Acknowledgement: Package No. 1: Luitel Gaun - Chitre Pokhari (Ch. 0+000 To Ch. 17+600), Gorkha District

Technical Main Report
ACKNOWLEDGEMENT
The Detailed Project Report of Drabya Shah Road -DRCN Code No: 36A006R- (Luitel - Aappipal -
Harmibhanjyang - Thalajung – Bhachek road) Rehabilitation & Reconstruction Road Project-
Package No. 1 : Luitel Gaun – Chitre Pokhari ( Ch. 0+000 to Ch. 17+600 ) , Gorkha district
under ADB funded Earthquake Emergency Assistance Project (ADB Loan No. 3260 – NEP), which
aims to accelerate the recovery and reconstruction of the rural roads damaged by earthquake.
This main report is part of the assignment as per contract between Central Implementation
Support Consultants, DRILP-AF, Lalitpur, Nepal as the Client and JV of BEAM/CEMECA/ Digicon,
Kathmandu as consultant. We take this opportunity to express our gratitude to MOFALD,EEAP,
the Central Level Project Implementation Unit, Lalitpur, Nepal and officials of DoLIDAR, DDC and
DTO.
We are also very much grateful to the contribution of all the individuals who were directly or
indirectly involved in this project works for their kind co-operation and help at every step in the
process for the completing the assignment.
JV of
BEAM Consultants Pvt. Ltd.,
Cemeca Consultant Pvt. Ltd.
Digicon Engineering Consult Pvt.Ltd
Kathmandu, Nepal
I
EXECUTIVE SUMMARY
The detailed engineering survey, design and cost estimate for rehabilitation and reconstruction of
Drabya Shah Road - DRCN Code No: 36A006R - (Luitel - Aappipal - Harmibhanjyang - Thalajung
-Bhachek Road) Rehabilitation & Reconstruction Road Project- Package No. 1 : Luitel Gaun –
Chitre Pokhari ( Ch. 0+000 to Ch. 17+600 ) , Gorkha district, Nepal has been prepared for ADB
funded Emergency Earthquake Assistance Project (ADB Loan 3260-NEP). The road length is
17.600 km. The road alignment starts from Luitel Gaun of Palungtar Municipality and ends at
Chitre Pokhari of Chhoprak VDC. It passes through Palungar Municipality, Harmi, Thalajung and
Chhoprak VDCs.
Design of the road was carried out by SW_ROAD 2006 and SW_DTM 2006 computer software
developed by SOFTWEL (P) Ltd, Nepal. Design was carried out using strip survey method, so that
alignment could be optimized as per requirement.
Nepal Rural Road Standard (2055) with 2nd Revision, DoLIDAR is followed to design the road.
The road falls under the category of District Road Core Network as per NRRS as such the relevant
accordingly design parameters and standards are adopted for the road design. The Roadway
width is 5.25 m which includes 3.75 m wide carriageway and formation width including drain is
6.25m.
DoLIDAR and DoR Guidelines is adopted to design the retaining structures as appropriate. The
retaining structures include gabion retaining wall, stone masonry retaining wall, Stone masonry
Breast Wall and Stone Masonry Revetment Wall.
The road alignment passes through settlement area, national forest, community forest and
agricultural land. The existing width of the road varies from 6.5 m to 9.5 m. Though the right of
way is 10 m on either side from road centerline it is proposed to acquire only 5m on both side from
the centre of the road for the carriageway, shoulder, side drains and passing bays. However, in the
built up area even this may not be feasible accordingly in such areas only minimum required land
has been proposed for acquisition. It is proposed to acquire additional 0.5 m to 3.5 m width of the
road to avoid the demolition of RCC buildings, temples and schools. The total area of land to be
acquired is 3.78 Hectare.
The road alignment passes through colluvial soil, residual soil and alluvial soil. A few cut slope
failures were observed along the road alignment. There is one landslide prone section from
Chainage 3+900 to 3+950. In this section, bioengineering works have been proposed along with
retaining wall to stabilize the area. The total cost of bioengineering works is estimated to be NRs.
930,546.84.
The pavement design for bituminous road is based on Overseas Road Note 31 (Fourth Edition )
.The DCP tests were undertaken for pavement design this together with traffic volume estimates
II
the CBR Value 6 % and traffic loading 1.76 MSA have been computed. The adopted total
thickness of the pavement is 420 mm [ Sub base—200 mm,Base—200 mm & Bituminous Surface
as Premix Carpeting—20 mm].
Stone and aggregates required for road works can be procured from quarry sites located along
the road alignment at Ch. 6+550. Other construction materials such as GI wire, cement,
reinforcement, hume pipes can be procured from Gorkha Bazar, which about 20 km far from the
starting point of proposed road.
The cost estimates are based on applicable DoLIDAR norms. In cases where DoLIDAR norms are
not available, DOR norms have been used. The unit item rates for each item have been calculated
on the basis of approved district rate for fiscal year 2073/074. While calculating item rates, it is
assumed that a qualified contractor will undertake construction following mechanized approach for
road works. It is envisaged that a construction period of 18 months will be appropriate giving due
consideration to the volume of works.
The base cost of civil works has been estimated to be NRs. 327,556,051.52 . The total cost for
rehabilitation and reconstruction of the road project (Package 1) Ch:0+000 to 17+600 Km is NRs.
412,720,624.91 .This total cost includes work charge staff & Miscellaneous Expenses,Physical
contingencies & VAT as per GON rules. The cost of per construction of works is NRs
21,030,587.40 per Km inclusive of VAT to Base Cost . It is envisaged that the construction works
can be completed within 18 months from award of contract and estimates are based on it. For
budgetary purpose to take account of change in scope in accordance with GON financial rules a
provision of 10% of the base cost estimate has been indicated in the budgetary cost estimate.
III
Table of Contents
ACKNOWLEDGEMENT ........................................................................................................ I
EXECUTIVE SUMMARY ..................................................................................................... II
List of Figures ..................................................................................................................... VII

List of Tables ....................................................................................................................... VII
ACRONYMS .......................................................................................................................... XI
1 INTRODUCTION ................................................................................................... 12
1.1 GENERAL .................................................................................................................12

1.2 PROJECT BACKGROUND ......................................................................................12
1.3 GENERAL FEATURES OF THE DISTRICT AND SUB PROJECT AREA ...........12
1.4 SCOPE OF THE WORK ...........................................................................................13
2 ENGINEERING SURVEY AND STUDY ............................................................. 14
2.1 DESK STUDY ...........................................................................................................14

2.2 WORKING TEAM .....................................................................................................14
2.3 PRE – SURVEY ACTIVITIES ..................................................................................14
2.4 TOPOGRAPHICAL SURVEY ...................................................................................14
2.5 GEOLOGICAL OBSERVATION ..............................................................................15
2.6 SOIL TYPE ALONG THE ROAD ALIGNMENT .....................................................17
2.7 LANDSLIDES AND SLOPE STABILITY ................................................................18
2.8 VEGETATION SURVEY ..........................................................................................19
2.9 MATERIAL SURVEY ...............................................................................................19
2.10 GENERAL INVENTORY .........................................................................................19
2.11 DATA ENTRY AND ANALYSIS ..............................................................................21
2.12 GENERAL ALIGNMENT .........................................................................................21
2.13 LANDUSE PATTERN ALONG THE ROAD ............................................................21
3 ROAD CORRIDOR COMMUNITY PROFILE ................................................... 23
3.1 ZONE OF INFLUENCE ...........................................................................................23

3.2 OCCUPATION OF PEOPLE ....................................................................................23
3.3 ETHNICITY ..............................................................................................................23
3.4 EDUCATION AND HEALTH...................................................................................23
3.5 COMMUNICATION AND ELECTRICITY ..............................................................23
3.6 WATER SUPPLY AND SANITATION ....................................................................24
IV
3.7 COMMUNITY DEVELOPMENT FACILITIES .......................................................24

3.8 FOOD SECURITY ....................................................................................................24
3.9 LAND ACQUISITION ..............................................................................................24
4 HYDROLOGICAL STUDY .................................................................................... 25
4.1 GENERAL .................................................................................................................25

4.2 SCOPE AND METHODOLOGY ...............................................................................25
4.3 AVAILABILITY OF RAINFALL DATA ...................................................................25
4.4 RAINFALL ANALYSIS ............................................................................................25
4.5 DESIGN FLOOD ESTIMATION ..............................................................................27
4.6 DESIGN INTENSITY ...............................................................................................27
4.7 RUNOFF COEFFICIENT.........................................................................................27
4.8 FLOOD ESTIMATION BY RATIONAL METHOD .................................................28
4.9 CROSS DRAINS .......................................................................................................30
4.10 SIDE DRAINS ...........................................................................................................31
5 ENGINEERING DESIGN AND ADOPTED DESIGN STANDARDS.............. 32
5.1 GENERAL .................................................................................................................32

5.2 ROAD CLASSIFICATION ........................................................................................32
5.3 DESIGN PARAMETERS AND STANDARDS FOR DESIGN .................................32
5.4 DESIGN SPEED .......................................................................................................33
5.5 RIGHT OF WAY .......................................................................................................33
5.6 FORMATION WIDTH ..............................................................................................33
5.7 EXTRA WIDENING .................................................................................................34
5.8 STOPPING SIGHT DISTANCE ...............................................................................35
5.9 HORIZONTAL CURVES ..........................................................................................35
5.10 ROAD CROSS- SECTION ........................................................................................35
5.11 PASSING BAYS ........................................................................................................35
5.12 PAVEMENT DESIGN ..............................................................................................36
5.13 INVESTIGATION OF EXISTING SUB-GRADE .....................................................37
5.14 TRAFFIC SURVEY AND STUDIES ........................................................................41
5.15 ESTIMATION OF TRAFFIC DATA .........................................................................42
5.16 TRAFFIC GROWTH .................................................................................................43
5.17 TRAFFIC FORECASTS ............................................................................................44
5.18 DESIGN LOADING FOR PAVEMENT DESIGN ....................................................45
V
5.19 DETERMINATION OF PAVEMENT THICKNESS ................................................46

5.20 RETAINING STRUCTURES....................................................................................47
5.21 TRAFFIC SAFETY ...................................................................................................47
5.22 BIO-ENGINEERING WORKS .................................................................................47
6 ENGINEERING COST ESTIMATE..................................................................... 49
6.1 QUANTITY ESTIMATE ...........................................................................................49

6.2 QUANTITY ESTIMATE ...........................................................................................50
6.3 ANALYSIS OF RATES .............................................................................................50
7 ENVIRONMENT PROTECTION MEASURES .................................................. 51
8 CONCLUSION ........................................................................................................ 52
APPENDICES
Appendix-I: Abstract of Cost
VI
List of Figures
Figure 1 Geological Subdivision of Nepal Himalaya ..................................................................... 16

