gokul marg

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Table of Contents

1. Introduction ............................................................................................................................... 1

1.1 Background ....................................................................................................................... 1

1.2. Objectives ......................................................................................................................... 1

1.3. Scope of Work .................................................................................................................. 1

1.4. Appointment of Consultant ........................................................................................... 2

1.5 Mobilization Consultant Team ......................................................................................... 2

2. Appreciation of the Project and Field Visit .............................................................................. 3

2.1 Project Status .................................................................................................................... 4

2.2 Alignment ......................................................................................................................... 5

2.3 Drainages System.............................................................................................................. 6

2.4 Roadside Drains ................................................................................................................ 7

3. Economic Analysis ................................................................................................................... 7

3.1 Estimating Cost ................................................................................................................. 7

3.2 Salvage Value: .................................................................................................................. 8

3.3 Estimating Benefits: .......................................................................................................... 8

3.4 Vehicle operating costs ..................................................................................................... 8

3.5 Road maintenance benefits ............................................................................................... 9

3.6 Time-savings ..................................................................................................................... 9

3.7 Reduction in Accident Cost: ............................................................................................. 9

3.8 Economic development benefits ..................................................................................... 10

4. Engineering Survey ................................................................................................................. 11

5 Engineering Design of Road ................................................................................................... 13

5.1 General ............................................................................................................................ 13

5.2 Geometric Design of Highway ....................................................................................... 13

5.2.1 Special Design Features .......................................................................................... 14

6. Traffic Survey and Study ........................................................................................................ 17

6.1 Objective/Purpose .......................................................................................................... 18

6.2 Traffic Count Survey ...................................................................................................... 18

6.3 Estimating Traffic Flows ................................................................................................ 18

6.4 Traffic Growth Factor: .................................................................................................... 19

7. Geology and Geo-technical Investigation:.......................................................................... 24

7.1 Geology: .......................................................................................................................... 24

7.2: Geotechnical Investigation: ............................................................................................ 25

8 Design of Pavement ................................................................................................................ 26

8.1 General ............................................................................................................................ 26

8.2 Traffic Count Results and Projected ESAL ................................................................... 26

8.3 Pavement Design ............................................................................................................ 28

9. Hydrological Investigation...................................................................................................... 31

10. Cross Drainage Design ....................................................................................................... 31

11. Construction Methodology ................................................................................................. 33

11.1 General ........................................................................................................................ 33

11.2 Widening of Road Formation ......................................................................................... 33

11.3 Construction of Granular Sub-base ................................................................................. 33

11.4 Construction of Granular Base Course: .......................................................................... 34

11.5 Construction of Double Bituminous Surface Dressing/ Otta Seal .................................. 35

12. Cost Estimate: ..................................................................................................................... 35

12.1 Engineers Estimates ........................................................................................................ 35

12.1.1 General Introduction ............................................................................................... 35

12.1.2 Unit Rates................................................................................................................ 35

12.2 Quantities and Cost Estimates for Road Construction .................................................... 35

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List of Tables Table 1.A: Benefits and Costs as per Option 1.A Table 1.B: Benefits and Costs as per Option 1.B Table 2 Table of Benchmark Details Table 3: Design Parameters Table 4: Classified Manual Vehicle Count Table 5: Equivalent Standard Axle Load per unit Table 6: Computation of Equivalent Standard Axle Load and Projection Table 7: Pavement Thickness Design Table 8: Grading Envelop for Gravel Table 9: Physical Requirements of Graded Crushed Stone Table 10: Grading envelope for Graded Crushed stone base and sub-base Table 11: Adopted Abstract of Cost for 7m width DBST Carriage way and 1.4m width SBST

Shoulder both sides as per Nepal Urban Road Standard (Draft) incorporated with Nepal Road Standard.

List of Figures Figure 1: Srijana Chowk Figure 2: Entrance of Gokul Marga Figure 3: Starting Point of Gokul Marga Figure 4: Minor Bridge at 0+715 Figure 5 A glimpse of a Road Figure 6: An interface of SW-Roads Figure 7: Format for production of quantity calculation Figure 8: Format for Production of Summary and Extract of Quantities Figure 9: Public Transport Figure 10: Types of Traffic at Gokul Marga Figure 11: Daily Variation of Traffic flow Figure 12: Geological Map of the Area Figure 13: Load dial reading Vs. Penetration graph of sample 1 Figure 14: Load dial reading Vs. Penetration graph of sample 2 Figure 15: Bridge Location in Gokul Marg Figure 16: Existing Bridge and the Condition

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1. INTRODUCTION 1.1 Background The second component under the Urban Governance Development Project (UGDP) – Emerging Towns Projects (ETP), under the funding of the World Bank, covers the socio-economic infrastructure development in the six candidate Municipalities identified in the first phase of implementation. The six municipalities are Baglung, Tansen and Lekhnath in Western Region and Itahari, Dhankuta and Mechinagar in the Eastern Region. Upon the request from the Municipalities for their respective priority infrastructure projects, the Town Development Fund (TDF) has approved grant to each of these mentioned municipalities to finance the Feasibility Study and Detailed Engineering Design for seven sub–projects to be implemented at the initial stage as Fast Track sub–projects. The above municipalities were asked to prioritize projects having least environmental and social issues so that these sub-projects could be undertaken for immediate implementation as fast track sub-projects. The successful implementation of these fast track sub-projects by the municipalities will further attract more of such infrastructure projects within the municipalities in the coming years. For the purpose of carrying out the consulting services, the sub-projects are grouped into two Packages. The Package–1, for which this consultant is responsible for the services as per the Terms of Reference, consists of the following five sub-projects:

a) Beautification of Entrance Gate – Mechinagar Municipality b) Gokul Marg Blacktop Road, Northern Part – Mechinagar Municipality c) Sahid Marg Construction – Mechinagar Municipality d) City Area Surface Drainage Improvement, East – West Highway Segment – Itahari

Municipality e) Municipal Office Access Road – Baglung Municipality

1.2. Objectives The objectives of the consulting services subject to this Terms of References are to elaborate sub-project, based on the analysis of the physical, economic, financial, social, environmental, legal and institutional aspects prevailing in the area and alternative scenarios for the development of the proposed sub–project components. 1.3. Scope of Work The scope of work is divided into three phases for each of the sub-projects in the three municipalities. The consultant needs to carry out his obligations as per the Terms of References in three phases in succession one after the other. The consultant needs to move to the next phase only after review, decisions on modalities and approval of the first phase by the respective municipalities and clearance by The TDF. Though the consultant is working for the municipalities, TDF, the grantor of the assignment, will also monitor the consultant’s works. The three phases of the scope of works for each of the sub-projects are as follows:

1. Phase I: Project Concept and Feasibility Support In the Phase I of the Scope of Work the consultant should carry out the works which includes but not limited to the following specific steps:

A conceptual design and development of the proposed sub-project

Technical, financial and economic analysis

Examination of the critical risks and the problems (e.g. financial, social, legal and institutional risks)

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Operational feasibility

2. Phase II: Project Engineering Design Support After approval of the feasibility study and sub-project modalities by the municipalities and clearance by the TDF, the consultant will carry out the Phase II Scope of Work which includes but not limited to the following specific steps:

Recommendation, based on feasibility study and agreed modalities the consultant should carry out detailed engineering works , including the followings:

Complete detailed engineering design documents and detailed cost estimates;

