Table of Contents

1.

Introduction ....................................................................................................................... 1
1.1
Background ............................................................................................................... 1
1.2. Objectives ................................................................................................................. 1
1.3. Scope of Work .......................................................................................................... 1
1.4. Appointment of Consultant ....................................................................................... 2
1.5
Mobilization Consultant Team ................................................................................. 2
2
Appreciation of the Project and Field Visit ...................................................................... 3
2.1. Project Status ............................................................................................................ 3
2.2
Alignment ................................................................................................................. 4
2.3
Drainages System...................................................................................................... 5
2.4
Roadside Drains ........................................................................................................ 5
3. Economic Analysis: .......................................................................................................... 6
3.1
Estimating Cost: ........................................................................................................ 6
3.2
Salvage Value: .......................................................................................................... 7
3.3
Estimating Benefits: .................................................................................................. 7
3.4
Vehicle operating costs ............................................................................................. 7
3.5
Road maintenance benefits ....................................................................................... 8
3.6
Time-savings ............................................................................................................. 8
3.7
Reduction in Accident Cost: ..................................................................................... 8
3.8
Economic development benefits ............................................................................... 9
4. Engineering Survey......................................................................................................... 10
5
Engineering Design of Roads ......................................................................................... 12
5.1
General .................................................................................................................... 12
5.2
Geometric Design of Highway ............................................................................... 13
5.2.1
Special Design Features .................................................................................. 14
6. Traffic Survey and Study ................................................................................................ 17
6.1
Objective/Purpose ................................................................................................... 17
6.2
Traffic Count Survey .............................................................................................. 17
6.3
Estimating Traffic Flows ........................................................................................ 18
7.
Geology and Geo-technical Investigation:.................................................................. 20
7.1
Geology: .................................................................................................................. 20
7.2: Geotechnical Investigation: .................................................................................... 21
8
Design of Pavement ........................................................................................................ 22
8.1
General .................................................................................................................... 22
8.2
Traffic Count Results and Projected ESAL ............................................................ 22
8.3
Pavement Design .................................................................................................... 24
9. Hydrological Investigation.............................................................................................. 27
10.
Cross Drainage Design ............................................................................................... 27
11.
Construction Methodology ......................................................................................... 28
11.1 General .................................................................................................................... 28
11.2 Widening of Road Formation ................................................................................. 28
11.3 Construction of Granular Sub-base ......................................................................... 28
11.4 Construction of Granular Base Course: .................................................................. 29
11.5 Construction of Double Bituminous Surface Dressing/ Otta Seal .......................... 30
12.
Cost Estimate: ............................................................................................................. 30
12.1 Engineers Estimates ................................................................................................ 30
12.1.1 General Introduction ....................................................................................... 30
12.1.2 Unit Rates........................................................................................................ 31
12.2 Quantities and Cost Estimates for Road Construction ............................................ 31

List of Tables
Table 1.A:
Table 1.B:
Table 2
Table 3:
Table 4:
Table 5:
Table 6:
Table 7:
Table 8:
Table 9:
Table 10:
Table 11:

Benefits and Costs as per Option 1.A

Benefits and Costs as per Option 1.B
Table of Benchmark Details
Design Parameters
Classified Manual Vehicle Count
Equivalent Standard Axle Load per unit
Computation of Equivalent Standard Axle Load and Projection
Pavement Thickness Design
Grading Envelop for Gravel
Physical Requirements of Graded Crushed Stone
Grading envelope for Graded Crushed stone base and sub-base
Adopted Abstract of Cost for 5.5m width DBST Carriage way and 0.75m width
Shoulder both sides exposed incorporating Nepal Urban Road Standard (Draft) with
Nepal Road Standard by Department of Roads.

List of Figures
Figure 1:
Figure 2:
Figure 3:
Figure 4:
Figure 5
Figure 6:
Figure 7:
Figure 8:
Figure 9:
Figure 10:

Strategic Road Network in Mechi and Project Area

Sahid Marga to be constructed
A glimpse of Sahid Marga
Bikram Salik at 0+210
SW-Roads Software Interface
Format for Production of Quantity Calculation
Format for Production of Summary and Extract of Quantities
Geological Map of the Area
Load dial reading Vs. Penetration graph of sample 1
Load dial reading Vs. Penetration graph of sample 2

List of Annexes
Annex A:
Annex B:

Social Safeguarding
Environmental Assessment

ii

1.

INTRODUCTION

1.1

Background

The second component under the Urban Governance Development Project (UGDP) Emerging
Towns Projects (ETP), under the funding of the World Bank, covers the socio-economic
infrastructure development in the six candid Municipalities identified in the first phase of
implementation. The six municipalities are Baglung, Tansen and Lekhnath in Western Region
and Itahari, Dhankuta and Mechinagar in the Eastern Region.
Upon the request from the Municipalities for their respective priority infrastructure projects, the
Town Development Fund (TDF) has approved grant to each of these mentioned municipalities to
finance the Feasibility Study and Detailed Engineering Design for seven subprojects to be
implemented at the initial stage as Fast Track subprojects.
The above municipalities were asked to prioritize projects having least environmental and social
issues so that these sub-projects could be undertaken for immediate implementation as fast track
sub-projects. The successful implementation of these fast track sub-projects by the municipalities
will further attract more of such infrastructure projects within the municipalities in the coming
years.
For the purpose of carrying out the consulting services, the sub-projects are grouped into two
Packages. The Package1, for which this consultant is responsible for the services as per the
Terms of Reference, consists of the following five sub-projects:
Beautification of Entrance Gate Mechinagar Municipality
Gokul Marg Blacktop Road, Northern Part Mechinagar Municipality
Sahid Marg Construction Mechinagar Municipality
City Area Surface Drainage Improvement, East West Highway Segment Itahari
Municipality
e) Municipal Office Access Road Baglung Municipality
a)
b)
c)
d)

1.2.

Objectives

The objectives of the consulting services subject to this Terms of References are to elaborate
sub-project, based on the analysis of the physical, economic, financial, social, environmental,
legal and institutional aspects prevailing in the area and alternative scenarios for the
development of the proposed subproject components.
1.3.

Scope of Work

The scope of work is divided into three phases for each of the sub-projects in the three
municipalities. The consultant needs to carry out his obligations as per the Terms of References
in three phases in succession one after the other. The consultant needs to move to the next
phase only after review, decisions on modalities and approval of the first phase by the respective
municipalities and clearance by The TDF. Though the consultant is working for the municipalities,
TDF, the grantor of the assignment, will also monitor the consultants works. The three phases of
the scope of works for each of the sub-projects are as follows:
1. Phase I: Project Concept and Feasibility Support
In the Phase I of the Scope of Work the consultant should carry out the works which
includes but not limited to the following specific steps:
A conceptual design and development of the proposed sub-project
Technical, financial and economic analysis
Examination of the critical risks and the problems (e.g. financial, social, legal and
institutional risks)
Operational feasibility

2. Phase II: Project Engineering Design Support

After approval of the feasibility study and sub-project modalities by the municipalities and
clearance by the TDF, the consultant will carry out the Phase II Scope of Work which
includes but not limited to the following specific steps:
Recommendation, based on feasibility study and agreed modalities the consultant
should carry out detailed engineering works , including the followings:
Complete detailed engineering design documents and detailed cost
estimates;
Implementation Schedule;
Draft tender documents;
3. Phase III: Project Concept and Feasibility Support
After approval of the subproject modalities and the engineering design by the
municipalities and approval of project financing by TDF, the consultant will assist the
municipalities with documents that facilitate the project implementation which includes;
Construction Schedule ;
Tender Documents;
A broad description of the scope of works is described in the three phases above. However,
there are few more project specific scopes of works according to the nature of the sub-projects.
Terms of References, which is included with this report as an annex, describes the scope of
works in detail for each of the following sub-projects;
a) Beautification of Entrance Gate Mechinagar Municipality
b) Gokul Marg Blacktop Road, Northern Part Mechinagar Municipality
c) Sahid Marg Construction Mechinagar Municipality
d) City Area Surface Drainage Improvement, East West Highway Segment Itahari
Municipality
e) Municipal Office Access Road Baglung Municipality
1.4.

