts of Seti Zone with altitude variation from 100 to 3000 Meters
from main sea level. The District has its border with Achham and Surkhet districts in the east,
Bajhang district in the north, Dadeldhura and Baitadi districts in the west and Kailali in the south.
DipayalSilgadhi is the headquarter of the district. The total area of district is 2025 sq. km. which is
divided into fifty Village Development Committees and one Municipality. This district serves as
major transit point for Achham, Bajhang and Bajura districts. Geographically, more than 90 percent

of the area is covered by hills. The altitude ranges from 320 meter to 2200 meters. The district has
diverse topography in terms of Geomorphology, altitude and geological formations. High hill areas
in the north and south and narrow river plain in–between surround the district. Sub-tropical climate
is found in lower altitude areas whereas; warm temperate climate prevails in high altitude areas.
Because of the altitudinal variation, the climatic conditions of the district range from sub-tropical to
alpine with average 1145.2 mm rainfall annually. The main entry point for Khaptad National Park
via Jhingranah is in this district and the big part of the National Park as well. The district has other
attractions such as
 Khaptad National Park

 Sailishwari Temple
 KotBhairavMandir
 BadiKedar
 Shaharshlinga
 Betalmandu Temple
2.2.4 HEALTH
Health service is one of the important basic facilities required for human beings. The access and
availability of health services depend upon the establishment of these centers in particular areas.
The services of the health posts and hospitals are used in the serious cases. The health service in the
influence area is very poor. There are insufficient health post and Hospital in Dotidistrict. There is
no any well-equipped hospital and sufficient health services in district headquarter also. There is 1
district hospital, 10 health post, 39 sub health post and 236 PHC outreach center, 247 EPI Clinic
and 635 FCHV in Doti district.
2.2.5 EDUCATION
Education status of the district is indicated by the number of educational institutions and student
enrollment. The summary of the educational institutions of the district are as follows:
Table 2.5: Literacy Status of Dolpa districts
S.No. Description Unit Total
1 LiteracyRate Percent 63.04
Primary 26
2 Teacher Student ratio Lower Secondary 30
Secondary 22
Primary 46020
3 Total Admission Lower Secondary 14103
Secondary 5746
4 Teachers Primary 1783

Lower Secondary 468
Secondary 261
Source: District Profile of Nepal2012
The educational institutes available in the project district are presented in the table below:
Table 2.6: Education Institutes available in the Doti districts
S.No. Educational Institutions Number
1 PrimarySchool 398
2 Lower SecondarySchool 150
3 Secondary School 72
4 Higher SecondarySchool 33
5 Campus 0
6 Training Center 0
Source: District Profile of Nepal2012
CHAPTER-III: TRAFFIC STUDIES AND

PAVEMENT DESIGN
The proposed project will connect Seti Highway and hence it will provide easier access to people to
social services, and market access for local product like buck wheat, maize, wheat, potato, barley,
dairy production.
Traffic data plays vital role for any transport project. The headquarters at these districts will be
connected with the trade route by 2 Lane for better transportation network. The people from the Far
Western region of Nepal will be directly benefitted from this project. Further, the project road will
connectSeti Highway connecting the East West Highway with Indo Nepal Boarder which is of
national importance.
On the basis of above traffic zones the existing traffic flow and traffic growth rate can be taken as
fundamental for the traffic forecast. At present no heavy vehicle ply on the road at this section, only
few jeeps, similarly buses, trucks and few tractors play on the road in daily basis. To determine the
present traffic volume some traffic data are assumed by the consultant for the design of pavement,
considering the future requirement of road project. These data are presented by Department of Road
in their WEBSITE for the design purpose only tandem vehicle is considered like Bus, Truck,
Motorcycles,etc are existing type of traffic on the route of the proposed alignment.
3.1 EXISTING ROADS AND TRAFFIC FLOW

The Consultant selects road section which is served as a trade road to headquarter, DipayalSilgadhi.
The Average daily Traffic data selected for the base year traffic for the proposed road project. The
Average Daily Traffic (ADT) obtained from the survey needs adjustment to determine Annual
Average Daily Traffic (AADT). Seasonal factor for was assumed as 0.97 for this project based on
the DRR study on the traffic volume and 6% growth rate.
Table 14 Assumed Traffic Flow along the Project Road in a base year
Vehicle Type ADT 2074
Truck Light 45
Four Wheel Drive Bus 145
Two Wheel Drive Motor cycle 310
Different consumable commodities like Food grain, salt, clothes, fuel, etc are imported to the area
and major agricultural products, animal products, etc are exported to big market. People in this
region travel for different purposes such as official works, business purpose, employment,

educational purpose, etc. After construction of the road, this road will serve as link road to India to
export, Import all good to and fro International market.
3.2 TRAFFIC ESTIMATION

NORMAL TRAFFIC
ADT estimated for 20114 is considered as normal traffic that is expected to grow over the service
life at an estimated growth rate per annum. The following sections address the estimation of growth
rate.
TRAFFIC GROWTH RATE
Growth rate for the normal traffic is estimated based on the following:
 Transport Sector Growth
 Socio-Economic Parameters
 Similar Project Findings
The mathematical model used for forecasting the growth rates from time series data is:
log PN= N * log (1+r) + log P0
Where,
P0/PN = Number of Vehicles in base year / nth year
N = Number of Years
r = annual growth rate of traffic
TRANSPORT SECTOR GROWTH
SOCIO-ECONOMIC PARAMETERS
Nepal GDP Annual Growth Rate
The Gross Domestic Product (GDP) in Nepal expanded 7.50 percent in 2016 from the previous
year. GDP Annual Growth Rate in Nepal averaged 4.38 percent from 1993 until 2016, reaching an
all time high of 8.60 percent in 1993 and a record low of 0.10 percent in 2001.

Nepal GDP per capita
The Gross Domestic Product per capita in Nepal was last recorded at 689.50 US dollars in 2015.
The GDP per Capita in Nepal is equivalent to 5 percent of the world's average. GDP per capita in
Nepal averaged 387.08 USD from 1960 until 2015, reaching an all-time high of 689.50 USD in
2015 and a record low of 267.23 USD in 1960.
`
Nepal Population growth (annual %)

Population growth (annual %) in Nepal was reported at 1.1959 % in 2015, according to the World
Bank collection of development indicators, compiled from officially recognized sources.
Table 16 Population and Annual Growth Rate

Year Population (million) Annual Growth Rate (%)
2010 26.846
2011 27.156 1.15
2012 27.474 1.17
2013 27.79 1.15

2014 28.109 1.15
GROWTH RATE
Socio-economic Data
Major socio-economic parameters that influence traffic growth estimation are State income (GDP),
population and per capita share. As, Nepal’s economy is mainly dominated by the primary sector,
growth in GDP is considered to be single most influencing indicator of the transport demand.
Growth in population and per capita income have most influence on passenger travel demand,
however, combined effect of population and per capita income growth nearly equates to the growth
in GDP.
Past analysis of GDP shows a growth of varies year by year, now following, political
reorganization towards a stable democratic government, it can very well be anticipated that
economy of Nepal would bounce back to the path of high sustainable growth. Hence an average
annual growth of 5% is considered during the project life.
Population growth rate over last three decades varies between 2.1 to 2.74% per annum. During last
decade, it was 1.48% but for the coming decade, population growth can very well be interpreted in
the range closer to 2.3% to 2.4% per annum.
In view of the above analysis, discussions on economic parameters and conclusion on thereof,
traffic growth rates can be established as:
For Freight vehicles 7.0%
Adopted Growth Rate
The growth rates worked out from socio-economic parameters have been compared with that from
Departmental Policy Document of Nepal to arrive at rational traffic projections. Higher population
growth would call for higher passenger movement demand than in average sector demand. On
account of low per capita income, thrust of passenger demand shall be towards low cost option like
bus and low cost vehicle option of two/three wheeler. Little higher freight transport demand is
considered on account of increase in cross border movement. The vehicle growth rate can be taken
as 6.0% for all vehicles.
Base year traffic flow
The base year traffic flow is estimated by Average Daily Traffic (ADT) currently using the Seti
Highway route, classified into the vehicle categories of truck, bus and motorcycle. The ADT is
defined as the average number of traffic summed for both directions. Further ADT is multiplied by
the seasonal factors 0.97 to convert it into Average Annual Daily Traffic (AADT). Base year traffic
flow can be expressed by using a single number i.e. Passenger Car Unit.

Table 17 Traffic Flow Analysis along the Project Road
Vehicle Type ADT 2074 B.S
Truck Light 45
Four Wheel Drive Bus 145
Two Wheel Drive Motor cycle 310
Traffic Forecast in AADT in PCU for 20 Years

Year Light Truck Bus Motorcycle
2078 48 154 329
2079 51 163 349
2080 54 173 370
2081 57 183 392
2082 60 194 416
2083 64 206 441
2084 68 218 467
2085 72 231 495
2086 76 245 525
2087 81 260 556
2088 86 276 589
2089 92 295 630
2090 98 316 674
2091 105 338 721
2092 112 362 771
2093 120 387 825
2094 128 414 883
2095 137 443 945
2096 147 474 1011
2097 157 507 1082
PCU Factors 1.5 3 0.5
Annual Daily Traffic (ADT) in PCUs 235 1512 541
Total ADT in PCUs 2297
Grand Total ADT in PCUs 2448
DIVERTED AND GENERATED TRAFFIC
In this case the project will be a new road (because existing track is single lane and in poor
condition) and it will allow access of goods and services from Nagar Daha, Mauwa to
DipayalSilgadhi and vice versa. In addition the road helps in economic growth of the country as it
serves as access roadbetween Nagar Daha, Mauwa to DipayalSilgadhi so generated traffic has been
assumed as 300% of normal traffic.
A simple network flow diagram has been drawn to assess diverted traffic in which we can see that
AADT from Seti Highway to Nagar Daha is 203 as traffic from Seti Highway will be diverted to

this road . At 6% growth rate from 2069/70 to 2077/78 in 8 years and assuming 30% of diverted
traffic, it becomes 545 and then is divided proportionately.
SUMMARY SHEET:
Date Start Time Motorized Vehicle Animals
(Hrs)
Light Four Wheel Motor Mules Equivalent Remarks
Truck Drive (Bus) Cycle Trucks
Sub Total Day 1 3 14 38 10 1
3
Sub Total Day 2 4 16 37 10 1
3
Sub Total Day 3 3 15 39 11 1
3
Grand Total 9 45 114
Average Daily Traffic 3 16 38 Base Year Traffic Flow in year 2074
(ADT) B.S
Year Estimated Project Period 3 years Unit Adopt traffic
2075 4 17 40 CVPD growth rate in
2076 5 19 43 CVPD first year as
2077 6 21 46 CVPD 5% and after
wards as 6 %
After Project completion in year 2077 B.S Remarks
Normal Traffic 6 21 46
Generated Traffic 18 63 138 In this case the project will be a new
road (because existing track is single
lane and in poor condition) and it will
allow access of goods and services
from Nagar Daha, Mauwa to
DipayalSilgadhiand vice versa. In
addition the road helps in economic
growth of the country as it serves as
access road between Nagar Daha,
Mauwa to DipayalSilgadhigenerated
traffic has been assumed as 300 % of
normal traffic.
Diverted Traffic 16 61 126 A simple network flow diagram has
been drawn to assess diverted traffic in
which we can see that AADT from Seti
Highway to Nagar Daha is 1260 as
traffic from Seti Highway will be
diverted to this road . At 6% growth
rate from 2069/70 to 2077/78 in 8 years
and assuming 30% of diverted traffic, it
becomes 203 and then is divided
proportionately.
Total ADT in CVPD 40 225 750

Traffic in 20 years perspective period Adopting growth rate of 6% for first 10
years and 7% for next 10 years
2078 48 265 795 6%
2079 51 280.9 842.7
2080 54 297.75 893.26
2081 57 315.62 946.86
2082 1003.6
60 334.56 7
2083 1063.8
64 354.63 9
2084 1127.7
68 375.91 2
2085 1195.3
72 398.46 9
2086 1267.1
76 422.37 1
2087 1343.1
81 447.71 4
2088 1423.7 7%
86 474.57 2
2089 1523.3
92 507.79 8
2090 1630.0
98 543.34 2
2091 1744.1
105 581.37 2
2092 1866.2
112 622.07 1
2093 1996.8
120 665.62 5
2094 2136.6
128 712.21 3
2095 2286.1
137 762.06 9
2096 2446.2
147 815.41 2
2097 2617.4
157 872.49 6
PCU Factors 1.5 1 0.5
Annual Daily Traffic 235 874 1310
(ADT) in PCUs
Total ADT in PCUs 2297
Grand Total ADT in 2448 Assuming 50 Buses as a part of
PCUs generated traffic in 20 years perspective
period which equals 150 PCUs
As 20 years perspective period ADT is between 2000 and 5000 PCU, the road will be designed
as Class III road as per NRS 2027 (Second Revision 2070)

3.3 PAVEMENT DESIGN
Pavement is most important component of highway section. An overall functioning of highway
system greatly depends on the performance of its pavement. Furthermore, vehicle operating cost
and entire highway economics and life cycle are interrelated to the pavement design practice. The
design procedure of flexible pavement involves the interplay of several variables such as the wheel
loads, traffic(consideringheavy vehicle only), climate, and terrain and sub-grade soil conditions.
Depending upon specific regional or nationwide characteristics, most of the countries are practicing
some empirical and experience base methods for the design of flexible pavements. Therefore,
pavement design is done by following three methods as per TOR.
1. DoR Pavement Design Guideline Method (Flexible Pavement)
2. IRC Method for Flexible Pavement
3. TRL Overseas Road Note 31 Method
3.4 DOR PAVEMENT DESIGN GUIDELINE METHOD (FLEXIBLE PAVEMENT)

GENERAL
Road pavement failure is mainly due to the traffic movement from both the magnitude of the
individual wheel loads and the number of times these loads are applied. The total number of
vehicles as well as wheel loads (axle load) should be considered for pavement design. The load
imposed by passenger cars does not contribute significantly to the structural damage of the
pavement. Therefore, cars and similar sized vehicles can be ignored for the structural design of
pavement. Only the total number and the axle loading of the commercial vehicles (heavy vehicles)
that will use the road during its design life need to be considered. In this context, heavy vehicles are
defined as those having an unladen weight of 3000 kg or more. In some circumstances, particularly
for low volume roads, construction traffic can be a significant component of overall traffic loading
and the designs should take this into account. The total number of anticipated commercial vehicles
during the design life is covered in to the cumulative equivalent standard axle of 8160 kg.
DESIGN LIFE
In the context pavement, design life does not mean that at the end of the period the pavement will
be completely worn out and in need of reconstruction. It means that towards the end of the period
the pavement will need to be strengthened so that it can continue to carry traffic satisfactorily for a
further period. Condition surveys of bituminous pavements are used to determine not only the
maintenance requirements but also the nature and rate of change of condition to help to identify if
and when the pavement is likely to need strengthening. The design life for the pavement is
considered as cumulative number of standard axles that can be carried before strengthening of
pavement is necessary. It is recommended that National Highways should be designed for a life of
15 Years. Expressways and urban roads may be designed longer life for 20 Years. For other

categories of roads, a design life of 10 to 15 years may be taken. For this studied road project, a
design life of 15 years is taken after completion of construction.
TRAFFIC ESTIMATION
BASE YEAR TRAFFIC FLOW
For the determination of the total traffic over the design life of the road, the first step is to estimate
base year traffic flows. An estimate should be the Average Daily Traffic (ADT) currently using the
route, classified into the vehicle categories of cars, light goods vehicles, trucks (heavy good
vehicles) and buses. ADT is defined as number of traffic summed for both directions. Further ADT
is multiplied by the seasonal factors to convert it into Average Annual Daily Traffic (AADT). Base
year traffic flow can be expressed by using a single number i.e. Passenger Car Unit. It is
recommended that traffic count for the purpose of pavement design is conducted for 24 hours and 7
Days.
TRAFFIC FORECASTING
An extent of future traffic depends on many factors such as economic, land-use and demographic
factors. Therefore, traffic forecasting is an uncertain process. In a developing economy the problem
becomes more difficult because such economies are often very sensitive to the world prices of just
one or two commodities. In order to forecast traffic growth it is necessary to separate traffic into the
following three categories.
A) NORMAL TRAFFIC
Traffic which will pass along the existing road or track even if no any new pavement is provided.
The commonest method of forecasting normal traffic is to extrapolate time series data on traffic
levels and assume that growth will either remain constant in absolute terms i.e. a fixed number of
vehicles per year (a linear extrapolation), or constant in relative terms i.e. a fixed percentage
increase.
B) DIVERTED TRAFFIC
Traffic that changes from another route (or mode of transport) to the project road because of the
improved pavement, but still travels between the same origin and destination. Where parallel routes
exist, traffic will usually travel on the quickest route although this may not necessarily be the
shortest. Thus, surfacing an existing road may divert traffic from a parallel and shorter route
because higher speeds are possible on the surface road. Origin and destination surveys should be
carried out to provide data on the traffic diversions likely to arise. Diverted traffic is normally
assumed to grow at the same rate as traffic on the road from it is diverted.
C) GENERATED TRAFFIC
Additional traffic which occurs in response to the provision or improvement of the road. Generated
traffic arises either because a journey becomes more attractive by virtue of a cost or time reduction

or because of the increased developments that is brought about by the road investment. Generated
traffic is difficult to forecast accurately and can be easily overestimated. It is only likely to be
significant in those cases where the road investment brings about large reductions in transport
costs. For example, in the case of a small improvement within an already developed highway
system, generated traffic will be small and can normally be ignored. However, in the case of a new
road allowing access to an undeveloped area, there could be large reductions in transport costs as a
result of changing mode from, for example, animal based transport to motor vehicle transport. In
such a case, generated traffic could be the main component of future traffic flow.
Note: As traffic forecast is made for 20 years after completion of road construction with 7% annual
growth rate. As road is existing and only improvement is being done in this road project, it is
assumed that 7% growth rate in normal traffic will accommodate for diverted and generated traffic
so no any separate calculation is made for diverted and generated traffic.
AXLE LOADING
An accurate estimate of the current traffic loading is essential for an appropriate pavement design.
Traffic volumes can be determined by traffic counts, but for current vehicle loads can be found by
an axle load survey. It is not rational to design pavement layer on the basis of legal axle load limits
because of the widespread problem of overloading, In addition to this, the proportion of vehicles
with partially loaded is unknown. In these circumstances of axle loading, pavement design across
the world is accepted to design on the basis of Standard Axle i.e. 8.16 tones (80 KN). In Nepal, the
legal axle load limit is 10.2 tones. Axle load surveys have been carried out as per procedure
described in the TRL Overseas Road Note 31 for calculation of traffic load for pavement design in
terms of cumulative equivalent standard axle loads. The data collected from these surveys are used
to calculate the mean number of equivalent standard axles for a typical vehicle in each class. These
values are then used in conjunction with traffic forecasts to determine the predicted cumulative
equivalent standard axles that the road will carry over its design life.
The consultant considers axel loading data from the study conducted in project along the route of
Seti Highway by the firm.
EQUIVALENCE FACTOR
The damage that vehicles do to a road pavement depends very strongly on the axle loads of the
vehicles. For pavement design purposes the damaging power of axles is related to a 'standard' axle
of 8.16 tones (80 KN) using equivalence factors which have been derived from empirical studies.
In order to determine the cumulative axle load damage that a pavement will sustain during its
design life, it is necessary to express the total number of heavy vehicles that will use the road over
this period in terms of the cumulative number of equivalent standard axles (esa). Axle load surveys
must be carried out to determine the axle load distribution of a sample of the heavy vehicles using

the road. Data collected from these surveys are used to calculate the mean number of equivalent
standard axles for a typical vehicle in each class. These values are then used in conjunction with
traffic forecasts to determine the predicted cumulative equivalent standard axles that the road will
carry over its design life. Equivalence factor is calculated by using the following relationships:
4
 Axle load , kgf 
 Front steering wheel (single wheel) axle EF   
 5410 kgf (53kN ) 
4
 Single axle dual wheel EF   
 8160 kgf (80kN ) 
4
 Tandem axle dual wheel EF   
 14968 kgf (146.8kN ) 
VEHICLE DAMAGE FACTOR (VDF)