Figure 2: Geological Map of Project area ..................................................................................... 16
Figure 3 Extra Widening ............................................................................................................... 34
Figure 4 Single Lane Road with drain in Hill area of District Road – Core Network ...................... 35
Figure 5 Plan of Adopted Passing Bay ......................................................................................... 36
Figure 6 DCP-CBR relationships (Oversees Road Note 31, 4th edition, 1993)............................. 39
List of Tables
Table 1: Summary of the Surface Geology along the Road Alignment ......................................... 17
Table 2: Slope grade and geological condition for cutting slope/ Filling ........................................ 17
Table 3: Soil Type along the Road Alignment .............................................................................. 18
Table 4: Landslide Area along the alignment ............................................................................... 19
Table 5:General Inventory of Existing Retaining Structures.......................................................... 19
Table 6:General Inventory of Existing Cross Drainage Structures ................................................ 20
Table 7 : Land Use Pattern along the alignment........................................................................... 22
Table 8: Distribution of Population with Household along the ZoI ................................................. 23
Table 9:Land Area for Acquisition ................................................................................................ 24
Table 10: List of Rainfall Stations in the district ............................................................................ 25
Table 11: Hourly Maximum Values............................................................................................... 26
Table 12: Predicted Rainfall Intensity (mm/hr) of different Durations ............................................ 27
Table 13: Design Rainfall Intensities and Design Flood Flows ..................................................... 28
Table 14:Hydraulics of Proposed Cross Drains (Pipe Culverts) .................................................... 30
Table 15: Flow capacity of proposed side drains at maximum slope of 10% ................................ 31
Table 16:Design Parameters for Road ......................................................................................... 32
Table 17: Extra Widening (m)....................................................................................................... 34
Table 18: Correlation to find CBR from DCP test ......................................................................... 40
Table 19: Summary of CBR of Sub grade obtained from DCPT ................................................... 40
Table 20: PCU Factor adopted..................................................................................................... 42
Table 21:Baseline AADT in VPD & PCU ...................................................................................... 44
Table 22: Projected Traffic in AADT ............................................................................................. 44
Table 23:Estimation of Cumulative Numbers of Vehicles (vpd) .................................................... 46
Table 24: Estimate of Equivalent Standard Axles (ESA) .............................................................. 46
VII
Table 25: Pavement Composition along the Alignment ............................................................... 47

Table 26 Gradient adopted exceeding the exceptional gradient ................................................... 48
Table 27: Summary of Cost.......................................................................................................... 49
Table 28: Spoil Disposal Sites..................................................................................................... 51
VIII
SALIENT FEATURES
Features Description
Darby Shah Road (Luitel - Aappipal - Harmibhanjyang -
Name of the Road
Thalajung – Bhachek Road)
DRCN Road Code No 36A006R
Package No. 1 (Luitel Gaun – Chitre Pokhari )
Scope Reconstruction and Rehabilitation
Location
Region: Western Development
Zone: Gandaki
District: Gorkha
VDC/Municipality along the
Palungar Municipality, Harmi, Thalajung, Chhoprak,
corridor
Major Settlements Luitel Gaun, Aappipal, Harmibhanjyang
Length 17.600 Km
Starting Point Luitel Gaun of Palungtar Municipality
End Point Chitre Pokhari of Chhoprak VDC
Households - 4546, No of Male - 7556, No of Female -
Beneficiaries Population in ZOI
9930,Total Population - 17486
Geographical feature
Terrain Rolling
Altitudinal Range 439 to 1161 masl
Climate: Sub-tropical
Higher Himalayan (Alluvial, colluvial soil and residual
Geology:
soil)
Unevenly Distributed Precipitation Controlled by
Meteorology:
Monsoon
Design Standard
Standard NRRS 2055, 2nd Revision December 2014
Existing Surface: Earthen
Proposed Pavement: Bituminous(Premix Carpeting )
Geometrics
Right Of Way: 10 m on either sides (Center line)
Formation Width: 6.25 m (includes 1m drainage & 0.75 m Shoulder)
Carriage Way Width: 3.75 m
Shoulder Width: 0.75 m on either side
Maximum Gradient 11%
Minimum Gradient 0.5%
IX
Features Description
Lane Single
Structures (Qty/No.)
Drainage Structures
- Covered Trapezoidal
-Open Trapezoidal
a) Side Drain
- Open Cascade
- Closed Cascade
b) Pipe Culvert 9 Nos. (0.6 m dia ) & 7 Nos.(0.3 m dia)
c) Irrigation Crossing 10 Nos. (Pipe Culvert of 0.3 m dia)
Retaining Structures
a) Stone masonry Wall 8,941.8 cum
b) Gabion Retaining and
4,271.00 cum
Breast Walls
Earth Work
a) Excavation/Cutting 205616.18 cum
b) Embankment/Filling 49,007.46 cum
Pavement
a) Gravel(Sub-base) 16,164.56 cum
b) Base 16,164.56 cum
c) Premix Carpet 1,616.46 cum
Cost Estimate (Rs)
a) Civil Works (Base cost) NRs. 327,556,051.00
b) VAT @13% of (a) NRs. 42,582,286.00
c) Total Cost including Base
NRs. 370,138,338.00
Cost and VAT
d) Cost Per Kilometer of
construction works
NRs. 21,030,587.00
including Base Cost
andVAT
e) Work Charge Staff &
Miscellaneous Expenses @ NRs. 9,826,681.00
3% of (a)
f) Physical Contingency @
NRs. 32,755,605.00
10% of (a)
g) Grand Total NRs. 412,720,624.00
X
ACRONYMS
AADT Annual Average Daily Traffic
ADB Asian Development Bank
CBR California Bearing Ratio
CUM Cubic Metre
DCP Dynamic Cone Penetrometer
DDC District Development Committee
DoLIDAR Department of Local Infrastructure Development and Agricultural
Roads
DoR Department of Roads
DPR Detail Project Report
DRCN District Road Core Network
DTMP District Transport Master Plan
DTO District Technical Office
EEAP Earthquake Emergency Assistance Project
EMP Environment Management Plan
FGD Focus Group Discussion
GoN Government of Nepal
IEE Intial Environmental Examination
M/m Metre
MM/mm Milimetre
NRRS Nepal Rural Road Standard
PC Pipe Culvert
PCU Passenger Car Unit
RoW Right of Way
SDC Swiss Agency for Development and Cooperation
Sqm Square metre
ToR Terms of Reference
VDC Village Development Committee
VPD Vehicle per Day
ZoI Zone of Influen
XI
1 INTRODUCTION
1.1 GENERAL
This report has been prepared as per the Contract between Central Implementation Support
Consultants, DRILP-AF, Lalitpur, Nepal as the Client and JV of BEAM/CEMECA/ Digicon,
Kathmandu as the Consultant, made on January 2016for preparation of Detailed Project Report for
rehabilitation and reconstruction of selected road subprojects in Cluster 4 districts of Gorkha and
Lamjung for ADB funded Emergency Earthquake Assistance Project (ADB Loan 3260-NEP).
1.2 PROJECT BACKGROUND
The rehabilitation and reconstruction of the local road network damaged due to devastating
earthquake of April 25, 2015 and the major aftershock of May 12, 2015 has high priority for the
Government of Nepal (GoN). The Asian Development Bank (ADB) funds Earthquake Emergency
Assistance Project (EEAP) through (ADB Loan No. 3260 – NEP) is aimed to accelerate the
recovery and reconstruction of about 385 km of rural roads damaged by the earthquake and
landslides in 10 of the earthquake hit districts (Dolakha, Kavrepalanchok, Lalitpur, Chitwan,
Sindhuli, Solukhumbu, Okhaldunga, Ramechhap, Gorkha and Lamjung). In this backdrop, Drabya
Shah Road -DRCN Code No: 36A006R - [Luitel - Aappipal - Harmibhanjyang - Thalajung–
Bhachekroad) Rehabilitation & Reconstruction Road Project ,Package No. 1: Luitel Gaun –
Chitre Pokhari (0+000 – 17+600 )], Gorkha district has been selected as one of the roads for
reconstruction.
1.3 GENERAL FEATURES OF THE DISTRICT AND SUB PROJECT AREA
The project area is located in Gorkha District is located in the Gandaki Zone in the Western
Development Region of Nepal. It lies within latitude 27o15' to 28o45' and longitude 84o27' to 84o58'.
Its elevation ranges from 488 to 8156m. Ecologically, it lies in the hilly region bordering Tibet
(China) in the north, Dhading& Tibet (China) in the east, Lamjung, Chitwan, Tanahun & Dhading in
the south and Tanahun, Lamjung, Manang, Chitwan& Tibet (China) in the west.
A total population in the district is 271,061living in 66,506 households with male population –
121,041 and female – 150,020. The district has an average population density of around 75
people per square km. The average literacy rate is about 66.3%. Different castes living there and
are Gurung, Brahmin, Chhetri, Damai, Tamang, Baram, Sarki, Magar and others.
Darbya Shah Road (Luitel – Chitre road) starts from Luitel Gaun of Palungtar Municipality and
ends at Chitre Pokhari of Chhoprak VDC.
12
1.4 SCOPE OF THE WORK
For the preparation of the detailed engineering design and cost estimate for the rehabilitation and
reconstruction of the road the scope of work covers:
a. Detailed engineering survey of the road including fixing of centerline,

b. Detailed design of the road to DoLIDAR's NRRS 2055, 2nd Revision, December 2014,
c. Preparation of engineering drawings including alignment plan, design profile, design cross
section and typical drawings,
d. Preparation of detailed cost estimate, and
e. Preparation of technical study reports
To fulfill the above scope of services under the assignment as part of the preparation of the
Detailed Project Report (DPR), the consultant carried out the following activities:
 Discussions and meetings with the Client and stakeholders

 Collection and review of concerned documents, report, manual, guidelines, specifications,
norms and others
 Preparation for field survey
 Reconnaissance survey, Monumentation, Traversing and Chainage Marking
 Detailed engineering survey of the existing road alignment and its corridor (topographical
survey, geological observation, hydrological study slope patterns, drainages patterns, Cross-
drainage and others)
 Material and labour availability survey
 Collection of district rates (labour, material and transportation)
 Detail designs as per the DoLIDAR’s Rural Road Design Standards.
 Drawings preparation
 Quantity estimation, rate analysis and cost estimates.
 Preparation of reports
13
2 ENGINEERING SURVEY AND STUDY
2.1 DESK STUDY
The Consultant collected documents, drawings, study reports, maps, walkover survey report and
existing DTMP to acquire and extract key information to carry of the study. The Consultant
collected and reviewed the following documents to field survey:
 Maps and previous reports