Appointment of Consultant

To carry out the consulting Services for Feasibility Study and Detailed Engineering Design of
Fast Track Sub-projects under Urban Governance and Development Program, Emerging Towns
Project was awarded to MEH/CIAS JV. The Contract agreement for the services was signed on
January 18 between the employer and the consultants. The consultant has commenced its
service from 25th of January,2012. The assignment of the consulting services will complete within
four and half months from the start date.
The office of the consultant is set up in the premise of the MEH Consultants head office located
in New Baneshwar.
1.5

Mobilization Consultant Team

The Consultants Team includes:

Professional Staff

Designation

1. Mr. P. J. Shah
2. Mr. A. M. L. Das
3. Mr. S. K. Karna
4. Ms. S. Shrestha
5. Mr. G. M. Tamrakar
6. Mr. G. K. Karna
7. Ms. N. Shrestha
8. Mr. S. S. Karki
9. Mr. K. R. Mishra

Road Design Engineer /Team Leader

Sanitary/ Drainage Engineer/Dy. Team Leader
Geotechnical Engineer/Specialist
Architecture/Planner/Specialist
Civil Engineer/Specialist
Survey Coordinator/Specialist
Draftsman/CAD Operator/Specialist
Environmental Specialist/Specialist
Social Safeguard Specialist/Specialist

10. Mr. Y. R. Tamrakar

11. Mr. R. R. Adhikari
2

Economist-Financial Expert/Specialist
Civil Overseer/Specialist

APPRECIATION OF THE PROJECT AND FIELD VISIT

The consultant teams members visited the site in February and have familiarized with the site
condition, existing road design, standards adopted were verified with the alternative option as
identified during desk study. The Team made a walk over survey along the full lengths of these
sub-projects in all the municipalities to assess presently existing physical, environmental and
social conditions. However, for two road sub-projects Gokul Marg and Sahid Marg in Mechinagar
Municipality, the team has to drive along the road to assess the present status.
The team identified and took note of the natural watercourses requiring cross-drainage
structures. Similarly, settlement in the urban areas that may be affected by the widening of the
road and the possible mitigation measures for improvement has been noted. It was observed that
for whole of the proposed road length, only one major watercourse, over which a culvert exists, is
there. Therefore no meticulous study or planning is deemed necessary for cross drainages. As
the existing road is built entirely in the shallow embankment and there is no notable evidence of
inundation, it is assumed that there will be no need of road side drains except in the built up
areas near the start of the project and Prativa Chowk.
Socio-environmental condition and issues on physical, biological, socio-economic, cultural
aspects has been identified and are included in the Social Report. Similarly, property to be
acquired, if any, has been in general assessed. From our preliminary design and study at field
there is no need to acquire the additional land, since the Municipality have already allocated11m
on either sides of the road centre line, within which the road will be content. However, there are
few temporary houses/shops and few boundary walls of residential buildings built within the road
corridor.
The consultant, after thorough study of possible alternative alignments, has concluded that the
present road corridor is the optimum alignment from technical and economic point of views.
Thus, the consultant has followed the present road central line to carry out the detail design of
the road without crossing the limits of the road corridor.
2.1.

Project Status

It is the other significant road within the municipality serving other emerging settlements. This
road also serves the settlements in the north side of the highway. It is noted that more
settlements are coming up towards north of the highway than towards south. The road passes
through the business centre of Dhulabari market and ends at the Barne Chowk in the Mechi
Rajmarg. This road once constructed may serve as Charali By-pass road for the vehicles to and
from Mechinagar to Ilam and north.
Though the entire length of the Sahidmarg is about 10 kilometers, the present sub-project
includes approximately 4.5 kilometers of the remaining portions of the road. The present black
toped road ends just at the end of the forest area along the alignment. The sub-project starts
from this point onwards. The alignment of the sub-project passes through a small length of the
forest. However, the road corridor is clear of trees. The remaining portion of the road passes
through the agricultural area and tea garden towards its end and it has graveled surface in the
remaining portion of the road to be improved.
The road alignment runs north south up to the approach road to the bridge over the Ninda Khola.
Then it runs east to west up to the end of the project. The alignment running north south has no
major natural drainage system. However, there are four numbers of irrigation canals crossing the
road. The portion which runs east west has three existing culverts. Otherwise there is no major
natural drainage system in the entire length of the road. The road shall be constructed in
embankment except at short lengths at tea garden area and shallow gully cuttings. The road

alignment also passes through the refugee camp which is now vacated and destroyed. The road
surface is graveled at many places along the road.
As in the case of the Gokul Marg
no tree has to be felled on the
entire length of the alignment. The
right of way of this road is also 11
meters on either side of the road
from the centre line, as informed
by the municipality.

Project area
Few temporary shopping and tea
stall may require removal or
relocation from within the road
corridor at the junction with the
Mechi Rajmarg. Therefore, no
major environmental or social
issue seems to be of major Figure 11: Strategic Road Network in Mechi and Project Area
proportion and obstacle to the subproject.
Environmentally, the road project should pose no effect in the area. The road passes through the
agricultural area and it does not need felling of any trees for the purpose.
It is observed that urbanization is fast growing alongside of the road. It can be expected that in
the future it will grow more after the road is constructed. Along with urbanization few small and
medium industries are likely to come up as the border with India is very close and vast area of
the agricultural land is used for growing tea..
2.2

Alignment

The road corridor lies in the flood plains of the Ninda River in the east and other small rivulets in
the west. It starts from the foothill of the Siwalik range in the north and ends at the Gangetic
plains in the south. The general geology of the project area is alluvial deposits comprising silts,
sand and clay as found in all over Terai region of the country.
Most part of the land on either side of
the road corridor is under cultivation
and in the remaining part semi-urban
and rural settlements and shops
markets are either developed or are
fast
developing
as
ribbon
development. More detail about the
general land use is included in the
social portion of the report.

Mechi
Highway

The existing alignment of the road is

the most suitable alignment for the
development of Dhulabari area as
well as the surrounding rural area of
the municipality. The municipality has
demarcated the 22m wide corridor of
the whole length of alignment.
East-West Highway

The existing road is a black toped

road up to 5 kilometers and it has Figure 12 Sahid Marga to be constructed
varying width of carriageway. The

formation width of the road also varies. The carriageway width varies from 6 meters wide at the
start and up to 7 meters along most of the remaining road length.
There are not many settlements along the road but it passes through the agricultural fields. The
refugee camp is now deserted and there is no sign of settlement now. Towards the end of the
project the alignment passes through the tea garden for about 500 meters.
2.3

Drainages System

There are couple of properly constructed pipe culverts along the road. There is no proper road
side drain constructed because the road is built in embankment except in Dhulabari and near the
junction with East-West Highway in Dhulabari Chowk
2.4

Roadside Drains

There is no proper storm drainage system functioning to drain off the water from the road
surface. The runoff from the road surface automatically flows to the adjoining cultivated land. It is
envisaged that few hundred meters of covered road side drains will be necessary near the start
of sub-project i.e. halfpantchowk at Barne. A provision of covered drain is made for a length of
1000 metres to accommodate the local demand near the sparsely built-up area or near the future
planned Krishi Mandi.