Where sufficient information on axle load is not available and project size does not warrant
conducting an axle load survey, the indicative values of Vehicle Damage Factor (VDF) may be
used as given in the table below. The Vehicle Damage factor (VDF) is the multiplier to convert the
number of commercial vehicles of different axle loads and axle configuration to the number of
standard axle load repetitions. It is defined as equivalent number of standard axle per commercial
vehicle. The VDF varies with the vehicle axle configuration, axle loading, and terrain type and
from region to region. The VDF is arrived at axle load surveys on typical sections so as to cover
various influencing factors, such as traffic mix, mode of transportation, commodities carried, time
of the year, terrain, road conditions and degree of enforcement.
Table 19 Vehicle Damage Factor
S.N. Vehicle Type VDF
1 Heavy truck (three axle or more) 6.50
2 Heavy two axle 4.75
3 Mini truck/tractor 1.0
4 Large bus 0.50
5 Bus 0.35
6 Tractors 1.0
DISTRIBUTION OF COMMERCIAL TRAFFIC OVER THE CARRIAGEWAY

Total traffic AADT (both way) is distributed over the whole carriageway for design of pavement.
During the calculation of design traffic (total equivalent standard axle) realistic study should be

done for the directional distribution of total traffic. In the absence of adequate and conclusive data
for particular project, it is recommended that following distribution may be assumed for design.
a) Single lane roads: Traffic tends to be more channelized on single lane roads than two-lane
roads and to allow for this concentration of wheel load repetitions, the design should be based on
total number of commercial vehicles in both direction.
b) Two-lane single carriage roads/ Intermediate lane roads: The design should be based on 75
percent of the total number of commercial vehicles in both directions.
c) Four-lane single carriageway roads: The design should be based on 40 percent of the total
number of commercial vehicles in both directions.
d) Dual carriageway roads: The design of dual two lane carriageway roads should be based on
75 percent of the number of commercial vehicles in each direction. For dual three-lane carriageway
and dual four lane carriageway, the distribution factor will be 60 percent and 45 percent
respectively.
The traffic in each direction may be assumed to be half of the sum in both directions when the latter
only is known. Where significant difference between the two streams can occur, condition in the
more heavily trafficked lane should be considered for design.
Where, the distribution of traffic between the carriageway lanes and axle loads spectrum for the
carriageway lanes are available, the design should be based on the traffic in the most heavily
trafficked lane and the same design will normally be applied for the whole carriageway width.
COMPUTATION OF DESIGN TRAFFIC
The design traffic is considered in terms of cumulative number of standard axles (in the particular
lane carrying maximum traffic) to be carried during the design life of the pavement. This can be
computed as:
365 *[(1  r ) n  1]
N * A* D * F
r
Where,
N = Cumulative number of standard axles to be catered for the design in terms of msa
A = Initial traffic in the year of completion of construction in terms of CVPD
D = Lane distribution factor = 0.75
F = Vehicle damage factor (as shown above VDF table)
n = Design life in years = 15 years
r = Annual growth rate of commercial vehicle (7% i.e 0.07)
The traffic in the year of completion is estimated using the following formula:
A = P*(1+r)n
Where,
A = Initial traffic in the year of completion of construction in terms of number CVPD

P = Number of commercial vehicles per day as per last count
n = No. of years between the last count and year of completion of construction (3 years)
DETAIL DESIGN CALCULATION AS PER DOR PAVEMENT DESIGN GUIDELINE METHOD (FLEXIBLE PAVEMENT)
Table 20 Calculation of Cumulative Number of Standard Axles by DoR Method.
2077
2074 Traffic AADT 2077
Lane Standard Cummulative
Traffic Growth Forecast with VDF
S.N. Vehicle Type A*F Distribution A*F*D Axles (N) for Standards of Remarks
Count (Both Rate 6% with 6% seasonal (F)
Factor (D) 15 year Axel
Direction) Growth factor 0.97
Rate
1 Truck Light 40 0.06 47.64 46.21 1 46.21 0.75 34.65

294449.78
828141
2 Four Wheel Drive Bus 145 0.06 297.75 288.82 0.5 144.41 0.75 108.30 533690.23
Total 190.62 142.95

Cummulative Number of Standard Axles for design period (N) 828141 esa
Cummulative Number of Standard Axles for design period (N) 0.83 msa

Pavement design for this project according to DoR Pavement Design Guideline is Plate I –
Recommended Design for Traffic Range 1 -10 msa for CBR Value10%. According to that plate I,
the total pavement thickness is 350 mm with Granular Base 200 mm and Granular Sub-base 150
mm and Surface course 14mm.
INVESTIGATION OF EXISTING SUB-GRADE
The sub-grade in cut and fill should be well compacted to utilize its full strength and to economize
on the overall thickness of the pavement required. The general requirements for the construction
detail of sub-grade should be referred to the Section 1000 of Standard Specifications for Road and
Bridge Works.
In road construction, there is a need to assess the adequacy of a subgrade to behave satisfactorily
beneath a pavement. Proper pavement performance requires a satisfactorily performing subgrade.
DCPT can be used to evaluate the mechanical properties of subgrade soils.
DCPT results consist of number of blow counts versus penetration depth. Since the recorded blow
counts are cumulative values, results of DCPT in general are given as incremental values defined as
follows:
D p
PI  (5.1)
BC
Where, PI = DCP penetration index in units of length divided by blow count; ΔDp = penetration
depth; BC = blow counts corresponding to penetration depth ΔDp. As a result, values of the
penetration index (PI) represent DCPT characteristics at certain depths.
The investigation of existing sub-grade was carried out using Dynamic Cone Penetration (DCP)
equipment to find out the CBR value of the subgrade using DCP test. The DCP test was carried out
at 500 m interval.
There are several empirical relationships to calculate the CBR from DCP test. Some of the
empirical co-relationships mentioned in oversees road note 31 is shown in Fig 5.1 and Table 5.1.
Fig 5.1: DCP-CBR relationships (Oversees Road Note 31, 4th edition, 1993)
Table 21: Correlation to find CBR from DCP test
Author Correlation Field or Material used
Laboratory based
study
Kleyn (1975) log CBR  2.62  1.27(log PI ) Laboratory unknown
Harison (1987) log CBR  2.56  1.16(log PI ) Laboratory Cohesive
Harison (1987) log CBR  3.03  1.51(log PI ) Laboratory Granular
Livneh et al. (1994) log CBR  2.46  1.12(log PI ) Field and laboratory Granular and
cohesive
Ese et al. (1994) log CBR  2.44  1.07(log PI ) Field and laboratory ABC*
NCDOT (1998) log CBR  2.6  1.07(log PI ) Field and laboratory ABC* and
cohesive
Coonse (1999) log CBR  2.53  1.14(log PI ) Laboratory Piedomont
residual soil
Gabr (2000) log CBR  1.4  0.55(log PI ) Field and laboratory ABC*
*Aggregate base course
In this report, the CBR has been evaluated using Kleyn and Van Heerden.

In calculating the CBR, the soil layer is divided into different layers based on penetration index (PI)
or the slope of the depth vs penetration curve. Among the different layers, the layer with minimum
CBR is assumed as the CBR of the subgrade soil. In many cases, the original subgrade might have
been graveled and in such case CBR is estimated below that depth (which represents true existing
subgrade).
FINDINGS OF LABORATORY INVESTIGATION
Based on the field and laboratory investigations following statements can be made on the materials
properties and quality.
SUB-GRADE MATERIAL
Mostly sub-grade soils on the existing pavement were found dominant of silty to sandy soils. The
summary of CBR obtained from DCPT and lab is shown below and detail calculation is shown in
Annex.
The CBR value of the subgrade is obtained from the DCP Test carried throughout the length of the
road in suitable interval and the from laboratory test conducted in laboratory in Kathmandu. The
sample taken from various test pit at different location throughout the road length. The CBR values
are shown in the table below. The Design CBR value for each Package has been determined as per
the TRL Overseas Road Note 31, the TRL Publication.
Table 22 Summary of Minimum CBR Values (DCP Test Results)
log10CBR = 2.48 – 1.057 log10(DCPI60)

Average
Cumulativ CBR%
DCP Penetrati
Chaina No of Penetrati Differenc e =10^[2.48- Remar
(mm/blo on
ge blows on (mm ) e (mm ) Penetratio 1.057log10(mm/bl ks
w) (mm/blo
n (mm ) ow)]
w)
0 28 - - -
5 57 29 29.00 5.80 9.56 27.78
10 107 50 79.00 7.90
15 182 75 154.00 10.27
20 208 26 180.00 9.00

0+000
25 234 26 206.00 8.24
30 287 53 259.00 8.63
35 305 18 277.00 7.91
40 380 75 352.00 8.80
45 460 80 432.00 9.60
50 559 99 531.00 10.62
55 696 137 668.00 12.15
60 770 74 742.00 12.37
65 870 100 842.00 12.95
0 10 - - -
5 31 21 21.00 4.20 7.63 35.27
10 51 20 41.00 4.10
15 85 34 75.00 5.00
20 112 27 102.00 5.10
25 209 97 199.00 7.96
30 294 85 284.00 9.47
35 341 47 331.00 9.46
40 359 18 349.00 8.73
45 370 11 360.00 8.00

0+500
50 406 36 396.00 7.92
55 428 22 418.00 7.60
60 501 73 491.00 8.18
65 530 29 520.00 8.00
70 594 64 584.00 8.34
75 630 36 620.00 8.27
80 700 70 690.00 8.63
85 749 49 739.00 8.69
90 780 31 770.00 8.56
95 835 55 825.00 8.68
0 0 - - -
5 32 32 32.00 6.40 9.78 27.12
10 63 31 63.00 6.30
1+000 15 90 27 90.00 6.00
20 135 45 135.00 6.75
25 199 64 199.00 7.96
30 256 57 256.00 8.53

35 332 76 332.00 9.49
40 465 133 465.00 11.63
45 530 65 530.00 11.78
50 607 77 607.00 12.14
55 711 104 711.00 12.93
60 812 101 812.00 13.53
65 890 78 890.00 13.69
0 13 - - -
5 23 10 10.00 2.00 1.71 171.36
10 35 12 22.00 2.20
15 40 5 27.00 1.80
20 45 5 32.00 1.60
25 55 10 42.00 1.68
1+500
30 58 3 45.00 1.50
35 67 9 54.00 1.54
40 73 6 60.00 1.50
45 85 12 72.00 1.60
50 97 12 84.00 1.68
55 107 10 94.00 1.71
60 115 8 102.00 1.70
0 28 - - -
5 56 28 28.00 5.60 9.60 27.64
10 106 50 78.00 7.80
15 185 79 157.00 10.47
20 210 25 182.00 9.10
2+000 25 245 35 217.00 8.68
30 285 40 257.00 8.57
35 306 21 278.00 7.94
40 375 69 347.00 8.68
45 460 85 432.00 9.60
50 565 105 537.00 10.74

135 12.22

55 700 672.00
60 760 60 732.00 12.20
65 890 130 862.00 13.26

0 15
5 49 34 34.00 6.80 5.47 50.07
10 81 32 66.00 6.60
15 101 20 86.00 5.73
20 129 28 114.00 5.70
25 154 25 139.00 5.56
30 181 27 166.00 5.53
35 199 18 184.00 5.26
40 224 25 209.00 5.23
2+500 45 239 15 224.00 4.98
50 254 15 239.00 4.78
55 275 21 260.00 4.73
60 290 15 275.00 4.58
65 314 24 299.00 4.60
70 354 40 339.00 4.84
75 408 54 393.00 5.24
80 485 77 470.00 5.88
85 536 51 521.00 6.13
90 588 52 573.00 6.37
0 20 - - -
5 58 38 38.00 7.60 7.61 35.34
10 77 19 57.00 5.70
15 89 12 69.00 4.60
3+000
20 117 28 97.00 4.85
25 150 33 130.00 5.20
30 189 39 169.00 5.63
35 235 46 215.00 6.14
40 285 50 265.00 6.63
45 329 44 309.00 6.87
50 398 69 378.00 7.56
55 495 97 475.00 8.64
60 587 92 567.00 9.45
65 676 89 656.00 10.09
70 777 101 757.00 10.81
75 823 46 803.00 10.71
80 925 102 905.00 11.31
0 0 - - -
5.00 52 52 52.00 10.40 6.00 45.43
10.00 90 38 90.00 9.00
15.00 113 23 113.00 7.53
20.00 132 19 132.00 6.60
25.00 150 18 150.00 6.00
30.00 170 20 170.00 5.67

3+500
35.00 185 15 185.00 5.29
40.00 201 16 201.00 5.03
45.00 220 19 220.00 4.89
50.00 240 20 240.00 4.80
55.00 267 27 267.00 4.85
60.00 288 21 288.00 4.80
65.00 304 16 304.00 4.68
70.00 315 11 315.00 4.50
0 0 - - -
5 35 35 35.00 7.00 9.82 26.99
10 62 27 62.00 6.20
4+000 15 91 29 91.00 6.07
20 136 45 136.00 6.80
25 200 64 200.00 8.00
30 255 55 255.00 8.50

35 333 78 333.00 9.51
40 460 127 460.00 11.50
45 529 69 529.00 11.76
50 605 76 605.00 12.10
55 710 105 710.00 12.91
60 810 100 810.00 13.50
65 900 90 900.00 13.85
0 10 - - -
5 123 113 113.00 22.60 27.55 9.07
10 235 112 225.00 22.50

4+500
15 380 145 370.00 24.67
20 635 255 625.00 31.25
25 840 205 830.00 33.20
30 943 103 933.00 31.10
0 10 - - -
5 23 13 13.00 2.60 3.93 71.01
10 45 22 35.00 3.50
15 76 31 66.00 4.40
20 105 29 95.00 4.75

5+000
25 125 20 115.00 4.60
30 145 20 135.00 4.50
35 150 5 140.00 4.00
40 156 6 146.00 3.65
45 163 7 153.00 3.40
0 10 - - -
5 65 55 55.00 11.00 7.64 35.20
10 110 45 100.00 10.00
5+500 15 153 43 143.00 9.53
20 184 31 174.00 8.70
25 202 18 192.00 7.68
30 230 28 220.00 7.33

255 25 7.00

35 245.00
40 280 25 270.00 6.75
45 293 13 283.00 6.29
50 310 17 300.00 6.00
55 330 20 320.00 5.82
60 345 15 335.00 5.58
0 13 - - -
5 24 11 11.00 2.20 1.72 170.60
10 33 9 20.00 2.00
15 39 6 26.00 1.73
20 47 8 34.00 1.70
25 53 6 40.00 1.60
6+000
30 59 6 46.00 1.53
35 68 9 55.00 1.57
40 77 9 64.00 1.60
45 83 6 70.00 1.56
50 96 13 83.00 1.66
55 108 12 95.00 1.73
60 116 8 103.00 1.72
0 15 - - -
5 45 30 30.00 6.00 5.65 48.43
10 60 15 45.00 4.50
15 78 18 63.00 4.20
20 95 17 80.00 4.00
25 120 25 105.00 4.20

6+500
30 136 16 121.00 4.03
35 165 29 150.00 4.29
40 193 28 178.00 4.45
45 227 34 212.00 4.71
50 275 48 260.00 5.20

55 298 23 283.00 5.15
45 5.47

60 343 328.00
65 408 65 393.00 6.05
70 478 70 463.00 6.61
75 560 82 545.00 7.27
80 648 88 633.00 7.91
85 737 89 722.00 8.49
90 840 103 825.00 9.17
0 28 - - -
5 58 30 30.00 6.00 9.57 27.74
10 108 50 80.00 8.00
15 183 75 155.00 10.33
20 209 26 181.00 9.05
25 235 26 207.00 8.28
30 287 52 259.00 8.63

7+000
35 304 17 276.00 7.89
40 370 66 342.00 8.55
45 465 95 437.00 9.71
50 555 90 527.00 10.54
55 696 141 668.00 12.15
60 760 64 732.00 12.20
65 880 120 852.00 13.11
0 20 - - -
5 43 23 23.00 4.60 10.30 25.67
10 73 30 53.00 5.30
15 130 57 110.00 7.33
20 180 50 160.00 8.00

7+500
25 258 78 238.00 9.52
30 320 62 300.00 10.00
35 390 70 370.00 10.57
40 463 73 443.00 11.08
45 570 107 550.00 12.22
50 688 118 668.00 13.36
55 735 47 715.00 13.00
60 795 60 775.00 12.92
65 880 85 860.00 13.23
70 935 55 915.00 13.07
0 10 - - -
5 32 22 22.00 4.40 7.65 35.14
10 52 20 42.00 4.20
15 87 35 77.00 5.13
20 113 26 103.00 5.15
25 209 96 199.00 7.96
30 293 84 283.00 9.43
35 340 47 330.00 9.43
40 358 18 348.00 8.70
45 369 11 359.00 7.98

8+000
50 408 39 398.00 7.96
55 429 21 419.00 7.62
60 502 73 492.00 8.20
65 529 27 519.00 7.98
70 593 64 583.00 8.33
75 635 42 625.00 8.33
80 697 62 687.00 8.59
85 749 52 739.00 8.69
90 788 39 778.00 8.64
95 835 47 825.00 8.68
0 5 - - -
5 55 50 50.00 10.00 8.80 30.33
10 154 99 149.00 14.90

8+500
15 215 61 210.00 14.00
20 240 25 235.00 11.75
25 265 26 261.00 10.44
30 291 26 287.00 9.57
35 320 29 316.00 9.03
40 356 36 352.00 8.80
45 399 43 395.00 8.78
50 409 10 405.00 8.10
55 419 10 415.00 7.55
60 431 12 427.00 7.12
65 449 18 445.00 6.85
70 460 11 456.00 6.51
75 493 33 489.00 6.52
80 503 10 499.00 6.24
85 523 20 519.00 6.11
90 553 30 549.00 6.10
0 15 - - -
5 50 35 35.00 7.00 5.48 50.06
10 80 30 65.00 6.50
15 100 20 85.00 5.67
20 130 30 115.00 5.75
25 155 25 140.00 5.60
30 180 25 165.00 5.50
35 200 20 185.00 5.29
9+000 40 223 23 208.00 5.20
45 240 17 225.00 5.00
50 255 15 240.00 4.80
55 273 18 258.00 4.69
60 292 19 277.00 4.62
65 315 23 300.00 4.62
70 354 39 339.00 4.84
75 405 51 390.00 5.20

80 480 75 465.00 5.81
85 535 55 520.00 6.12
90 587 52 572.00 6.36
0 23 - - -
5 52 29 29.00 5.80 8.33 32.15
10 85 33 62.00 6.20
15 123 38 100.00 6.67
20 155 32 132.00 6.60
25 190 35 167.00 6.68
30 225 35 202.00 6.73
35 270 45 247.00 7.06

9+500
40 325 55 302.00 7.55
45 390 65 367.00 8.16
50 461 71 438.00 8.76
55 563 102 540.00 9.82
60 663 100 640.00 10.67
65 780 117 757.00 11.65
70 820 40 797.00 11.39
75 860 40 837.00 11.16
0 5 - - -
5 45 40 40.00 8.00 11.08 23.75
10 75 30 70.00 7.00
15 124 49 119.00 7.93
20 175 51 170.00 8.50
25 260 85 255.00 10.20

10+000
30 330 70 325.00 10.83
35 400 70 395.00 11.29
40 473 73 468.00 11.70
45 590 117 585.00 13.00
50 780 190 775.00 15.50
52 940 160 935.00 17.98
10+500 0 20 - - -
55 35 7.00 7.56 35.62