Implementation Schedule;

Draft tender documents;

3. Phase III: Project Concept and Feasibility Support After approval of the subproject modalities and the engineering design by the municipalities and approval of project financing by TDF, the consultant will assist the municipalities with documents that facilitate the project implementation which includes;

Construction Schedule ;

Tender Documents; A broad description of the scope of works is described in the three phases above. However, there are few more project specific scopes of works according to the nature of the sub-projects. Terms of References, which is included with this report as an annex, describes the scope of works in detail for each of the following sub-projects;

a) Beautification of Entrance Gate – Mechinagar Municipality b) GokulMarg Blacktop Road, Northern Part – Mechinagar Municipality c) SahidMarg Construction – Mechinagar Municipality d) City Area Surface Drainage Improvement, East – West Highway Segment – Itahari

Municipality e) Municipal Office Access Road – Baglung Municipality

1.4. Appointment of Consultant To carry out the consulting Services for Feasibility Study and Detailed Engineering Design of Fast Track Sub-projects under Urban Governance and Development Program, Emerging Towns Project was awarded to MEH/CIS JV. The Contract agreement for the services was signed on January 18, 2012 between the employer and the consultants. The consultant has commenced its service from 25th of January,20012. The assignment of the consulting services will complete within four and half months from the start date. The office of the consultant is set up in the premise of the MEH Consultant’s head office located in New Baneswar. 1.5 Mobilization Consultant Team The Consultants Team includes: Professional Staff Designation 1. Mr. P. J. Shah Road Design Engineer /Team Leader 2. Mr. A. M. L. Das Sanitary/ Drainage Engineer/Dy. Team Leader 3. Mr. S. K. Karna Geotechnical Engineer/Specialist 4. Ms. S. Shrestha Architecture/Planner/Specialist 5. Mr. G. M. Tamrakar Civil Engineer/Specialist 6. Mr. G. K. Karna Survey Coordinator/Specialist 7. Ms. N. Shrestha Draftsman/CAD Operator/Specialist 8. Mr. S. S. Karki Environmental Specialist/Specialist

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9. Mr. K. R. Mishra Social Safeguard Specialist/Specialist 10. Mr. Y. R. Tamrakar Economist-Financial Expert/Specialist 11. Mr. R. R. Adhikari Civil Overseer/Specialist 2. APPRECIATION OF THE PROJECT AND FIELD VISIT Field Survey and The consultant team members visited the site in February and have familiarized with the site condition, existing road design, standards adopted were verified with the alternative option as identified during desk study. The Team made a walk over survey along the full lengths of these sub-projects in all the municipalities to assess presently existing physical, environmental and social conditions. However, for two road sub-projects GokulMarg and SahidMarg in Mechinagar Municipality, the team has to drive along the road to assess the present status. The team identified and took note of the natural watercourses requiring cross-drainage structures. Similarly, settlement in the urban areas that may be affected by the widening of the road and the possible mitigation measures for improvement has been noted. It was observed that for whole of the proposed road length, only one major watercourse, over which a culvert exists, is there. Therefore no meticulous study or planning is deemed necessary for cross drainages. As the existing road is built entirely in the shallow embankment and there is no notable evidence of inundation and water logging, it is assumed that there will be no need of road side drains except in the built up areas near the start of the project and Pratibha Chowk.

Figure 16: Srijana Chowk

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Socio-environmental condition and issues on physical, biological, socio-economic, cultural aspects has been identified and are included in the Social Report. Similarly, property to be acquired, if any, has been in general assessed. From our preliminary design and study at field there is no need to acquire the additional land, since the Municipality have already allocated11m on either sides of the road centre line, within which the road will be constructed. However, there are few temporary houses/shops and few boundary walls of residential buildings and school built within the road corridor. The consultant, after thorough study of possible alternative alignments, has concluded that the present road corridor is the optimum alignment from technical and economic point of view. Thus, the consultant has followed the present road central line to carry out the detail design of the road without crossing the limits of the road corridor. 2.1 Project Status The Gokul Marg starts from the East-West highway at the Itabhatta Chowk. This road serves as access to Ward-4 which is one of the emerging settlements within the municipality. The road is about 2.5 kilometers under the sub-project along the Gokul Marg. It starts from Itabhatta Chowk in the East-West Highway and ends at approximately 2.5 kilometers north along the Gokul Marg. Presently the road section to be improved has a graveled surface covering almost the entire length of the road and it is built in embankment. At the start of the project, the road carriageway is clear from the encroachment. However, the road corridor which is 11 meters from the centre line of the road on either side as informed by the municipality Engineer, needs clearance. This may not pose any social complication because the houses built there are mostly of temporary nature. The other place which has permanent houses inside the proposed right of way is the Pratibha Chowk. But the road carriage way is clear of any obstructions. Apart from the above two areas there is one Adarsh Madhyamik Viddyalaya, a school, whose boundary wall encroaches the right of way but not the carriage way. The road ends at the Srijana Chowk in the north. The road alignment runs north-south thus causing minimum drainage problems. The road shall be constructed entirely in the embankment with very few cross drainage structures. The cross drainage structures will facilitate the irrigation canals to pass from one side of the road to the other. There is only one natural drainage system existing along the entire length of the road. A culvert is constructed over it. Environmentally, the road project should pose no adverse effect in the area. The road passes through the agricultural area and it does not need felling of any trees for the purpose. It is observed that urbanization is fast growing alongside of the road. It can be expected that in the future it will grow more after the road is constructed. Along with urbanization few small and medium industries are likely to come up as the border with India is very close.

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Figure 17: Entrance of Gokul Marga

2.2 Alignment The road corridor lies in the flood plains of the Ninda River in the west and other small rivulets in the east. It starts from the foothill of the Siwalik range in the north and ends at the Gangetic plains in the south. The general geology of the project area is alluvial deposits comprising silts, sand and clay as found in all over Terai region of the country. Most part of the land on either side of the road corridor is under cultivation and in the remaining part semi-urban and rural settlements and shops markets are either developed or are fast developing as ribbon development. More detail about the general land use is included in the social report. The existing alignment of the road from is the most suitable alignment for the development of that ward of the Mechinagar Municipality. The municipality has demarcated the 22m wide corridor of the whole length of alignment. The existing road is a double lane gravel road with varying width of carriageway. The formation width of the road also varies. The carriageway width varies from 9 to 10 meters wide at the start and up to 9 meters along most of the road length. For about first 200 meters length of the road and near Pratibha Chowk, the alignment passes through the settlement area. The rest of the alignment passes through the rural and scattered settlements.

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East-West Highway Go

ku

l M

arg

a

Figure 18: Starting Point of Gokul Marga

2.3 Drainages System Gokul Marg Road is an existing trafficable two lane graveled road. The road alignment, starts at the Itabhatta Chowk and follows the existing road up to the end of the sub-project after passing Pratibha Chowk in between. There is only one properly constructed minor slab bridge having two spans. Apart from the existing minor bridge, there is no other culvert properly constructed.