 Relevant guidelines, norms, handout, specification and maps
 Nepal Rural Road Standard (NRSS 2055) 2nd Revision and DoLIDAR Norms & Specification
 District Transport Master Plan (DTMP) of district
 Geological map to acquire geological/geotechnical feature of road alignment.
After the desk study, the field survey was carried out by the Consultants' team and during the field
survey; the major following activities performed are discussed herewith:
2.2 WORKING TEAM
The working team has included the following members:
 Highway or Transport Engineer(Team Leader) Mr. Hare Krishna Shrestha

 Environmental expert Mr. Madhav Giri
 Resettlement Specialist Mr. Chinta Mani Sharma
 GESI Specialist Mr. Pradip Parajuli
 Civil engineer Mr. Surya Chaudhary
 Surveyor Mr. Om Yadav
2.3 PRE – SURVEY ACTIVITIES
Before the field visit, the team made meetings and discussions with the concerned site office and
stakeholder. The team also made public consultation with local community for the purpose of
engineering survey as well as to get their support for the completion of the assignment.
2.4 TOPOGRAPHICAL SURVEY
Road strip survey method was used in the field which included fixing of the base stations and
taking details 10m either side for preparing a topographic map of the road corridor.Topography
survey was carried out in adequate details and accuracy to prepare DTM of the road alignment in
1:1000 scales. Horizontal and vertical control points were established by monument of concrete
pillar at an interval of 500m.
14
Initially traverse survey was carried out with high accuracy (1:70,000 to 1:148,000.)to establish
traverse station and other permanent control points. Topographical details were carried out from
these traverse station to attain accuracy at higher level. Close traverse method was applied for
horizontal traversing.
Establishment of Control Points / Benchmarks

Permanent monuments were installed as benchmarks (approx. size 15 cm x 15 cm x 60 cm) with
1:2:4 cement concrete nails embedded as per the DoLIDAR standards and / or nailed in the
permanent structure at intervalof 500 m and or less than that according to site condition.
Traverse and Fly Leveling

The coordinates of Bench Mark is presented in NEZD (Northing, Easting, Elevation and
Description) format along with point number and remark. Closed traverse survey was carried out to
confirm the control point coordinates. All traverse angles and distances were double checked with
reciprocal observations. Traverse and level were calculated at the site itself for accuracy and
quality control as well as data validation.
Centerline and Cross Section Survey
 Centerline of road was marked using Abney level by the method of chaining and pegging
which then followed by Total station survey.
 Cross sections survey carried out at intervals of 10 m and where topographic features such as
ridges and valleys were encountered, additional cross sections taken.
 Cross sections - 15 m either side of road centerline and also extended further whenever site
demands
 Enough points taken at each cross-section or for each string to cover full width of the road
including roadside feature, side drain, toe of cut/fill slope retaining wall, cross drainage
structure etc.
 Topographical survey also included individual building, utilities (water supply, electricity,
telephone poles etc.), landslides, canals, footpaths, temples, Kosmas, drainages, cross
structures, retaining structures, land use patterns and other information such as fences etc.
 At bridge side, the bank lines lowest water level, HFL, direction and distribution of flow taken.
2.5 GEOLOGICAL OBSERVATION
The project area is located in Higher Himalaya Zone of Western Nepal as shown in the figure
given below. The Higher Himalaya is occupied by the high mountains, and lies between the Lesser
Himalaya to south and the Tibetan-Tethys Himalaya to the north, which is separated by the Main
Central Thrust (MCT) in the south and north by the South Tibetan Detachment System (STDS).
The Higher Himalaya is comprised of high-grade metamorphic rocks of schist with granite bodies,
politic gneisses and migmatites, and attains 6 to 12 km in thickness.
15
Project Area
Figure 1 Geological Subdivision of Nepal Himalaya
Geologically, the road alignment lies in the Higher Himalaya Zone of Western Nepal. The road
alignment passes through colluvial soil, residual soil and alluvial soil.
Source: Geological Map of Nepal

Figure 2: Geological Map of Project area
16
The detail of geology of the road alignment is given below:
Table 1: Summary of the Surface Geology along the Road Alignment

S.N. Chainage Geology and Details
From To soil
1 0+000 14 +000 SarungKhola Fine grained dark green biotite and quarzitic mica
Formation schists, occasionally garnetiferousinterbedded
with impure strongly micaceousquarzite.
2 14+000 17+600 MaksangKhola White fine quarzites grass bedded.
Formation
The slope grades adopted for cutting and filling in different geological condition are tabulated
below:
Table 2: Slope grade and geological condition for cutting slope/ Filling
Slope grade Slope grade

Geological Classification
S. No (Cutting ) (Filling )
Major Classification Minor classification
1 Soil Colluvium (soil) 1:0.5 1:1.5
Medium Rock,Hard
2 Rock 1:0.3~1:0.4 -
Rock
2.6 SOIL TYPE ALONG THE ROAD ALIGNMENT
Based on the observations during field survey, the different soil types found along the alignment of
the road are classified as Ordinary Soil (OR), Hard Soil (HR), Ordinary Rock (OR), Medium Rock
(MR) and Hard Rock (HR). The weightage of the different soil type along the alignment are given
below.
17
Table 3: Soil Type along the Road Alignment
Soil Classification
Chainage
OS HS OR MR HR
0+000 to 0+600 25% 70% 5% 0% 0%
0+620 to 2+380 20% 65% 7% 5% 3%
2+400 to 3+580 25% 70% 5% 0% 0%
3+600 to 4+600 20% 65% 7% 5% 3%
4+620 to 4+660 10% 75% 10% 4% 1%
4+680 to 4+800 20% 65% 7% 5% 3%
4+820 to 5+260 25% 70% 5% 0% 0%
5+280 to 5+380 15% 65% 7% 10% 3%
5+400 to 5+800 20% 65% 7% 5% 3%
5+820 to 5+980 10% 65% 10% 8% 7%
6+000 to 6+540 20% 65% 7% 5% 3%
6+560 to 7+100 25% 70% 5% 0% 0%
7+120 to 7+540 15% 65% 7% 10% 3%
7+560 to 8+460 20% 65% 7% 5% 3%
8+480 to 8+860 25% 70% 5% 0% 0%
8+880 to 17+600 20% 65% 7% 5% 3%
2.7 LANDSLIDES AND SLOPE STABILITY
Slope Stability depends on the existing geological structures, lithology of the rock units, soil type,
topography and hydrological condition of the particular site. The active gully and rills in the
colluvium surface exhibits high mass waste phenomena. The slope with loose colluvium soil is
highly susceptible to sliding after water saturation due to increased pore water pressure, which
ultimately increases the driving force.
A few cut slope failures were observed along the road alignment. There were very less chances of
occurring failure because of opposite natural hill slope. There is a landslide prone area from
Chainage 3+900 to 3+950 along the alignment. It is suggested to manage the drainage surface
water and apply the bioengineering works in the landslide prone areas and loose soil exposed
area as well as groundwater prone area.
18
Table 4: Landslide Area along the alignment
Chainage Length Slope Area

Type of failure/ Solution
From To (m) Height(m) (m^2)
Bioengineering Works with
3+900 3+950 50 20 1000
Construction of Retaining Wall
2.8 VEGETATION SURVEY
Along the alignment, various types of small trees and shrubs found and the major are Lajjavati,
Titepati, Aaiselu, Dubo, Sisnu, Bamboo, Sissau, Kaphal, Laligurans, Uttisand Chilaune.
2.9 MATERIAL SURVEY
Stone and aggregates required for road works can be procured from quarry sites located along
the road alignment at Ch. 6+550. There is a provision of quarry sites at Daraudi River, which is
about 6 km far from the starting point (Luitel Gaun) of the proposed road. Other construction
materials such as GI wire, cement, reinforcement, hume pipes can be procured from Gorkha
Bazar, which about 20 km far from the starting point of proposed road.
2.10 GENERAL INVENTORY
There are different types of retaining structures and cross drainage structures along the road
alignment. Most of them are in good condition and proposed to be reused. The retaining walls in
bad condition and walls falling within the design alignment are suggested to be demolished.
Regarding cross drainages, the good condition hume pipes of pipe culverts are purposed to be
reused after shifting.
The chainage wise general inventory of retaining structures and cross drainages are enlisted
herewith:
Table 5:General Inventory of Existing Retaining Structures
Chainage Dismantle Reuse Position Type Present

Condition
3+010 to3+050 Dismantle(3+0 Reuse(3+010- Left SMRTW Good
30+3+050) 3+030)
3+110 to3+120 Reuse Left SMRTW Fair

4+260 to 4+263 Dismantle Left SMRTW Bad
4+750 to4+755 Resuse Right SMRTW Fair
5+170 to 5+190 Reuse Left SMRTW Fair
19
5+250to 5+270 Reuse Left SMRTW Fair

5+280to 5+283 Reuse Left GW Good
5+390 to5+400 Reuse Left GW Good
5+430to5+433 Reuse Right SMRTW Good
5+480to490 Reuse Left SMRTW Good
6+610to6+620 Dismantle Left GW Good
6+380 to6+390 Dismantle Left GW Fair
6+510 to 6+530 Dismantle Left SMRTW Bad
7+100 to110 Reuse Right GW Fair
7+540 to7+550 Reuse Right GW Fair
7+980 to7+995 Dismantle Right GW Fair
8+000 to8+025 Dismantle Right GW Good
8+240 to 8+340 Reuse Right SMRTW Good
9+020 to9+030 Reuse Right SMRTW Good
9+820 to9+830 Reuse Left GW Good
9+820 to9+840 Dismantle Right GW Fair
Note:
SMRTW: Stone Masonry Retaining Wall GW :Gabion Retaining Wall
Table 6:General Inventory of Existing Cross Drainage Structures

S.N Chainage Length Diameter Type of Present
Structure Condition
(m) (m)
1. 0+430 4.5 0.6 Existing P. C Good

2. 3+190 4.5 0.6 Existing P. C Fair
7. 5+368 4.5 0.6 Existing P. C Bad
10. 6+140 4.5 0.6 Existing P. C Bad
11. 6+358 4.5 0.6 Existing P. C Good
20
12. 6+532 4.5 0.6 Existing P. C Good