SahidMarg

Now Destroyed Refugee Camp

Junction with Mechi Rajmarg End of

Sahidmarg

Tea Garden Near Junction with

Mechi Rajmarg

3.

ECONOMIC ANALYSIS:

3.1

Estimating Cost:

The cost of a road project consists of the total cash expenditure incurred over the projects life.
There are two main components of this:
investment cost development (construction and upgrading), renewal, rehabilitation; and
Recurrent costs operation and maintenance.
Once a capital investment has been made, this has an inevitable, on-going and never-ending
consequence in terms of recurrent expenditure needs. Thus, capital investments should be
subject to appraisal to determine whether or not a particular investment is worthwhile. Recurrent
expenditures should also be subject to appraisal to determine the optimum expenditure mix
across a range of possible options.
The unit rate estimation technique is based on the traditional bill of quantity approach to pricing
construction work. This contains the quantities of work to be carried out, measured in accordance
with an appropriate method of measurement. The quantities of earthwork, drainage, pavement
works have be extracted by the software called SW-Roads. These quantities thus extracted are
multiplied by the rates calculated from detail rate analysis using respective district rates.
For road maintenance, Robinson (1988) estimated a comparative cost as below:
Road Type
Paved and unpaved
Paved and unpaved
Paved
Paved
Option
1.A

Activity
Routine and recurrent
Periodic
Strengthening Overlay
Rehabilitation

Cost Range (units)

1 to 5
4 to 5
25 to 40
60 to 100

Abstract of Cost of DBSD Shahid Marga (5.5m Road Inclusive of 0.75m SBSD
Shoulder both sides )

S.No.

Items Description

Unit

1
2
3
4
5
6
7
8
9
A
B
C
D
E

General
Site Clearance
Earthwork
Pavement Work
Bituminous Work
Water Management
Road Furniture and Traffic Safety Measures
Bio-engineering Works
Provisional Sums
Grand Total Amount
Add10% Contingencies (10% of A)
Total amount with Contingencies (A+B)
Add 13% Value added Tax (VAT) (13% of A)
Total Amount inclusive of Contingencies and VAT
(C+D)
Hence, Estimated Cost per Km section of the Road

NRs.
NRs.
NRs.
NRs.
NRs.
NRs.
NRs.
NRs.
NRs.
NRs.
NRs.
NRs.
NRs.
NRs.

Amount for 5.5m

Road including
1.5m SBST
625,000.00
606,662.94
6,272,095.91
30,169,596.55
27,741,880.19
1,442,136.40
119,429.46
4,503.98
250,000.00
67,231,305.43
6,723,130.54
73,954,435.97
8,740,069.71
82,694,505.68

NRs.

16,676,414.85

Remarks

The total cost of 82.694 million has been used for the purpose of economic analysis for this
option (Option no. 1.A)

Option
1.B

Abstract of Cost of DBSD Shahid Marga (5.5m Road excluding 0.75m SBSD
Shoulder both sides )

S.No.

Items Description

Unit

1
2
3
4
5
6
7
8
9
A
B
C
D
E

General
Site Clearance
Earthwork
Pavement Work
Bituminous Work
Water Management
Road Furniture and Traffic Safety Measures
Bio-engineering Works
Provisional Sums
Grand Total Amount
Add10% Contingencies (10% of A)
Total amount with Contingencies (A+B)
Add 13% Value added Tax (VAT) (13% of A)
Total Amount inclusive of Contingencies and VAT
(C+D)
Hence, Estimated Cost per Km section of the Road

NRs.
NRs.
NRs.
NRs.
NRs.
NRs.
NRs.
NRs.
NRs.
NRs.
NRs.
NRs.
NRs.
NRs.

Amount for 5.5m

Road excluding
1.5m SBST
625,000.00
606,662.94
6,272,095.91
30,169,596.55
27,421,308.42
1,442,136.40
119,429.46
4,503.98
250,000.00
66,910,733.66
6,691,073.37
73,601,807.03
8,698,395.38
82,300,202.41

NRs.

16,596,898.51

Remarks

The total cost of 82.3 million has been used for the purpose of economic analysis for this option
(Option no. 1.A)
3.2

Salvage Value:

Due to the nature of pavement it is always not possible that each alternative have its life used up
precisely at the end of the analysis period. One or more alternative may have some remaining
value of life at a time (IS: 13174 Part II 1994). The final item in such cost analysis is salvage
value at the end of the performance period, which in this instance is 10 years. In any event,
discounting back from as far out as 20 years results in a reduction to only 13 % of the capital
cost. (ISSN: 0975-5462, Vol. 4 No.03 March 2012, Mrs. Vidya Nitin Patil et al. / International
Journal of Engineering Science and Technology (IJEST))
3.3

Estimating Benefits:

For major roads, the following benefits are normally considered:

Vehicle operating costs (VOCs)
Road maintenance benefits
Time savings
Reduction in accident costs
Economic development benefits
3.4

Vehicle operating costs

VOCs are normally reduced when a road is improved. Road users perceive the savings through
lower expenditures in the following areas:
Fuel consumption
Lubricating oil consumption
Spare parts consumption
Vehicle maintenance labour
Tyre consumption
Vehicle depreciation
Crew costs in commercial vehicles.

For the purpose of our calculation, Vehicle operating Cost data has been used from different
project (Rural Transport Services Study and Policy Development). Vehicle Operating Costs in 4
districts at rural roads has been calculated by the consultants team. The 4 district comprises of
two terai and two hills. Vehicle Operating Cost at terai can actually resemble the true nature in
our case as well. It has been found from the studies that the vehicle operating cost differs from
1.35 to 1.9 times the original cost when the road is upgraded from graveled road to blacktopped
road. (Source: D. ilionien, Assoc. Prof. A. A. Juznas, Prof. A. Laurinaviius, Vilnius
Gediminas Technical University Road Department).
3.5

Road maintenance benefits

Maintenance savings can normally be expected with the following types of projects:
paving a gravel road where traffic levels have exceeded the level of economic surface
maintenance; and
Rehabilitation or renewal of a paved road that has deteriorated badly, since the improved
road is less costly to maintain than the existing one.
Due to the current trend of maintenance, road maintenance cost at present is not considerable
amount, hence this is not considered in our study.
3.6

Time-savings

Shorter road alignments and higher average speeds will lead to savings of time. The benefits of
shorter journey times will accrue to passengers being carried and to the commercial vehicle fleet
because higher vehicle utilization can be achieved. The time costs of commercial vehicles
include standing costs, such as crew wages, vehicle depreciation and interest on capital.
Travel time-savings for passengers in buses and private cars should be divided into time-savings
during working hours and during non-working hours. In the absence of better data, working time
can be valued at the average wage rate, plus an element to cover social overheads. The value of
non-working time depends on the willingness to pay for time by those who are commuting or
traveling for private purposes. Normally there are little or no data on this aspect. It can be argued
that, when unemployment is high and wages are low, the value of time is insignificant. However,
the occupants of cars are normally from the highest income group of society, and are likely to
value time relatively highly. Non-working time is then valued at a proportion of working time,
typically in the range of 050 per cent.
Time saving can be utilized by both vehicle and goods/passengers. If the vehicle reaches its
destination on time, it can be used in other important works, or it can also stay idle which both
costs money. For the analysis of time saving minimum cost is taken for vehicles use than its
actual value.
3.7