5 35
10 76 21 56 5.60
15 90 14 70 4.67
20 115 25 95 4.75
25 145 30 125 5.00
30 190 45 170 5.67
35 238 48 218 6.23
40 288 50 268 6.70
45 330 42 310 6.89
50 400 70 380 7.60
55 493 93 473 8.60
60 590 97 570 9.50
65 670 80 650 10.00
70 770 100 750 10.71
75 825 55 805 10.73
80 920 95 900 11.25
0 5 - - -
5 45 40 40.00 8.00 6.41 42.41
10 70 25 65.00 6.50
15 90 20 85.00 5.67
20 105 15 100.00 5.00
25 115 10 110.00 4.40
30 150 35 145.00 4.83

11+000
35 170 20 165.00 4.71
40 200 30 195.00 4.88
45 240 40 235.00 5.22
50 290 50 285.00 5.70
55 355 65 350.00 6.36
60 430 75 425.00 7.08

65 530 100 525.00 8.08
70 595 65 590.00 8.43
75 615 20 610.00 8.13
80 622 7 617.00 7.71
85 637 15 632.00 7.44
90 650 13 645.00 7.17
0 7 - - -
5 31 24.00 24.00 4.80 3.55 79.16
10 41 10.00 34.00 3.40
15 52 11.00 45.00 3.00
20 61 9.00 54.00 2.70
25 75 14.00 68.00 2.72
30 89 14.00 82.00 2.73
35 100 11.00 93.00 2.66
40 117 17.00 110.00 2.75
45 134 17.00 127.00 2.82
50 157 23.00 150.00 3.00
55 183 26.00 176.00 3.20
60 230 47.00 223.00 3.72

11+500
65 258 28.00 251.00 3.86
70 280 22.00 273.00 3.90
75 293 13.00 286.00 3.81
80 310 17.00 303.00 3.79
85 330 20.00 323.00 3.80
90 347 17.00 340.00 3.78
95 370 23.00 363.00 3.82
100 396 26.00 389.00 3.89
105 420 24.00 413.00 3.93
110 443 23.00 436.00 3.96
115 464 21.00 457.00 3.97
120 482 18.00 475.00 3.96
125 510 28.00 503.00 4.02

520 3.95

130 10.00 513.00
135 530 10.00 523.00 3.87

20
0 - - -
40 20 4.00
5 20.00 4.93 55.95
60 20 40 4.00
10
75 15 55 3.67
15
100 25 80 4.00
20
130 30 110 4.40
25
160 30 140 4.67
30
196 36 176 5.03
35
242 46 222 5.55
40
290 48 270 6.00
45
12+000 315 25 295 5.90
50
340 25 320 5.82
55
387 47 367 6.12
60
435 48 415 6.38
65
463 28 443 6.33
70
485 22 465 6.20
75
500 15 480 6.00
80
510 10 490 5.76
85
525 15 505 5.61
90
541 16 521 5.48
95
552 11 532 5.32
100
0 20 - - -
5 81 61 61 12.20 8.35 32.04
10 111 30 91 9.10
12+500 15 154 43 134 8.93
20 203 49 183 9.15
25 237 34 217 8.68

30 265 28 245 8.17
35 299 34 279 7.97
40 330 31 310 7.75
45 362 32 342 7.60
50 400 38 380 7.60
55 436 36 416 7.56
60 475 39 455 7.58
65 512 37 492 7.57
70 560 48 540 7.71
75 615 55 595 7.93
80 670 55 650 8.13
0 20 - - -
5 50 30 30.00 6.00 6.52 41.60
10 70 20 50.00 5.00
15 100 30 80.00 5.33
20 116 16 96.00 4.80
25 142 26 122.00 4.88
30 165 23 145.00 4.83
35 200 35 180.00 5.14

13+000
40 230 30 210.00 5.25
45 252 22 232.00 5.16
50 310 58 290.00 5.80
55 414 104 394.00 7.16
60 525 111 505.00 8.42
65 571 46 551.00 8.48
70 635 64 615.00 8.79
75 720 85 700.00 9.33
80 820 100 800.00 10.00

0
20
5 45 25 25 5 4.89 56.42
13+500
10 61 16 41 4
15 77 16 57 4

20 93 16 73 4
25 106 13 86 3
30 120 14 100 3
35 132 12 112 3
40 156 24 136 3
45 170 14 150 3
50 193 23 173 3
55 217 24 197 4
60 255 38 235 4
65 292 37 272 4
70 343 51 323 5
75 404 61 384 5
80 475 71 455 6
85 590 115 570 7
90 735 145 715 8
95 930 195 910 10

965
97 35 945 10
0 5 - - -
5 45 40 40.00 8.00 6.41 42.41
10 70 25 65.00 6.50
15 90 20 85.00 5.67
20 105 15 100.00 5.00
25 115 10 110.00 4.40

14+000
30 150 35 145.00 4.83
35 170 20 165.00 4.71
40 200 30 195.00 4.88
45 240 40 235.00 5.22
50 290 50 285.00 5.70
55 355 65 350.00 6.36
60 430 75 425.00 7.08
65 530 100 525.00 8.08
70 595 65 590.00 8.43
75 615 20 610.00 8.13
80 622 7 617.00 7.71
85 637 15 632.00 7.44
90 650 13 645.00 7.17
Note:The following DCP tests have been carried out for 1 m of depth. Since, the proposed road has
more than 15 m of cut in some places, so the DCP test could not be conducted at these depths.
Hence, the adopted CBR value is taken as 10% in average.
PAVEMENT THICKNESS AND COMPOSITION

Pavement design according DoR Pavement Design Guideline is Plate I – Recommended Design for
Traffic Range 1 -10 msa for CBR Value 10%. According to that plate I, the total pavement
thickness is 350 mm with Granular Base 150 mm and Granular Sub-base 200 mm and Surface
course 14 mm.
SUB-BASE COARSE
Sub-base construction material requirements and construction procedure shall be followed the
standard Specification for Road and Bridge Works (Clause 12001). From drainage consideration
the granular sub-base should extended over the entire formation width. The thickness of the
granular sub-base layer is 150 mm. In the areas affected by frost, care should be taken to avoid
using frost susceptible materials in the sub-base.
SUBBASE AS A FILTER OR SEPARATING LAYER
Where subbase as part of subbase at lower level at interface with subgrade is required to act as a
filter to prevent infiltration of the frost susceptible subgrade into the overlaying courses during and
following the frost melting period, apart from above, the materials for subbase shall also meet the
D15 Coarse layer 

(a) 5
D85 Fine layer 
following criteria.
where D15 is the sieve size through which 15 percent by weight of the material passes and D85 is
sieve size through which 85 percent passes.
D50Coarse layer 
(b)  25
D50Fine layer 
D15 Coarse layer 

(c)  5 to 40
D15 Fine layer 
BASE COURSE
Unbound granular bases which comprise conventional Graded Crushed Stone and Water Bound
Macadam (WBM) base shall be provided as per the Standard Specification (Clause 1202 and
1203). Materials used in the base must satisfy the grading and physical requirements in the
Standard Specification. The thickness of granular base is 200 mm.
BITUMINOUS SURFACING
Bituminous surfacing shall consist of either a wearing course or a binder course with a wearing
course depending upon the traffic to be carried. Double Base Surface Dressing can be used for
bituminous wearing course as per standard specification (Section 1300). Bituminous Surfacing 50
mm is calculated.
Figure 4 Pavement Design Chart for 1 – 10 msa.
3.5 IRC METHOD FOR DESIGN OF FLEXIBLE PAVEMENT

GENERAL
Indian Roads Congress (IRC) has specified the design procedures for flexible pavements based on
CBR Value and cumulative number of standard axles to be catered for design in terms of million
standard axle (msa). This guidelines follows analytical designs and developed set of designs upto
150 msa in IRC: 37-2001
Design Procedure
1. Design is based on the performance of existing designs and using analytical approach,
simple design charts and a catalogue of pavement designs added in the code.
2. The pavement designs are given for subgrade CBR values ranging from 2% to 10% and
design traffic ranging from 1 msa to 150 msa,
3. Using the following simple input parameters, appropriate designs could be chosen for the
given traffic and soil strength.
 Design Traffic in terms of cumulative number of standard axles.
 CBR value of subgrade
DESIGN TRAFFIC

The method considers traffic in terms of the cumulative number of standard axles (8160kg) to be
carried by the pavement during the design life. This requires the following information:
 Initial traffic in terms of Commercial Vehicles per Day (CVPD)

 Traffic growth rate during the design life
 Design life in number of years
 Vehicle Damage Factor (VDF)
 Distribution of commercial traffic over the carriage way
INITIAL TRAFFIC IN TERMS OF CVPD

Initial traffic is determined in terms of commercial vehicles per day (CVPD). For the structural
design of the pavement only commercial vehicles are considered assuming laden weight of three
tone or more and their axle loading will be considered. Estimate of the initial daily average traffic
flow for any road should normally be based on 7-day 24 hour classified traffic counts (ADT). In
case of new roads, traffic estimates can be made on the basis of potential land use and traffic on
existing routes in the area.
DESIGN LIFE
For purpose of the pavement design, the design life is defined in terms of the cumulative number of
standard axles that can be carried before strengthening of the pavement is necessary. It is
recommended that pavements for arterial roads like National Highway should be designed for a life
of 15 Years. Feeder roads and urban roads should be designed for 20 years and other categories of
roads for 10 to 15 years.
TRAFFIC GROWTH RATE
Traffic growth rates can be estimated by:
 By studying the past trends of traffic growth

 By establishing econometric models
If adequate data is not available, it is recommended that an average annual growth rate of 7% may
be adopted.
VEHICLE DAMAGE FACTOR
The vehicle damage factor (VDF) is a multiplier for converting the number of commercial vehicles
of different axle loads and axle configuration to the number of standard axle-load repetitions. It is
defined as equivalent number of standard axles per commercial vehicle. The axle load equivalency
factors are used to convert different axle load repetitions into equivalent standard axle load
repetitions. The axle load equivalency factors recommended in the AASHTO guide are given in
table below. They are used for converting different axle load repetitions into equivalent standard
axle load repetitions.
Table 1 Axle Load Equivalency Factors as recommended by AASHTO Guide

Load Equivalency Factors
S.N. Gross Axle Weight (Kg) Remarks
Single Axle Tandem Axle
1 900 0.0002 0.0000
2 1810 0.0020 0.0002
3 2720 0.0090 0.0010
4 3630 0.0310 0.0030
5 4540 0.0800 0.0060
6 5440 0.1760 0.0130
7 6350 0.3500 0.0240
8 7260 0.6100 0.0430
9 8160 1.0000 0.0700
10 9070 1.5500 0.1100
11 9980 2.3000 0.1660
12 10890 3.2700 0.2420
13 11790 4.4800 0.3420
14 12700 5.9800 0.4700
15 13610 7.8000 0.6330
16 14520 10.0000 0.8340
17 15420 12.5000 1.0800
18 16320 15.5000 1.3800
19 17230 19.0000 1.7300
20 18140 23.0000 2.1400
21 19051 27.7000 2.6100
22 19958 33.0000 3.1600
23 20865 39.3000 3.7900
24 21772 46.5000 4.4900
25 22680 55.0000 5.2800
26 23587 - 6.1700
27 24494 - 7.1500
28 25401 - 8.2000
29 26308 - 9.4000
30 27216 - 10.7000
31 28123 - 12.1000

Load Equivalency Factors
S.N. Gross Axle Weight (Kg) Remarks
Single Axle Tandem Axle
32 29030 - 13.7000
33 29937 - 15.4000
34 30844 - 17.2000
35 31752 - 19.2000
36 32660 - 21.3000
37 33566 - 23.6000
38 34473 - 26.1000
39 35380 - 28.8000
40 36288 - 31.7000
When sufficient information on axle loads is not available and the project size does not warrant
conducting an axle load survey, the indicative values of vehicle damage factor as given in table
below may be used.
Table 2 Vehicle Damage Factor According to Terrain

Terain
S.N. Initial Traffic Volume in terms of CVPD Remarks
Rolling Hilly
1 0-150 1.5 0.5
2 150-1500 3.5 1.5
3 More than 1500 4.5 2.5
conducting an axle load survey, the indicative values of Vehicle damage factor (VDF) may be used
as given in the table below. The Vehicle Damage factor (VDF) is the multiplier to convert the

Table 3Vehicle Damage Factor
4 Large bus 0.50
5 Bus 0.35
6 Tractors 1.0
In case the class mark of the axle load survey does not match with the above axle loads, 4 th Power
Law may be used for converting axle loads into equivalent standard axle loads using the following
formula.
SINGLE AXLE LOAD
Equivalency Factor = (axle load in kg/8160)4
TANDEM AXLE LOAD
Equivalency Factor = (axle load in kg/14968)4
VEHICLE DISTRIBUTION
A realistic assessment of distribution of commercial traffic by direction and by lane is necessary as
it directly affects the total equivalent standard axle load application used in the design. Until
reliable data is available, the following distribution may be assumed.
a) Single lane roads: Traffic tends to be more channelized on single lane roads than two-lane
roads and to allow for this concentration of wheel load repetitions, the design should be
based on total number of commercial vehicles in both direction.
b) Two-lane single carriage roads/ Intermediate lane roads: The design should be based on
75 percent of the total number of commercial vehicles in both directions.
c) Four-lane single carriageway roads: The design should be based on 40 percent of the total
number of commercial vehicles in both directions.
d) Dual carriageway roads: The design of dual two lane carriageway roads should be based
on 75 percent of the number of commercial vehicles in each direction. For dual three-lane
carriageway and dual four lane carriageway, the distribution factor will be 60 percent and
45 percent respectively.

computed as:
365 *[(1  r ) n  1]
N * A* D * F
r
Where,
N = The cumulative number of standard axles to be catered for design in terms of msa
F = Vehicle damage factor (taken as shown in above table)
A = P*(1+r)n
Where,
r = Annual growth rate of commercial vehicle
n = Number of years between the last count and the year of completion of construction
Pavement Thickness Design Chart

DESIGN CALCULATION OF DESIGN TRAFFIC AND CUMMULATIVE NUMBER OF
STANDARD AXLES AS PER IRC METHOD
Table 4 Calculation of Cumulative Number of Standard Axles by IRC Method
207
2077
4
Traffi Lan
Traf AADT
c e
fic 2077
Growt Forec Dist Cummula
Cou with Standar
S. Vehic h ast VDF ribu tive Remar
Type nt season A*F A*F*D d Axles
N. le Rate with (F) tion Standard ks
(Bot al (N) for
6% 6% Fact s of Axel
h factor 15 year
Growt or
Dire 0.97
h (D)
ctio
Rate
n)
Truck 294449.
1 Light 40 0.06 47.64 46.21 1 46.21 0.75 34.65
78
Four
828141
Whee 297.7 144.4 108.3
2 Bus 145 0.06 288.82 0.5 0.75
l 5 1 0 533690.
Drive 23
190.6 142.9
Total
2 5
Cumulative Number of Standard Axles for design period is calculated as 0.83msa which lies
between 1 to 10 msa, CBR Value is calculated as 10%
Pavement design for this project according IRC Method of Pavement Design Guideline is Plate I –
Recommended Design for Traffic Range 1 -10 msa for CBR Value 10%. According to that Plate I,
mm and Surface course 14 mm.
Figure 1: Pavement Composition and Thickness
PAVEMENT THICKNESS AND COMPOSITION

Pavement design for this project according IRC Method of Pavement Design Guideline is Plate I –
Recommended Design for Traffic Range 1 -10 msa for CBR Value 10%. According to that Plate I,
mm and DBM50 mm.

3.6 TRL OVERSEAS ROAD NOTE 31 METHOD
This Road Note gives recommendations for the structural design of bituminous surfaced roads in
tropical and subtropical climate. It is aimed at highway engineers responsible for the design and
construction of new road pavements and is appropriate for roads which are required to carry upto
30 cumulative equivalent standard axles in one direction.
Design Procedure
There are three main steps to be followed in designing a new road pavement. These are
i. Estimating the amount of traffic and the cumulative number of equivalent standard axles
that will use the road over the selected design life.
ii. Assessing the strength of the subgrade soil over which the road is to be built.
iii. Selecting the most economical combination of pavement materials and layer thickness that
will provide satisfactorily service over the design life of the pavement using structural
catalogues.
TRAFFIC
The deterioration of paved roads caused by traffic results from both the magnitude of the individual
wheel loads and the number of times these loads are applied. For pavement design purposes, it is
necessary to consider not only the total number of vehicles that will use the road but also the wheel
loads (or for convenience, the axle loads) of these vehicles. The loads imposed by private cars do
not contribute significantly to the structural damage. For the purposes of structural design, cars and
similar sized vehicles can be ignored and only the total number and the axle loading of the heavy
vehicles that will use the road during its design life need to be considered in this context, heavy
vehicles are defined as those having a laden weight of 3000 kg or more.
DESIGN LIFE
For most road projects an economic analysis period of between 10 and 20 years from the date of
opening is appropriate. Design life doesn’t mean at the end of the period the pavement will be
completely worn out and in need of reconstruction. It means towards the end of the period the
pavement will need to be strengthened so that it can continue to carry traffic satisfactorily for a
further period.
ESTIMATING TRAFFIC FLOWS
In order to determine the total traffic over the design life of the road, the first step is to estimate
baseline traffic flows. The estimate should be Annual Average Daily Traffic currently using the
route. The AADT is defined as the total annual traffic summed for both directions and divided by
365. For long projects, large differences in traffic along the road may make it necessary to estimate
the flow at several locations. It should be noted that for structural design purposes the traffic

loading in one direction is required and for this reason care is always required when interpreting
ADT figures.
TRAFFIC COUNTS
The counts are for seven consecutive days. The counts on some of the days are for a full 24 hours,
some days 16-hour counts should be sufficient. These should be grossed upto 24-hour values in the
same proportion as the 16-hour/24 hour split on those days when full 24 hours counts have been
taken. Counts are avoided at times when travel activity is abnormal for short period. If possible 7-
day counts should be repeated several times throughout the year.
TRAFFIC FORECASTING
An extent of future traffic depends on many factors such as economic, land-use and demographic
factors. Therefore, traffic forecasting is an uncertain process. In a developing economy the problem
becomes more difficult because such economies are often very sensitive to the world prices of just
one or two commodities. In order to forecast traffic growth it is necessary to separate traffic into the
following three categories.
a) Normal Traffic
Traffic which will pass along the existing road or track even if no any new pavement is provided.
The commonest method of forecasting normal traffic is to extrapolate time series data on traffic
levels and assume that growth will either remain constant in absolute terms i.e. a fixed number of
vehicles per year (a linear extrapolation), or constant in relative terms i.e. a fixed percentage
increase.
b) Diverted Traffic
Traffic that changes from another route (or mode of transport) to the project road because of the
improved pavement, but still travels between the same origin and destination. Where parallel routes
exist, traffic will usually travel on the quickest route although this may not necessarily be the
shortest. Thus, surfacing an existing road may divert traffic from a parallel and shorter route
because higher speeds are possible on the surface road. Origin and destination surveys should be
carried out to provide data on the traffic diversions likely to arise. Diverted traffic is normally
assumed to grow at the same rate as traffic on the road from it is diverted.
c) Generated Traffic
Additional traffic which occurs in response to the provision or improvement of the road. Generated
traffic arises either because a journey becomes more attractive by virtue of a cost or time reduction
or because of the increased developments that is brought about by the road investment. Generated
traffic is difficult to forecast accurately and can be easily overestimated. It is only likely to be
significant in those cases where the road investment brings about large reductions in transport

costs. For example, in the case of a small improvement within an already developed highway
system, generated traffic will be small and can normally be ignored. However, in the case of a new
road allowing access to a undeveloped area, there could be large reductions in transport costs as a
result of changing mode from, for example , animal based transport to motor vehicle transport. In
such a case, generated traffic could be the main component of future traffic flow.
AXLE LOADING
The damage that vehicles do to a road depends very strong on the axle load of the vehicles. For
pavement design purposed, the damaging power of axles is related to a Standard Axle of 8.16 tones
using equivalence factors which have been derived from empirical studies.
AXLE LOAD SURVEY
No recent axle load data are available, it is recommended that axle load surveys of heavy vehicles
are undertaken whenever a major road project is being damaged. Axle load surveys are carried out
by weighing a sample vehicle at the road side. The sample should be chosen such that a maximum
of about 60 vehicles per hour are weighed. The mean equivalence factor for each type of class of
vehicle travelling in each direction must then be determine.
CUMULATIVE EQUIVALENT STANDARD AXLES
The daily traffic flow for each class of vehicle and the average daily one directional flow for each
class of vehicle is determined first. Then a forecast of the one directional traffic flow for each class
of vehicle during design life is made. Then, the mean equivalence factor of each class of vehicle
and for each direction from the results of this axle load survey. Finally the higher of the two
directional values should be used for design.
EQUIVALENT FACTORS FOR DIFFERENT AXLE LOADS
Equivalent factors for different axle loads are given in table below:
Table 5 Equivalent factors for different axle loads
S.N. Wheel Load (single and dual) (103 kg) Axle Load (103 kg) Equivalence Factor
1 1.5 3.0 0.01
2 2.0 4.0 0.04
3 2.5 5.0 0.11
4 3.0 6.0 0.25
5 3.5 7.0 0.50
6 4.0 8.0 0.91
7 4.5 9.0 1.55
8 5.0 10.0 2.50
9 5.5 11.0 3.83
10 6.0 12.0 5.67