13. 6+696 4.5 0.6 Existing P. C Good
14. 6+852 4.5 0.3 Existing P. C Fair
15. 6+965 4.5 0.6 Existing P. C Bad
16. 7+167 4.5 0.6 Existing P. C Fair
17. 7+198 4.5 0.6 Existing P. C Bad
18. 7+400 4.5 0.9 Existing P. C Fair
19. 8+720 4.5 0.6 Existing P. C Fair
20. 8+740 4.5 0.4 Existing P. C Fair
21. 9+535 4.5 0.6 Existing P. C Fair
22. 10+210 4.5 0.6 Existing P. C Fair
Note:
P.C : Pipe Culvert
2.11 DATA ENTRY AND ANALYSIS
Design of the road was carried out by SW_ROAD 2006 and SW_DTM 2006 computer software
developed by SOFTWEL (P) Ltd, Nepal. Design was carried out using strip survey method so that
alignment could be optimized as per requirement. The design works are based on the Digital
Terrain Model created from the 3D points captured through the detailed survey. Centerline was
generated using the design environment and accordingly the profile and cross-sections were
generated. Through an interactive design environment, the centerline (plan and profile) were
optimized by adjusting the cross-sections.
2.12 GENERAL ALIGNMENT
Darby Shah Road (Luitel Gaun – Chitre Pokhari Road) Rehabilitation & Reconstruction Road
Project lies in Gorkha district. It is connected with Abu khaereni-Gorkha Road via Mirkot Roadway.
A total length of the alignment is 17.6 km with formation width 6.25 m. The road alignment starts
from LuitelGaun of Palungtar Municipality and ends at Chitre Pokhari of Chhoprak VDC. It
passes through major three settlements namely LuitelGaun, Aappipal and Harmibhanjyang. This
road has been proposed for upgrading. The road alignment passes through community forest,
cultivated land and settlement area.
2.13 LANDUSE PATTERN ALONG THE ROAD
During field survey the land use pattern along the road corridor was noted. The land use has been
classified into settlements, agricultural land and forest area. Chainage wise land use pattern is
summarized in table given below.
21
Table 7 : Land Use Pattern along the alignment

Chainage Land Use Pattern
0+000 to 0+350 Settlement Area ,Agricultural land and Forest
0+275 to 0+550 School area on right side and Amdanda Community Forest on left side
0+550 to 1+130 Amdanda community forest on left side and Sisneri Community Forest on
right side
1+130to 2+560 Settlement Area and Agricultural land
2+560 to 3+000 Settlement area
3+000to 8+000 Agricultural land on one side and steep slope with forest in another side
8+000 to 9+800 Settlement Area and Agricultural land
9+800 to10+400 Settlement area
10+400to11+100 Settlement Area and Agricultural land
11+100to12+500 Adheri Community Forest
13+500 to 13+600 Settlement Area
15+200 to 17+280 Tarkedanda Community Forest
17+280to17+600 National Forest
Source: Field Survey
22
3 ROAD CORRIDOR COMMUNITY PROFILE
3.1 ZONE OF INFLUENCE
The road alignment passes through Palungar Municipality and other three VDCs namely Harmi,
Thalajung and Chhoprak settlements.
3.2 OCCUPATION OF PEOPLE
The majority of the people of this area are involved in the agriculture and livestock rearing followed
by labour / porter, business and foreign employment mainly in gulf countries.
3.3 ETHNICITY
The ZoI has diverse ethnic/cultural and caste wise population is presented herewith:
Table 8: Distribution of Population with Household along the ZoI

S. N. VDC s Total Population Caste/
HHs Male Female Total Ethnicity
1. Palungtar 2108 3460 4683 8143 Chhetri, Sanyashi, Brahmin, Newar,
Municipality Tamang, Sarki, Gurng, Damai, Kumal
2. Harmi 907 1488 1962 3450 Brahmin, Chhteri, Sarki, Musalman,
Kami, Gurung, Bhujel
3. Chhoprak 1531 2608 3285 5893 Brahmin, Musalman, Kami, Sarki, Gharti,
Baram, Chhetri
Total 4546 7556 9930 17486
Percentage 43.22 56.78 100
Source: CBS, 2012
A total population 17486 is living in 4546 HHs within the zone of influence with male 43.22% and
female 56.78%. The majority of population of the area belongs to Brahmin followed by Chhetri,
Magar, Newar, Tamang, Kami and Gurung .
3.4 EDUCATION AND HEALTH
There are facilities of education and health along the alignment at small scale.
3.5 COMMUNICATION AND ELECTRICITY
There is facility of communications as all the households have mobile facility as well as electricity
through national grid line. In addition, some of the HHs have solar system.
23
3.6 WATER SUPPLY AND SANITATION
There is well facility of tap water through gravity flow scheme and spring water. Most of the
households have toilet facility. However, there is no proper solid waste management.
3.7 COMMUNITY DEVELOPMENT FACILITIES
There are 11 community organizations and are CFUGs, agricultural groups, mother’s group and
youth clubs etc.
3.8 FOOD SECURITY
Based on focus group discussion during field survey almost half of the HHs (60%) have enough
food for nine to one year followed by 25% HHs have for three to nine months and remaining 11%
HHs have for less or equal to three months food.
3.9 LAND ACQUISITION
The existing width of the road varies from 6.5 m to 9.5 m. Though the right of way is 10 m on
either side from road centerline it is proposed to acquire only 5m on both side from the centre of
the road for the carriageway, shoulder, side drains and passing bays. However, in the built up area
even this may not be feasible accordingly in such areas only minimum required land has been
proposed for acquisition. It is proposed to acquire additional 0.5 m to 3.5 m width of the road to
avoid the demolition of RCC buildings, temples and schools. A summary of land proposed to be
acquired is presented here within table given below:
Table 9:Land Area for Acquisition
Proposed Acquisition
Chainage Length (m) Existing Width (m) Area (Ha)
Acquisition Width Width ( m)
( m)
0+000 to1+135 9.5 1135
m 9.5 10 0.5 0.06
1+135 to 2+300 1165 7.5 10 2.5 0.29
2+500 to 7+890 5390 9.5 10 0.5 0.27
7+890 to 10+000 2110 8 10 2 0.42
10+00 to10+400 400 6.5 10 3.5 0.14
10+400to13+600 3200 8.5 10 1.5 0.48
13+600 to 14+500 900 7.5 10 2.5 0.23
14+500 to 17+600 3100 10 10 0 0
Total 17600 3.78
Source: Field survey, 2016
24
4 HYDROLOGICAL STUDY
4.1 GENERAL
A hydrological study was carried out to determine the design flood discharge for cross and side
drains along the proposed road alignment. The type, size, span and shape of cross and side
drains are to be fixed according to the corresponding design discharge.
4.2 SCOPE AND METHODOLOGY
The scope of hydrological study is to estimate the design flows for cross drains and side drains
along the road alignment. For the better results in hydrological analysis, following stepwise
procedures were followed:
 Collection of rainfall data in the vicinity of road area

 Rainfall analysis
 Review of previous studies/reports
 Delineation of catchment boundary of cross drains and determination of their catchment areas
using digital topographical map
 Verification of cross and side drains during field visit and with survey data
 Estimation of design floods by rational formula for cross and side drains based on available
rainfall data.
4.3 AVAILABILITY OF RAINFALL DATA
Rainfall stations located in the district are presented in table below. Mean Annual Rainfall (MAR)
and Monsoon Wetness Index (MWI) at these stations are obtained from “Hydrological Estimations
in Nepal”, DHM, 2004. About 80% of rainfall occurs in monsoon, which starts around the middle of
June and continues until the end of August.
Table 10: List of Rainfall Stations in the district

Station Name Index no. Latitude Longitude Elevation
Jagat(Setibas) 0801 28°22' 84°54' 1334
Gorkha 0809 28° 00' 84°37' 1097
4.4 RAINFALL ANALYSIS
Yearly maximum daily rainfalls for representative stations were collected from DHM and frequency
analysis were carried out. Values obtained by frequency analysis were adopted for determination
of design intensities for the design of cross and side drains.
25
There is no data available regarding maximum hourly rainfalls at these stations. Hence frequency
analysis of hourly maximum is not possible at these stations. However, hourly intensity may be
obtained by the use of some indirect methods. One of them Mononobe’s equation was used to
determine maximum rainfalls at different durations from average value of daily maximum at the
selected stations. The hourly maximum values obtained by the method are presented in table
below.
Table 11: Hourly Maximum Values
Return Period (years) 2 5 10 20 50 100
Hourly Rainfall (mm) 23.43 35.14 41.46 49.84 65.52 66.87
The IDF curve for project area has been established by Mononobe’s equation, which is generally
applied in mountainous catchment and presented by the following equation (Chow, VenTe, David
R. Maidment, and Larry W. Mays. 1988. Applied Hydrology):
R24 24 23
Rtc  ( ) (1)
24 tc
Where,
Rtc = Rainfall intensity in tc hours (mm/hr)
R24 = 24 hours maximum rainfall (mm)
tc = Time of concentration in hr, calculated by equation 2.
0.87 L3 0.385
tc  ( ) (2)
h
(Refer: Chow, VenTe, David R. Maidment, and Larry W. Mays. 1988. Applied Hydrology)
L = Stream length in km
h = Difference of the maximum and minimum elevations in m.
If the time of concentration is less than 15 minutes then it is assumed to be 15 minutes as

recommended by ASCE (American Society of Civil Engineers). The Intensity Duration Frequency
values for LB road are presented in table below .
26
Table 12: Predicted Rainfall Intensity (mm/hr) of different Durations

Frequency, Year 2-years 5-years 10-years 20-years 50-years 100-years
Daily rainfall, mm 56 76 93 112 136 155
Design hourly maximum rainfall intensity in mm/hr
Duration (hrs) R2 R5 R10 R20 R50 R100
0.25 50 68 85 101 121 136
0.5 31 43 53 63 75 85
1 19 27 33 39 47 53
5 7 9 11 13 16 18
10 4 6 7 8 10 11
24 2 3 4 5 6 6
50 1 2 2 3 3 4
100 2 1 2 2 2 3
4.5 DESIGN FLOOD ESTIMATION
Drainage facilities should have sufficient capacity to carry off safely not only peak runoffs, which
occur frequently, say several times a year, but also larger runoffs, occurring less frequently. For a
rural highway where some minor traffic disturbances can be tolerated, a peak runoff that recurs in
10 years is sufficient. Highway culverts having low traffic may be designed for 5 - 10 years flow
and having intermediate traffic for 10-25 years. Following these recommendations and considering
that the road alignment passes through rural areas having low traffic and with very small
catchments, cross drains are designed for 10 years return period flood and side drains for 5 years
return period.
4.6 DESIGN INTENSITY
Rational method is used to compute design floods. This method needs design intensity
corresponding to selected design frequency and time of concentration. As the catchments are very
small and the concentration time is too short (less than 15 minutes), it is decided to use the
intensity for 15 minutes duration as design intensity except for the special cases where
concentration time is more than 15 minutes.
4.7 RUNOFF COEFFICIENT
The runoff coefficient depends on catchment characteristics such as slope, vegetation, shape and
size of the catchment. These characteristics are different even in a single watershed. It is very
difficult to define the accurate value of runoff coefficient. Thus, standard tables are used to select
coefficient roughly for different cases.
In the present study, it is difficult to establish the coefficient for individual catchments as they are in
plenty. It is very clear from topographical maps and field visit that the catchments are more or less
homogeneous. Hence, a single value of runoff coefficient is used for all the catchments in the
project area.
27
Slope of these catchments is so steep; most of the catchments are well vegetated and forested. It
seems that more than 50% of rainfall will be retained by catchments due to dense vegetation and
forests as well as by infiltration. Considering all these factors, an average value of 0.4 is used for
all catchments.
4.8 FLOOD ESTIMATION BY RATIONAL METHOD
Rational formula is well applicable to small catchments and used to calculate the design floods for
cross drainage and side drains using maximum hourly rainfall intensity for determined duration and
adopted frequency. The average runoff coefficient is assumed equal to 0.4 for all catchments. The
formula is as follows:
C*I * A
QP  (3)
3.6
(Refer: Chow, VenTe, David R. Maidment, and Larry W. Mays. 1988. Applied Hydrology)
Where,
Qp = Maximum flood discharge in m3/s
I = Rainfall intensity within the time of concentration in mm/hr
A = Catchment area in km2
C = Dimensionless run-off coefficient
Table 13: Design Rainfall Intensities and Design Flood Flows