Reduction in Accident Cost:

In addition to the humanitarian consequences of reducing road deaths and injuries, a strong case
can be made for reducing accidents solely on economic grounds, as they consume massive
financial resources that countries can ill afford to lose.
A study carried out of national accident costs in different countries (Jacobs et al.2000) expressed
these as a percentage of Gross National Income. Results ranged from 0.3 per cent in Vietnam,
and 0.5 per cent in Nepal and Bangladesh, to almost 5 per cent in the United States, Malawi and
Kwa Zulu Natal in South Africa. It should be noted that, in this analysis, the costs determined by
the different countries have been used directly and not amended in any way. However, relatively
little is known about the accuracy of the costing procedures used in each country; for example,
whether or not under-reporting of accidents has been taken into account; how damage-only

accidents have been assessed; what sums (if any) have been added to reflect pain, grief and
suffering; if the human capital approach has been used, etc.
The study shows total accident cost to be around 1% of Gross National Income. The major
income of this area has been identified as agriculture. Total influence area of this road has been
identified as nearly 8500kathas. Out of which agricultural area can produce income of 40,00,000
per year.
3.8

Economic development benefits

The economy in the vicinity of the road may benefit if a road is improved or new access is
provided. It may be easier to make trips to farms or markets, or other commercial centres. There
may be benefits to agricultural producers because of reduced transport costs, which enable
higher prices to be obtained at the farm gate for goods that are produced.

1
2
3
4
5
6
7
8
9
10

82.69
82.69
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00

0.83
0.83
0.83
0.83
4.96
0.83
0.83
0.83
0.83
0.83

83.52
0.83
0.83
0.83
4.96
0.83
0.83
0.83
0.83
0.05

0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
10.75

19.86
20.85
21.89
22.98
24.13
25.33
26.60
27.93
29.32
30.78

19.86
20.85
21.89
22.98
24.13
25.33
26.60
27.93
29.32
41.53

NPV @ 12 % DF (in Rs
Million)
IRR
BC Ratio @ 12% DF

-63.66
20.02
21.06
22.15
19.17
24.51
25.77
27.10
28.49
41.48

-56.84
15.96
14.99
14.08
10.88
12.42
11.66
10.94
10.27
13.36
57.71

-48.04
11.40
9.05
7.19
4.69
4.53
3.59
2.85
2.26
2.49
0.00

74.57
0.66
0.59
0.53
2.82
0.42
0.37
0.33
0.30
0.02
80.60

Total Benefit

Total Cost

IRR Calculation

NPV

Net benefit

Total Benefit

User's Cost
Saving

Salvage Value

Total Cost

Maintenance
Cost

Year

Construction
Cost, Mill. Rs.

Table 1.A: Benefits and Costs as per Option 1.A

17.73
16.62
15.58
14.61
13.69
12.83
12.03
11.28
10.57
13.37
138.32

57.71
32.51%
1.72

1
2
3
4
5
6
7
8
9
10

82.30
82.30
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00

0.82
0.82
0.82
0.82
4.94
0.82
0.82
0.82
0.82
0.82

83.12
0.82
0.82
0.82
4.94
0.82
0.82
0.82
0.82
0.05

0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
10.70

19.86
20.85
21.89
22.98
24.13
25.33
26.60
27.93
29.32
30.78

19.86
20.85
21.89
22.98
24.13
25.33
26.60
27.93
29.32
41.48

NPV @ 12 % DF (in Rs
Million)
IRR
BC Ratio @ 12% DF

4.

-63.27
20.03
21.07
22.16
19.19
24.51
25.77
27.10
28.50
41.43

-56.49
15.96
14.99
14.08
10.89
12.42
11.66
10.95
10.28
13.34
58.08

-47.66
11.36
9.00
7.14
4.65
4.48
3.55
2.81
2.23
2.44
0.00

74.22
0.66
0.59
0.52
2.80
0.42
0.37
0.33
0.30
0.02
80.22

Total Benefit

Total Cost

IRR Calculation

NPV

Net benefit

Total Benefit

User's Cost
Saving

Salvage Value

Total Cost

Maintenance
Cost

Year

Construction
Cost, Mill. Rs.

Table 1.B: Benefits and Costs as per Option 1.B

17.73
16.62
15.58
14.61
13.69
12.83
12.03
11.28
10.57
13.36
138.30

58.08
32.75%
1.72

ENGINEERING SURVEY

The consultant to accomplish the detailed engineering design, entailing the geometric design of
main carriageway at places, drainage locations and structures etc. are carried out during detail
field survey and study. In the course of field survey, following types of surveys were carried out:
Walkover survey
Reconnaissance Survey
Chainage Survey
Base Line Survey
Center Line Survey
Topographic Survey
Out of the above surveys, walkover, reconnaissance surveys are already carried out and the
findings are already given under Project Status above.
Chainage Survey: Chainage Survey has been carried out prior to establishing the Baseline and
BM for detail survey. During this survey, centre line pegging at intervals of 20m as mentioned in
ToR has been carried out. This helped in tracing the important features of the road during detail
survey. This survey has been applied for further road surveys works.
Base Line Survey: The horizontal and vertical coordinates are arbitrarily fixed as the length of
road is not long. These arbitrary co-ordinates can be tied to the national grid if needed. D-cards
were prepared for all the Baseline stations established along the project road.
Centre line Survey: After establishing the horizontal and vertical control points through Baseline
the consultant has been carried out the centre line survey. The purpose of the centre line survey
is basically to fix the existing centre line of the road and check whether the existing centre line
could be followed for the improvement. It helps to identify whether the shifting of alignment is
necessary from various points of views such as use of existing structures, avoiding the additional
land acquisition etc.
Topographical Survey: The topographical survey for road consists of a strip survey along the
existing road alignment and corridor covering up to its right of way. The detailed survey includes

10

among other, the benchmark survey, traverse survey along the proposed centre line and detail
topographic survey for the production of Digitized Terrain Model (DTM). Similarly, the survey
work includes established base line stations, horizontal control points and permanent reference
beacons plus re-establishment of the horizontal and vertical alignment and cross-section. It also
includes existing houses, electric and telephone poles, trees, culverts and other structure along
the road within the road corridor. All survey works has been carried out using total stations
machines to obtain comprehensive topographic surveys for use as the basis design and
improvement.
The Topography Survey covers the following tasks.
a) Topography with details such as: trees, water bodies, high-flood level
b) Existing road details such as: formation width, paved area, access roads, bus bays,
footpath, parking places, traffic signs, islands, signals and ROW limits
c) Existing cross-drainage details such as: pier, abutment, railing, river training works
d) Existing power line details such as: high-tension poles, low-tension poles, transformers,
manholes
e) Existing telecommunication details such as: poles, man-holes, cabinets
f) Existing buildings such as: religious shrines, governmental building, residential building
g) Production of a map of 22m wide road corridor in 1:1000 scale and with 0.2 m contour
interval
h) Acquisition of coordinate point from the Department of Surveys and referencing of all the
survey coordinates to that obtained from the Department of Survey
i) Establishing bench-marks at a maximum distance of every 500m or less depending upon
the visibility of points along the road. Details of the topographical survey drawings and the
digital terrain model developed using the topographical data are shown in drawing.
Table 2 Table of Benchmark Details
S.N.

Northing

Easting

R.L.