Figure 19: Minor Bridge at 0+715

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2.4 Roadside Drains At present there are no properly constructed road side drains except at the start of the sub-project for about 300 meters length, Rest of the road has no road side drain because the road is built entirely in shallow embankment. There is no need of road side drains. 3. ECONOMIC ANALYSIS 3.1 Estimating Cost The cost of a road project consists of the total cash expenditure incurred over the project’s life. There are two main components of this:

investment cost – development (construction and upgrading), renewal, rehabilitation; and

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

Road Type Activity Cost Range (units)

Paved and unpaved Routine and recurrent 1 to 5

Paved and unpaved Periodic 4 to 5

Paved Strengthening Overlay 25 to 40

Paved Rehabilitation 60 to 100

Option 1.A Abstract of Cost of DBSD Gokul Marga (7m Road Inclusive of 1.4m SBST

Shoulder both sides from 0+000 to 1+350)

S.No. Items Description Unit Amount Remarks

1 General NRs. 442,524.68 2 Site Clearance NRs. 445,263.68 3 Earthwork NRs. 6,125,287.91 4 Pavement Work NRs. 17,504,794.10 5 Bituminous Work NRs. 15,123,322.53 6 Retaining or Breast Wall NRs. 107,257.56 7 Water Management NRs. 588,341.30 8 Road Furniture and Traffic Safety Measures NRs. 55,361.54 9 Bio-engineering Works NRs. 21,089.70 10 Provisional Sums NRs. 250,000.00 A Grand Total Amount NRs. 40,663,243.00 B Add10% Contingencies (10% of A) NRs. 4,066,324.30 C Total amount with Contingencies (A+B) NRs. 44,729,567.30 D Add 13% Value added Tax (VAT) (13% of A) NRs. 5,286,221.59 E Total Amount inclusive of Contingencies and VAT (C+D) NRs. 50,015,788.89

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Hence, Estimated Cost per Km section of the Road NRs. 19,454,507.89 The total cost of 50.016 million has been used for the purpose of economic analysis in the case of Option 1.A. The Cost was depicted as per width of the Carriage way demanded by the Public.

Option 1.B

Abstract of Cost of DBSD GokulMarga (5.5m Road Inclusive of 2.15m SBST Shoulder both sides from 0+000 to 1+350)

S.No. Items Description Unit Amount Remarks 1 General NRs. 442,524.68 2 Site Clearance NRs. 443,715.21 3 Earthwork NRs. 5,533,157.48 4 Pavement Work NRs. 17,496,672.90 5 Bituminous Work NRs. 12,920,686.02 6 Retaining or Breast Wall NRs. 107,257.56 7 Water Management NRs. 588,341.30 8 Road Furniture and Traffic Safety Measures NRs. 55,361.54 9 Bio-engineering Works NRs. 21,089.70 10 Provisional Sums NRs. 250,000.00 A Grand Total Amount NRs. 37,858,806.38 B Add10% Contingencies (10% of A) NRs. 3,785,880.64 C Total amount with Contingencies (A+B) NRs. 41,644,687.02 D Add 13% Value added Tax (VAT) (13% of A) NRs. 4,921,644.83 E Total Amount inclusive of Contingencies and VAT (C+D) NRs. 46,566,331.85

Hence, Estimated Cost per Km section of the Road NRs. 18,112,781.80 The total cost of 46.566 million has been used for the purpose of economic analysis in the case of Option 1.B. The Cost was depicted from the Carriage way width as per Traffic data collection from the location as well as Nepal Road Standard incorporating public demand too. 3.2 Salvage Value: Due to the nature of pavement it is always not possible that each alternative have its life used up precisely at the end of the analysis period. One or more alternative may have some remaining value of life at a time (IS: 13174 Part II 1994). The final item in such cost analysis is salvage value at the end of the performance period, which in this instance is 10 years. In any event, discounting back from as far out as 20 years results in a reduction to only 13 % of the capital cost. (ISSN: 0975-5462, Vol. 4 No.03 March 2012, Mrs. Vidya Nitin Patil et al. / International Journal of Engineering Science and Technology (IJEST)) 3.3 Estimating Benefits: For major roads, the following benefits are normally considered:

Vehicle operating costs (VOCs)

Road maintenance benefits

Time savings

Reduction in accident costs

Economic development benefits 3.4 Vehicle operating costs

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VOCs are normally reduced when a road is improved. Road users perceive the savings through lower expenditures in the following areas:

Fuel consumption

Lubricating oil consumption

Spare parts consumption

Vehicle maintenance labour

Tyre consumption

Vehicle depreciation

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

Road Department). 3.5 Road maintenance benefits Maintenance savings can normally be expected with the following types of projects:

paving a gravel road where traffic levels have exceeded the level of economic surface maintenance; and

Rehabilitation or renewal of a paved road that has deteriorated badly, since the improved road is less costly to maintain than the existing one.

Due to the current trend of maintenance, road maintenance cost at present is not considerable amount, hence this is not considered in our study. 3.6 Time-savings Shorter road alignments and higher average speeds will lead to savings of time. The benefits of shorter journey times will accrue to passengers being carried and to the commercial vehicle fleet because higher vehicle utilization can be achieved. The time costs of commercial vehicles include standing costs, such as crew wages, vehicle depreciation and interest on capital. Travel time-savings for passengers in buses and private cars should be divided into time-savings during working hours and during non-working hours. In the absence of better data, working time can be valued at the average wage rate, plus an element to cover social overheads. The value of non-working time depends on the willingness to pay for time by those who are commuting or traveling for private purposes. Normally there are little or no data on this aspect. It can be argued that, when unemployment is high and wages are low, the value of time is insignificant. However, the occupants of cars are normally from the highest income group of society, and are likely to value time relatively highly. Non-working time is then valued at a proportion of working time, typically in the range of 0–50 per cent. Time saving can be utilized by both vehicle and goods/passengers. If the vehicle reaches its destination on time, it can be used in other important works, or it can also stay idle which both costs money. For the analysis of time saving minimum cost is taken for vehicles’ use than its actual value. 3.7 Reduction in Accident Cost: In addition to the humanitarian consequences of reducing road deaths and injuries, a strong case can be made for reducing accidents solely on economic grounds, as they consume massive financial resources that countries can ill afford to lose.

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A study carried out of national accident costs in different countries (Jacobs et al.2000) expressed these as a percentage of Gross National Income. Results ranged from 0.3 per cent in Vietnam, and 0.5 per cent in Nepal and Bangladesh, to almost 5 per cent in the United States, Malawi and Kwa Zulu Natal in South Africa. It should be noted that, in this analysis, the costs determined by the different countries have been used directly and not amended in any way. However, relatively little is known about the accuracy of the costing procedures used in each country; for example, whether or not under-reporting of accidents has been taken into account; how damage-only accidents have been assessed; what sums (if any) have been added to reflect pain, grief and suffering; if the human capital approach has been used, etc. The study shows total accident cost to be around 1% of Gross National Income. The major income of this area has been identified as agriculture. Total influence area of this road has been identified as nearly 8500kathas. Out of which agricultural area can produce income of 40,00,000 per year. 3.8 Economic development benefits The economy in the vicinity of the road may benefit if a road is improved or new access is provided. It may be easier to make trips to farms or markets, or other commercial centres. There may be benefits to agricultural producers because of reduced transport costs, which enable higher prices to be obtained at the farm gate for goods that are produced. Table 1.A: Benefits and Costs as per Option 1.A

Year

Co

nstr

ucti

on

Co

st,

Mill.

Rs.