Catc.
CH Tc Rainfall intensity i (mm/hr) Design Discharge (m3/s)
Area
SN
adopted
(Km+m) (Sq.Km) 2_yr 5_yr 10_yr 20_yr 2_yr 5_yr 10_yr 20_yr
(hr)
1 0+000 0.016 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.12 0.16
2 0+300 0.016 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.12 0.16
3 0+600 0.019 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.14 0.19
4 0+900 0.310 0.25 66.91 91.48 110.06 128.65 0.01 0.01 2.31 3.15
5 1+200 0.029 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.21 0.29
6 1+500 0.173 0.25 66.91 91.48 110.06 128.65 0.00 0.00 1.29 1.76
7 1+800 0.165 0.25 66.91 91.48 110.06 128.65 0.00 0.00 1.22 1.67
8 2+100 0.070 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.52 0.71
9 2+400 0.044 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.32 0.44
10 2+700 0.038 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.28 0.38
11 3+000 0.028 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.21 0.29
12 3+300 0.054 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.40 0.55
13 3+600 0.028 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.21 0.28
14 3+900 0.038 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.28 0.39
15 4+200 0.040 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.29 0.40
28
Catc.
CH Tc Rainfall intensity i (mm/hr) Design Discharge (m3/s)
Area
SN
adopted
(Km+m) (Sq.Km) 2_yr 5_yr 10_yr 20_yr 2_yr 5_yr 10_yr 20_yr
(hr)
16 4+500 0.016 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.12 0.16
17 5+150 0.016 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.12 0.16
18 5+407 0.019 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.14 0.19
19 5+700 0.016 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.12 0.16
0.11
20 6+000 0.016 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.17
21 6+300 0.019 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.14 0.19
22 6+600 0.310 0.25 66.91 91.48 110.06 128.65 0.01 0.01 2.31 3.15
23 6+900 0.029 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.21 0.29
24 7+200 0.173 0.25 66.91 91.48 110.06 128.65 0.00 0.00 1.29 1.76
25 7+500 0.165 0.25 66.91 91.48 110.06 128.65 0.00 0.00 1.22 1.67
26 7+800 0.070 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.52 0.71
27 8+100 0.044 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.32 0.44
28 8+400 0.038 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.28 0.38
29 8+700 0.016 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.12 0.16
30 9+000 0.016 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.12 0.16
31 9+300 0.019 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.14 0.19
32 9+600 0.310 0.25 66.91 91.48 110.06 128.65 0.01 0.01 2.31 3.15
33 9+900 0.029 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.21 0.29
34 10+200 0.173 0.25 66.91 91.48 110.06 128.65 0.00 0.00 1.29 1.76
35 10+500 0.165 0.25 66.91 91.48 110.06 128.65 0.00 0.00 1.22 1.67
36 11+150 0.028 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.21 0.29
37 11+450 0.054 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.40 0.55
38 11+750 0.028 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.21 0.28
39 12+050 0.038 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.28 0.39
40 12+425 0.016 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.12 0.16
41 13+160 0.019 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.14 0.19
42 13+530 0.016 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.12 0.16
43 13+840 0.016 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.12 0.16
44 14+100 0.019 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.14 0.19
45 14+400 0.310 0.25 66.91 91.48 110.06 128.65 0.01 0.01 2.31 3.15
46 14+700 0.029 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.21 0.29
47 15+000 0.173 0.25 66.91 91.48 110.06 128.65 0.00 0.00 1.29 1.76
48 15+300 0.165 0.25 66.91 91.48 110.06 128.65 0.00 0.00 1.22 1.67
49 15+600 0.016 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.12 0.16
50 15+900 0.019 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.14 0.19
51 16+200 0.016 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.12 0.16
42 16+500 0.016 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.12 0.16
43 16+800 0.019 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.14 0.19
44 17+100 0.016 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.12 0.16
45 17+400 0.016 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.12 0.16
46 17+700 0.019 0.25 66.91 91.48 110.06 128.65 0.00 0.00 0.14 0.19
29
4.9 CROSS DRAINS
Cross drains are mainly designed to pass the stream flows. However in some cases the cross
drains are provided to divert the flows coming from side drains. Following steps are followed for
locating cross drains:
 Identifying stream points and valley curves in topographical map

 Verifying these locations during field visit and survey
 Locating finally after study of designed plan and profile of the road
The design discharge for a cross drain is a high flow corresponding to the selected return period. In
order to economize on construction costs, frequency of flood is selected for return periods,
depending upon the importance of the structure. For this road, it is recommended to design the
cross drains for 20 years return period flood.
The drain size varies based on the design discharge. The design discharge for each drain is
different. Pipe culvert is proposed for crossing the small streams as rivulet and springs do not carry
debris. Pipe culverts of pipe dia 0.3 m , 0.60 m and 0.90 m are considered for crossing the drains.
0.60 m diameter pipe is not recommended for cross drains because of choking and clogging by
sediment and debris coming from upslope of mountain catchments. However, it can be used for
crossing of channel, road intersection and flow with low discharges. 1.20 m diameter pipe is to be
avoided due to the difficulties of handling and transporting. In most of the places where seasonal
waterways occur in the monsoon and for flash flood, stone or concrete causeways are
recommended.
The hydraulics of pipe culverts is worked out in table given below. Maximum flow capacity and
velocity are determined at a suitable head. The design discharge of a crossing is compared with
flow capacity of a pipe and then size is fixed from standard pipe sizes.
Table 14:Hydraulics of Proposed Cross Drains (Pipe Culverts)

Full Max. Length Max. Max. Max.
CD type Size Friction
flowing design of Head Velocity, flow,
(m) coeff.(f)
area, m2 slope, % CD, m loss, m m/sec m3/sec
Pipe Culvert 0.3 0.07 3 7.5 0.18 0.05 1.56 0.25
Pipe culvert 0.60 0.28 3 7.5 0.18 0.05 2.66 0.74
Pipe culvert 0.90 0.63 3 7.5 0.18 0.05 3.26 2.05
0.6 m and 0.9 m dia pipe culverts are used in the design. The provisional estimation of 0.3 m dia
pipe culvert proposed for irrigation crossings is included in the estimating.
30
The table shows the full flow capacities, head losses and the design slopes for different pipes.
Head losses are calculated by Darcy - Weisbach formula for pipe flow. The coefficient of friction (f)
for concrete pipe in this formula is assumed as 0.05. The maximum velocity at exit point for all size
of pipes is to be maintained by providing an apron. The length of pipe in average is assumed to be
7.5 m. The table gives an idea of maximum flow capacity and velocity of proposed pipe culverts, so
as to define the proper size of the culvert based on design discharge coming to a culvert. The
maximum design slope for these culverts is assumed as 3% to create self flushing velocity.
For medium size streams where flow carrying boulders, pebbles and gravels and span is up to 6 m,
box or slab culvert are recommended. The actual span of these culverts is fixed according to field
survey. For larger stream, bridge of suitable span based on field survey is recommended.
4.10 SIDE DRAINS
Side drains are recommended for catching the flows from road surface and upside adjoining areas.
In some stretches side drains exist but most of them occupied by new design width of the road and
new side drains are proposed along the full length of this road. The design discharge for a side
drain is a high flow corresponding to the selected return period. In order to economize on
construction costs, frequency of flood is selected for return periods, depending upon the importance
of the structure. For this road, it is recommended to design the longitudinal side drains for 5 years
return period flood.
Table below shows the maximum flow capacity and velocity of side drains at maximum longitudinal
slope of 10% and having full flowing area. The side drains must follow the longitudinal slope of the
road and in most of the cases hill road has a maximum slope of 12%. To reduce the energy of flow
at high gradient, cascade drainage is proposed along the road side having gradient more than 7%.
Table 15: Flow capacity of proposed side drains at maximum slope of 10%
Drain Type b, m d, m A, m2 P, m R, m n S V, m/s Q, m3/s
Trapezoidal drain covered
0.45 0.45 0.2025 1.31 0.155 0.016 0.10 5.66 1.15
(type 1)
Trapezoidal drain open
0.45 0.45 0.2025 1.31 0.155 0.016 0.10 5.66 1.15
(type 3)
Cascade drain 0.4 0.4 0.14 1.01 0.133 0.016 O.10 3056 0.98
31
5 ENGINEERING DESIGN AND ADOPTED DESIGN

STANDARDS
5.1 GENERAL
Nepal Rural Road Standard (2055) with 2nd Revision, DoLIDAR is followed to design the road.
.
5.2 ROAD CLASSIFICATION
The road falls under the category of District Road Core Network as per NRRS as it connects
village and district headquarters as well as SRN.
5.3 DESIGN PARAMETERS AND STANDARDS FOR DESIGN
The design parameters and standards are considered for the road design is presented in table
given below:
Table 16: Design Parameters for Road

District Road Core
Design Parameters
S.N. Network (DRCN), Hill
Design Capacity - in both directions(Vehicle per 200
1
day/P.C.U. per day (400)
2 Design speed (km/hour) Ruling-25,min-20
3 Road Way width(m) 5.25
4 Carriage way Width(m) 3.75
0.75
5 Shoulder Width , either side (m)
0.75
6 Total Right of Way (ROW:m) 20
Setback dsitance from road land boundary
7 6
/ROW to the building line on either side
For 25km/hr =25m, For
8 Minimum safe stopping sight distance
20km/hr = 20 m
Ruling
min-20
9 Minimum radius in horizontal curve(m)
Min-12.5
Hairpin Bends
10
Minimum spacing between Hairpin Bends(m) 100
32
District Road Core

Design Parameters
S.N. Network (DRCN), Hill
Minimum radius of curve (m) 12.5
5.5 for 4.5 RW
Minimum roadway width at apex (m)
6.25 for 5.25 RW
Maximum gradient (%) 4
Maximum super elevation 10
Maximum transition curve length 15
11 Ruling gradient (%) 7
12 Limiting gradient (%) 10
13 Exceptional gradient (%) 12
Limitation of maximum gradient length(m) above average
14 300
/ruling gradient of 7%
Maximum recovery gradient (%) to be applied after gradient
15 4
in excess of 7% for a minimum recovery length of 150 m
16 Maximum gradient at bridge approach (%) 6
Cross slope in Earthen (existing) 5