Remarks

2,955,500.000

608,425.310

180.000

BM1

2,955,513.214

608,425.310

180.178

BM2

2,955,606.623

608,343.820

182.606

BM3

2,955,729.918

608,234.338

184.818

BM4

2,955,853.324

608,100.179

187.888

BM5

2,956,000.798

607,952.708

191.351

BM6

2,956,124.829

607,832.273

194.225

BM7

2,956,194.445

607,748.369

196.500

BM8

2,956,314.304

607,640.919

200.838

BM9

10

2,956,400.113

607,576.466

203.271

BM10

11

2,956,491.837

607,535.071

205.197

BM11

12

2,956,600.710

607,460.152

207.490

BM12

13

2,956,739.654

607,346.204

211.779

BM13

14

2,956,867.810

607,243.730

215.752

BM14

15

2,956,994.716

607,185.308

218.916

BM15

16

2,957,242.854

607,105.606

224.605

BM16

17

2,957,425.491

607,034.274

229.845

BM17

18

2,957,586.645

607,006.411

233.507

BM18

19

2,957,746.404

607,009.914

237.464

BM19

20

2,957,869.499

606,965.471

241.078

BM20

21

2,958,010.767

606,975.766

243.786

BM21

22

2,958,127.722

606,894.655

247.281

BM22

23

2,958,252.652

606,839.588

250.336

BM23

11

S.N.

Northing

Easting

R.L.

Remarks

24

2,958,378.519

606,795.300

254.782

BM24

25

2,958,597.440

606,686.369

261.807

BM25

26

2,958,633.617

606,540.009

263.734

BM26

27

2,958,551.134

606,437.341

270.976

BM27

28

2,958,581.766

606,370.315

271.747

BM28

29

2,958,578.897

606,263.580

277.711

BM29

30

2,958,604.091

606,112.078

280.661

BM30

31

2,958,628.530

605,995.079

283.512

BM31

32

2,958,650.356

605,922.842

283.663

BM32

33

2,958,665.611

605,802.048

287.156

BM33

34

2,958,706.765

605,628.190

288.151

BM34

35

2,958,711.344

605,574.845

288.639

BM35

Figure 13 A glimpse of Sahid Marga

5

ENGINEERING DESIGN OF ROADS

5.1

General

The geometrical design is prepared to meet all the parameters given in the term of reference.
The engineering design for road upgrading work mainly consists of the followings;
Design of Main Carriageway)
Design of Service Road
Design of intersections, if any.
Design of Service roads, if any.
The structural design of different elements of the Highway involves the design of the following
elements separately.

Geometric design
Pavement design
Road side drain design
Cross-drainage structure design

Generally, the road design is carried out to include the following elements as given in the terms
of reference.

12

5.2

Design of the vertical and horizontal alignment for a design speed of 60 kmph
Design of highway carriageway cross-section
Design of cut and fill slopes
Structural design of retaining structures
Structural design of all RCC structures (excluding the bridges and the underpasses, if
any)
Production of design drawings showing plan in 1:1000 scale, longitudinal profile in
1000H:100V scale cross sections at 10m interval in 1:100 scale
All the coordinates in the drawings are in referenced arbitrarily.
Geometric Design of Highway

The geometric design effectively superimposes a new, designed surface over the existing ground
surface. The existing ground surface, modeled as a digital terrain model (DTM), is prepared from
a detailed topographical survey carried out using accurate survey instruments such as Total
Station, EDM and Leveling Machines. Geometric design is then prepared digitally, using the
standard parameters of double lane carriageway with, as discussed and agreed during the
presentation and meeting held thereafter. However, the design capacity or volume of traffic
requires intermittent lane road by the end of the design of road which is 10 years. The design
parameters given in the terms of reference are included while preparing the geometric design.
The computer-aided design process then maps the design surface over the existing ground
surface and evaluates quantities, profiles, and surface intersections, (fills, cuts etc) and produces
design drawings and quantity estimates.

Figure 14 Bikram Salik at 0+210

The design of road was prepared using AutoCAD and design software produced by Softwel Pvt.
Ltd as follows:

SW_ DTM for Digital Terrain Modelling

SW_ Road for Highway Design

These two soft wares SW_DTM and SW_Road are widely used in Nepal for the design of roads
of all classes.
SW_DTM is software developed by Softwel Pvt. Ltd. And it provides complete package solution
for Digital Terrain Modeling. This software has interactive module for plotting of survey points,
triangulation and plotting of contours at any contour points at any contour interval. The program

13

provides facilitation to extract data and draw plan, profile/cross-sections for any alignment and
can be plotted in AutoCAD in any scale along with the data extraction as required by the users.
As mentioned in ToR, contours are drawn in 0.2m intervals to prepare the DTM for design
purposes. All the features like, roadside structures. Telephone poles, electric poles, transformers,
tress, shrines, buildings etc are shown in the DTM.
SW_Road is road designing software which has been used for the design of existing BelhiyaButwal Road for upgrading to six lane standards. This software generates precise road design
outputs considering all parameters of road design. It produces all plans, profiles and the crosssections. The quantity calculation is done by the software and the output obtained in Excel format
and drawings such as plans, profiles and cross-sections are produced in AutoCAD file format.
5.2.1

Special Design Features

Longitudinal Gradient/Radius of Curvature: The Nepal design standards were

adhered to, for the design of the project road. The existing curvatures along the road,
which were less than that required for 60kmph design speed, were increased as far as
possible.

Design Speed: A design speed of 60 kmph was applied to finalize the design. All other
design parameters, confirming to the requirement of the above mentioned design speed
is taken into consideration in the geometric design.

Extra Widening: Extra Widening is basically provided in sharp bends with small radius
curvature when the rear wheel of the vehicles tends to go outside the carriageway.

Super elevation: When determining the super elevation of any road, it is expressed as,

Where, =super elevation

= coefficient
= design speed in kmph
=radius of curvature
C=constant
From the above equation it is clear that super elevation depends on radius of curvature and
design speed. In case of BB road, design speed is considered 80KMPH, minimum radius of
curvature is 240m, and hence the Maximum super elevation provided in this road is 3% due the
larger radius of curvature.

Design Parameters: Some of the important parameters considered for the design of road
are shown in the table below. These parameters are the data required by the road design
software S_W Road.

Table 3 Design Parameters

Sn
Descriptions
1
Carriage Way
1.1
Road Width
1.2
Camber Slope
Vertical Alignment
2
Design
2.1
Design Speed
2.2 Stopping Sight Distance

Inputs
7
3

Unit

Notes

m
%

60 Km/hr
80
m

14

Sn
2.3
2.4
3
3.1
3.2
3.3
4
4.1

Descriptions
Minimum Vertical Curve
Length
Minimum Change in
Grade
Super Elevation Design
Maximum Outer Edge
Slope (1in..)
Normal Outer Edge
Slope (1in..)
Minimum Super
Elevation
Extra Widening Design

Inputs
20
1.5

60
100
3

Extra Widening
Transition Rate

Unit
m
%

m
m
%

m/m
0.1

4.2

Fixed Transition Length

m
10

4.3
4.4
5
5.1
6
6.1
7
7.1

Extra Widening
Placement Method
Extra Widening
Transition Length
Calculation
Design Override for Hill
Roads
Minimum Length of
Curve for Sup & ExWid
Right of Way
Right of Way
Starting Chainage
Starting Chainage

10

Notes

For Extra
Widening
Totally Outside
the Curve
Fixed Length
Irrespective of
Widening
0 for Totally
Inside

1 for 1/3
Inside

0 for Transition
Rate

1 for Fixed
Length

2 for Totally
Outside

11

Either Direction

Plotting of Drawings: The Highway design software SW_Road, as mentioned above,

generates the drawings, which can be plotted in AutoCAD format as shown in the figure
below. Few sample drawing generated by the soft ware are presented as follows.