S.N. Wheel Load (single and dual) (103 kg) Axle Load (103 kg) Equivalence Factor
11 6.5 13.0 8.13
12 7.0 14.0 11.30
13 7.5 15.0 15.50
14 8.0 16.0 20.70
15 8.5 17.0 27.20
16 9.0 18.0 35.20
17 9.5 19.0 44.90
18 10.0 20.0 56.50
VEHICLE DAMAGE FACTOR

conducting an axle load survey, the indicative values of Vehicle damage factor (VDF) may be used
as given in the table below. The Vehicle Damage factor (VDF) is the multiplier to convert the
Table 6Vehicle Damage Factor
4 Large bus 0.50
5 Bus 0.35
6 Tractors 1.0
TRAFFIC CLASSES
Following given below table shows various traffic classes as per equivalent standard axles
Table 7 Traffic Classes and Equivalent Standard Axles Range

S.N. Traffic Classes Range (106 esa)
1 T1 < 0.3
2 T2 0.3 – 0.7
3 T3 0.7 – 1.5
4 T4 1.5 – 3.0
5 T5 3.0 – 6.0
6 T6 6.0 – 10.0
7 T7 10.0 – 17.0
8 T8 17.0 – 30.0
Subgrade Strength Classes

Following given below table shows various subgrade strength classes as per CBR %.
Table 8 Subgrade Strength Classes as per CBR % Range
S.N. Subgrade Strength Classes Range (CBR %)
1 S1 <2
2 S2 3-4
3 S3 5-7
4 S4 8 - 14
5 S5 15 - 29
6 S6 > 30

computed as:
365 *[(1  r ) n  1]
N * A* D * F
r
Where,
N = The cumulative number of standard axles to be catered for design in terms of msa

F = Vehicle damage factor (taken as shown in above table)
A = P*(1+r)n
Where,
n = No. of years between the last count and year of completion of construction (3 years)
DESIGN CALCULATION OF DESIGN TRAFFIC & CUMMULATIVE NUMBER OF STANDARD AXLES AS PER TRL OVERSEAS
ROAD NOTE 31
Table 9Cumulative Number of Standard Axles from Road Note 31
2077
2074 Traffic AADT 2077
Lane Standard Cummulative
Traffic Growth Forecast with VDF
S.N. Vehicle Type A*F Distribution A*F*D Axles (N) for Standards of Remarks
Count (Both Rate 6% with 6% seasonal (F)
Factor (D) 15 year Axel
Direction) Growth factor 0.97
Rate
1 Truck Light 40 0.06 47.64 46.21 1 46.21 0.75 34.65 828141

294449.78
2 Four Wheel Drive Bus 145 0.06 297.75 288.82 0.5 144.41 0.75 108.30 533690.23
Total 190.62 142.95

Cumulative Number of Standard Axles for design period is calculated as 0.83msa.85 percent maximum CBR Value is calculated as 10%.
According to Road Note 31, for 0.83msa, Traffic Class T3 is considered and Subgrade Strength Class as S3with CBR value 10% which lies between
8and14CBR%. Therefore according to structural catalogue of Road Note 31, the combination is T3 and S4, so the total pavement thickness from chart is
350mm with Granular Base Coarse 200 mm, Granular Sub-Base Coarse 150 mm and Surface course 14mm.
Figure 2 Chart 1 Road Pavement Composition as per Road Note 31

Pavement Composition Chart as per TRL Overseas Road Note 31
Overall Conclusion and Recommendation for Design of Pavement:
For this project, we design the pavement by following three methods:
1. DoR Pavement Design Guidelines Method (Flexible Pavement)
2. IRC Method
3. TRL Overseas Road Note 31 Method
Among three methods, TRL Overseas Road Note 31 Methodseems more optimum. We calculated
design traffic as 0.83msa and 85th Percentile CBR as 10. Therefore, as per TRL Overseas Road
Note 31 Methodwe use, Road Pavement Composition for Traffic Range 1 - 10 msa for CBR Value
10%. According to that plate I, the total pavement thickness is 350 mm with Granular Base 200
mm and Granular Sub-base 150 mm and binder course 14 mm.
3.7 TRAFFIC SAFETY AND CONTROLLERS

Different kinds of traffic controllers and safety precautions and undertaken during the study and
design of this road and estimated cost is also included in the total project cost. Following things are
undertaken during this study.
 Placing of different traffic sign post at various chainages as required.
 Placing of km post at various chainages as required (per one km and per five km).
 Placing of RCC delineator and guard post at various places as required.
 Traffic Controller and diversions are provided as required
DHAPTER-IV: DETAILED ENGINEERING SURVEY
CHAPTER-IV: DETAILED ENGINEERING

SURVEY
4.1 THE SURVEY TEAM

The survey team for detailed survey work of proposed road constitute of engineers, senior surveyors, junior
surveyors and other assistants.
4.2 PRE-SURVEY ACTIVITIES

Before the commencement of the detailed survey, a brief desk study was carried out by the team of
consultant to be familiar with the site. During the desk study work, various reports were reviewed.
Before the commencement of the survey work, a meeting of the consultant team and Client was
conducted. The meeting was conducted to make the consultant team familiar with the project area.
During the meeting, the consultant team was introduced about the project road, its accessibility,
existing condition of the road, etc.
4.3 TOPOGRAPHICAL SURVEY

Strip Survey was conducted for the proposed alignment. This method of survey is done for new
alignment or existing alignment where change in alignment is necessary. In this method of survey,
survey is done of strip of proposed alignment. The second stage detail survey of the road alignment
was conducted to prepare topography maps.
In case of existing tracks and trails, detail survey will be conducted only in case of realignment is
required or the places of stream crossing, landslides etc. Exact need of detail topography survey in
case of upgrading sections will be established in the field and survey will be carried out
accordingly.
The detail survey of the road alignment will be carried out covering details within the right of way
and to prepare maps to include:
 Contours at 0.5 to 1m interval as appropriate considering the nature of terrain;
 Settlement / villages including government, private and public establishments;
 Traverse lines, BMs and other survey control points;
 River / stream crossings, gullies and other drainage crossings;
 Topography features such as ridges, depressions, valleys, summits, cliffs;
 Other information pertinent to design, construction and maintenance of roads.

4.4 FIXING OF GRADIENT BETWEEN CONSECUTIVE CONTROL POINTS
In order to control the vertical gradient of road alignment between two consecutive control points,
this survey is conducted. This will be done with the help of abbey level, ranging rod and tape.
4.5 ESTABLISHMENT BENCH MARKS AND CONTROL POINTS

Permanent Bench Marks were established along the road alignment at about 500m intervals.
Permanent objects along the alignment were given the first priority for establishment of BM. If
permanent objects were not available, then concrete pegs with a nail at the top were mounted as
BM. The BMs will provide vertical control points for the survey and also serve as baseline stations
and traverse points for horizontal ground control. At least three reference points were provided for
each BM and Description Cards has been prepared which helps in locating the BM during
construction phase.
4.6 BENCH MARK SURVEY

Bench mark survey was carried out by running a double run, second order split level circuits. All
closing errors are kept within the acceptable limits of second order accuracy.
4.7 BASELINE SURVEY

In order to provide horizontal control for the engineering survey, baseline survey was conducted. A
closed baseline survey was carried out by the help of Total Station. Visibility guided the distance
between the two consecutive baseline points.
4.8 TRAVERSE SURVEY

A primary traverse survey was carried out along the road alignment. The survey was connected to
the baseline survey so that both have a single coordinate system. The survey covered the right of
way and recorded location of existing and proposed center line, BMs and TBMs, physical and
manmade features of permanent nature, which might influence the road alignment.
4.9 DATA ENTRY AND ANALYSIS

The survey conducted for the proposed road was of strip survey method. In order to obtain the
existing grade and nature of terrain, longitudinal and cross section survey was conducted by
pegging the chainage point at every 20m interval. The cross section survey was extended to a
distance of 25m.
The traverse survey was conducted with the help of Total Station. The coordinate of the first
traverse point was computed from the available topo map of Department of Survey. Strip survey
was conducted for the proposed road. The traverse was closed at the various locations for
obtaining the higher accuracy. Bench Mark was fixed at about 500 m interval and level was closed

at every BM points. The reading of level machine was entered in the Excel to compute the
elevation of each peg points and cross section points.
SW Road and Smart Road Software were used for the designing of alignment. Detail data was
entered in Excel and contour was drawn in AutoCAD with the help of SW DTM and Smart Road
DTM Loader. Fixing of alignment was done as per the nature of contour. Wherever possible,
existing track was followed and change of alignment was done only where the grade was very
steep.
CHAPTER-VI: DESIGN AND DRAWINGS
CHAPTER-V: ENGINEERING STUDY AND

INVENTORY SURVEY
5.1 GENERAL
Following field surveys and investigations have been carried out for the project roads to determine
the appropriate inputs for design and project preparation.
1. Road Inventory Survey
2. Construction Material Survey
3. Geological and Geo-technical Survey
4. Hydrological and Meteorological Survey
5.2 ROAD INVENTORY SURVEY

Field surveys have been carried out to record road inventory details of the project roads. Following
surveys have been carried out:
 Sub-grade condition survey (visual survey)
 Existing structure survey
 Side drains requirement survey
 Cross drainage requirement survey
 Retaining and protection work requirement survey
 Land use survey
 The location of settlements of the road structures, electric poles, streams, water taps within the area of
the plan.
5.2.1 GPS CO-ORDINATE OF MAJOR LOCATION:

Table 5.1: GPS Co-ordinate of Major Locations
Start Point End Point
Amaltukra Nagar Daha, Mauwa
Latitude: 29°17'9.18"N Latitude: 29°18'43.04"N
Longitude: 80°54'26.09"E Longitude: 80°54'38.01"E
Chainage (KM): 0+000 Chainage (KM): 14+000
Elevatiom (m): 938 Elevatiom (m): 1637
5.2.2 VISUAL SURVEY OF TOPOGRAPHY/CONDITION OF EXISTING ROAD

&STRUCTURE:
Table 5.2: Visual Survey of Topography
S.N. Mun/VDC/Village Name Chainage(KM) Remarks

1 Bahunkada 7+200 Cultivated area and Settlement area
2 Saudkada 7+500 Cultivated area and Settlement area
3 Bharikot 10+100 Cultivated area and Settlement area
4 Karija 13+500 Cultivated area and Settlement area
5 Nagar Daha 14+000 Cultivated area and Settlement area
5.2.3 EXISTING CONDITION OF ROAD STRUCTURES:

Table 10 Existing Condition of Road
5.2.4 SIDE DRAIN REQUIREMENT:

REF COST ESTIMATE
5.2.5 CROSS DRAINAGE REQUIREMENT:
REF COST ESTIMATE
5.2.6 MASONARY RETAINING WALL REQUIREMENT
REF COST ESTIMATE
5.2.7 GABION RETAINING WALLS REQUIREMENT
REF COST ESTIMATE
5.2.8 LAND USE AND SETTLEMENT PATTERN SURVEY:
S.N. Mun/VDC/Village Name Chainage(KM) Remarks

1 Bahunkada 7+200 Cultivated area and Settlement area
2 Saudkada 7+500 Cultivated area and Settlement area
3 Bharikot 10+100 Cultivated area and Settlement area
4 Karija 13+500 Cultivated area and Settlement area
5 Nagar Daha 14+000 Cultivated area and Settlement area
5.2.9 KERB STONE, HANDRAIL AND FOOTPATH REQUIREMENT

REF COST ESTIMATE
5.3 CONSTRUCTION MATERIALS SURVEY
Construction Materials Survey is one of the important tasks that need to be carried out during
project study. Construction Materials are divided into two types as Naturally Available and Factory
Made Material. Following studies was made in this survey to identify and locate the required
construction materials:
 Identification of potential sources
 Investigation of existing road materials on sites.
5.3.1 GEOLOGICAL AND GEO-TECHNICAL SURVEY

Geological Study
Introduction
Doti a part of Province 7 of the Far-Western Region, is one of the seventy-five districts of Nepal.Its
district headquarter is Dipayal.This district covers an area of 2,025 km² and has a population (2015)
of 214,043.
It borders with Achham and Surkhet to the East, Dadeldhura and Baitadi to the West, Bajhang to
the North and Kailali to the South. Topographically, Doti entails 28°54' - 29°28' latitude and 80°
30' - 81°14' longitudes. Geopolitically, Doti is administratively divided into 1 municipality and 7
rural municipalities. The only one municipality in Doti is DipayalSilgadhi and other small towns
include BanjaKakani, Chhapalli, KedarAkhada, Latamandu, Satphari, Kalikasthan, etc.
Agriculture (including livestock and poultry) and cottage industries are the main economic
activities of the district. Agriculture is the main source of income in about 92.51% of the
households.
The total area of Doti is 2,025 sq km. Almost area of Doti lies on Mid-hill area and few area lies on
Terai and high hill. The lowest elevation point is 600 meter and the highest elevation point is 4,000
meter from mean sea level. Elevation of Doti Headquarter Silgadhi is 1250 m. Seti, Thuligad,
Tunagad, Kalagad, Sahiligad and Gandakigad are main rivers flowing in Doti.
As a result of the elevation differences, Doti has four different types of climate: tropical up to 1,200
m where temperature increase more than 440 Celsius, subtropical from 1,200-2,100 m, Temperate
above 2,100-3300m and Alpine above 3300m . The annual rainfall is about 1,347 mm and
temperature varies from 0.2 ºC to 44ºC. Subsistence agriculture farming, mainly small scale
livestock is the main source of occupation and livelihood of the majority of the population, with
71.42% of the population active in this sector. Due to low level of agricultural production, the
majority of the households face acute food shortages for a large part of the year.
According to the National Census 2011, the total population of Dotiis 211,750 comprising 114,498
female (54.04%) and 97,252 male (45.93%) residing in 41,440 households. Doti has an average
population density of around 105 people per square km. The average family size is 4.99. The
average life expectancy is 53 years (Female is 55 and 50 years). The average literacy rate is about
59.4% (45.66% female and 76.65% male). Doti has a multi ethnic composition with Chhetri,
Thakuri, Kami, Damai, Brahman, Sarki, Sanyashi, Magar, Newar and others. The common
language is Nepali (98.78%).
There are numerous district and village roads. From the field study, it has been observed that most
of them are in fair weather condition. Most of these roads have been constructed using excavator
without proper planning and engineering design. The study team has found Doti in a relatively
better transport situation. Doti has an easy surface transport connection with major market and
commercial cities namely Dadeldhura and Dhangdhi. However, most of the rural roads are in poor
condition and need to be improved /upgraded for safe and reliable journey. Doti has access to the
Mahakali Highway (Attariya-Dadeldhura-Darchula). A feeder road between the Dadeldhura
(Syaule) and Achham (Mangalsen) is recently upgraded to bituminous standard by DoR.
Geography and Climate

Climate Zone[2] Elevation Range % of Area
Lower Tropical below 300 meters (1,000 ft) 0.1%
Upper Tropical 300 to 1,000 meters 1,000 to 3,300 ft. 22.2%
Subtropical 1,000 to 2,000 meters 3,300 to 6,600 ft. 58.8%
Temperate 2,000 to 3,000 meters 6,400 to 9,800 ft. 17.6%
Subalpine 3,000 to 4,000 meters 9,800 to 13,100 ft. 1.2%
Geologically, Doti district falls in Subtropical region. There we can find fine grained, hard, grey
sand stones interbedded with purple and chocolate colouredshales, nodular maroon clays and
pseudo conglomerates.
Geologically, the Siwalik Hills belong to the tertiary deposits of the outer Himalayas. They are
chiefly composed of sandstone and conglomerate rock formations, which are the solidified detritus
of the great mountain range to their north, but often poorly consolidated. The
remnant magnetization of siltstones and sandstones suggests a depositional age of 16-5.2 million
years with Karnali River exposing the oldest part of the Siwalik Hills in Nepal.
They are the southernmost and geologically youngest east-west mountain chain of the Himalayas.
They have many sub-ranges and extend west from Arunachal Pradesh through Bhutan to West
Bengal, and further westward through Nepal and Uttarakhand, continuing into Himachal
Pradesh and Kashmir. The hills are cut through at wide intervals by numerous large rivers flowing
south from the Himalayas.
They are bounded on the south by a fault system called the Main Frontal Thrust, with steeper slopes
on that side. Below this, the coarse alluvial Bhabar zone makes the transition to the nearly level
plains. Rainfall, especially during the summer monsoon, percolates into the bhabar, then is forced
to the surface by finer alluvial layers below it in a zone of springs and marshes along the northern
edge of the Terai or plains.
North of the Siwalik Hills the 1,500-3,000 meter Lesser Himalayas also known as the Mahabharat
Range rise steeply along fault lines. In many places the two ranges are adjacent but in other places
structural valleys 10–20 km wide separate them.
5.4 COUNTERMEASURE ON THE ACCIDENT PRONE AREA AND HAZARDOUS

LOCATIONS
The accident prone areas on road are sharp turnings, intersection of main road with the intermediate
roads and approach section of bridge and other cross drainage structure. As a method of
countermeasure we can use sign boards on the accident prone areas in order to make people aware
of the danger ahead. Zebra crossings and overhead bridges can be considered as other counter
measures near intersection of road. Similarly, safety barriers can be used in the approach section of
bridges as a countermeasure. Also speed limitation should be done near accident prone areas.
5.5 USE OF SAFETY BARRIERS

Safety barriers are preferred near the sharp turnings along the road alignment. The barriers used can
be steel or gabion barrier. Safety barriers can also be used near the approach section of bridge. The
chainage along the road alignment where sharp curves are present and safety barriers has to be
provided are:-
 0+400 - 0+600
 1+000 - 2+000
 2+300 - 3+100
 3+200 - 4+000
 5+200 - 5+400
 6+300 - 6+900
 7+000 - 7+600
 9+400 - 12+800
5.6 BUS LAY BYS OR BUS STOP
Bus lay bys are found to be suitable near the settlement area having dense population. The possible
chainages for providing bus lay bys are as follows:-
 0+100
 7+200
 10+100
 14+000
5.7 LOCATION OF SIGNPOST AND SIGNAL
Proper placement of signpost and signal along alignment of road is very important in order to
prevent accident and make people aware of any danger ahead. Specially, signposts and signals are
provided near sharp curves, approach section of bridge, near settlement area etc. The possible
chainages for providing signposts are:-
 1+000
 2+000
 2+800
 3+000
 3+300
 5+800
 6+400
 7+000
 9+500
 10+000
 10+400
 10+900
 11+200
 11+500
 12+000
 12+300
 12+400
 13+000
5.8 HYDROLOGICAL AND METEOROLOGICAL STUDY