17 carriageway camber Gravel 4
(%) Bituminous Seal Coat 3
18 Passing Zone strips at interval of (m) (Maximum) 300
19 Level of embankment above HFL (m) 1 (0.5 min)
5.4 DESIGN SPEED
The adopted ruling design speed is 25 km/hr, however a minimum design speed of 20km/hr is also
adopted for the area where the nature of terrain and cost does not allowed to follow standard
design speed as per NRRS 2nd revision.
5.5 RIGHT OF WAY
Right of way depends on the importance of a road and possible future development. A total right of
way adopted as per NRRS 2nd revision is 20m (10 m on either side).
5.6 FORMATION WIDTH
Adopted Roadway width is 5.25 m which includes carriageway width (3.75 m) and drain. Shoulder
width of 0.75 m is proposed at either side and hence the total formation width comes as 6.25m
including drain. To reduce cost , common filling has been used in shoulder.
33
5.7 EXTRA WIDENING
At sharp horizontal curves, it is necessary to widen the carriageway to provide safe passage of
vehicles. Widening is dependent on curve radius, width of carriageway and type of vehicle (length
and width).Widening has two components: i) mechanical widening to compensate for the extra
width occupied by the vehicle on the curve due to tracing of the rear wheels, and ii) psychological
widening vehicles in a lane tend to wander more on a curve than on a straight reach.
Since the volume of traffic movement in this road is very low, only mechanical widening is
considered to facilitate the extra width occupied by vehicle. The widening is done in inner part of
the road using the following formula.
We = (L2/ 2R)
Where,
We = Extra widening
N = number of traffic lanes
L = length of wheel base (6.1 m)
R = radius of curve
The table below recommended increase in width as widening as per the NRRS. Also, the figure
below shows the inner side widening of road.
Table 17: Extra Widening (m)
Radius
SN. Extra widening(m)
From To
1 0 20 0.90
2 20 60 0.6
3 60 1000 0
Figure 3 Extra Widening

34
5.8 STOPPING SIGHT DISTANCE
As per the NRRS (refer Table:14 Design Parameters for Road), the adopted stopping site
distance for design speed 25km/hr is 25m and for 20km/hr is 20m.
5.9 HORIZONTAL CURVES
For the alignment of the road where difficult site conditions are in predominance, the minimum
radius of horizontal curves adopted are ruling minimum - 15 m and absolute minimum - 12.5 m
(As per the NRRS - refer Table: 14 Design Parameters for Road).
5.10 ROAD CROSS- SECTION
Following road width and other cross-sectional features are adopted in design of EEAP roads.
Figure 4 Single Lane Road with drain in Hill area of District Road – Core Network
5.11 PASSING BAYS
The increased width at passing zones should allow two trucks (2 axles) to pass. The width of
carriage way should be 5.5 m and length about 12 m along the outside edge and 30 m along
inside. This means that passing zones and lay bys should be tapered gradually towards the
carriageway, so that vehicles can leave or join the traffic stream safely. At passing places, vehicles
would be expected to stop or slow to a very low speed.
Normally, passing place should be located every 300 m for Hill and 500 m for Terai. In the design,
the passive zone is proposed at an interval of 300 m and the adopted width of carriage way is 5.25
m and length along the outside edge is 12m.
35
Figure 5 Plan of Adopted Passing Bay
5.12 PAVEMENT DESIGN
Design of pavement is done as per the “Pavement Design Guidelines” (Flexible Pavement)
published by DOR. The pavement design is based on CBR values taken from DCP-CBR and
Design traffic in terms of cumulative number of standard axles.
This Road is upgraded to bituminous pavement( premix carpeting ).
Methodology and Scope of pavement design

Design of pavement essentially needs the traffic information, sub-grade soil strengths, availability
of pavement materials (gravel and suitable rocks for crushing to produce the required pavement).
The life of pavement is determined in terms of million standard axles (MSA) passing through the
highway in its design life. A flexible pavement design essentially consists of sub-base, road base
or base course and a suitable type of surfacing course.
Sub grade Strength of Soils

Sub-grade is the natural soil which may be existing local material or may be transported and
placed as a fill and compacted to give added strength. The assessment of strength of the sub-
grade soil is one of the most important tasks which give the design parameters for the pavements.
Generally the strength of the sub-grade soil is assessed by carrying out the California Bearing
Ratio (CBR) tests at the laboratory of the samples taken from the field. Sometimes, the CBR is
also determined by means of Dynamic Cone Penetration (DCP) Test carried out along the road
alignment. The penetration of the cone are interpreted and co-related with CBR. However, design
36
CBR of the sub-grade is recommended to be taken from the laboratory testing as CBR interpreted
through DCP lacks accuracy.
a. Design Life of the Pavement

Design life of a pavement is measured in terms of cumulative number of standard axles passing
through the pavement in its entire life. The standard axle is considered to be 8160 kg load in an
axle of a vehicle as established by the AASHO road test. The conversion factor for the measured
axle load to the standard axle lies in the exponent of 4 to 5. It is taken 4.55 for Nepal as suggested
by TRRL. All axle loads of commercial vehicles are converted into standard axle loads and added
together to get the cumulative number expressed in million standard axles (msa) considering the
annual growth of traffic for the design life of pavement which could be between 10 to 15 years for a
developing country like Nepal. Sub-grade strength in one hand and the design life msa in the other
hand, the thickness of different structure layers of the pavement will be designed. There are
various methods available for the design of pavement.
b. Sub-base
This forms a load distributing layer below the road base. Sub-base material essentially consists of
naturally occurring gravel, gravel sand or gravel clay or the crushed rock or suitable material which
meets the strength criteria and forms the lowermost layer of pavement structure. This layer serves
as separating layer for the overlaying road base thus preventing contamination of the road base by
the sub grade. This has also another important role to play that it protects the sub-grade from
damage due to traffic. The thickness of sub-base is determined by the design and laid in
accordance with the specified manner.
c. Road Base
This acts as the main load spreading layer for the pavement. This normally consists of crushed
rock or gravel or of gravelly soils, decomposed rock, sands and sand clays stabilized with cement,
lime or bitumen. Sometimes, premixed asphalt is also laid on top of the road base and they are
called base course.
5.13 INVESTIGATION OF EXISTING SUB-GRADE
In road construction, there is a need to assess the adequacy of a sub grade to behave
satisfactorily beneath a pavement. Proper pavement performance requires a satisfactorily
performing sub grade. DCPT can be used to evaluate the mechanical properties of sub grade
soils.
 DCP Tests
The Dynamic Cone Penetrometer (DCP) is a simple testing device used to estimate the in situ
shear strength of soil and granular materials used in roadways and other construction related
projects. The apparatus consists of 16mm diameter steel rod in which a tempered steel cone with
a 20 mm base diameter and a 60 degree point angle is attached. The DCP is driven into the soil
by a 8kg hammer with a free fall of 575mm. The hammer correction factor is unity for 8kg hammer.
37
The DCP index or reading is defined as the penetration depth (D) in mm for a single drop of
hammer. The cone is driven in to the ground up to the desired depth and average DCP index is
calculated for a single blow. The desired depth could be the depth till difference in the penetration
value comes very close to each other.
DCP testing consists of using the DCP’s free-falling hammer to strike the cone, causing the cone
to penetrate the base or sub grade soil, and then measuring the penetration per blow, also called
the penetration rate (PR), in mm/blow. This measurement denotes the stiffness of the tested
material, with a smaller PR number indicating a stiffer material. In other words, the PR is a
measurement of the penetrability of the sub grade soil.
The CBR value of uniform soils having similar characteristics can be determined quickly and with
adequate accuracy using the DCPT results. The correlation is established between CBR index for
tests conducted under different conditions and compaction level or in-situ density. The soaked
CBR value in the field can be determined very quickly by conducting the in-situ DCPT for existing
conditions and using the CBR value for that particular condition.
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  [Oversees Road Note 31, 4th edition, 1993]
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 sub grade 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 below:
38
Figure 6 DCP-CBR relationships (Oversees Road Note 31, 4th edition, 1993)
39
Table 18: Correlation to find CBR from DCP test

Author Correlation Field or Laboratory Material used
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. log CBR  2.46  1.12(log PI ) Field and laboratory Granular and
(1994) 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 sub grade soil. In many cases, the original sub grade might
have been graveled and in such case CBR is estimated below that depth (which represents true
existing sub grade).
Mostly sub-grade soils on the existing pavement were found dominant of silty, sandy to gravelly
soils. The summary of CBR obtained from DCPT is shown in table below.
Table 19: Summary of CBR of Sub grade obtained from DCPT

Chainage
Length, m CBR
From To
0+000 0+500 500 10.00%
0+500 1+000 500 7.00%
1+000 1+500 500 8.00%
1+500 2+000 500 10.00%
2+000 2+500 500 7.00%
2+500 3+000 500 8.00%
3+000 3+500 500 6.00%
3+500 4+000 500 6.00%
4+000 4+500 500 10.00%
4+500 5+000 500 7.00%
5+000 5+500 500 7.00%
5+500 6+000 500 10.00%
6+000 6+500 500 10.00%
40
Chainage
Length, m CBR
From To
6+500 7+000 500 8.00%
7+000 7+500 500 7.00%
7+500 8+000 500 10.00%
8+000 8+500 500 7.00%
8+500 9+000 500 10.00%
9+000 9+500 500 10.00%
9+500 10+000 500 7.00%
10+000 10+500 500 9.00%
10+500 11+000 500 10.00%
11+000 11+500 500 7.00%
11+500 12+000 500 7.00%
12+000 12+500 500 10.00%
12+500 13+000 500 8.00%
13+000 13+500 500 10.00%
13+500 14+000 500 8.00%
14+000 14+500 500 9.00%
14+500 15+000 500 8.00%
15+000 15+500 500 9.00%
15+500 16+000 500 8.00%
16+000 16+500 500 6.00%
16+500 17+000 500 10.00%
17+000 17+500 500 8.00%
17+500 18+000 500 9.00%
The lowest CBR ( 6 %) is taken into account for the pavement design .
5.14 TRAFFIC SURVEY AND STUDIES
All the traffic in the classified count was segregated into the following types of vehicles as per the
DoR practice
 Multi axle trucks (MaT)