Main

ten

an

ce

Co

st

To

tal C

ost

Salv

ag

e V

alu

e

User'

s C

ost

Savin

g

To

tal B

en

efi

t

Net

ben

efi

t

NP

V

IRR

Calc

ula

tio

n

To

tal C

ost

To

tal B

en

efi

t

50.02

1 50.02 0.25 50.27 0.00 8.72 8.72 -41.55 -

37.10 -34.61 44.88 7.78

2 0.00 0.25 0.25 0.00 9.15 9.15 8.90 7.10 6.18 0.20 7.29

3 0.00 0.25 0.25 0.00 9.61 9.61 9.36 6.66 5.41 0.18 6.84

4 0.00 0.25 0.25 0.00 10.09 10.09 9.84 6.25 4.74 0.16 6.41

5 0.00 3.00 3.00 0.00 10.59 10.59 7.59 4.31 3.04 1.70 6.01

6 0.00 0.25 0.25 0.00 11.12 11.12 10.87 5.51 3.63 0.13 5.63

7 0.00 0.25 0.25 0.00 11.67 11.67 11.42 5.17 3.18 0.11 5.28

8 0.00 0.25 0.25 0.00 12.26 12.26 12.01 4.85 2.78 0.10 4.95

9 0.00 0.25 0.25 0.00 12.87 12.87 12.62 4.55 2.44 0.09 4.64

10 0.00 0.25 0.05 6.50 13.51 20.01 19.96 6.43 3.21 0.02 6.44

13.72 0.00 47.57 61.28

NPV @ 12 % DF (in Rs Million) 13.72

IRR 20.04%

BC Ratio @ 12% DF 1.29

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

Year

Co

nstr

ucti

on

Co

st,

Mill.

Rs.

Main

ten

an

ce

Co

st

To

tal C

ost

Salv

ag

e V

alu

e

User'

s C

ost

Savin

g

To

tal B

en

efi

t

Net

ben

efi

t

NP

V

IRR

Calc

ula

tio

n

To

tal

Co

st

To

tal B

en

efi

t

46.57

1 46.57 0.23 46.80 0.00 8.72 8.72 -38.08 -

34.00 -31.06 41.78 7.78

2 0.00 0.23 0.23 0.00 9.15 9.15 8.92 7.11 5.93 0.19 7.29

3 0.00 0.23 0.23 0.00 9.61 9.61 9.37 6.67 5.09 0.17 6.84

4 0.00 0.23 0.23 0.00 10.09 10.09 9.85 6.26 4.36 0.15 6.41

5 0.00 2.79 2.79 0.00 10.59 10.59 7.80 4.42 2.81 1.59 6.01

6 0.00 0.23 0.23 0.00 11.12 11.12 10.89 5.52 3.20 0.12 5.63

7 0.00 0.23 0.23 0.00 11.67 11.67 11.44 5.18 2.75 0.11 5.28

8 0.00 0.23 0.23 0.00 12.26 12.26 12.02 4.86 2.35 0.09 4.95

9 0.00 0.23 0.23 0.00 12.87 12.87 12.64 4.56 2.02 0.08 4.64

10 0.00 0.23 0.05 6.05 13.51 19.56 19.51 6.28 2.54 0.02 6.30

16.85 0.00 44.29 61.14

NPV @ 12 % DF (in Rs Million) 16.85

IRR 22.61%

BC Ratio @ 12% DF 1.38

4. ENGINEERING SURVEY The consultant to accomplish the detailed engineering design, entailing the geometric design of main carriageway and footpaths at places, drainage locations and structures etc. will be carried out during detail field survey and study. In the course of field survey, following types of surveys are normally needed:

Walkover survey

Reconnaissance Survey

Chainage Survey

Base Line Survey

Center Line Survey

Topographic Survey Out of the above surveys, walkover, reconnaissance surveys are already carried out and the findings are already given under Project Status above. Chainage Survey: Chainage Survey will be carried out prior to establishing the Baseline and BM for detail survey. During this survey, centre line pegging at intervals of 20m as mentioned in ToR shall be carried out. If possible chainages will be written in the pegs and driven at the edge of the road at the same intervals as centre line. This helps in tracing the important features of the road during detail survey. This survey will be applicable for all road surveys.

Base Line Survey: The horizontal and vertical coordinates are arbitrarily fixed as the length of road is not long. These arbitrary co-ordinates can be tied to the national grid if needed. D-cards were prepared for all the Baseline stations established along the project road. Centreline Survey: After establishing the horizontal and vertical control points through Baseline the consultant will carry the centreline survey. The purpose of the centreline survey is to fix the

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existing centreline of the road and check whether the existing centreline could be followed for the improvement. It will help to identify whether the shifting of alignment was necessary from various points of views such as use of existing structures, avoiding the additional land acquisition etc. Topographical Survey: The topographical survey for road consists of a strip survey along the existing road alignment and corridor covering up to its right of way. The detailed survey shall include among other, the benchmark survey, traverse survey along the proposed centre line and detail topographic survey for the production of Digitized Terrain Model (DTM). Similarly, the survey work will include established base line stations, horizontal control points and permanent reference beacons plus re-establishment of the horizontal and vertical alignment and cross-section. It will also include existing houses, electric and telephone poles, trees, culverts and any other structure along the road within the road corridor. All survey works shall be carried out using total stations, EDM and leveling machines to obtain comprehensive topographic surveys for use as the basis design and improvement. In general, the Topography Survey covers the following tasks. However, its coverage is not limited to the followings only.

a) Topography with details such as: trees, water bodies, high-flood level b) Existing road details such as: formation width, paved area, access roads, bus bays,

footpath, parking places, traffic signs, islands, signals and ROW limits c) Existing cross-drainage details such as: pier, abutment, railing, river training works d) Existing power line details such as: high-tension poles, low-tension poles, transformers,

manholes e) Existing telecommunication details such as: poles, man-holes, cabinets f) Existing water supply line details such as: supply mains, valves, valve chambers,

hydrants g) Existing sewer line details such as: trunk sewers, manholes h) Existing buildings such as: religious shrines, governmental building, residential building i) Production of a map of 25m wide road corridor in 1:1000 scale and with 0.2 m contour

interval j) Establishing bench-marks at a maximum distance of every 500m or less depending upon

the visibility of points along the road. Details of the topographical survey drawings and the digital terrain model developed using the topographical data are shown in the Volume II drawings.

Table 2 Benchmark Details

Serial No. Easting X

Northing Y

Reduced Level Z Remarks

1 12583.177 51588.186 132.403 IBM

2 12575.981 51456.982 132.235 IB33

3 12577.701 51134.308 134.401 IB34

4 12571.446 50876.963 137.610 IBM

5 12561.241 50998.620 136.552 IBM

6 12561.392 50983.878 137.114 IB1

7 12563.266 50972.070 137.393 IB1#

8 12525.525 52730.531 128.344 IBM

9 12473.146 52135.793 125.438 IBM

10 12447.357 51527.060 121.921 IBM

13

5 ENGINEERING DESIGN OF ROAD 5.1 General The geometrical design is prepared to meet all the the parameters given in the term of reference. The engineering design for road upgrading work mainly consists of the followings;

Design of Main Carriageway)

Design of Service Road

Design of intersections, if any.

Design of Service roads, if any. The structural design of different elements of the Highway involves the design of the following elements separately.

Geometric design

Pavement design

Road side drain design

Cross-drainage structure design Generally, the Highway design is carried out to include the following elements as given in the terms of reference.