15

Figure 15 SW-Roads Software Interface

Quantity Calculation: The Design software has the facility to calculate the quantity of
various items in the Excel format as shown below. Besides that, it provides the
cumulative quantity in a summary format as shown below as sample.

Figure 16: Format for Production of Quantity Calculation

16

Figure 17: Format for Production of Summary and Extract of Quantities

6.

TRAFFIC SURVEY AND STUDY

Transport Planning requires understanding of all types movements of all types of modes of
transport. This includes vehicles, pedestrian carts etc. The understanding of transport planning
involves determination of vehicle or pedestrian numbers, types of vehicles. To determine the
numbers of vehicles and the pedestrian, traffic count data is needed.
Present traffic at Sahid Marga is significantly low. Present data if used in projection of traffic for
design period risks the fact of misinterpretation. This road is to serve as a bypass road to Charali
decreasing substantial distance, vehicle operating cost and travel time. Hence, the present traffic
data is to be taken at Charali Chowk depicting all directional flows.
6.1

Objective/Purpose

The purpose of the traffic survey/study is to ascertain the number of different types of vehicles
using the road or highway. The data thus obtained by survey are analyzed for the following
objectives;
Projection of traffic growth for the design period,
Capacity of the road or the lanes,
Calculation of the equivalent standard axle load (ESAL) for pavement design and
6.2

Traffic Count Survey

The Terms of Reference does not mention about the traffic survey. However, for the purpose of
pavement design and economic analysis of Sahid Marg subproject, the traffic count data of
Charali Chowk has been used which is provided to the consultants team by the Road Boards
Nepal.
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

17

its design life need to be considered in this context, heavy vehicles are defined as those having
an axle load of 3000 kg or more. The equivalence factor for 3000 kg axle load is only 0.01 which
means a vehicle having axle load of 3000 kg can do damage worth of 1% of design heavy
vehicle.
6.3

Estimating Traffic Flows

Traffic flow rate at Charali North, Charali East and Charali West has been extracted from the
data provided by the Road Board Nepal. This data is based on the latest study conducted on
year 2011 on different 160 locations of Strategic Road Network specified by the Department of
Roads. The traffic counting with the classification of vehicle types with manual or video recording
method for continuous 72 hours was done at those stations.
Traffic count at Sahid Marga itself was very less, inappropriate for pavement design. Hence,
some part of traffic at Charali north and east which may use Sahid Marga after the construction is
done is used in the traffic analysis and pavement design. The percentage of traffic that are
estimated to use new short route bypassing Charali Chowk are given below:
All kinds of trucks and buses: 5%
Remaining others excluding three wheelers, rickshaw, bullock cart: 20%
Traffic Growth Factor:
Average annual growth rate of 7.5% has been taken as a growth factor for the calculation of
design Equivalent Standard Axle Load for the design period. This value is recommended by
Indian Road Congress when adequate data are not available.

18

Table 4:
ST
N
No
.
2
3
4

xx

Classified Manual Vehicle Count

Station
Name
Charali
East
Charali
West
Charali
North
Charali
north east

Truck

Mini

Mic
ro

Volume of vehicles
Utilit
Motor
y
Tract
Car
cycle
Vehi
or
cle

Bus

Three
Whee
ler

Ricksh
aw

Bullo
ck
Cart

4W
Drive/
Geep/
Van

Pow
er
Tille
r

AAD
T in
PCU
s

Multi
Axle

Hea
vy

Light

BiAxl
e

162

271

163

189

630

256

754

3476

265

181

176

10

278

7150

184

456

269

306

710

304

748

3446

505

222

18

66

511

21

9588

19

154

185

121

121

107

438

2110

341

127

370

413

5240

21

17

16

38

18

238

1117

121

62

109

138

2478

Traffic Volume considered for pavement design

19

7.

GEOLOGY AND GEO-TECHNICAL INVESTIGATION:

7.1

Geology:

The Himalaya was formed due to collision of Indian Plate and Eurasian Plate at about 40 million
years ago. It extends in 2400km east - west direction. Its width varies from 230 to 320 km and
bounded between the Indo-Gangetic Plain in the south and Tibetan Plateau in the north. Nepal
Himalaya occupies the central 800km part. It can be divided into five distinct morpho-geotectonic
zones, from south to the north as (1) Terai Plain (2) Sub Himalaya (Siwalik Range), (3) Lesser
Himalaya (Mahabharat Range and mid valleys) (4) Higher Himalaya and (5) Inner Himalaya
(Tibetan Tethys). Each of these zones is clearly identified by their morphological, geological and
tectonic features. Main Frontal Thrust (MFT), Main Boundary Thrust (MBT), Main Central Thrust
(MCT) and South Tibetan Detachment Fault system (STDFS), from south to the north
respectively are the major linear geological structures that act as the boundary line between the
two consecutive units.
From mineral resources point of view, Terai Plain is potential for gravel, sand, ground water and
petroleum. The Sub Himalaya is the potential area for construction materials, petroleum and
natural gas. Similarly, Lesser Himalaya is promising for metallic minerals, industrial minerals,
marble, gemstones, fuel minerals, construction materials etc. Some of the areas in Higher
Himalaya are highly promising for precious and semiprecious stones, marble and metallic
minerals. Tibetan Tethys zone is prospective for limestone, gypsum, brine water (salt) and
natural gas.

Mechinagar Municipality

Figure 18 Geological Map of the Area

The geological structure of the region consists of old and new alluvium, both of which constitute
as alluvial deposits mainly of sand, clay, silt, gravels and coarse fragments. The new alluvium is
renewed every year by fresh deposit brought down by active streams, which engage themselves
in fluvial action. Old alluvium is found rather away from river courses, especially on uplands of
the plain where silting is a rare phenomenon. The Terai region has a large number of small and
usually seasonal rivers, most of which originate in the Siwalik Hills. The soil in the Terai is alluvial
and fine to medium textured.
Mechinagar Municipality is composed geologically by quaternary Alluvial river deposits whereas
in the north there is middle-Miocene to Pho-Pleistocene molassic fluvial deposits known as
Siwalik Group. It mainly consists of conglomerates, sandstones and shale with vertebrate fossils
according to the geological map of Nepal.

20

7.2:

Geotechnical Investigation:

The consultant completed geotechnical investigation of the existing road pavement and
determined sub-soil condition through pitting and lab CBR test at Sahid Marga. The main
purpose of the geotechnical investigation was to assess the strength of the existing pavement
and other parameters required to design the road pavement.
The two soil samples collected from Sahid Marga was brought to CIS lab for testing of California
Bearing Ratio value. To replicate the existing soil condition, compaction from 90-95 % was
achieved and testing was done. From lab results, CBR value was obtained to be 28.2% and
28.5% for sample 1 and sample 2 respectively. An average value of 28.35% is incorporated in
the design of pavement. The details of the CBR tests are incorporated in the annex of this report.

Figure 19: Load dial reading Vs. Penetration graph of sample 1

Figure 20: Load dial reading Vs. Penetration graph of sample 2

21

DESIGN OF PAVEMENT

8.1

General

Pavement design consists of design of sub-grade, sub-base, base and bituminous layers for
each section where the sub-surface conditions and traffic volume changes. Pavement design in
Sahid Marg is carried out based on the TRL Overseas Road Note 31. Basic parameters
considered are sub-grade CBR and Traffic Class.
Maximum use of existing pavement is made as the sub-grade for the pavement. The major
improvements recommended as follows:

8.2

As far as possible embankment is raised so that sub-grade level is above the natural
ground level by minimum of 0.5m.
Construct double lane of width 7 with no shoulders.
Traffic Count Results and Projected ESAL

An Axle Load of 10.2 T is adopted for pavement design. This value when combined with the
projected traffic volume over the design period, determines the total predicted traffic loading the
road will carry over its design life. This is expressed in terms of millions of equivalent standard
axles.
Axle Load is considered 10.2 t for trucks. Unit Equivalent Factor of axle load for trucks are based
upon the 10.2t of axle load whereas, the unit equivalent axle load for other types of vehicles are
taken from the recent survey carried in other roads of similar terrain and geographical conditions.
The unit equivalent factors are listed in Table 2. The axle equivalent factor is computed using
the equation (axle load/8160)4.5 recommended by TRL ORN 31. For the purpose of the
pavement design only commercial vehicles (bus, truck, minibus, mini truck and tractor) are
considered whereas traffic with un laden weights of less than 1.5 tones are not considered as the
damaging factors are negligible for light vehicles.
Table 5: Equivalent Standard Axle Load per unit
Type of
Mini
Truck
Bus
Vehicles
Truck
ESAL

2.73

0.97

0.90

Mini Bus
0.15

Tractor
0.20

22

Table 6: Computation of Equivalent Standard Axle Load

STN
No.

Volume of vehicles

Station Name
Charali north east
Equivalence factor

AADT
Truck
Bus
Motor Utility Tract Three Ricks Bullock 4W Drive/ Power in
Car
cycle Vehicle or Wheeler haw
Cart Geep/Van Tiller PCUs
Multi Axle Heavy Light Bi-Axle Mini Micro
9

21

17

16

38

18

238

1117

121

62

109

138

2.73

2.73

0.97

0.97

0.15

0.02

0.02

15.52

5.7

1.24

0.06

24.57
ESAL

57.33 16.49

2478

120.91

Design Parameters:
Design Life (n):
Annual Growth Rate (r): 7.5%
Vehicle Damage Factor (F): IRC guides us to use this value of 1.5
for Rolling/Plain terrain when there is less than 150 commercial
vehicles per day.
Lane Distribution Factor (D): for double lane, 75% of traffic from
both direction are used in design.

10 yrs
7.5%
1.5

0.75

Initial traffic in the year of completion of construction (A)

Present Traffic in terms of commercial vehicles per day (P)
Total period of construction (x)

121 ESAL
1 yr

Hence, A=120(1+.075)^1
A=130 commercial vehicle per day.

130

23

A=130 commercial vehicle per day.

Design Traffic in terms of Equivalent Standard Axle Load (N):

Hence, Design Traffic =

*127*1.5*.75

1,133,437

= 1.13 million ESAL.

8.3

Pavement Design

Pavement thicknesses are calculated depending upon the design parameters such as
site conditions, existing pavement, and sub-grade soaked CBR, sub-grade CBR from
DCP test results and Equivalent Standard Axle Load (ESAL) value. The sub-grade
strength is assumed as that of the similar project such as Urlabari-Bardanga Road
constructed under Asian Development bank finance.
The pavement thickness design has been carried out primarily using the design
parameters in Chart 1 of TRL Road Note 31 page 52 and 53.
The resultant design thicknesses are presented in Table 4 below.

Table 7: Pavement Thickness Design

Design thickness in mm as per
Adopted
Road Section
Design Parameters
TRL ORN 31
Design
ESAL in
CBR for
SubTraffic Surface)
Base Sub-base
106
Pavement
From km To km
grade
Class
(mm)
(mm)
Design (%)
Class
0+000
2+500
28.35%
1.13
S5
T3
DBSD
175
100

24

25

26

9.

HYDROLOGICAL INVESTIGATION

Though the entire length of the Sahid Marg is about 9 kilometers, the present sub-project
includes approximately 4.5 kilometers of the remaining portions of the road. The present black
toped road ends just at the end of the forest area along the alignment. The sub-project starts
from this point onwards. The alignment of the sub-project passes through a small length of the
forest. There is no evidence of flooding and problem of inundation in the project area. Therefore,
it is assumed that no hydrological investigation is required.
There is no evidence of over flowing or breaching of the banks by the flood waters at the location
of existing culverts, and no evidence of flooding and problem of inundation and water logging for
long periods along the entire project area. Therefore, it is assumed that no hydrological
investigation is required. This is true in the sense that except the along the road running east to
west other places of natural water course are so small that the catchment area is negligible and
hence the discharge.
Therefore, it has been concluded that there is no need of detailed hydrological investigation for
this road sub-project.
10.

CROSS DRAINAGE DESIGN

Control over seepage, groundwater and surface runoff is one of the most important aspects in
the construction of highways and roads. Physical properties of water make it highly destructive
material. It is nearly incompressible and it has no shear strength, therefore, it can penetrate into
most minute cracks and pores under pressure. This property of penetrating into minutest of
cracks and pores under pressure can exert tremendous force resulting into collapse of
structures, mountain slopes and erosion of the earth surface etc.
The purpose of design of drainage systems for the roads or highways is to manage the safe
passage of all types of water away from the road reserve. In spite of the destructive potential of
water forces, there are two fundamental methods used alone or in combination to protect the
road. These are:
I.
Seepage reducing method by lowering the quantities of seepage or diverting it from
places where in can cause harm.
II.
Drainage methods which safely allows the water through without allowing it to cause
damage.
Generally, for roads, water is managed through two types of structures;
1. Cross-Drainage structures
2. Side Drains along the entire length of road
Road side drains are constructed through out the length of the road where as, the cross drainage
structures are constructed, general at the places of existing natural gullies and at places where
the road has valley curves along its profile. Wet areas having high under ground water table may
be encountered at places along the road. These areas as well as other spots of seepages may
require special treatments for safe passage of water away from the road.
The road alignment runs north south up to the approach road to the bridge over the Ninda Khola.
Then it runs east west up to the end of the project. The alignment running north south has no
major natural drainage system except one culvert in the jungle area. The portion, which runs
along east west, has few existing culverts. Otherwise there is no major natural drainage system
in the entire length of the road.
The road shall be constructed in embankment except at short lengths at tea garden area and
shallow gully cuttings. The road alignment also passes through the refugee camp, which is now
vacated and destroyed.

27

As the road is built in embankment and it runs the north south direction, it acts as a ridge for the
surrounding areas dividing the existing catchment area into two parts. Therefore, it is assumed
that three numbers of culverts have to be built to facilitate the irrigation canals to cross the road
from east to west or vice versa. For the road portion which runs east to west there are three
numbers of culverts. There is no sign of flooding and inundation in the area. Therefore, it is
assumed that these culverts are working properly. However, maintenance or renovation of the
existing culverts will be required and these are included in the bill of quantities.
Pipe culverts of size 600 mm diameters are recommended for crossing the irrigation channels.
Smaller size pipe culvert could be sufficient for the purpose but from maintenance point of view
600 mm diameter pipes are preferred. The standard drawing for 600 mm diameters pipe culverts
of the Department of Roads is adopted as the design of the culvert.
It is envisaged that few hundred meters of covered road side drains will be necessary near the
start of sub-project i.e. at Barne Chowk. A provision of covered drain is made for a length of 1000
metres to accommodate the local demand near the sparsely built-up area or near the future
planned Krishi Mandi.
11.

CONSTRUCTION METHODOLOGY

11.1

General

Construction methodology for different items of works is described below:

11.2

Widening of Road Formation where ever needed.

Construction of Granular Sub base
Construction of Granular Base Course
Construction of Double Surface Bituminous Treatment.
Widening of Road Formation

The formation level of the road is almost prepared except some improvement is needed to follow
the new design grade level. Since the road is to be constructed over already opened road,
centerline of the existing road has been followed wherever possible. The existing road in general
is constructed on Embankment fill. But in some places road is overtopped by the monsoon run
off. These particular locations are raised during geometric n such a way so that the top of
formation would be at least 500 mm above the normal flood level.
The existing ground needs to be cleaned of vegetation and other deleterious materials and
removed any unsuitable materials before preparation of foundation for embankment fill.
After removal of vegetation, top soil and deleterious materials, the foundation shall be leveled
and compacted to receive the embankment fill materials. The embankment will be prepared in
the entire width. Compaction shall be done properly with appropriate rollers to achieve the
density of each layer as per the requirement of specifications. If any weak spots are
encountered during the preparation of the sub-grade such spots would be specially treated. Any
unsuitable/detrimental material will be removed. The area will be compacted as far as
practicable and possible. Then a reasonable thickness of suitable material will be laid and
compacted to the required density. Following the treatment of weak spots as mentioned above
consecutive layers of fill material will be applied and prepared the sub-grade.
11.3

Construction of Granular Sub-base

The existing road is graveled. During design, efforts have been made to incorporate the existing
pavement materials as far as possible. In some critical locations where monsoon ran overtops
the existing road it has been raised. Sub-base materials shall be obtained from approved

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sources in borrow or cut or from such other sources of supply as may be specified or approved
from time to time for use.
Gravel:
The grading of the material after placing and compaction shall be a smooth curve within and
approximately parallel to the envelope given in Table below:
Table 8: Grading Envelop for Gravel
Sieve Size (mm)
Percentage Passing by weight
63
100
40
70-100
20
50-85
10
40-75
4.75
30-60
2.36
20-45
1.18
15-35
0.075
4-15
Sands, Silty and Clayey Sands:
% passing 2 mm sieve : max 95%
% passing 0.075 mm sieve : min 10 max 30%
Plasticity Index : min 5 max 12%
Plasticity Modules : max 300%
(PI_ % passing 0.425 mm sieve)
All Materials
The new granular sub-base material to be used shall conform to sub-base specifications and
have a soaked CBR of not less than 30% after 4 days of soaking when compacted to 95% of
MDD with heavy compaction, a swell less than 1% and plasticity Index and organic content less
than 6% and 3% respectively. These materials are dumped on the finished sub-grade, spread,
watered, mixed, laid and compacted to the density mentioned above to complete the surface for
receiving the granular baser course.
11.4

Construction of Granular Base Course:

Granular base shall consist of crushed stone, free from clay, organic or other deleterious matter.
It shall comply with the physical requirements defined in Table below:
Table 9: Physical Requirements of Graded Crushed Stone

Where, B, C1 are different classes of materials.

29

The gradation of crushed stone for base material should comply according to the table below,
Table 10: Grading envelope for Graded Crushed stone base and sub-base

The minimum dry densities to be achieved as a percentage of the MaximumDry Density (MDD)
determined in accordance with IS 2720 Part 8 shall be 98% of MDD for Base material.
11.5

Construction of Double Bituminous Surface Dressing/ Otta Seal

DBSD: When Base course is completed the surface shall be cleaned and applied the prime coat.
After completion of binder Curse, Single graded aggregate of designed specification shall be
applied followed by the other layer of single graded aggregate according to the specification and
thickness suggested by TRL ORN 32.
Ottaseal: When base course is completed the surface shall be cleaned and graded aggregate
shall be placed on a relatively thick film of comparatively soft binder which, on rolling and
trafficking, can work its way upwards through the aggregate interstices. In this manner, the
graded aggregate relies both on mechanical interlocking and bitumen binding for its strength a
bit like a bituminous premix. If this method of surfacing is selected , A guide to the use of Otta
Seals, publication number 93 by Norwegian Public Roads Administration is recommended to
follow.
12.

COST ESTIMATE:

12.1

Engineers Estimates

12.1.1 General Introduction

The Consultants JV have prepared an Engineers Cost Estimates and Bill of Quantities for the
Project Road. First of all one comprehensive Cost Estimate and Bill of Quantities is prepared.
The Engineers Estimates for the road construction and pavements works were prepared based
on an evaluation of the unit rates and quantities obtained from the preliminary designs and
inventory, costing has been carried out in the format using District Rates and Norms for Rate
analysis approved by the Government of Nepal, Ministry of Physical Planning and Works,
Department of Roads. The wages of local skilled and unskilled labor are based on approved
district wages rates. The cost of equipment includes, owning, running and maintenance and
equipment and cost for operators.

30

12.1.2 Unit Rates

Having established a breakdown of the items for inclusion in the Bill of Quantities an analysis
was undertaken to establish the unit rate for each item. It was recognized that these unit rates
would need to reflect the prevailing labor rates and materials. Prevailing Government rates for
manpower, and construction materials and DOR equipment rates were collected and compared
with the prevailing market prices in the District. The cost of equipment includes, owning, running
and maintenance and cost for the operation as well. For new items not included in the norms,
rates were developed by estimating the inputs of three basic components; labor, material and
equipment and applying the respective unit costs of inputs. For manufactured items, the costs
were based on local and Indian manufacturers/ suppliers/agents.
12.2

Quantities and Cost Estimates for Road Construction

The total estimated cost has been calculated by unit rate of individual items based on rate
analysis multiplied by quantities estimated from the design and drawings. The designs were
carried out by Software the SW_DTM and SW_ROADS prepared by a local company Softwel
(P.) Ltd. The design quantity calculation and total estimated construction cost of the Project
Road including VAT and Contingencies have been submitted.
The quantity estimate of the proposed facilities and appurtenant structures, has been prepared
based on plan, cross sections and profiles that are presented in Drawings. The major works
proposed in the project are outlined herewith:
Table 11: Adopted Abstract of Cost for 5.5m width DBST Carriage way and 0.75m width Shoulder
both sides exposed incorporating Nepal Urban Road Standard (Draft) with Nepal Road Standard
by Department of Roads.
Amount for 5.5m
Road excluding
1.5m SBST

S.No.

Items Description

Unit

General

NRs.

625,000.00

Site Clearance

NRs.

606,662.94

Earthwork

NRs.

6,272,095.91

Pavement Work

NRs.

30,169,596.55

Bituminous Work

NRs.

27,421,308.42

Water Management

NRs.

1,442,136.40

Road Furniture and Traffic Safety Measures

NRs.

119,429.46

Bio-engineering Works

NRs.

4,503.98

Provisional Sums

NRs.

250,000.00

Grand Total Amount

NRs.

66,910,733.66

Add10% Contingencies (10% of A)

NRs.

6,691,073.37

Total amount with Contingencies (A+B)

NRs.

73,601,807.03

Add 13% Value added Tax (VAT) (13% of A)

NRs.

8,698,395.38

Total Amount inclusive of Contingencies and VAT (C+D)

NRs.

82,300,202.41

Hence, Estimated Cost per Km section of the Road

NRs.

16,596,898.51

Remarks

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