Hydrological and meteorological study have been carried out for estimating design flood flows for
design of road drainage system and are given below:
 All relevant meteorological (rainfall and temperature) data were collected
 River and its river system are described and catchment area were calculated.
 Collection and review of previous reports and studies were done.
 Desk study on topographical maps and aerial photographs were
 Investigations about flood marks in streams and actual locations of waterways during field visit.
 Identification of erosion prone areas during field visit
 Verification of drainage locations with survey, inventory and field visit data
 Delineation of watershed boundary and determination of drainage area from topographical
maps
 Frequency analysis of relevant stream flow data
 Frequency analysis of maximum daily rainfall at relevant stations
 Establishment of IDF (Intensity-Duration-Frequency) curves for different road sections
 Establishment of catchments and channel characteristics (time of concentration and runoff
coefficient)
 Estimation of flood flows for adopted return periods by different methods
 Comparison and selection of design discharge for cross and side drains
 Design of cross and side drains.
HYDROLOGY
General Introduction
Detailed hydrological study at the proposed river crossing has been carried out to find out the
hydrological design parameters required for the design of cross drainage structures. The catchment
area is estimated from topographical map and ARCGIS 9.3. The high flood discharge was
estimated for the return periods of 100 years.
Catchment Characteristics
The coordinate of the outlet point of the catchment in the river crossing is taken from field. The
catchment is delineated from ARCGIS 9.3 and the catchment area at the outlet point is estimated.
The length of stream from its head to outlet point is determined.
Study Approach
Although the rainfall measuring stations in Nepal are established nearly during sixties the rainfall
data is not continuously available. Since short period of the data will not provide the better result
for the frequency analysis, which requires minimum 30 years data. Hence, to solve the problem the
appropriate rainfall data are collected.
Estimation of peak flow
The high flood discharge is estimated by using different approaches. They are as follows:
Water and Energy Commission Secretariat (WECS) Approach
The Water and Energy Commission Secretariat (WECS) has developed an approach to estimate the
flood flows in any ungauged catchment area below 3000 m elevation. The 2 year (Q2) and 100 year
(Q100) return period floods are given by:
Q2 = 1.8767 x (area below 3000 m + 1) 0.8783
Q100 = 14.63 x (area below 3000 m + 1) 0.7342
The flood for any return period of R years is given by:
𝑄𝑅 = 𝑒 (𝑙𝑛𝑄2 +𝑠𝜎)
Where, s = standardized normal variable for a particular return period, R
𝑄100
𝜎 = ln ( ) /2.326
𝑄2
Table 11 Values of S for Different Return Periods

Return period 2 yrs 5 yrs 10 yrs 20 yrs 50 yrs 100 yrs 200 yrs
S 0 0.842 1.202 1.645 2.054 2.326 2.576
Dicken's Method
The flood flows for T years of return period can be estimated by Dicken's method as;
𝑄𝑇 = 𝐶𝑇 𝐴3/4
Where, 𝐶𝑇 = 2.342 log(0.6𝑇) 𝑙𝑜𝑔 (1185⁄𝑃) + 4
𝑎+6
𝑃 = (𝐴+𝑎) ∗ 100
a = Perpetual snow area in sq. km.

A + a = Total catchment area in sq. km.
Medium Hydro Study Project
The Medium Hydro Study Project (MHSP) under Nepal Electricity Authority (NEA) in 1997
developed a method to predict flood flows at ungauged sites through regional regression technique.
The MHSP method has been used to estimate flood flows of 66 hydrometric stations, which were
obtained from DHM are used in the regression analysis. The input variables are similar to those
used in WECS/DHM method. Regression Coefficients for flood peaks are used for the bridge.
Q = K An
Table 12 Regression Coefficients for Different Return
Return Period K n
5 1.6762 0.966
20 3.2303 0.9281
50 4.609 0.9071
100 5.9865 0.8888
HFL calculation
Rating curve of the bridge site is developed with the slope area method. The river profile and cross
sections of the river are surveyed during the field study. The resulting water level for the flood is
computed.
Waterway width
Linear waterway is defined as width of waterway between the extreme edges of water surface at
H.F.L. measured at right angles to the axis line. Likewise, effective linear waterway is the total
width of the waterway of the bridge at H.F.L. minus effective width of obstruction. This waterway
width can be determined by two methods.
Lacey’s Formula,
Linear waterway 𝑊 = 4.75√𝑄
Where, Q = Flood discharge
Kellerhals's Formula,
Linear waterway 𝑊 = 3.26√𝑄
Where, Q = Flood discharge
In case of hill region, River bed consist of gravel and boulders, thus the waterway adopted by
Kellerhal’s method and seems to be reasonable in this type of river.
Side Drain and Cross Drainage Design
The cross-drainages are constructed in the form of Bridges, Culverts, Floodways and Side Drain.
The choice of the structures depends on the design discharge, anticipated sediment loads,
configuration of flow, foundation condition, ease of construction and cost of structures. Out of the
many types of the culverts, the choice depends on the local topography, sediment load, availability
of material and costs. Mainly masonry slab culverts, concrete pipe culverts, concrete box culverts
and concrete or masonry floodways are considered for the design of the cross drainages.
The hydrological data are obtained from the Hydrology Chapter of this report. The data are
precisely derived and the cross drainage structures and side drains are designed based on these data.
The hydrology report gives the data of flood estimation derived using the different Method. The
road passes through hilly terrain with variations in altitude along the alignment. As the road lies
mountain range there is little chance of significant variation in the rain intensity. Therefore, there
will hardly be any variation in the rainfall intensity from one place to the other along the road as
shown in the hydrology table above. Catchment area is the only variable factor for the calculation
of the discharge for each of the streams or watercourses.
As shown in the hydrology report, each natural drain or gully has different catchment area thus,
having different flood discharges. This will require many sizes of cross drains in the road. It is not
practicable to design cross drain for each of these gullies. It is not only practicable but also not
economical to provide cross drain of many sizes. Therefore, the discharges from the hydrology
report are grouped together. The maximum value of discharge of each group shall be taken for
design purpose.
Table no. 3.1 River Morphology(List of River and Kholshi crossing)
S. NAME CHAINAG CATCHMEN DISCHARGE LINEAR
N E(KM) T AREA WECS DICKEN'S MHSP WATERW
(sq. km) Method Method Method AY
(m3/s) (m3/s) (m3/s) (m)
1. Stream 2+000 1.88 31.83 10.23 10.49 26.8
Culverts are mainly constructed at the place of existing natural gullies. Apart from the natural
gullies, it must be provided at the place where the road has valley curve along its alignment. The
location of the culvert should be so chosen that it should have minimum interference with the
natural course of flow. The invert level of the culverts should be maintained at the same level as
that of the stream bed.
For the seasonal water ways carrying flood water during monsoon season, causeways could be
designed as cross drains. Causeways are proposed at the places where the location is appropriate for
it and unsuitable for other types of culverts.
The road crosses a number of perennial and non-perennial rives. The table no. 3.1 shows list of
rivers along the road alignment.
RAINFALL DATA
Almost 80% of rainfall occurs during the monsoon, which starts around the middle of June and
continues until the end of August. Rainfall may also occur in the pre-monsoon (April - May), post
monsoon (September - October), and in winter. The pre monsoon and post monsoon rains are local
events causing intense rainfall of short duration usually in the late afternoon or evening
accompanied by thunderstorm. Winter rains between December and March are caused by the
westerly disturbances.
Even during the monsoon, rainfall in the basin is not uniform. There is marked spatial and temporal
rainfall variation in the valley as a whole due to orthographic and other effects.
Table:4.1 Precipitation Records (mm) of Dipayal
Year Jan Feb Mar Apr May June Jul Aug Sep Oct Nov Dec
1996 44.0 0.0 44.5 57.5 151.8 314.3 565.3 311.1 464.0 58.0 0.0 0.0
1997 28.0 14.0 13.0 78.2 160.3 167.7 319.6 532.0 498.2 66.2 0.0 45.5
1998 0.0 15.5 87.8 156.8 165.9 264.1 472.0 743.5 308.5 204.6 13.0 0.0
1999 9.0 0.0 0.0 2.0 436.5 288.3 656.4 457.2 230.3 182.0 16.5 0.0
2000 6.5 11.5 6.0 112.5 265.5 270.3 398.4 370.1 212.4 90.4 14.0 DNA
2001 DNA 108.3 24.0 127.6 168.4 288.2 406.2 543.4 434.4 93.8 0.0 DNA
2002 7.0 4.4 38.0 172.4 173.3 303.4 468.3 286.0 186.3 36.7 0.0 0.0
2003 26.9 40.6 86.6 89.7 68.0 595.1 406.2 182.7 425.3 80.2 0.0 24.0
2004 11.4 3.0 30.6 160.7 168.8 301.4 396.8 285.6 412.3 70.1 0.0 0.0
2005 29.4 0.0 35.6 70.8 124.4 359.1 98.6 219.7 156.0 40.0 0.0 9.0
Source: Department of Metrology
Figure no. 3.2: Annual Rainfall Graph of DipayalSilgadhi, Doti
Intensity-duration-frequency relation
From the available rainfall data the mean and the standard deviation of the annual series of
Maximum 24- hour rainfall were obtained. These 24 –hour rainfall depths are converted into 2-
hour intensity and the intensity of shorter duration are obtained using the formula as given below:
Frequency analysis based on Extreme Value type I (EVI) distribution
KT = -√6 / π {0.5772+ ln[ln (T/(T-1))]}
XT = X- + KT σ
Where,
KT = Frequency factor
XT = 24- hour rainfall of T year frequency
Ih,T = Rainfall intensity of h hour duration and T year frequency ( Return period )
Time Concentration
Time concentration for a small drainage basin would be equal to the longest combination of
overland flow time called inlet time (T0) and channel flow time (Tf) that exists anywhere within the
basin. Channel flow time is generally taken as the length of the longest channel divided by the
average flow velocity in the channel when water depth is nearly equal to depth of the channel. The
overland flow time or the inlet time is computed using Kirpich formula:
TC = 57 (L3/ H) 0.385
Where,
TC = Time of concentration in minute
L = Length of the longest watercourse, in Km
H= Difference in the elevation of the catchments, m
The longest of the longest watercourse can be determined on the basis of the relationship developed
and recommended by McDonald and Partners (1982) for the Nepali catchments
L = 1.407 A0.547
Where,
L= Length of the longest watercourse, in Km
A= Area of the catchments (km2)
Run off coefficient- will be determined later after the alignment of road will be finalized.
Calculation of Design Discharge
Rational Method
Flood flows may be estimated from rational formulae that take into account the intensity,
distribution and duration of rainfall as well as the area, shape, slope, permeability and initial
wetness of the basin. The following formulae are used to calculate the flood discharge:
Flood Discharge(Q)= CIA/3.6 m3/s

Time of Concentration(t)= 0.01947L^0.77xS^(-0.385) min.
Intensity(I)= KT^a/(t+b)^n cm/hr
Where, C= 0.3
K= 6.933 L= 2220 m
a= 0.1353 S= 0.0100
For Nepal
b= 0.5 T25= 25 yrs.
n= 0.8801 A= 1.88 km2

T10= 10 yrs.
t= 43.26 mins. 072 hr.
I= 8.98 cm/hr. 89.8 mm/hr. I= 7.94 cm/hr. 79.4 mm/hr.
Q25= 14.08 m3/s Q10= 12.44 m3/s
Hydraulic Design of Side Drains and Cross Drains
For the design of the cross drainages over watercourses, and the road side drains, discharge for
return period of 25 and 10 years is taken into consideration. The hydrological study has determined
the discharges, of 25 and 10 years return period, for all significant watercourses along the road.
Other streams or watercourse also need to be bridged to allow the water to flow through even if the
discharge is insignificant. The result of the discharges is given in hydrology report. The objective
of the hydraulic design is to determine the size of the culvert over the watercourse, so that the
estimated discharge flow freely through it.
To determine the size of the pipe, slab or box culverts and the side drains, to allow the design
discharge of a stream to flow freely through it, Manning’s formula is used. For this purpose
allowable discharge capacity of different sized culverts and side drains are determined using the
formula.
The Manning’s formula is as follows:
V = 1/n*R2/3 *S1/2
Where,
V = velocity in m/sec
n = coefficient of surface roughness which depends in the roughness of the surfaces. It is generally
taken as 0.018 for slab culverts having concrete bottom slab and rubble masonry side walls and it is
0.016 for culverts having all sides of formed concrete. For pipe culverts it could be taken as that for
trowel finished concrete which has a value for n as 0.014 and it is 0.017 for random stone masonry
in cement mortar.
R = Hydraulic Radius in meters
= Aw/Pw
Aw = Area of flow cross section in m2
Pw = Wetted Perimeter in m
S = Slope of energy slope of channel, which is roughly taken as slope of culvert bed and drain
in %
Finally, the discharge is calculated using the formula,
Q = V*Aw
Where
Q = discharge in m3/s
For calculating the discharge capacity of the open or covered trapezoidal, rectangular and right
triangular or tick drains, same formula as above is applied.
Using the above formula, allowable discharge capacity of the standard sized pipe, slab and box
culverts and different section of road side drain with different slopes, are determined and given in
tables below. Generally, a free board of 0.6m is provided for the slab and box culverts while
determining the discharge capacity. The size of the slab or box culverts and its free board depends
in the topography of the stream, design profile of road, expected sedimentation load, debris flow
and location of the culverts such as culverts in valleys, mid-hills and the ridges.
The slope of the culvert bed is limited to maximum of 3% because slopes exceeding this value may
generate excess velocity of flow to cause erosion at the outlets, requiring additional erosion control
measures. For design purpose, the bed slope considered is 3% and resulting allowable discharges
are taken for all types of culverts.
However, the road side drain slopes are determined by road profile gradient. Therefore, the drains
will have the same slope as the road gradient. The steeper slopes of the drain, causes the water to
flow in higher velocity than the shallower slopes. Higher the velocity of the flow higher will be the
discharge capacity of the drain and higher the probability of erosion. Therefore, to counter erosion,
concrete is recommended as the bedding of side drains.
The capacity of 600mm, 900mm and 1200 mm diameter pipes is calculate using the Manning’s
formula. For the calculation of the discharge capacity of the pipes, Manning’s formula is used. The
roughness “n” for concrete pipes is taken as 0.014. The length of the pipe culverts is taken as
minimum 12.0 meters and the slope as 3%. The allowable free flow discharge capacity of the three
types of pipes culverts are given in table given below.
The maximum allowable discharge of masonry slab culverts and reinforced concrete box culverts
of different sizes with bed slope of 3% are given in table given below.
For the design of the road side drains, Manning’s formula is used with different longitudinal slopes
The discharges for rectangular section of side drains are calculated. The discharge capacities of
these sections are calculated for different slopes ranging from below 1% up to 12% depending upon
the road gradient. The calculated discharges for different slopes are given in tables for both types of
side drains.
Design Discharge:
Table 64 Design Discharge Capacity of Rectangular Side Drain
T year
S.N Chainage(m) C A(sq. km) L(m) S t(min) I(cm/hr) Q(m3/s)
frequency
1. T=10 0+00-14+000 0.3 1.88 2200 1.202 43.26 7.94 4.15
2. T=25 0+00-14+000 0.2 1.88 2200 1.645 43.26 8.99 5.07
Design Discharge for cross drain(Q10)= 0.278*C*I*A
= 0.278*0.3*7.94*1.88
= 4.15 m3/s
Design Discharge for cross drain(Q25)= 0.278*C*I*A
= 0.278*0.3*8.99*1.88
= 5.07 m3/s
Replacement of cross drainage structures:
Replacement of slab culverts and pipe culverts are must as previously the structures were made
based on single lane standard and now it has to be upgraded in two lane standard. However, the
replacement of bridge depends upon the current condition and functioning of the bridge.
Table 13 Allowable Discharge Capacity of Pipe Culverts

Wetted
Dia Area Wetted Hydraulic Roughness Velocity Discharge
Area Slope
S.N Description (d) (A) Perimeter Radius Coefficient V (Q)
(Aw) (S)
m m2 (Pw) m (R) m (n) (m/sec) cum/sec
m
1 Pipe Culvert 1.2 1.13 1.13 3.768 0.30 0.025 0.014 5.06 5.72
2 Pipe Culvert 0.9 0.64 0.64 2.826 0.23 0.025 0.014 4.20 2.69
3 Pipe Culvert 0.6 0.28 0.28 1.884 0.15 0.025 0.014 3.17 0.89
4 Pipe Culvert 0.45 0.16 0.16 1.413 0.11 0.025 0.014 2.64 0.42
Table 14 Allowable Discharge Capacity of Slab Culverts - Slope 3%

Hydraul Botto
Flow Velocit Dischar
S. Span(L) Height( h1( h2( Aw(m Pw( ic m
Roughne y (V) ge (Q)
N m H) m m) m) 2) m) radius® slope(
ss (n) m/sec m3/sec
m S)
1 1 2.5 1.5 2.1 1.5 4 0.375 0.04 0.03 2.25 3.38
2 2 2.5 1.5 2.1 3 5 0.600 0.04 0.03 3.08 9.24
3 3 2.5 1.5 2.1 4.5 6 0.750 0.04 0.03 3.57 16.08
4 4 2.5 1.5 2.1 6 7 0.857 0.04 0.03 3.91 23.44
5 5 2.5 1.5 2.1 7.5 8 0.938 0.04 0.03 4.15 31.11
6 6 2.5 1.5 2.1 9 9 1.000 0.04 0.03 4.33 38.97
Table 67 Allowable Discharge Capacity of Rectangular Side Drain

Wetted Wetted Hydraulic Velocity Discharge
Width Depth Roughness Slope
S.N Description Area Perimeter Radius (R) (V) (Q)
(w) m (d) m (n) %
(Aw) (Pw) m m/sec cum/sec
1 LDRAIN 1 0.7 0.7 2.4 0.017 0.015 0.29 3.17 2.22
2 LDRAIN 1 0.7 0.7 2.4 0.017 0.025 0.29 4.09 2.86
3 LDRAIN 1 0.7 0.7 2.4 0.017 0.032 0.29 4.63 3.24
4 R-DRAIN 1 0.7 0.7 2.4 0.017 0.04 0.29 5.17 3.62
CHAPTER-VI: DESIGN AND

DRAWING
6.1 GEOMETRIC DESIGN STANDARD

The design of the proposed road has been done as per Nepal Road Standard 2070
Table 15 Geometric Design Standard
2070)
1 Design Speed 40 km/hr
2 Right of Way both side from road centreline 2*5 m
3 Formation width 8.5 m
4 Carriageway width 7m
5 Shoulder width 0.75 m (Both Side)
6 Camber of Carriageway % 2.5%
7 Camber of Shoulder 3%
8 Minimum radius in horizontal curve 70 m
9 Minimum length of vertical curve 40 m
10 Maximum gradient 9%
Limitation of Maximum Gradient Length of above average
11 200 m
gradient
12 Minimum Stopping Sight Distance 50 m
13 Maximum Super Elevation (%) 10 %
6.2 DESIGN SPEED

When the design speed is higher, the design standards should be of higher order which ensures the
road safety, capacity, comfort and decreases the users’ operational expenditure. The choice of
design speed, however, would be influenced by the class of road, traffic volume, available budget
and the terrain. The design speed adopted for the proposed road is 40kmph.
6.3 RIGHT OF WAY