Design of the vertical and horizontal alignment for a design speed of 60 kmph

Design of highway carriageway cross-section

Design of cut and fill slopes

Structural design of retaining structures

Structural design of all RCC structures (excluding the bridges and the underpasses, if any)

Production of design drawings showing plan in 1:1000 scale, longitudinal profile in 1000H:100V scale cross sections at 10m interval in 1:100 scale

All the coordinates in the drawings are in referenced arbitrarily. The detail design and the drawings of the road are presented in separate volume. 5.2 Geometric Design of Highway The geometric design effectively superimposes a new, designed surface over the existing ground surface. The existing ground surface, modeled as a digital terrain model (DTM), is prepared from a detailed topographical survey carried out using accurate survey instruments such as Total Station, EDM and Leveling Machines. Geometric design is then prepared digitally, using the standard parameters of single lane carriageway with, as discussed and agreed during the inception report presentation and meeting held there after and demand of the present volume of traffic along the road. The design parameters given in the terms of reference are included while preparing the geometric design. The computer-aided design process then maps the design surface over the existing ground surface and evaluates quantities, profiles, and surface intersections, (fills, cuts etc) and produces design drawings and quantity estimates. The design of road was prepared using AutoCAD and design software produced by Softwel Pvt. Ltd as follows:

SW_ DTM for Digital Terrain Modelling

SW_ Road for Highway Design These two soft wares SW_DTM and SW_Road are widely used in Nepal for the design of roads of all classes.

14

SW_DTM is software developed by Softwel Pvt. Ltd. And it provides complete package solution for Digital Terrain Modeling. This software has interactive module for plotting of survey points, triangulation and plotting of contours at any contour points at any contour interval. The program provides facilitation to extract data and draw plan, profile/cross-sections for any alignment and can be plotted in AutoCAD in any scale along with the data extraction as required by the users. As mentioned in ToR, contours are drawn in 0.2m intervals to prepare the DTM for design purposes. All the features like, roadside structures. Telephone poles, electric poles, transformers, tress, shrines, buildings etc are shown in the DTM. SW_Road is road designing software which has already been used for the design of existing Belhiya-Butwal Road for upgrading to six lane standards. This software generates precise road design outputs considering all parameters of road design. It produces all plans, profiles and the cross-sections. The quantity calculation is done by the software and the output obtained in Excel format and drawings such as plans, profiles and cross-sections are produced in AutoCAD file format.

Figure 20 A glimpse of a Road

5.2.1 Special Design Features

Longitudinal Gradient/Radius of Curvature: The Nepal design standards were adhered to, for the design of the project road. The existing curvatures along the road, which were less than that required for 60kmph design speed, were increased as far as possible but near the Punya Chowk it is not possible to increase the curvature for design speed.

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

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

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

Where, =super elevation

= coefficient

= design speed in kmph

=radius of curvature C=constant

15

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

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

Table 3: Design Parameters

SN Descriptions Inputs Unit Notes 1.0 Carriage Way 1.1 Road Width 9 m 1.2 Camber Slope 3 %

1.3 Camber Side 1 2 for Hill Side, 1 for Both Side

2.0 Vertical Alignment Design 2.1 Design Speed 60 Km/hr 2.2 Stopping Sight Distance 80 m 2.4 Minimum Change in Grade 1.5 % 3.0 Super Elevation Design

3.1 Maximum Outer Edge Slope (1in..) 60 m

3.2 Normal Outer Edge Slope (1in..) 100 m 3.3 Minimum Super Elevation 3 % 4.0 Extra Widening Design

4.1 Extra Widening Transition Rate 0.1 m/m For Extra Widening Totally Outside the Curve

4.2 Fixed Transition Length 10 m Fixed Length Irrespective of Widening

4.3 Extra Widening Placement Method 1

0 for Totally Inside, 1 for 1/3 Inside, 2 for Totally Outside

4.4 Extra Widening Transition Length Calculation 0

0 for Transition Rate, 1 for Fixed Length

5.0 Right of Way 5.1 Right of Way 11 m Either Direction 6.0 Starting Chainage 6.1 Starting Chainage 0 m

Plotting of Drawings: The Highway design software SW_Road, as mentioned above, generates the drawings, which can be plotted in AutoCAD format as shown in the figure below. Few sample drawing generated by the soft were are presented as follows.

16

Figure 21: An interface of SW-Roads

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

Figure 22: Format for production of quantity calculation

17

Figure 23 Format for Production of Summary and Extract of Quantities

6. TRAFFIC SURVEY AND STUDY Transport Planning requires understanding of all types movements of all types of modes of transport. This includes vehicles, pedestrian carts etc. The understanding of transport planning involves determination of vehicle or pedestrian numbers, types of vehicles. Apart from these, it also involves vehicle speeds, weights, and origin and destinations. To determine the numbers of vehicles and the pedestrian traffic count is undertaken. For other characteristics of traffic movements, require more detailed traffic survey and study. For our project requirement only the counting of the all types of vehicles and the pedestrian is required. As mentioned in the terms of reference the traffic and pedestrian count was carried by Classified Manual Vehicular Count method. Our scope of work mentioned of 12-hour traffic count by CMVC method.

Figure 24: Public Transport

18

6.1 Objective/Purpose

The purpose of the traffic survey/study is to ascertain the number of different types of vehicles using the road or highway. The data thus obtained by survey are analyzed for the following objectives;

Projection of traffic growth for the design period,

Capacity of the road or the lanes,

Calculation of the equivalent standard axle load (ESAL) for pavement design

6.2 Traffic Count Survey The Terms of Reference does not mention about the traffic survey. However, for the purpose of pavement design a 12-hour traffic count was conducted at Prativa Chowk for Gokul Marg. The data obtained are enough for the design of pavement. The count was based on Classified Manual Vehicular Count method. The data obtained are given in the following tables. For pavement design purposes it is necessary to consider not only the total number of vehicles that will use the road but also the wheel loads (or, for convenience, the axle loads) of these vehicles. The loads imposed by private cars do not contribute significantly to the structural damage. For the purposes of structural design, cars and similar sized vehicles can be ignored and only the total number and the axle loading of the heavy vehicles that will use the road during its design life need to be considered in this context, heavy vehicles are defined as those having an axle load of 3000 kg or more. The equivalence factor for 3000 kg axle load is only 0.01 which means a vehicle having axle load of 3000 kg can do damage worth of 1% of design heavy vehicle. 6.3 Estimating Traffic Flows Transport Planning requires understanding of all types movements of all types of modes of transport. This includes vehicles, pedestrian carts etc. The understanding of transport planning involves determination of vehicle or pedestrian numbers, types of vehicles. Apart from these, it also involves vehicle speeds, weights, and origin and destinations. To determine the numbers of vehicles and the pedestrian, traffic count is undertaken. For other characteristics of traffic movements, require more detailed traffic survey and study. For our project requirement only the counting of the all types of vehicles is required. The traffic count was carried out by Classified Manual Vehicular Count method. Details of traffic count survey are presented in the Annex of the Report. Traffic count was conducted at a 15 minute basis to find out the peak hourly flow of traffic in Gokul Marga. From the survey it was found that the peak hour exists at 11:30 A.M. to 12:30 A.M.

Figure 25: Types of Traffic at Gokul Marga

19

Figure 26: Daily Variation of Traffic flow 6.4 Traffic Growth Factor: Average annual growth rate of 7.5% has been taken as a growth factor for the calculation of design Equivalent Standard Axle Load for the design period. This value is recommended by Indian Road Congress when adequate data are not available.

20

Table 4: Classified Manual Vehicle Count Date: 15/12/068, Location: Gokul Marg Station no.:

Road Link: Station: Pratibha Chowk Surveyed by:

Name of Road: Gokul Marg Seasonal variation Factor 0.89 Supervised by:

Start Time, (hrs)

Volume of vehicles

Truck Bus

Car Motorcycl

e

Utility Vehicl

e Tractor

Three Wheeler

Rickshaw

Bullock Cart

4W Drive/ Geep/Va

n

Power Tiller

Bicycle Multi

Axle

Heavy Light Bia

Axle Mini

Micro

a b a b a b a b a b a b a b a b a b a b a b a b a b a b a b a b

6:00 AM 5 8 5 7

6:15 AM 1 2 8 12

6:30 AM 1 4 1 3 5

6:45 AM 1 2 5 1

7:00 AM 1 2 3

7:15 AM 6 1 6 1

7:30 AM 2 2

7:45 AM 5 2 7 8

8:00 AM 1 7 5 1 13 11

8:15 AM 5 1 12 18

8:30 AM 1 6 5 1 20 20

8:45 AM 1 2 2 20 20

9:00 AM 2 1 5 1 1 17 16

9:15 AM 7 10 2 1 1 20 20

9:30 AM 1 20 20 2 2 20 20

9:45 AM 1 1 45 40 6 6 40 40

10:00 AM 2 40 20 2 1 2 40 30

10:15 AM 16 21 1 1 3 5 20 30

21

Date: 15/12/068, Location: Gokul Marg Station no.:



Start Time, (hrs)

Volume of vehicles

Truck Bus

Car Motorcycl

e

Utility Vehicl

e Tractor

Three Wheeler

Rickshaw

Bullock Cart

4W Drive/ Geep/Va

n

Power Tiller

Bicycle Multi

Axle

Heavy Light Bia

Axle Mini

Micro


10:30 AM 15 12 2 3 2 1 15 11

10:45 AM 13 12 10 5 1 1 22 23

11:00 AM 15 16 1 20 25

11:15 AM 1 10 10 7 10 15 15

11:30 AM 1 1 22 13 2 3 1 32 35

11:45 AM 1 1 2 25 25 8 10 2 3 58 60

12:NOON 1 1 20 15 1 1 3 2 40 40

12:15 PM 2 1 1 1 1 21 20 2 2 2 1 35 35

12:30 PM 1 1 11 11 5 10 10

12:45 PM 1 2 15 15 1 1 3 1 15 15

1:00 PM 1 21 20 2 1 2 25 25

1:15 PM 13 20 1 22 20

1:30 PM T 1 1 20 16 1 2 20 8

1:45 PM 2 7 10 2 1 15 12

2:00 PM 1 1 5 2 2 1 12 8

2:15 PM 1 2 1 12 10 2 3 12 13

2:30 PM 1 3 1 11 10 1 15 15

2:45 PM 2 3 2 1 1 5 7 3 3 10 10

3:00 PM 1 2 1 1 10 10 5 2 15 15

22




Start Time, (hrs)

Volume of vehicles

Truck Bus

Car Motorcycl

e

Utility Vehicl

e Tractor

Three Wheeler

Rickshaw

Bullock Cart

4W Drive/ Geep/Va

n

Power Tiller

Bicycle Multi

Axle

Heavy Light Bia

Axle Mini

Micro


3:15 PM 2 3 2 6 1 7 5 10 2 10 7 10 18 20

3:30 PM 1 3 2 30 30 1 5 2 3 20 20

3:45 PM 1 2 2 1 20 25 3 2 17 20

4:00 PM 2 2 5 2 5 2 4 5 2 5 25 20

4:15 PM 1 2 1 7 7 1 2 3 2 7 11

4:30 PM 2 3 10 2 5 1 1 12 7

4:45 PM 1 2 2 1 1 5 2 5 5 4 13 10

5:00 PM 1 1 2 5 3 7 2 3 2 3 12 16

5:15 PM 1 2 1 2 2 3 1 2 12 20

5:30 PM 1 2 3 2 3 5 2 5 2 2 5 12 10

5:45 PM 3 1 1 6 2 2 1 3 11

6:00 PM 2 1 2 2 5 3 2 2 1

6:15 PM 3 1 5 1 1 1 3

6:30 PM 3 2 2 2 1 2 1

6:45 PM 7 2 2 2 2 3

7:00 PM 2

7:15 PM 2 6 1 2 1 1 3

7:30 PM 1 2 1 2

7:45 PM 2 1 2 1

23




Start Time, (hrs)

Volume of vehicles

Truck Bus

Car Motorcycl

e

Utility Vehicl

e Tractor

Three Wheeler

Rickshaw

Bullock Cart

4W Drive/ Geep/Va

n

Power Tiller

Bicycle Multi

Axle

Heavy Light Bia

Axle Mini

Micro


8:00 PM 2 1 1

8:15 PM 1 1

8:30 PM 2 3 2 1 2

8:45 PM 1 1

Total 0 0 17 9 3 2 2 0 49 47 0 0 20 22 553 520 0 0 85 85 0 0 2 1 0 0 65 67 10 7 831 834

Total (a+b) 0 26 5 2 96 0 42 1073 0 170 0 3 0 132 17 1665

Composition factor

0 0.80 0.15 0.06 2.97 0.00 1.30 33.21 0.00 5.26 0.00 0.09 0.00 4.09 0.53 51.53

PCU Factor 4 3 1.5 3 2.5 1.5 1 1.5 1 1.5 0.75 1 8 1 1.5 0.5

PCU ADT 0 78 7.5 6 240 0 42 1609.5 0 255 0 3 0 132 25.5 832.5

AADT, PCU 0.00

69.62 6.69 5.36 214.20 0.00 37.49 1436.48 0.00 227.59 0.00 2.68 0.00 117.81 22.76 743.01

24

7. GEOLOGY AND GEO-TECHNICAL INVESTIGATION: 7.1 Geology: The Himalaya was formed due to collision of Indian Plate and Eurasian Plate at about 40 million years ago. It extends in 2400km east - west direction. Its width varies from 230 to 320 km and bounded between the Indo-Gangetic Plain in the south and Tibetan Plateau in the north. Nepal Himalaya occupies the central 800km part. It can be divided into five distinct morpho-geotectonic zones, from south to the north as (1) Terai Plain (2) Sub Himalaya (Siwalik Range), (3) Lesser Himalaya (Mahabharat Range and mid valleys) (4) Higher Himalaya and (5) Inner Himalaya (Tibetan Tethys). Each of these zones is clearly identified by their morphological, geological and tectonic features. Main Frontal Thrust (MFT), Main Boundary Thrust (MBT), Main Central Thrust (MCT) and South Tibetan Detachment Fault system (STDFS), from south to the north respectively are the major linear geological structures that act as the boundary line between the two consecutive units. From mineral resources point of view, Terai Plain is potential for gravel, sand, ground water and petroleum. The Sub Himalaya is the potential area for construction materials, petroleum and natural gas. Similarly, Lesser Himalaya is promising for metallic minerals, industrial minerals, marble, gemstones, fuel minerals, construction materials etc. Some of the areas in Higher Himalaya are highly promising for precious and semiprecious stones, marble and metallic minerals. Tibetan Tethys zone is prospective for limestone, gypsum, brine water (salt) and natural gas.

Mechinagar Municipality

Figure 27: Geological Map of the Area

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

http://en.wikipedia.org/wiki/Alluvium

http://en.wikipedia.org/wiki/Flood

http://en.wikipedia.org/wiki/Silting

25

7.2: Geotechnical Investigation: The consultant completed geotechnical investigation of the existing road pavement and determined sub-soil condition through pitting and lab CBR test at Gokul Marga. The main purpose of the geotechnical investigation was to assess the strength of the existing pavement and other parameters required to design the road pavement. The two soil samples thus collected from Gokul Marga was brought to CIS lab for further testing. To replicate the existing soil condition, compaction from 90-95 % was achieved and testing was done. From lab results, CBR value was obtained to be 27.4% and 27.1 for sample 1 and sample 2 respectively. An average value of 27.25% is incorporated in the design of pavement. The details of the CBR tests are incorporated in the annex of this report.

Figure 28: Load dial reading Vs. Penetration graph of sample 1

Figure 29: Load dial reading Vs. Penetration graph of sample 2

26

8 DESIGN OF PAVEMENT 8.1 General Pavement design consists of design of sub-grade, sub-base, base and asphalt layers for each section where the sub-surface conditions and traffic volume changes. Pavement design in Gokul Marg is carried out based on the TRL Overseas Road Note 31. Basic parameters considered are sub-grade CBR and Traffic Class. Maximum use of existing pavement is made as the sub-grade for the pavement. The major improvements recommended as follows:

As far as possible embankment is raised so that sub-grade level is above the natural ground level by minimum of 0.5m.

Construct double lane of width 7meters DBSD with 1.4mSBSD shoulders on either side of the carriageway from 0+000 to 1+350 and 7meters DBSD beyond 1+350.

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

Type of Vehicles

Truck Mini Truck

Bus Mini Bus Tractor

ESAL 2.73 0.97 0.90 0.15 0.20

27

Table 6: Computation of Equivalent Standard Axle Load and Projection Station no.:

Surveyed by:

Supervised by:

Total (a+b)

Equivalence factor

ESAL=

139.75

0 00 0 0 0 0.2 0 0.22.73 0.97 0.9 0.15

0

0 0

0 3.4 0

129.43

0 0 0 34 0 070.98 4.85 1.8 14.4 0

0 132 17 166542 1073 0 170 0 30

Multi Axle Heavy Light Bia Axle Mini Micro

0 26 5 2 96

RickshawBullock

Cart

4W Drive/

Geep/Van

Power

TillerBicycle

Daily ESAL at the end of construction

Date: 15/12/068, Wednesday

Road Link:

Name of Road:Gokul Marg

Location:Gokul Marg

Station:Pratibha Chowk

Seasonal variation Factor for the month of Chaitra: 0.89

Start Time, (hrs)

Volume of vehicles

Truck BusCar Motorcycle

Utility

VehicleTractor

Three

Wheeler

Design Parameters: Design Traffic in terms of Equivalent Standard Axle Load:

F

=0.811Million Equivalent Standard Axle Load. Design Life (n): 10 years Annual Growth Rate (r): 7.5% Vehicle Damage Factor (F): IRC guides us to use this value of 1.5 for Rolling/Plain terrain when there isless than 150 commercial vehicles per day. Lane Distribution Factor (D): for double lane, 75% traffic from both directions are used in design. Initial traffic in the year of completion of construction (A) Present Traffic in terms of commercial vehicles per day (P) Total period of construction (x)

Hence, A=129.43*(1+.075) ^1 A=139.75 commercial vehicle per day.

28

8.3 Pavement Design

Pavement thicknesses are calculated depending upon the design parameters such as site conditions, existing pavement, and sub-grade soaked CBR and Equivalent Standard Axle Load (ESAL) value. The sub-grade strength was found to be 27.25% from lab test of CBR value. The design traffic for 10 years design period is calculated to be 0.811 Million ESAL.

The pavement thickness design has been carried out primarily using the design parameters in Chart 1 of TRL Road Note 31 page 52 and 53.

The resultant design thicknesses are presented in Table 7 below. Table 7: Pavement Thickness Design

Road Section Adopted Design CBR for

Pavement Design (%)

ESAL in 106

Design Parameters Design thickness in mm as per

TRL ORN 31

From km To km Sub-grade Class

Traffic Class

Surface) Base (mm)

Sub-base (mm)

0+000 2+500 27.25 0.811 S5 T3 DBSD 175 100

31

9. HYDROLOGICAL INVESTIGATION Gokul Marg as mentioned earlier in the report starts from Itabhatta Chowk in the south and ends at Srijana Chowk, Girigaon in the north and its length is approximately 2.50 Kilometers. As the road orientation is almost south to north and the length of the road is only 2.50 kilometers, there are not many water courses over which the road crosses. There is only natural water course over which a two span minor slab bridge is constructed. There is no evidence of over flowing or breaching of the banks by the flood waters at the location of existing double span minor bridge, and there is no evidence of flooding and problem of inundation and water logging for long periods along the entire project area. Therefore, it is assumed that no hydrological investigation is required. This is true in the sense that except the Khola other places of drainage are so small that the catchment area is negligible and hence the discharge. Therefore, it has been concluded that there is no need of detailed hydrological investigation for this road sub-project. 10. CROSS DRAINAGE DESIGN Control over seepage, groundwater and surface runoff is one of the most important aspects in the construction of highways and roads. Physical properties of water make it highly destructive material. It is nearly incompressible and it has no shear strength, therefore, it can penetrate into most minute cracks and pores under pressure. This property of penetrating into minutest of cracks and pores under pressure can exert tremendous force resulting into collapse of structures, mountain slopes and erosion of the earth surface etc. The purpose of design of drainage systems for the roads or highways is to manage the safe passage of all types of water away from the road reserve. In spite of the destructive potential of water forces, there are two fundamental methods used alone or in combination to protect the road. These are:

I. Seepage reducing method by lowering the quantities of seepage or diverting it from places where in can cause harm.

II. Drainage methods which safely allows the water through without allowing it to cause damage.

Generally, for roads, water is managed through two types of structures;

1. Cross-Drainage structures 2. Side Drains along the entire length of road

Road side drains are constructed through out the length of the road where as, the cross drainage structures are constructed, general at the places of existing natural gullies and at places where the road has valley curves along its profile. Wet areas having high under ground water table may be encountered at places along the road. These areas as well as other spots of seepages may require special treatments for safe passage of water away from the road. As mentioned above in the report, the only water course (Khola) has a minor two span slab bridge over it. Other culverts are generally required for the irrigation channels. Valley curves along the road profile do not need culverts as these curves lie in the embankments. Although the present condition of the bridge is fair, it needs minor repair of its railings. The existing single lane bridge seems to be sufficient for the present day traffic volume. Therefore, it is recommended that there is no need of replacing the bridge for the design period of ten years. However, it is assumed that about five numbers of 600 mm diameter pipe culverts have to be built to facilitate the irrigation canals to cross the road from east to west or vice versa. These

32

culverts will be constructed at an equal intervals along the 2.5 kilometers of road. Pipe culverts of size 600 mm diameter are recommended for crossing the irrigation channels. Smaller size pipe culvert could be sufficient for the purpose but from maintenance point of view 600 mm diameter pipes are preferred. .

Bridge

location

Figure 30: Bridge Location in Gokul Marg

Figure 16: Existing Bridge and the Condition

33

11. CONSTRUCTION METHODOLOGY 11.1 General Construction methodology for different items of works is described below:

Widening of Road Formation where ever needed.

Construction of Granular Sub base

Construction of Granular Base Course

Construction of Double Surface Bituminous Treatment.

11.2 Widening of Road Formation The formation level of the road is almost prepared except some improvement is needed to follow the new design grade level. Since the road is to be constructed over already opened road, centerline of the existing road has been followed wherever possible. The existing road in general is constructed on Embankment fill. But in some places road is overtopped by the monsoon run off. These particular locations are raised during geometric n such a way so that the top of formation would be at least 500 mm above the normal flood level. The existing ground needs to be cleaned of vegetation and other deleterious materials and removed any unsuitable materials before preparation of foundation for embankment fill. After removal of vegetation, top soil and deleterious materials, the foundation shall be leveled and compacted to receive the embankment fill materials. The embankment will be prepared in the entire width. Compaction shall be done properly with appropriate rollers to achieve the density of each layer as per the requirement of specifications. If any weak spots are encountered during the preparation of the sub-grade such spots would be specially treated. Any unsuitable/detrimental material will be removed. The area will be compacted as far as practicable and possible. Then a reasonable thickness of suitable material will be laid and compacted to the required density. Following the treatment of weak spots as mentioned above consecutive layers of fill material will be applied and prepared the sub-grade. 11.3 Construction of Granular Sub-base The existing road is graveled. During design, efforts have been made to incorporate the existing pavement materials as far as possible. In some critical locations where monsoon ran overtops the existing road it has been raised. Sub-base materials shall be obtained from approved sources in borrow or cut or from such other sources of supply as may be specified or approved from time to time for use. Gravel: The grading of the material after placing and compaction shall be a smooth curve within and approximately parallel to the envelope given in Table below: Table 8: Grading Envelop for Gravel

Sieve Size (mm) Percentage Passing by weight 63 100 40 70-100 20 50-85 10 40-75

4.75 30-60 2.36 20-45 1.18 15-35 0.075 4-15

34

Sands, Silty and Clayey Sands:

% passing 2 mm sieve : max 95%

% passing 0.075 mm sieve : min 10 – max 30%

Plasticity Index : min 5 – max 12%

Plasticity Modules : max 300% All Materials The new granular sub-base material to be used shall conform to sub-base specifications and have a soaked CBR of not less than 30% after 4 days of soaking when compacted to 95% of MDD with heavy compaction, a swell less than 1% and plasticity Index and organic content less than 6% and 3% respectively. These materials are dumped on the finished sub-grade, spread, watered, mixed, laid and compacted to the density mentioned above to complete the surface for receiving the granular baser course. 11.4 Construction of Granular Base Course: Granular base shall consist of crushed stone, free from clay, organic or other deleterious matter. It shall comply with the physical requirements defined in Table below: Table 9: Physical Requirements of Graded Crushed Stone

Where, B, C1 are different classes of materials. The gradation of crushed stone for base material should comply according to the table below, Table 10: Grading envelope for Graded Crushed stone base and sub-base

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

35

11.5 Construction of Double Bituminous Surface Dressing/ Otta Seal DBSD: When Base course is completed the surface shall be cleaned and applied the prime coat. After completion of binder Curse, Single graded aggregate of designed specification shall be applied followed by the other layer of single graded aggregate according to the specification and thickness suggested by TRL ORN 32. Ottaseal: When base course is completed the surface shall be cleaned and graded aggregate shall be placed on a relatively thick film of comparatively soft binder which, on rolling and trafficking, can work its way upwards through the aggregate interstices. In this manner, the graded aggregate relies both on mechanical interlocking and bitumen binding for its strength –“a bit like” a bituminous premix. If this method of surfacing is selected, ‘A guide to the use of Otta Seals’, publication number 93 by Norwegian Public Roads Administration is recommended to follow. 12. COST ESTIMATE: 12.1 Engineers Estimates 12.1.1 General Introduction The Consultants’ JV have prepared an Engineer’s Cost Estimates and Bill of Quantities for the Project Road. First of all one comprehensive Cost Estimate and Bill of Quantities is prepared. The Engineer’s Estimates for the road construction and pavements works were prepared based on an evaluation of the unit rates and quantities obtained from the preliminary designs and inventory, costing has been carried out in the format using District Rates and Norms for Rate analysis approved by the Government of Nepal, Ministry of Physical Planning and Works, Department of Roads. The wages of local skilled and unskilled labor are based on approved district wages rates. The cost of equipment includes, owning, running and maintenance and equipment and cost for operators. 12.1.2 Unit Rates Having established a breakdown of the items for inclusion in the Bill of Quantities an analysis was undertaken to establish the unit rate for each item. It was recognized that these unit rates would need to reflect the prevailing labor rates and materials. Prevailing Government rates for manpower, and construction materials and DOR equipment rates were collected and compared with the prevailing market prices in the District. The cost of equipment includes, owning, running and maintenance and cost for the operation as well. For new items not included in the norms, rates were developed by estimating the inputs of three basic components; labor, material and equipment and applying the respective unit costs of inputs. For manufactured items, the costs were based on local and Indian manufacturers/ suppliers/agents. 12.2 Quantities and Cost Estimates for Road Construction The total estimated cost has been calculated by unit rate of individual items based on rate analysis multiplied by quantities estimated from the design and drawings. The designs were carried out by Software the SW_DTM and SW_ROADS prepared by a local company Softwel (P.) Ltd. The design quantity calculation and total estimated construction cost of the Project Road including VAT and Contingencies have been submitted. The quantity estimate of the proposed facilities and appurtenant structures, has been prepared based on plan, cross sections and profiles that are presented in Drawings. The major works proposed in the project are outlined in Table 11 below:

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Table 11: Adopted Abstract of Cost for 7m width DBST Carriage way and 1.4m width SBST Shoulder both sides as per Nepal Urban Road Standard (Draft) incorporated with Nepal Road Standard.


1 General NRs. 442,524.68

2 Site Clearance NRs. 445,263.68

3 Earthwork NRs. 6,125,287.91

4 Pavement Work NRs. 17,504,794.10

5 Bituminous Work NRs. 15,123,322.53

6 Retaining or Breast Wall NRs. 107,257.56

7 Water Management NRs. 588,341.30

8 Road Furniture and Traffic Safety Measures NRs. 55,361.54

9 Bio-engineering Works NRs. 21,089.70

10 Provisional Sums NRs. 250,000.00

A Grand Total Amount NRs. 40,663,243.00

B Add10% Contingencies (10% of A) NRs. 4,066,324.30

C Total amount with Contingencies (A+B) NRs. 44,729,567.30

D Add 13% Value added Tax (VAT) (13% of A) NRs. 5,286,221.59

E Total Amount inclusive of Contingencies and VAT (C+D) NRs. 50,015,788.89

Hence, Estimated Cost per Km section of the Road NRs. 19,454,507.89

gokul marg

Documents

estimating benefits

engineering design of

road maintenance benefits

economic development

estimating cost

project status

accident cost

appointment of consultant