 Heavy trucks (HT)
 Light Truck (LT)
 Bus (B)
 Mini-bus (MB)
 Car, van, Taxi (C)
 Farm Tractor (TRA)
 Motor- cycle (MC)
41
In addition, the non-motorized traffic was segregated into pedestrians for this road. The classified
count was conducted manually at the road link in taking proper precaution. The resulting average
traffic from the traffic count was adjusted to the average annual daily traffic (AADT) using the DoR
seasonal- variation factor to the month of august. There was no data on variation.
For analytical purpose, the AADT at the road is expressed both in terms of vehicle per day (vpd)
and daily passenger unit (PCU/d) assuming the following PCU factor that are in practice in Nepal.
Table 20: PCU Factor adopted

Vehicle PCU Factor Vehicle PCU Factor
HT 3 TRA 3
LT 1.5 MC 0.5
C 1 Pedestrian 0.25
B 3 Porter 0.4
MB 3 Mule 2
Designing of pavement of a road is based on cumulative Axle Load to which the road will be
subjected to during the design period and the sub-grade strength. During the survey loads of front
wheels and rear wheels of trucks and buses running in opposite directions are measured using
portable weighting scales. Equivalent Factor (EFs) of trucks and buses are calculated by using
following formula (Refer: DoR /Pavement Design Guidelines - Flexible Pavement-2013).
EF = (Total Axle Load/8.16)^4.5
The axle load survey could not be carried out as the road was in very poor condition and not used
by conventional vehicles on a regular basis to obtained valid representative equivalent factors. The
equivalent factors of truck and buses for the road are adopted from factors determined.
5.15 ESTIMATION OF TRAFFIC DATA
Normal and Diverted Traffic Data

To forecast future traffic of a road section after improvement or after construction, it is first
necessary to estimate the level of base year normal traffic of the existing road or track. Generally,
base year volume and composition of normal traffic movements in the existing road are calculated
through Classified Manual Vehicle Counts (CMVCs) or Origin and Destination (O-D) surveys.
Seasonal traffic influences are usually associated with agricultural activities and rainfall. During the
harvesting season, traffic levels are increased due to more movements of labour, transport of
harvested crops and an increase in other associated activities. The impact of rainfall on traffic level
is due to disruptions caused by damage to roads and slides. DoR has developed a set of monthly
traffic seasonal adjustment factors for general use based on the traffic data obtained from regular
counts in different stations on strategic roads.
42
Generated Traffic
Additional journeys can be expected as a result of lower costs of travel. The principle behind
generated traffic is that additional journeys will be made as a result of lower costs of travel on the
improved roads. The number of additional trips is usually based on the reduction in travel and
transport costs, with the response based on the price elasticity. Similar to demand elasticity, price
elasticity is the proportional change in the number of trips per unit change in price. It has been
measured in road appraisal studies in developing countries and usually found to fall in the range -
0.6 to -2.0, with an average of about -1.0. This means that a one per cent decrease in transport
costs leads, on average, to a one per cent increase in traffic. Evidence suggests that the elasticity
of demand for passenger transport is well above that for freight transport. The cost reduction
following improvement depends largely on the existing condition of the track/road. Reductions of
travel and transport costs by 30 to 40 percent can be expected in the case of track or unsealed
roads. With improvements to sealed roads the cost reduction will normally be below 25 percent,
and it is normally considered that there is no significant generation below this level.
Keeping in mind all the above possibilities and difficulties, a generation rate of 15 percent is
assumed to current freight traffic and 40 percent to passenger traffic.
Induced Traffic
Induced traffic can occur when the increased economic growth, as a result of the road
improvement, produces additional traffic on the road. This is not generated traffic, which is
additional traffic resulting directly from a lowering of transport costs, but it overlaps with generated
traffic and care must be taken to avoid double counting if induced traffic benefits are calculated.
The increased economic development associated with the improvement of the sections of the
project road could be in the form of opening up of new tourist facilities and agriculture
development. 10 percent of normal traffic is assumed to be induced traffic after the implementation
of the project.
5.16 TRAFFIC GROWTH
The demand for transport is related to the output of the economy that produces it. Traffic is almost
invariably positively correlated with GDP and traffic growth with GDP growth. The relationship is as
follows:
Q = k (real GDP) ^e(Refer: Guidelines for Traffic Prediction on Rural Highways, IRC 1996]
Where,
Q = some measure of demand for transport,

K = a constant
E = exponent - the elasticity of demand for transport with respect to GDP. Elasticity is the
proportional change in demand per unit change in real GDP, so an elasticity of 0.2 implies a 2
percent growth in transport demand in response to a 10 percent in real GDP.
43
5.17 TRAFFIC FORECASTS
Using the analysis discussed in above paragraphs, the future traffic in the sections of the road is
projected. The generated and induced traffics are assumed to grow similar to normal traffic. The
table given below gives the baseline AADT of the sections of the alignment of the project road.
Table 21:Baseline AADT in VPD & PCU

Vehicle AADT in VPD AADT in PCU
Diverted Normal Generated Total Diverted Normal Generated Total
traffic traffic traffic traffic Traffic traffic
MaT 9 2 5 16 27 6 15 48
HT 20 5 15 40 60 15 45 120
LT 55 2 21 78 82.5 6 63 151.5
B 15 5 30 50 45 15 90 150
Mini B 30 6 6 42 90 18 18 126
Micro B 60 6 8 74 60 18 24 102
C 80 15 40 50 80 45 120 245
MC 150 15 100 265 75 45 300 420
UV 12 0 50 62 12 0 150 162
TRA 5 0 50 55 15 0 150 165
4WD 10 0 20 30 10 0 60 70
Total 446 0 345 762 556.5 168 1035 1759.5
motorized
It is noteworthy that a large numbers of motorcycles will be run in the road after the construction.
This will not affect much in the pavement design and not considered during this stage of the study.
Only vehicles (buses and trucks) are considered for pavement design purpose. Cars, light vehicles
are not further considered. Since ADT of the project road lies in between 2000-5000 in 20 year
perspective period, the project road lies in Class III. Based on above adopted EFs and AADT of
trucks and Buses, a predicted annual traffic growth rate of 5 percent for freight vehicles and 7
percent for passenger vehicles, annual total number of trucks and buses are given in table below.
Table 22: Projected Traffic in AADT

Year/Type MaT HT LT B Mini B Micro Car Tractor MC Remark/
of vehicles B Total AADT
2016 48 120 151.5 150 126 102 245 165 420 1527.5
2017 50 126 159 161 135 109 262 173 449
2018 53 132 167 172 144 117 281 182 481

2019 56 139 175 184 154 125 300 191 515
2020 58 146 184 197 165 134 321 201 551
2021 61 153 193 210 177 143 344 211 589
2022 64 161 203 225 189 153 368 221 630
44
Year/Type MaT HT LT B Mini B Micro Car Tractor MC Remark/

of vehicles B Total AADT
2023 68 169 213 241 202 164 393 232 674
2024 71 177 224 258 216 175 421 244 722
2025 74 186 235 276 232 188 450 256 772
2026 78 195 247 295 248 201 482 269 826
2027 82 205 259 316 265 215 516 282 884
2028 86 216 272 338 284 230 552 296 946
2029 91 226 286 361 304 246 590 311 1012
2030 95 238 300 387 325 263 632 327 1083
2031 100 249 315 414 348 281 676 343 1159
2032 105 262 331 443 372 301 723 360 1240
2033 110 275 347 474 398 322 774 378 1327
2034 116 289 365 507 426 345 828 397 1420
2035 116 289 365 507 426 345 828 397 1420
2036 121 303 383 542 456 369 886 417 1519 4996
Note :
 AADT/ADT lies between 2000-5000, the road is classified as Road Class III as per Functional
classification.
 MaT=Medium Truck HL=Heavy Truck LT=Light Truck B=Bus Micro B=Micro Bus
5.18 DESIGN LOADING FOR PAVEMENT DESIGN
The design traffic is considered in terms of cumulative number of standard axles (in the particular
lane carrying maximum traffic) to be carried for the design life of the pavement. This can be
computed as
N= [365{(1+r)^n -1}/r] *A*D*F(Refer: DoR Pavement Design Guidelines, Flexible Pavement -

2013)
Where,
N = the cumulative number of standard axles to be catered for in the design in terms of msa
A =Initial traffic in the year of completion of construction in terms of number of commercial
vehicles per day
D = Lane distribution factor
F = Vehicle damage factor
n = Design life in year
r =annual growth rate of commercial vehicle (in the absence of detail traffic study r can be
taken as 7% i.e0.07)
The traffic in the year of completion is estimated using the following formula: A*(1+r)^ x
Where,
P = number of commercial vehicles as per the last traffic count;
45
X = number of years between the last traffic count and the year of completion of construction.
Table 23:Estimation of Cumulative Numbers of Vehicles (vpd)

Year/Type of Vehicle MaT HT LT B Remark
1st Year 5840 14600 36865 18250 Road opening 2017
2nd Year 6132 15330 38708 19528
3rd Year 6439 16097 40644 20894
4th Year 6761 16901 42676 22357
5th Year 7099 17746 44810 23922
6th Year 7453 18634 47050 25597
7th Year 7826 19565 49403 27388
8th Year 8217 20544 51873 29306
9th Year 8628 21571 54466 31357
10 th Year 9060 22649 57190 33552
11 th year 9513 23782 60049 35901
12 th year 9988 24971 63052 38414
13 th year 10488 26220 66204 41102
14 th year 11012 27530 69514 43980
15 th year 11563 28907 72990 47058
16 th year 12141 30352 76640 50352
17 th year 12748 31870 80472 53877
18 th year 13385 33463 84495 57648
20 th year 14055 35137 88720 61684
20 th year 14757 36893 93156 66002
Cumulative no of Vehicles 193105 482762.9 1218976 748168
The cumulative equivalent standard axles for the design period are shown in below:
Table 24: Estimate of Equivalent Standard Axles (ESA)