As per the Nepal Road Standard, right of way adopted for the proposed road is 5 m on either side
from the road center line.
6.4 FORMATION WIDTH
Formation width of the adopted for the proposed road is 8.5 m. It includes 7 m carriage way,
Shoulder of 0.75 m (both side)and side drain on both side.
6.5 EXTRA WIDENING

Extra widening has been proposed at curves. Following table shows the nature of extra widening
adopted for the designing of the proposed road.
Table 16 Extra Widening Adopted for Design
S.N. Radius of Curve (m) Extra Widening (m)
1 Less than 20 0.9
2 21 to 60 0.6
3 Greater than 60 0.6
6.6 SIGHT DISTANCE

Sight distance is the length of road ahead visible to the driver. This distance should be long enough
for the driver to see a situation and successfully react to it. The stopping sight distance considered
for the design of the proposed road is taken as 50 m.
6.7 HORIZONTAL CURVES

The horizontal alignment of a highway consists of a number of straight (tangent) sections
connected by horizontal curves. These curves are sections of a circle or spiral. Curves should be
designed to minimize vehicles skidding off the travelled way (excessive vehicle yaw) or
overturning (excessive vehicle roll). As per the Nepal Road Standard, the minimum radius of
horizontal curve is taken as 70m.
6.8 VERTICAL CURVES

Vertical curves provide for a gradual change in grade between the approach tangents. Vertical
curves should be designed to provide sufficient sight distance, comfortable operation, efficient
drainage, and a pleasant appearance. Long vertical curves generally have a more pleasing
appearance than short vertical curves.
6.9 LONGITUDINAL SECTION

Longitudinal section shows the existing profile of the proposed road. The longitudinal section of
the road was taken at 20m intervals by driving wooden pegs. The center line survey of the road was
carried out at each chainage point by auto level. Any sudden change in the gradient was also
recorded. A general minimum gradient of 1% was adopted in very flat conditions. Maximum
recommended grade of 9% as per the Nepal Road Standard was adopted.
6.10 CROSS SECTION
The cross section survey was conducted at every chainage point to obtain the existing ground
condition. Other necessary details were also taken during the cross section survey. The cross
section survey was conducted to a minimum of 25m on either side of the proposed center line of the
road. However, at places requiring further details the survey was extended beyond 15m to cover the
features.
6.11 PASSING BAYS

The passing bay of 20 meter length and 3.5 meter width has been proposed. The passing bay has
been proposed in such a way that no additional retaining structures is required.
6.12 RETAINING STRUCTURES

Retaining walls are structures to support backfill and surcharge load from the fill section of the
road. Normally, they are constructed on the valley side of the road. Retaining structures are not
intended to stabilize the slope failure but are meant to support active or passive earth pressure from
the assumed failure wedge above the base of the wall. Retaining structures are constructed for the
following purposes:
 To minimize the volume of excavation and to achieve cut and fill balanced sections
 To support the road completely or partially in fill
 To stabilize fill slopes and cut slopes
 To support the toe of a weak slope
 To prevent erosion on steep sloping cut faces as revetments.
6.13 DRY STONE MASONRY WALL

Dry stone masonry walls are the most economic earth retaining structures. For effective
functioning, the height of the retaining wall should be limited to 3.5m. However, the same is not
recommended where there is scope for continuous flow of water, such as where causeways are
proposed art river/stream banks.
The backfill on the rear side of a dry masonry wall needs to be of selected material that is pervious
nature. Appropriate compaction in layers is essential to backfill the material effectively. Dry stone
walls are favoured under the following conditions:
 Availability of sound stones in proximity of the site.
 Foundation conditions are uniform and geo-technically favourable i.e. fairly dry and stable slopes,
low earth pressure.
 Availability of pervious backfill and low seepage pressure.
 Dry masonry walls should not be used in drainage outlets, high water flow, moist areas and areas
with high ground water.

6.14 GABION MASONRY WALL
One of the most important advantages of gabion structures is that they act in a homogeneous way
and possess high flexibility. Gabion structures are capable of deforming without loss in structural
strength, and are able to accommodate settlement without rupture. They are highly permeable and
allow free drainage through the wall. The gabion structures are favoured under the following
conditions.
 As a retaining and support structures in weak foundation conditions, wet soils, high ground water,
high seepage pressure areas etc.
 To retain the road completely or partially in fill when the height of fill exceeds 3.5m.
 To strengthen and regulate natural slope drainage systems and water flow areas as protection works
around drainage outlets.
 Protection to unstable slopes, such as slope movement due to creep, landslides, etc.
The general principles adopted in design and constructions are:
 All wires used in gabion boxes should have a heavy galvanized zinc coating.
 To achieve monolithic design and strength, all gabions should be firmly wired together with
continuous lacing at the edges, with double loops at each binding place. This is done mostly before
filling.
 Erection of gabion walls should start only after inspection and acceptance of the foundation.
Permanent dampness must be avoided during the construction period, as well as thereafter.
 The use of large size, hammer dressed, tabular stones, staggered joints, proper bonding and
interlocking between the stones must be ensured.
 During the filling of the stones, bracing wires should be fixed at one third and two thirds height
inside the boxes.
 The rear of gabions should be provided with a filter bed with well compacted smaller stones to
facilitate water flow.
 When gabion structures are used in wet and weak soil, the rear face should be curtailed with geo-
textile fabric to retain the fine particles, allowing the water to percolate.
6.15 WATER MANAGEMENT MEASURES

Conservation of natural drainage patterns along the road alignment is one of the major
considerations that should be made during the design and construction of drainage structures. Water
accumulated and concentrated on the road surface is a major threat to earth roads as it causes
rutting and formation of gullies and rills. A fundamental technique applied in water management is
to ensure that the rain water is evenly distributed off the road surface, towards the valley side. This
is achieved by providing the road surface with an outward cross slope, thereby preventing the rain
water from accumulating on the road surface.

6.16 OUTWARD CROSS SLOPE
The road surface is generally provided with 4% outward cross slope to allow the surface run off to
disperse gently on to the hill slope along the complete length of the road, thereby reducing the
possibility of erosion. Displacement of water by the outward cross slope also eliminates the
problem of discharging water collected from the drains in larger volumes. Care should be taken to
prevent water from discharging over fill slopes. In the interests of safety, special considerations
need to be adopted along slippery areas (red soil), where the road amber needs to be sloped inwards
(hill side) with provision for drainage. Construction of low bund with local material enhances the
driver’s confidence when the surface is wet. Ideally it is preferred if such slippery areas are
graveled.
6.17 SIDE DRAINS

At locations where the road profile gradient is greater than 5%, rain water may flow longitudinally
along the road, scouring weak surfaces and forming a gully along the road. In such cases, drains are
provided to guide the rain water to the nearest cross drainage structure or gully. Outlets to side
drains are designed in such a manner that scouring by the water flow is prevented. Generally,
rectangular drain and trapezoidal drain will be used for design.
6.18 CROSS DRAINS

The cross drainage structures proposed for the construction on urban roads are RCC causeways,
vented concrete causeways, box and slab culverts, irrigation water crossings and pipe culverts.
Selection of the type of cross drainage structures depends on the flow characteristics (discharge,
sediment load etc.), local topography, access to the site and availability of materials.
6.19 SUB-SURFACE DRAINS

Hillside slopes with excessive water seepage are provided with sub-surface drains along the hillside
of the road. The sub-surface drain (50cm X 50cm) consists of filter material (40mm single size
aggregate) enclosed by geo-textile fabric. The water from the sub-surface drain is discharged at
intervals of 30m along the length of the road.
6.20 STRUCTURE
The selection of one or the other types of structures is a subjective matter and reference has been
made to the type of cross-section, hazard level, soil characteristics and many other parameters.
Historical data were used widely rather than going into detailed quantity measurement. It is
assumed that for this level of study, exact quantity calculation is neither necessary nor relevant. The
cross-drainage, however, has been considered when the proposed alignment passes through the
natural depression (e.g., river, stream, gully, etc.). The cross-drainage structures like culvert and
bridge are classified as following. This classification is merely based on the recommendation of
NRS 2045.
Culverts: up to 8m span (Slab, Pipe)
Minor bridge: up to 20m span
Medium bridges: about 20m length, span<20m
Major bridges: Span>20m
In addition, pipe drains at frequent intervals depending upon the extent of catchment uphill have
been proposed to let the surface run off downhill. In all cross-drainages, the width of road is kept
equal to the carriageway width plus shoulders. The loading standard to be adopted for the design of
bridges and culverts will be IRC class AA and A.
6.21 ENGINEERING DRAWINGS

The designing work was carried out in SW Roads and Smart Road Software. After the completion
of the designing works, the drawings were exported in AutoCAD. Drawings were prepared
according to norms provided in terms of reference and submitted in separate volume i.e. Volume II

CHAPTER-VII: ENVIRONMENT STUDY
7.1 GENERAL
This study aims to identify the major environmental impacts that will be caused by the proposed
road project. Being a concise study, the TOR has not been prepared and the issues in this study are
based on the direct field visit.
7.2 FIELD VISIT BY ENVIRONMENTALIST

A walkover survey along the proposed route was carried out during survey to gather information on
the physical, biological and socio-economic and cultural environment of the project area. The
impacts of the activities on physical, biological, socio-economic and cultural resources in the
defined influence area were analyzed.
7.3 PUBLIC PARTICIPATION IN THE FIELD

During this study, different groups of people were interacted. During the public interaction the
proposed alignment of the road to be upgraded and the specific environmental issues that may arise
due to the implementation of proposed project were shared and discussed.
7.4 IDENTIFICATION OF BENEFITS AND IMPACTS DUE TO PROPOSED ROAD

RELATED ACTIVITY
Identification and prediction of benefits and impacts have been made by the study team giving due
consideration to the proposed actions/activities during upgrading and operation stages. Both
beneficial and adverse impacts have been analyzed.
The potential impacts have been predicted in terms of their magnitude of significance (minor,
moderate and high), extent (site specific, local and regional) and duration (short term, medium term
and long term) as well as their nature (reversible and irreversible).
7.4.1 Beneficial Issues:
I) Upgrading Phase:
Employment opportunities
The first and foremost benefit that people may accrue in the upgrading works is employment.
During the upgrading of the existing road, temporary employment opportunities for unskilled and
semiskilled labors will be generated. The impact is thus direct, medium significance, local but
short-term in nature.
Increase in economic activities

During construction period, different types of economic activities will come into operation in order
to meet the demand of construction crew. The demand of products such as pulses, milk, meat,
vegetables, fruits etc. will rise during the construction period which may provide added impetus for
market economy. Such activities will contribute to local economy. This impact will be direct,
minor significance, local and short-term in nature.
Skill enhancement
This strategy for providing jobs not only provides employment opportunities to the poor but also
supports in transfer of skills and technical know- how while working in similar construction works.
The employment opportunity will, on the other hand, be able to develop project type specific skill
among the workers which could subsequently be used in other project. The impact is indirect,
medium significance, local and long-term in nature.
Gender issues (Women Empowerment)
Women will be encouraged by the proponent and the contractor in the construction work. Women
will not be discriminated in wages and remuneration. Hence, this will contribute to women
development. The impact is indirect, high significance, regional and long term in nature.
II) Operation Stage:
Improved access and reduced travel costs
The upgrading of road will offer easy, comfortable and quick access to the people to markets,
social services and other parts of the city areas. This will be direct, high significance, regional and
long term impact.
Enterprise and commercialization
Currently more time has been consumed for local people to sell their products in the city areas. But
during operation phase of the project, commercial activities such as supply of vegetables, pulses,
milk, meat and fruits etc will be quick and farmers will get motivated for the selling of their
products and therefore this will provide added impetus for market economy. This will contribute to
the local economy and may help enhance the business. This impact will be direct, medium
significance, regional and long term impact. The project affected areas are considered as pocket
areas for poultry farming, milk and vegetable production.
Environmental cleanliness
Upgrading the road toBitumen will reduce the re-suspension of dust in the environment. The
improved condition of road will emit comparatively low particles matters which enhance the air
quality. The increased efficiency of the vehicles will result in less carbon production and hence
healthier environment. This may also help the country in carbon-trade and eventually affect the
economy of the country. The aesthetic value of the temples and surrounding milieu will be
enhanced. This will be direct-indirect, high significance, local to regional and long term impact.

Tourism
Improved road access will enhance the tourism in the area. The upgrading of the link road may
increase the accessibility to the tourist hotels. The beautiful and scenic areas can also be reached
from this link road. The undiscovered areas that may have tourism significance may be discovered
and it may help to raise the local economy. Therefore, this will have direct, high significance,
regionaland long-term impact on the areas.
Enhancement of social services
Improved road access will enhance the quality of socio-economic health, communication, market
and banking. Qualified technicians and other service providers will be encouraged to stay in the
area. This will have indirect, high significance, local and long-term impact on the area.
Rise of land values
Road upgrading often leads to rising land and houses values along the road corridor which further
increase the revenue collection. Increased land and houses values also enhance local’s capability
for borrowing loans through collateral. High value lands are easily acceptable to banks and micro-
finance institutions to provide loans. This impact will be an indirect, medium significance, site
specific and long term in nature.
Waste generation/management
Haphazard waste disposals on the road side are an environmental issue in the project area. During
the operation stage these problems will be discouraged by greenery maintenance. The road-side
dustbins will be very effective to maintain the environmental cleanliness and to exemplify the
waste management. Thus the impact is indirect, medium significance, local and long term in nature.
Stability of road corridor
Bioengineering and additional plantation adds to the stability of the road corridor. After maturity of
the recommended plant species, it would also enhance greenery and improves quality of air and
view of the road corridor. Thus the impact is direct, local, medium significanceand long term in
nature.
7.4.2 Adverse Impacts:
7.4.2.1 Adverse Impacts on the Socio-economic and Cultural Environment
I) Adverse Impacts: Construction Stage
Loss of community infrastructure
Electric poles will have to be shifted for the improvement of existing road network. The community
drainage should have to be relocated from the current positions in many areas. Similarly
“Chautaro” and resting sheds have to be relocated during upgrading of the existing road. The
relocation cost therefore should be incorporated in the estimate for mitigation measures. The
impacts will be direct, medium significance on community level, site-specific and short term to
medium term in nature.

Occupational health and safety
During construction phase, the work personnel will be exposed to various health risks and hazards.
The hazards will be notable due to injuries to workers while working in the project if adequate
safety measures and equipments are not adopted. Other potential impacts to health are Respiratory
and eye disease due to exposure to dust and smoke. Unsafe water sources and unhygienic
conditions bear the risk of additional epidemic diseases, such as dysentery, diarrahoea and cholera.
These effects are indirect, minor significance, site specific and short term in nature.
Sanitation issues
Improper sanitary practices of workers such as open urination or defecation can cause sanitary
problems in construction sites. These are direct, minor significance, site specific and short term in
nature.
Social conflicts, crime and social security
The extra influx of the workers may cause change in social structure and may increase the crime
and security problems. These impacts leading possibility to social and cultural conflicts will be
indirect, low significance, local and short-term in nature.
Impacts on cultural, religious and aesthetic sites
Acquisition of cultural or religious or aesthetic site is not likely to occur during the upgrading
activities. If incurred, the problem of sound and air pollution may occur in these areas. These
impacts are direct, low significance, site specific and short term in nature.
II)Adverse Impacts: Operation Stage
Population pressure and impact on the road alignment
The establishment of settlements, shops and food stalls along the road-side soon after
improvements of road is common feature in Nepal. The existing trend is to settle along the road for
economic opportunities. Apart from conventional convenience, increases in land value on adjoining
road and land speculation are important drivers for such undesired and uncontrolled development.
Negative consequences of settlements are: road blockage, delays in private and public transports,
increases of local accidents, deforestation, increases in carbon production, undesired landscape
destruction and reduction of the overall road capacity. This can cause indirect, local
level,significant and long-term adverse impacts if such activities are not controlled in time by
enforcing strict legal actions and social pressure.
Conflict and social structure
There are a number of road-induced impacts that have the potential to exert pressure on the local
communities and cause potential social conflicts. People/businessmen from other places may
displace the locals and persons that are currently living at the area since they will not cope with
increased rent value. Such impacts may lead to social conflict of varying severity. The likely
impacts may be indirect, of low significance, local andmedium-term in nature.

Road accidents
Operation of the proposed road also increases chances of road accident. Inadequate provisions of
road safety measures like road signals, lack of enforcement of traffic rules during operation period
may invite accidents. The anticipated impacts will be direct, medium significance, local and long
term in nature.
Migration and ribbon development
After the development of easy access road people from remote areas and some people from cities
may also migrate for various purposes like business etc. Similarly some places are already as
ribbon settlements; the implementation of the proposal may enhance the formation of ribbon
settlements in other places too. The anticipated impacts will be direct, of medium significance,
local and long term in nature.
7.4.2.2Adverse Impacts on the Biological Environment
I)Adverse Impacts: Construction Stage
Impact on natural floral status due to tree felling
A number of trees have to be cut during upgrading of the existing road. The most common types of
trees found in these areas are Saal, Sanjh, Sisau, Salla, Simal, etc. the trees should be cut during
upgrading stage in direct co-ordination with the District Forest Office of the respective districts.
Due to tree felling the small trees may get destroyed and the soil also becomes unstable. If the trees
are cut in large number, there will be impact on the precipitation pattern also. Thus, the impacts
will be direct/indirect, of medium significance, local level and long term in nature.
Impacts on natural habitats
The types of natural fauna found in the impact area of these roads are Tiger, Leopard, Deer, Bear,
Fox, Ghoral, Kalij, Bhyakur, Jureli, Luinche, etc. Due to cutting of trees and other construction
works, there will be disturbance in the natural habitat of these species in varying extent from place
to place. The expansion (excavation, filling, tree falling, machinery operation, etc.) may directly
hamper the settlement of some animals and birds. Thus the impact will be direct, of low
significance, local level and short term in nature.
Impact on aquatic biodiversity
The upgrading work might pollute the nearby river systems. For example there is need to construct
bridge at various rivers, so while upgrading the road in that area and during construction of bridge,
the sediment and the chemicals may pollute the water in the rivers/streams, which may hamper the
aquatic life like fish, turtle, snakes, etc. significantly. So, they should be controlled to avoid water
pollution. The anticipated impacts will be direct, medium significance, locally confined and short-
term.
Wildlife disturbance
The operation of the road will have some impact to the biological environment. The noise created
due to traffic in the upgraded road may disturb some of the bird and wildlife species. Also, the high
speed of the vehicles may kill some species if they are found resting/sleeping on the road/roadside.
The impacts may be expected as direct, low significance, local level and long term.
7.4.2.3 Adverse Impacts on the Physical Environment
I)Adverse Impacts: Construction Stage
Impacts on air, noise and water pollution
At the construction phase, there are likely chances of emission of dusts and smoke. This will be
temporarily, intense along the construction sites. Dust will also affect the road side vegetation and
structures. The impact due to air pollution will be direct, of medium significance, site-specific and
short term in nature. During construction, the construction activities and movement of vehicles will
slightly increase noise level due to the nature of work. This will be direct, low significance, site-
specific to local and short term in nature.
Disturbances on landscape and existing settlement
No major excavation, filling and cutting will occur during the upgrading of the road. The width of
the road is already maintained in most of the places; hence very few land or settlement is required
for the upgrading work. Such activities will not have any disturbances to the existing landscape
settlement. The impacts will be direct, low significance, site specific and short term in nature.
Erosion
Being an existing earthen road, the construction work will not require major earthworks. However,
some sections will require widening of the road section and clearance for ROW. Moreover, being
in hill slopes, the small excavation may cause instability to the existing naturally stable soil. Hence,
erosion will be significant. These impacts will be indirect, highly significant, local level and long
term in nature.
Chemical impacts
The construction work itself and unawareness of the worker may pollute the air as well as river
during the construction and improper waste disposal should be discouraged in the construction
phase. These impacts are direct, medium significant, local level and short term in nature.
Cross drainage
There are some drainages passing to agricultural land. These drainages should be maintained as the
local people are depended to irrigate their agricultural land through these drainages. The upgrading
work will create direct, highly significant, site-specific to local and long term impact on existing
drainage system in the area.
Air and noise pollution
Operation of vehicles in roads in the operation phase can cause air and noise pollution. As the
density of vehicles in the road is expected to be comparatively high, the impact due to noise and air
pollution from vehicles will be high and will become nuisance to sensitive spots like schools areas,
residential areas and the temple areas. The impacts will be direct, of low to medium significance,
site-specific and long-term in nature.

Table 17 Summary of Impacts on Environment and their Level

Type of Project phase Impacts Way of Level of Extent of impact Duration of impact
impacts impact significance
Beneficial Upgrading Employment opportunities Direct Medium Local Short term
Increase in economic Direct Low Local Short term
activities
Skill enhancement Indirect Medium Local Long term
Gender issues (Women Indirect High Regional Long term
Empowerment)
Operation Improved access and reduced Direct High Regional Long term
travel costs
Enterprise and Direct Medium Regional Long term
commercialization
Environmental cleanliness direct-indirect High Local to regional Long term
Tourism Direct High Regional Long term
Enhancement of social Indirect High Local Long term
services
Rise of land values Indirect Medium Site specific Long term
Waste Indirect Medium Local Long term
generation/management
Stability of road corridor Direct Medium Local Long term
Adverse Upgrading Loss of community Direct Medium Sitespecific Short term to medium term

(on socio- infrastructure
economical
and cultural Occupational health and Indirect Minor Site specific Short term
environment) safety
Sanitation issues Direct Minor Site specific Short term
Social conflicts, crime and Indirect Low Local Short term

social security
Resettlement Direct High Local Medium term
Impacts on cultural, religious Direct Low Site specific Short term

and aesthetic sites
Operational Population pressure and Indirect Medium Local Long term

impact on the road alignment
Conflict and social structure Indirect Low Local Mediumterm
Road accidents Direct Medium Local Long term
Migration and ribbon Direct Medium Local Long term

development
Adverse (on upgrading Impact on natural floral Direct/indirect Medium Local Long term
biological status due to tree felling
environment) Impacts on natural habitats Direct Low Local Short term
Impact on aquatic Direct Medium Local Short term

biodiversity
Operation Wildlife disturbance Direct Low Local Long term

Adverse (on Upgrading Impacts on air, noise and Direct Low Site specific to Short term
the Physical water pollution local
Environment)
Disturbances on landscape Direct Low Site specific Short term
and existing settlement
Erosion Indirect High Local Long term

Chemical impacts Direct Medium Local Short term
Cross drainage Direct High Site-specific to Long term

local
operation Air and noise pollution Direct Low to medium Site-specific Long term

7.5 ENVIRONMENTAL MANAGEMENT ACTION PLAN

Identification and prediction of impacts of the access road upgrading (Bituminous) works on local
environmental safeguard and environmental management action plan has been incorporated into
this concise IEE report as it is key safeguarding tools against adverse impacts. Environmental
management action plan foresees and delineates key environmental impacts likely to arise with the
undertaking of access road upgrading and proposes practical safeguards (including mitigation)
along with it implementation responsibilities of road builders associated with the undertaking of
activities of access road widening, its supervision, monitoring and reporting and corrective
measures, improvement proposals and the cost estimate for undertaking safeguards.
The local geology and its interaction with climate largely determine the nature and type of soil that
occurs at ground surface. The geological characteristics of principal importance in this respect
include the mineralogical composition of the bedrock, which determines its chemical stability
under different climatic regimes. The texture and fabric on the way in which the minerals are
distributed and interrelated is important in determining the porosity of the intact rock and the ability
of agents to initiate alteration. The structure of the rock mass, such as the distribution of
discontinuities; bedding planes, joints and faults determines the ease by which weathering agents
can gain access to the rock mass to initiate the weathering process. Therefore, protection and
stabilization measures have to be designed as per topographical, geological and hydrological
situation. Protection works are applied for landslide with shallow depth about 0.5m, whereas
stabilization method will have to be applied for deeper slide.
7.5.1 Slope Protection Measures
Cut slope and fill slope should be identified before design of protection measures. Identification of
protection system largely depends upon earthwork in excavation in different soil and rock types.
Stone pitching, bioengineering methods jute -matting on the cut slope, grass seeding over the fill
slope can be applied to stop soil erosion for shallow slip. Since bio-engineering approach found to
be successful in many of the road project in Nepal, bio-engineering and bio-technical engineering
methodology has been discussed below. Bio-engineering is the application of vegetation and
vegetation structure to replace minor engineering structure meant for soil stabilization and slope
protection work. Bio-engineering replaces conventional retaining structure like retaining wall,
chutes etc. with carefully engineering combination of natural vegetation. Therefore it is very cheap
both tomake and maintain, not much skill is required, hence local labors can be used to construct
and maintain these structures. It encourage to grow vegetation in the excavation slope and
embankment slopes thereby adding to the most important aspect achieved by the bio engineering
measure in the road construction. Implementation aspects of bio-engineering application must be
carefully studied and worked out during various phase of the road design and construction.

7.5.2 Erosion Control:The control of soil erosion during and after construction is one of the most
important roadside problems. In the first place, badly eroded slopes and ditches are unsightly. Then
the materials that are washed away by muddy and polluted streams disrupt drainage by filling
ditches and culverts. It follows that modern design must not permit erosion to occur.Wind erosion
is most effective where the ground surface is generally smooth and free of vegetative cover, the
area is reasonably exposed and extensive and the soil is loose, dry and finely divided. The erosion
by wind and water can be controlled by ground cover which is defined as low growing herbaceous
or woody plants not more than one meter high at maturity, establish and maintain organic residue,
roughen the land surface. Both low shrubs and vines are included. It also serves as insulation that
reduces sloughing caused by freezing and thawing.
The project site is located in hilly area of the country. The erosion problems would be highly
identified in the cutting sections of the proposed road. Most of erosion problems are encountered
during monsoon. The most common measures to be adopted for the erosion control are:
 Check Dams
 Retaining walls
 Making gentle to the cut slopes
 Making awareness to the local people about erosion.
Gabion walls are used in many sections of the alternatives. Road way should be protected against
erosion by providing side drains with stone lining. Depending upon the hazard analysis the specific
sections were treated for the erosion control measure.
7.5.3 Soil Conservation Measures:
Soil with the potential to nurture crops is an invaluable resource that results from nature’s efforts
over tens or hundreds of thousands of years. Human efforts can destroy this resource in only a few
years. Soils are formed from the interactions of five series of factors: parent material, climate,
organisms, topography and time. The soils of Nepal tend to be dominated by the effect of the
extreme topography of the mountains, including their downstream effects on the piedmont alluvial
plains. Some soil has been further developed by terracing, whether for dry farming or paddy
farming.
7.5.4 River Training Works:
River training works should be done for various purposes such as protecting land andsettlement
adjacent to the river bank against erosion, diverting the flood water away fromthe bank, hecking the
river from spilling flood water into the village. Several types of rivertraining are in use. Revetments
are provided to protect the bank from erosion. Material likeloose stones, bricks, stones filled in
gabions, sand filled in bags are used for such works.Similarly small spurs, usually called studs, are
provided to keep the flood water away fromthe bank. Long spurs are provided to direct the course

of the river to a direction away fromthe bank. Loose stones, stones filled in gabion box, bricks,
sand bags, bamboo piles,bamboo mats are used to make the spurs. Similarly embankments are
constructed alongthe river bank to raise the level and stop the water spilling the bank and entering
thevillages. The embankments are made of earth. These are sometimes protected with revetments
and spurs also.
7.5.5 Property Acquisition and compensation
The road alignment mostly passes through the existing road track, forest area, cultivated land,
human settlements, etc. In some places existing track should be widened and the land should be
acquired from the public. People are very much interested to offer land for the construction of the
road free of cost and some want handsome compensation for their property as well. The present
government policy has made rather easier to acquire the land for the construction. The road law
clarified in national law is rather strong enough to force the authority for land acquisition. But there
is to be a committee to evaluate the value of land according to present government and market rate
so that every owner will be satisfied and no dispute will occur during road construction. Some local
market rates at different location were taken during field study of this road section which are given
below:
7.5.6 Cost for Environmental Management Action Plan
Cost for Environmental Management Action Plan includes the cost incurred for mitigation
measures and monitoring of the proposed project. Mitigation plan identifies the environmental
mitigation essential to avoid or minimize adverse impacts and enhance beneficial impacts due to
the proposed project on the physical, biological, socio-economic and cultural environment. The
proponent will have the prime responsibility for implementation of above listed mitigation
measures. Moreover, other adverse impacts that are not identified during this stage of study if later
discovered during the construction and operation phases shall be explicitly mitigated or enhanced
by the proponent on his/her own expense. The cost of major environment protection measures will
be included in project cost estimate.
7.6 RELATED LEGISLATIONS

7.6.1 Environmental Protection Act, 1997 and Environmental Protection Rules 1997
The Environment Protection Act (EPA), 2053 (1997) and the Environment Protection Rules (EPR), 2054
(1997)are the principal regulatory frameworks to make the development programs and projects
environment-friendly. The law entered into force since June 1997 contains several provisions to internalise
environmental assessment system and to maintain a clean and healthy environment by minimising the
adverse impacts on human beings and other life forms and physical objects. With regard to EIA, Sections 3
to 6 of the EPA and Rules 3 to 14 of the EPR are directly related to this project and they have been duly
considered during the preparation of this report.

The EPA, 1997 obliges the proponent not to implement the proposals without approving IEE or EIA reports
for the prescribed projects (Section 4). Section 6 empowers the Ministry of Population and Environment, to
approve the EIA report. Based on Schedule 2 of the EPR, 1997, this project requires to complete the EIA
process and to get the EIA report approved before its implementation. The EPR, 1997 provides detail
provisions with regard to the approval of the EIA report and responsibilities of the institutions during the
project implementation stages. MoPE should approve the EIA report legally within 60 days of its receipt, in
general, but no later than 90 days upon its receipt (MoPE, 1997).
The environmental legislation is very clear with regard to environmental monitoring and auditing and EPR,
1997 empowers the concerned agency – the Ministry of Physical Infrastructure and Transport in this case --
for environmental monitoring at all phases of the project and MoPE for environmental auditing after two
years of service start by the project.
7.6.2 Local Self Governance Act (1999) and Rules (2000)

The Local Self Governance Act has been enacted to provide greater, administrative and finance
autonomy to local bodies and facilitate community participation at the local level. The Local Self
Governance Act, 1999 empowers the local bodies for the conservation of soil, forest and other
natural resources and implements environmental conservation activities. Sections 28 and 43 of the
Act provide the Village Development Committee (VDC) a legal mandate to formulate and
implement programs related to the protection of the environment during the formulation and
implementation of the district level plan. Sections 28, 43, 189 and 201 of the Act are of relevance
and are attracted while implementing this EMP.
7.6.3 Land Acquisition Act, 1977 and Land Acquisition Rules, 1969
Land Acquisition Act, 2034 (1977) with amendment in 2049 (1993) guides the compulsory
acquisition of land in the country. The Land Acquisition Act 2034 (1977) and the Land Acquisition
Rules 2026 (1969) are the two main legal instruments that specify procedural matters of land
acquisition and compensation. Government can acquired land at any place in any quantity by
giving compensation pursuant to the Act for the land acquired for any public purposes or for
operation of any development project initiated by government institutions (Section 3 and 4). The
powers given under these sections are very broad as government is empowered to acquire any land
in the name of public works. The interim Constitution of Nepal, 2007 in its Article 19 (2) directs
the state to provide compensation for nay property requisitioned, acquired or encumbered by the
State in implementing scientific land reform program or in public interest in accordance with law.
7.6.4 Labor Act, 1992 and labor Rules, 1994
Labor Act, 1992 (first amendment 1998) and Labor Rules, 1994 deals deal with manual labor.
Clause 46 under Section 7 deals particularly with Construction industry. The Act defines working
time as eight hours a day a weekend leave. A half an hour break should be given as snack and tea

break before continuous work of maximum five hours. Attendance Registry should be maintained
properly. Clause 27 to 32 under Section 5 gives details for occupational health and safety
requirement to be maintained for labors. Child labor (below 14 years) is prohibited, and between 14
to 16 years of age should be given proper training before putting them in work. It calls for
insurance and safety management of labors. It also directs to establish camp near temporary
working sites with drinking water, food, sanitation and residential facilities if numbers of labors are
fifty or more in construction projects. The Labor Rule, 1994 guarantees equal wage for male and
female. It also lists the percentage of compensation for different types of accidents during work at
site.
7.6.5 Soil and Watershed Conservation Act, 1982
For the conservation and management of watersheds of Nepal, the Soil and Watershed
Conservation Act, 1982 was enacted. Section 3 of the Act empowers the Government to declare
any area as a protected watershed area. Section 4 of the Act provides an authority to watershed
conservation officer to implement the following works in protected watershed areas:
 Construct and maintain dam, embankment, terrace improvements, diversion channels and retaining
walls;
 Protect vegetation in landslide-prone areas and undertake afforestation programs; and
 Regulate agricultural practices pertinent to soil and watershed conservation.
Under Section 10 of the Act, Watershed Conservation Officer has authority to grant permission to
construct dams, drainage ditches, canals, cut privately owned trees, excavate sand, boulders and
soil, discharge solid waste and establish industry or residential areas within any protected
watershed.
7.6.6 Public Road Act,1974
Article 19 of the Act mandates the requirement of permission from the Department of Roads to
carry out activities within the limits of the road boundaries. GON offices as per Article 29 have to
submit a request for permission to the Department of Roads prior to the start of activities within the
limits of the public roads.
7.6.8 Solid Waste Management Act, 2011
This act has set provisions as prime responsibility of the polluters to manage waste. Similarly, the
act outlines the duties of the local government to take action against haphazard waste generation,
disposal or collection and has penalizing provisions to those engaged in activities detrimental to the
intentions of the Act.

DETAILED ENGINEERING SURVEY, DESIGN OF ROAD AND REPORT PREPARATION OF “MAUWA NGARDAH SADAK, DOTI (14KM); UNDER CONTRACT NO: PMEU/337159/073/74
DPR-49’’
CHAPTER-VIII: DETAILED PROJECT REPORT
8.1 ENGINEERING COST ESTIMATE

Cost estimate of this project is prepared after finalization of the alignment, detailed survey and detailed engineering design. Costing is done
according to the prevailing practice of Nepal with standard rate analysis of Government following the district rates and other sources of material,
labour and equipment rates. Unit rates for most of the items are fixed by detail analysis while some unit rates for bridges and finishing works are
fixed by the standard practice in such other studies. Similarly the quantity estimate is calculated from standard drawings and following
prevailing practice and provided in Volume III
8.1.1 CONSTRUCTION COST

The construction cost is calculated in the basis of proper rate analysis and detailed quantity estimate and broken down into local and foreign
currency components. It was broken down into direct cost, taxes, physical and price contingencies. The total project cost is Rs.748,111,312.30
the road.
8.1.1.1 RATE ANALYSIS

Detail analysis of rate is performed for earth works, retaining structures, side drains and pipe culverts work. Similarly detail analysis of rate is
done for pavement works. Unit rate for per meter cost is used for bridges, culverts and causeway. The construction material is assumed that the
road will be constructed stage wise. So, only the average cost for cement, pipe culvert and reinforcement is taken. It is assumed that other
construction material will be used after the access is established to the site. Other miscellaneous unit rates are calculated based on the current
practice and experience in the similar project. (Provided in Volume III)

DPR-49’’

8.1.1.2 QUANTITY ESTIMATE
Quantity estimate of different item is done to reflect the actual construction cost for economic analysis of the project. However some
assumptions are also made for certain items detail procedure and method of calculation is presented below:
 Quantity calculation of earthwork is done with the help of typical cross section. Different cross sections are fitted in different chainages after
field visit, geological reports and hazard analysis observations of particular stretches.
 After calculation of earthwork quantity, type of soil and rocks are also classified for different sections.
 In calculating the quantity of earthwork in OS, BMS, are assumed.
 Quantity of retaining structure is calculated according to the typical drawing developed.
 Type of side drains are designed and quantities are assumed on the basis of the design drain throughout the length of the alignment.
 Quantity of cross drainage structures is calculated based on the catchment area and flood forecast of ten years for box culvert, pipe culvert
and causeway.
 Length and number of bridges are fixed on 50 years design flood calculation; safe water-way length is fixed in field and suitability of
particular structure.
 Sub-Base is assumed to be 310mm, Base 150mm and surface course 50mm.
8.1.1.3 ABSTRACT OF COSTS

After calculation of quantity and fixing unit rates for different items of work, abstract of cost is calculated for studied road alignment with
incorporation of VAT of 13% and Contingencies 5%.
8.1.2MAINTENANCE COST
Estimation of benefits arising from the implementation of the road project requires comparison of “with project” situation with “without project”
situation. The later, is therefore, critical in that it determines the level from which incremental benefits from the implementation of the project

DPR-49’’

are derived. Presently “without project” situation, there is an existing road in the proposed alignment. The expenditures on maintenance activities
in an existing road condition are not considered. Standard maintenance measures have been suggested for “with project” situation.

DPR-49’’
Summary of Cost
Chainage Km 0+000 – Km 14+000

DPR-49’’
Government of Nepal
Ministry of Physical Infrastructure and Transport
Department of Roads
Planning & Design Branch
Planning Monitoring and Evaluation Unit
Chakupat, Lalitpur
SUMMARY OF COST
F/Y : 073/74
Name of Project : DETAILED ENGINEERING SURVEY, DESIGN OF ROAD AND REPORT PREPARATION (DPR) OF MAUWA NGARDAH SADAK,
DOTI (14 KM); UNDER CONTRACT NO: PMEU/337159/073/74 DPR49.
Location : Doti District

Section : 0+000 to 14+000 Km Length (KM) 12.796
S.N. Description of works Amount (NRs) Remarks
A General Item Sub - Total (A) 1,009,907.46 0.19%
B Site Clearance Sub - Total (B) 998,712.44 0.18%
C Earthworks Sub - Total (C) 36,572,611.61 6.75%
D Structural Works Sub - Total (D) 115,087,904.02 21.23%
E Cross Drainage Works Sub - Total (E) 47,959,313.03 8.85%

DPR-49’’
F Pavement Works Sub - Total (F) 180,832,280.86 33.36%
G Drain Works Sub - Total (G) 155,407,651.29 28.67%
H Road Furnitures and Traffic Safety Measures Sub - Total (H) 3,741,265.89 0.69%
I Bio Engineering Works Sub - Total (I) 500,000.00 0.09%
Total (A+B+C+D+E+F+G+H+I) 542,109,646.60 100%

VAT @13% 70,474,254.05
Contingency @ 5% 27,105,482.33
Total including VAT & Contingency 639,689,382.98
10% Price adjustment Contingency 54,210,964.66
10% Physical Contingency 54,210,964.66
Grand Total 748,111,312.30
Cost Per km Without Vat & Contingencies 42,365,555.38

Cost Per km With Vat & Contingencies 49,991,355.34

DPR-49’’
Abstract of Cost
Chainage Km 0+000 – Km 14+000

DPR-49’’
Government of Nepal
Ministry of Physical Infrastructure and Transport
Department of Roads
Planning & Design Branch
Planning Monitoring and Evaluation Unit
Chakupat, Lalitpur
ABSTRACT OF COST
F/Y : 073/74
Name of Project : DETAILED ENGINEERING SURVEY, DESIGN OF ROAD AND REPORT PREPARATION (DPR) OF MAUWA
NGARDAH SADAK, DOTI (14 KM); UNDER CONTRACT NO: PMEU/337159/073/74 DPR49.
Location : Doti District
Section : 0+000 to 14+000 Km Length (KM) 12.796
S.N. Description of works Unit Quantity Rate, (NRs) Amount (NRs) Remarks
A General Item
Insurance for the loss of damage to works, plant,
A.1 material, equipment, property and personnel injury PS 1.00
350,000.00 350,000.00
or death and third party as per condition of contract.
Establishing engineers site office including three
rooms, bathroom, toilet and kitchen facilities, mon
A.2 1.00
furnitures and well furnished as per details provided th 150,000.00 150,000.00
in bid document.
Relocation of services and repairing for existing
infrastructure (houses, water supply
A.3 PS 1.00
pipes,kulos,Temple, Foot staircase, Foot trail etc) 500,000.00 500,000.00
as instructed by engineer.

DPR-49’’

Supplying and erecting 1.2m.x 0.75m. size Project
sign board in place including 50mm dia. Steel tube,
A.4 2mm. thick steel plate, cement concrete, painting, No 2.00
4,953.73 9,907.46
writing and supporting steel angle nut and bolit etc.
all complete
Sub - Total
(A) 1,009,907.46
B Site Clearance
Clearing of grass, removing roots, breaking sods,
B.1 levelling the surface and disposal as per sqm 88851 8.84
785,442.84
specification (SS/SP-201)
Felling trees including cutting of trunks and
branches, removing the roots, stacking serviceable
B.2 materials and disposal of unserviceable materials to
suitable place all complete as per Contract
Documents: (SS/SP-201)
300mm - 600mm girth size no 200 354.17
70,834.00
600mm-900mm girth size no 50 1347.36
67,368.00
900mm-1800mm girth size no 20 3753.38
75,067.60
Sub - Total
(B) 998,712.44
C Earthworks

DPR-49’’
Roadway excavation in all type of soils including

379483.4
C.1 Rock and safe disposal of materials all complete. Cum
0 95.66 36,301,382.04
(SS/SP - 905) (10% manual & 90% machine)
Formation of embankment including excavation,

C.2 transportation, filling, compaction in layers and Cum 1498.92
180.95 271,229.57
watering all complete. (SS/SP - 900)
Sub - Total
(C) 36,572,611.61
D Structural Works
Excavation for foundation in all types of soil
including rock in all conditions including dewatering,
D.1 Cum 2103.00
relevant lift and safe disposal all complete. (SS/SP- 180.83 380,285.49
900)
Supplying of hexagonal mesh type 100mm x 120
mm Gabion boxes / mattresses with diapharagms,
with binding wire 12 swg, mesh wire 10 swg and
selvedged wire 8 swg , including rolling, cutting and
weaving ; assembling Gabion boxes mattresses,
D.2 palcing in position including stretching, forming Cum 23050.00
4,752.50 109,545,125.00
compartments; tying with bracing wires and tie
wires; tying down the lid complete; and providing
and filling stone / boulder in gabion boxes /
mattresses etc. including dressing, beding, bonding
and all transporation as per specification.
Providing , laying and fixing of geotextile (filter
D.3 Sqm 8780.00
fabrics) all complete. (SS/SP-2400) 182.99 1,606,652.20
Backfilling in layers in foundation pits, trenches, etc.
D.4 with available material including compaction and Cum
438.85 -
watering etc. complete lead 10m (a) depth of

DPR-49’’

foundation up to 1.5 m
Sub - Total
(D) 115,087,904.02
E Cross Drainage Works

Excavation for foundation in all types of soil
including rock in all conditions including dewatering,
E.1 Cum 4191.22
relevant lift and safe disposal all complete. (SS/SP- 180.83 757,898.31
900)
Providing and laying dry stone soling works all
E.2 Cum 3410.42
complete as directed by the engineer.(SS/SP 2600) 3,283.80 11,199,137.19
Providing and Placing machine mixed cement
E.3 concrete M15/40 including compaction, curing, Cum 444.10
9,746.61 4,328,469.50
testing all complete. (SS/SP-2000)
Providing and placing machine mixed M20/40
cement concrete for the foundation and footing etc.
E.4 including compaction, curing, testing and lead 30m. Cum 230.72
11,081.01 2,556,610.62
etc. all complete as per specification and drawing.
[2000 ]
E.5 Cum 95.040
including compaction, curing, testing and lead 30m. 9,174.04 871,900.76
Providing and laying Reinforcement ( diameter
above 8 mm and upto 16 mm) including cutting,
E.6 Mt. 10.14
bending, binding, fixing in position etc. all complete 122,648.82 1,243,659.03
as per specification and drawing. [2000 ]

DPR-49’’

Proving and laying RCC pipes of diameter with or
without collars jointed with stiff mixture of cement
E.7 mortar in the proportion of 1 : 2 ( 1 cement : 2 fine
sand ) including transportation all complete.(SS/SP
700)
a. Pipe culvert dia. 900mm (internal) Rm 165.00
32,542.48 5,369,509.20
Providing and laying Random rubble stone masonry
in cement mortar [ cement(1) : sand(4)] including
E.8 Cum 1805.26
scaffolding, curing, preparation of mortar,finishing 8,835.88 15,951,060.72
etc.all complete. (SS/SP-2600)
Carry out backfilling works behind the structures
with approved suitable common material spreading
E.9 Cum 7507.18
in layers, watering and compaction all 438.85 3,294,525.94
complete.(SS/SP-900.)
Backfilling in layers in foundation pits,trenches etc
with suitable filler material including compaction and
E.10 Cum 496.00
watering etc complete,lead 10 m(ss-sp 908) 3,745.85 1,857,941.60
a) Depth of foundation upto 1.5m
Providing, preparing and installing formworks
including necessary supports, falsework and Sqm
E.11 709.92
removing after completion all complete. (SS/SP- . 369.92 262,613.60
1800)
Providing and laying 2mm thick Tartfelt Sheet as Sqm
E.12 153.60
directed by engineer all complete. . 511.75 78,604.80
Providing , laying and fixing of geotextile (filter
E.13 Sqm 1024.00
fabrics) all complete. (SS/SP-2400) 182.99 187,381.76
Sub - Total
(E) 47,959,313.03

DPR-49’’
F Pavement Works
Preparation of sub-grade filling or cutting depth of 107890.5
F.1 sqm
10 to 20 cm 0 10.93 1,179,243.17
Providing, laying, spreading, watering, levelling and
cu.
F.2 compaction of natural sand gravel subbase grading 16183.58
m. 4,428.40 71,667,365.67
as per table 12.1 of standard specification. [1201 ]
Providing, laying, spreading, watering, levelling and
compaction of crusher run materials for base course cu.
F.3 21578.10
lead upto 10m. m. 2,486.10 53,645,314.41
(a) Machine works [1202 ]
Providing and spraying bituminious prime coat MC
F.4 30/70 including cleaning the road surface using wire, Lit 79965.90
176.58 14,120,378.62
brushes,broom ete. before applying prime coat.
Surface Dressing: Providing,laying of double
bituminous coats for surface dressing using river 195472.2
F.5 Lit
single/chips including compaction. Bitumen binder 0 166.43 32,532,438.24
for surface dressing all complete (1301,1303)
Providing and laying of cutter for surface dressing as
F.6 Lit 9773.61
directed by the Engineer all complete. 90.09 880,504.52
Surface dressing : Providing, and laying of double
bituminous coats for surface dressing using river
F.7 singles/chips including compaction. Chippings for Mt. 2487.83
2,577.31 6,411,909.13
surface dressing for first coat size and second coat
size all complete.
Providing and mixing anti-stripping agent all
F.8 complete as per specification.(@ 0.5% of Bit. kg 977.36
404.28 395,127.10
Binder)
Sub - Total
(F) 180,832,280.86

DPR-49’’
G Drain Works
Earthwork in excavation in all type of soil including
G.1 cum 14837.29
rock for drain works 95.66 1,419,335.16
Providing and Placing machine mixed cement
G.2 concrete M15/40 including compaction, curing, cum 1447.09
9,746.61 14,104,221.86
testing all complete. (SS/SP-2000)
One layear flat brick solling with sand filling in joint , Cum
G.3 11576.69
etc all complete as per specification . . 382.44 4,427,389.32
Providing and laying brick masonari in manual mixed

cement mortar including preparation of mortar as per
G.4 cum 5788.35
specification, lead up to 30 m in 1:4 cement/sand 16,534.24 95,705,968.10
mortar
Drain Cover
including compaction, curing, testing and lead 30m. nos 1447.13 12158.08
17,594,322.31
[2000 ]
Providing and laying Reinforcement ( diameter
above 8 mm and upto 16 mm) including cutting, 112065.3
kg 121.28
bending, binding, fixing in position etc. all complete 6 13,591,286.86
as per specification and drawing. [2000 ]

DPR-49’’

Providing , Preparing and Installing form work
including necessary supports and removing after
sqm 23154.00 369.92
completion for foundation and footings . [1804, 1805 8,565,127.68
]
Sub - Total
(G) 155,407,651.29
H Road Furnitures and Traffic Safety Measures

Supplying and erecting traffic sign in place including
50mm dia. Steel tube, 2mm. thick steel plate,
H.1
cement concrete, painting, writing and supporting
steel angle nut and bolit etc. complete
a) 60 cm dia. Circular, 60 cm. Equilateral triangle
no. 75.00
shaped sign (single post) 1,406.37 105,477.75
b) 1.2m.x 0.75m. Size bigger traffic sign with back
no.
support and two or more post. 4,953.73 -
Supplying and applying paint for Road marking
H.2 including cleaning, watering, brooming etc. all
complete (10cm. wide strip)
b) More than two coats over new bitumin surface Rm 12693.00 59.20
751,425.60
Supplying and placing R.C.C. kilometer post

H.3 including excavation, back filling, painting and
writing etc. all complete as per specification

DPR-49’’
a) Standard KM post placed at each kilometer. Nos 14.00 1971.49

27,600.86
b) Bigger kilometer post (placed at each 5 km.) Nos 3.00 4139.06
12,417.18
Supplying and fixing in place R.C.C. delineator and
H.4 guard post including excavation, back filling, painting Nos 2600.00 973.30
2,530,580.00
and erection etc. all complete as per drawing.
Description of Works:- Providing and erecting "W"
metal beam crash barrier comprising of 3.43mm
thick corrugated sheet metal beam rail, 70cm above
road/ground level, fixed on ISMC series channel
vertical post, 150X75X5mm spaced 2m c/c, 1.8m
H.5 high, 1.1m below ground/road level, all steel Rm 50.00 6275.29
313,764.50
paetsand fitment to be galvanised by hot dip
process, all fittings to confirm to IS 1367 and IS
1364, metal beam rail to be fixed on the vertical post
with a spacer of channel section 150X75X5mm,
330mm long, all complete.
Sub - Total
(H) 3,741,265.89
I Bio Engineering Works P.S. 1.00 500000.00
500,000.00
Sub - Total (I)
500,000.00
Total (A+B+C+D+E+F+G+H+I)
542,109,646.60
VAT @13%
70,474,254.05
Contingency @ 5%
27,105,482.33

DPR-49’’
Total including VAT & Contingency

639,689,382.98
10% Price adjustment Contingency
54,210,964.66
10% Physical Contingency
54,210,964.66
Grand Total
748,111,312.30
Cost Per km Without Vat & Contingencies 42,365,555.38
Cost Per km With Vat & Contingencies 49,991,355.34

DETAILED ENGINEERING SURVEY, DESIGN OF ROAD AND REPORT PREPARATION OF “MAUWA NGARDAH SADAK, DOTI
(14KM); UNDER CONTRACT NO: PMEU/337159/073/74 DPR-49’’
8.2 BILL OF QUANTITIES

Each items were clearly described and corresponding clauses of the standard and special
specifications were referenced to allow the contractor to easily find the corresponding specification.
The BOQ were broken down into different types of works and were clearly provide for VAT and
contingencies. Detail information about bill of quantities are (provided in Volume III)
8.3 PROGRAMME PREPARATION

This programme includes the duration of activities and critical milestones on the following
activities.
 Pre-construction activities of the implementing agency:
Consulting Firm and Contractors will be invited to submit their Expression of Interest EOI to
provide consultancy service and construction work respectively. And Eligible consulting and
contractors will be selected for construction works.
 Consultancy services:
Selected consulting firm will be responsible for providing consultancy service for the construction
of Road Projects. They need to set up camp office and necessary man-powers to site for quality and
time control of construction. They shall be responsible for supervision of construction as per
drawings provided and contract technical specifications. They shall be responsible for verification of
Bill of Quantities prepared by the contractors and they shall provide necessary guidance and support
to contractors for completion of construction work in time.
 Construction of works:
Selected contractors will be responsible for construction of works maintaining quality and in given
time schedule. They shall set up camp in project site, provide necessary man-powers, equipments
and materials in project site. They shall be responsible for preparing work schedule of construction
works and they need to inform consulting firm about this. They shall be responsible for assuring
quality of works to consulting firm as per drawings and contract technical specification. They shall
be responsible for preparing Bill of Quantities and need to submit to consulting firm for it’s
verification. Variation order should be taken from client incase of variation in construction works
are found. Therefore, construction company is wholly responsible for completion of construction
works in specified time and they need to co-operate with client and consulting firm during whole
construction period,
8.4 PROJECT OBJECTIVES AND SCOPE DEVELOPMENT

The development of the project objectives are based on the sector policies of Government of Nepal
requirements. A logical framework is used to develop the goals and objectives. Detail information
about project objectives and scope development is given below:

DETAILED ENGINEERING SURVEY, DESIGN OF ROAD AND REPORT PREPARATION OF “MAUWA NGARDAH SADAK, DOTI (14KM); UNDER CONTRACT NO: PMEU/337159/073/74 DPR-49’’
Table 18 Project Objectives and Scope

Means of
Narrative Summary Objectively Verifiable Indicators (OVI) Key Assumptions
Verification (MOV)
Goal  Influenced population will get access to  House hold  Private transport
To improve and provide greater accessibility to road service and economic centres from survey entrepreneurs will provide
urban populations centers and connect them to the end of 3rd year of construction good transportation system.
the national road network and economic centers through this route.  Major market
through 2 Lane Road centre survey  Department of Road will
 Local agricultural production will get provide proper maintenance
exported to major market centres in  Origin and of road timely.
huge amount from the end of 3r year of Destination
construction. Survey
Purpose  It will be trade route in distance to join  House hold  Efficient movement of
Development of the Trade Route of 2 Lane Mustang and China Border and other survey different vehicles.
between Nepal and China Border. roads.
 Transportation  Co-operatives will be
 It will save transportation costs and time Costs Records successfully established.
of passengers and goods and benefits
will be increased.  Co-operative
accounts of users.

Means of
Verification (MOV)
 Economic growth rate will be increased.
 Economic growth
rate record.
Outputs  There will be good movement of  Work completion  Construction work will be
1. Upgradation of road connecting the three passengers and goods even in monsoon records completed in time by
districts Bajhang, Baitadi&Darchula to 2 season. contractor.
Lane Road.  Origin and
 All urban people will have access to destination  Timely maintenance of
2. Connecting previously unconnected urban district headquarters. survey Road.
areas to the district headquarters
 Transportation will be increased by 6%  Transportation of  Efficient movements of
goods record. vehicles.
Activities Means Costs  Full cooperation of the

1. Procurement of road construction  Construction costs for 1st year:  As per BOQ stakeholders at the district
equipment and materials and local levels.
2. Procurement of skilled and unskilled All construction works including
workers for the actual construction works different construction items, insurance  Timely procurement of

Means of
Verification (MOV)
3. Mobilization of construction team of workers, bio-engineering works, budgets for construction by
4. Set-up of camp at various chainages contingencies (including VAT) concerned ministries and
5. Mobilization of construction equipments,  As per BOQ departments.
vehicles and other necessary tools to site  Construction costs for 2nd year:
6. Supply of construction materials to sites.  Timely procurement of
7. Preparation of work schedule with detail All construction work including construction works
work description different construction items, insurance
8. Layout and then construction in field as per of workers, bio-engineering works,  Proper check of quality of
drawings and specification contingencies (including VAT)  As per BOQ works
9. Assure quality of works to consultant or
client.  Construction costs for 3rd year:
 Timely monitoring and
10. Preparation of variation order and BOQ and
evaluation of works by
its submission to consultant or client All construction work including
consultants or clients.
different construction items, insurance
of workers, bio-engineering works,
contingencies (including VAT)  Proper verification of bill of
quantities and variation
order.

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DETAILED PROJECT REPORT

DATA SOURCES AND CREDITS

DATA SOURCES AND CREDITS

DETAILED ENGINEERING SURVEY, DESIGN OF ROAD AND REPORT PREPARATION

Project PMEU/337159/073/74 DPR-49.

DETAILED ENGINEERING SURVEY, DESIGN OF ROAD AND REPORT PREPARATION

GEOCE-UNIQUE-Y.G.F JV Page | iii

DETAILED ENGINEERING SURVEY, DESIGN OF ROAD AND REPORT

AADT Average Annual Daily Traffic

ADT Average Daily Traffic

ADB Asian Development Bank

AMSL Average Mean Sea Level

BCR Benefit Cost Ratio

CDMA Code Division Multiple Access

DDC District Development Committee

DOR Department of Roads

ECD Early Childhood Development Centers

EIRR Engineering Internal Rate of Return

GPS Global Positioning System

IEE Initial Environment Examination

IRC Indian Road Congress

MRE Mountain Risk Engineering

NFRP Nepal Feeder Road Project

NRS Nepal Road Standard

NTFP Non Timber Forest Product

PHC Public Health Clinic

PMEU Planning, Monitoring and Evaluation Unit

TOR Terms of Reference

VAT Value Added Tax

VDC Village Development Committee

VOC Vehicle Operating Cost

GEOCE-UNIQUE-Y.G.F JV Page | vii

SALIENT FEATURES OF THE PROJECT

SALIENT FEATURES OF THE PROJECT

A. Name of project : DETAILED ENGINEERING SURVEY, DESIGN OF ROAD AND REPORT

PREPARATION (DPR) OF MAUWA NGARDAH SADAK, DOTI(11KM); UNDER

GEOCE-UNIQUE-Y.G.F JV Page | viii

SALIENT FEATURES OF THE PROJECT

SALIENT FEATURES OF THE PROJECT

SALIENT FEATURES OF THE PROJECT

Base (1) Materials: Crushed Stone

Surface course (1) Materials: DBSD

Total Project Cost:

S.N. Particulars Studied Alignment

GEOCE-UNIQUE-Y.G.F JV Page | xii

GEOCE-UNIQUE-Y.G.F JV Page | xiii

GEOCE-UNIQUE-Y.G.F JV Page | xiv

1.3. MAP STUDY

CHAPTER-III: TRAFFIC STUDIES AND PAVEMENT DESIGN

CHAPTER-II: SOCIO-ECONOMIC ASPECT

5 Bhumirajmadau Doti 15 Gadasera Doti 25 Kanachaur Doti

10 Daud Doti 20 Girichauka Doti 30 Ladagada Doti

34 Laxmi Nagar Doti 42 Ranagau Doti 50 Wagalek Doti

35 Mahadevsthan Doti 43 Sanagau Doti 51 Warpata Doti

2.2 SOCIO- ECONOMIC DATA OF THE INFLUENCED AREA

CHAPTER-III: TRAFFIC STUDIES AND PAVEMENT DESIGN

2.2.1 NATURE OF MIGRATION

CHAPTER-III: TRAFFIC STUDIES AND PAVEMENT DESIGN

2.2.2 LAND USE PATTERN

1. Wild Animals of the Area

CHAPTER-III: TRAFFIC STUDIES AND PAVEMENT DESIGN

2.2.3 UTILITY SERVICES

No. of holdings By Gravity(Area- By pumping(Area -ha) Others(Area -ha)