Total, Cumulative
Description MaT HT LT B
ESA
Cumulative number of vehicles
193105 482763 1218976 748168
during design life 1755549,
ESA 1.77 2.63 0.02 0.16
1.76 MSA
Cumulative ESA 341796 1269666.5 24379.53 119707
Total Cumulative Equivalent Standard Axles = 1.76 MSA
5.19 DETERMINATION OF PAVEMENT THICKNESS
As per Overseas Road Note 31 (Fourth Edition ) , based on CBR Value 6 %( Sub grade strength
classes-S3) and traffic loading 1.76 MSA ( Traffic Class- T4), the Pavement thickness is
46
computed as 400 mm . The total thickness of the pavement adopted is 420 mm which includes 20
mm premix carpet.
The detail of pavement composition along the road alignment is discussed herewith:
Table 25: Pavement Composition along the Alignment
Chainage Subbase Base Premix Carpet Total Thickness
(mm) (mm) (mm) (mm)
Ch. 0+000 to Ch. 17+600 200 mm 200 mm 20 mm 420 mm
5.20 RETAINING STRUCTURES
Retaining walls are proposed to restrain soil and accordingly designed. They are used to bound
soils between two different elevations often in areas of terrain possessing undesirable slopes or in
areas where the landscape needs to be shaped severely and engineered for more specific
purposes like hillside farming or roadway over passes. DoR guidelines are followed to fix the base
width and slope of retaining walls. In this project, the retaining structures such as gabion wall,
stone masonry wall and dry stone masonry wall are proposed. The typical retaining structures
adopted for the road and the schedule of retaining wall/breast wall are presented in Volume
3:Drawing.
5.21 TRAFFIC SAFETY
The traffic sign board, RCC delineator post / guard post, RCC kilometer post @ 1 km, RCC km
post @ 5 km, gabion block / stone masonry wall as guard block at the high embankment area /
curve area, high retaining wall at valley side are proposed in order to take traffic safety measures.
5.22 BIO-ENGINEERING WORKS
Slope instability and soil erosion prone zone is observed in Chainage3+900 to 3+ 950. In this
section, bioengineering is proposed along with retaining wall to stabilize the area. The bio-
engineering work includes tree / shrubs as well as grass and bush/hedges plantation. These
include Lajavati, Dubo, Sisnu, Titepati, Bamboo, Utis, Kadam and others.
5.23 CHANGES MADE IN THE DESIGN
As per the design parameters , the exceptional gradient to be provided along the alignment is 12
%. However, due to harsh site condition (like hard stratum / very steep slopes), the gradient
exceeding the exceptional gradient needed to be adopted on the following sections along the
road alignment.(Note: There is no alternative other than shifting the alignment if the gradient to be
kept 12% and below as per site condition).
47
Table 26 Gradient adopted exceeding the exceptional gradient
Chainage Gradient
S. No.
From To Adopted
1 16+172 16+631 13.46%
2 16+631 16+852 14.66%
3 16+852 17+083 14.01%
48
6 ENGINEERING COST ESTIMATE
6.1 QUANTITY ESTIMATE
Rate analysis of each of the items has been carried out according to the approved norms of
DoLIDAR and approved district rates. The rate of items includes contractor’s overhead and profit
@ 15% in accordance to the Government Norms. The detail rate analysis and district rates are
presented in Volume 2.
For estimating the cost of the project, detailed quantity estimation had been done for each item of
works to be included in the project activities. The detail quantity estimates have been provided in
Volume 2: Cost Estimate and the summary sheet of quantity estimation. (Refer Annex I for
summary of quantities).
The cost of the project has been worked out based on the quantity estimate derived from
engineering design and unit rates of each work items. The cost estimate makes provisions for
general items e.g. cost of insurance, provision of site offices, cost of lab tests etc and they are
based on rates for similar items in similar projects. A nominal provision for day works has also
been made in cost estimate. The detailed cost estimate has been provided in Volume 2 :Cost
Estimate of the technical report. The base cost of the project has been estimated to be NRs.
327,556,051.52 . The total cost for rehabilitation and reconstruction of the road project (Package
1) Ch:0+000 to 17+600 Km is NRs. 412,720,624.91 .This total cost includes work charge staff &
Miscellaneous Expenses,Physical contingencies & VAT as per GON rules. The cost of per
construction of works is NRs. 21,030,587.40 per Km inclusive of VAT to Base Cost The abstract
of costs is presented as Annex I of this report. The summary cost estimate is presented in table
below.
Table 27: Summary of Cost
S.N. Description of works Amount (NRs) Remarks
1 General Items 6,320,000.00 1.53%
2 Site Clearance Works 2,054,055.64 0.50%
3 Earthworks 43,666,796.80 10.58%
4 Structural/ Side Drain/ Cross Drainage

138,647,815.49 33.59%
Works
5 Pavement Works 133,506,237.07 32.35%
49
6 Road Furniture / Traffic Sign Board 2,074,549.68 0.50%
7 Bioengineering Works 930,546.84 0.23%
8 Day Works 356,050.00 0.09%
SUM OF ALL
Base Cost(A) 327,556,051.00 ABOVE COSTS
VAT @13%( B) 42,582,286.00 13% OF A
Total Cost including Base Cost and VAT (C) 370,138,338.00 A+B
Cost Per Kilometer of construction works

21,030,587.00 C/17.600
including Base Cost and VAT (D)
Work Charge Staff & Miscellaneous Expenses @
9,826,681.00 3% of A
3%(E)
Physical Contingency @ 10%(F) 32,755,605.00 10% OF A
Grand Total(G) 412,720,624.00 (C+E+F)
6.2 QUANTITY ESTIMATE
The detail quantity estimates is done for each item of works required for rehabilitation and
reconstruction of the road to gravel standard. These have been provided in Volume 2: Cost
Estimate. For summary quantity estimates refer to Appendix I.
6.3 ANALYSIS OF RATES
For estimating the cost of each item of works, prevailing norms of DoLIDAR and DOR for rate
analysis has been used throughout. Rate analysis of each of the items has been carried out
according to the approved norms of DoLIDAR and approved district rates of Fiscal Year
2073/2074. The copy of approved district rates are given in Volume 2: Cost Estimate. For rate of
earthwork quantities, rate for earthwork excavation by machine and manually for roadway and
drain and for foundation of structure is adopted 95% and 5% as carried out by DOR. The detailed
analysis of rates of each items are provided in Volume 2: Cost Estimate.
50
7 ENVIRONMENT PROTECTION MEASURES
During the design of cut slopes consideration have been given to minimize possibility of
destabilization have been considered. Similarly during survey suitable drainage facilities utilizing
discharge to natural drainage channels was looked after and these has been adopted while
designing.
Suitable materials obtained from excavation will be used for embankment filling, and backfilling of
structures. Despite this, the surplus excavated materials obtained will be disposed at construction
site as required. Wherever possible, the surplus spoil will be used to fill eroded gullies, quarries
and depressed areas. Dry stone toe walls are required in some locations for disposal of spoils.
The disposal sites recommended for spoil disposal are listed in table given below:
Table 28: Spoil Disposal Sites

S. No. Chainage Location Remarks
1 3+500 Palungar Municipality Natural depression
2 5+500 Palungar Municipality Stream
3 15+300 Harmi VDC Natural depression
During survey, it has been observed that from Chainage 3+900 to 3+950 is soil erosion prone
zone. In this section, bioengineering works have been proposed along with retaining wall to
stabilize the area. The bio-engineering work includes tree / shrubs as well as grass and
bush/hedges plantation. These include Lajavati, Dubo, Sisnu, Titepati, Bamboo, Utis, Kadam and
others. The total cost of bioengineering works is estimated to be NRs. 930,546.84
51
8 CONCLUSION
Darby Shah Road – DRCN Code No: 36A006R--(Luitel Gaun- Chitre Pokhari ) Project lies in
Gorkha District .The road alignment starts from LuitelGaun of Palungtar Municipality and ends at
Chitre Pokari of Chhoprak VDC. It passes through Palungar Municipality, Harmi, Thalajung,
Chhoprak VDCs.
While considering the improvement of the road to gravel standard, provisions have been made for
adequate cross drainage as well as side drains. However for the preservation of gravel surface it is
important that surface water does not flow through the road surface. As such it is recommended
that during rainy season in construction phase the adequacy of side drains and cross drainage
shall be observed and modification as required shall be made to preserve the road asset. It shall
be noted that a construction period of 18 months from start of works has been considered while
preparing the estimates and any delay in completion of works may cause cost overrun.
Darby Shah Road in Gorkha district is given a high priority as it provides access to district
headquarters and other parts of the country. After the road upgrading, the road can provide a
better accessibility to the hinterland people. Local products can get market with improved
transportation facility, so that people from the area may have better earning opportunities. And,
ultimately it helps to boost up the economy of the area.
References
CBS, 2012. National Population and Housing Census 2011. Kathmandu, Nepal: Central Bureau of
Statistics (CBS).
DoLIDAR, 2014. Nepal Rural Road Standards (2055) 2ndRevision 2071. Kathmandu, Nepal:
Department of Local Infrastructure Development and Agricultural Roads (DOLIDAR), Ministry
of Federal Affairs and Local Development (MoFALD).
DoR, 2013. Nepal Road Standard 2070. Kathmandu, Nepal: Department of Roads (DoR), Ministry
of Physical Infrastructure and Transport (MoPIT).
52

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Technical Main Report

EXECUTIVE SUMMARY ..................................................................................................... II

List of Figures ..................................................................................................................... VII

1.1 GENERAL .................................................................................................................12

2.1 DESK STUDY ...........................................................................................................14

3.1 ZONE OF INFLUENCE ...........................................................................................23

3.7 COMMUNITY DEVELOPMENT FACILITIES .......................................................24

4.1 GENERAL .................................................................................................................25

5.1 GENERAL .................................................................................................................32

5.19 DETERMINATION OF PAVEMENT THICKNESS ................................................46

6.1 QUANTITY ESTIMATE ...........................................................................................49

Figure 1 Geological Subdivision of Nepal Himalaya ..................................................................... 16

Table 25: Pavement Composition along the Alignment ............................................................... 47

g) Grand Total NRs. 412,720,624.00

ADB Asian Development Bank

CBR California Bearing Ratio

CUM Cubic Metre

DCP Dynamic Cone Penetrometer

DDC District Development Committee

DoLIDAR Department of Local Infrastructure Development and Agricultural

DoR Department of Roads

DPR Detail Project Report

DRCN District Road Core Network

DTMP District Transport Master Plan

DTO District Technical Office

EEAP Earthquake Emergency Assistance Project

EMP Environment Management Plan

FGD Focus Group Discussion

GoN Government of Nepal

IEE Intial Environmental Examination

NRRS Nepal Rural Road Standard

PCU Passenger Car Unit

RoW Right of Way

SDC Swiss Agency for Development and Cooperation

Sqm Square metre

ToR Terms of Reference

VDC Village Development Committee

VPD Vehicle per Day

ZoI Zone of Influen

1.2 PROJECT BACKGROUND

1.3 GENERAL FEATURES OF THE DISTRICT AND SUB PROJECT AREA

1.4 SCOPE OF THE WORK

a. Detailed engineering survey of the road including fixing of centerline,

 Discussions and meetings with the Client and stakeholders

2 ENGINEERING SURVEY AND STUDY

2.1 DESK STUDY

 Maps and previous reports

2.2 WORKING TEAM

The working team has included the following members:

 Highway or Transport Engineer(Team Leader) Mr. Hare Krishna Shrestha

2.3 PRE – SURVEY ACTIVITIES

2.4 TOPOGRAPHICAL SURVEY

Establishment of Control Points / Benchmarks

Traverse and Fly Leveling

Centerline and Cross Section Survey

2.5 GEOLOGICAL OBSERVATION

Figure 1 Geological Subdivision of Nepal Himalaya

Source: Geological Map of Nepal

The detail of geology of the road alignment is given below: