Chowk-Bagh Dad - Laxmima - Vi. - Parakhopi - Garamuni Road.: Acknowledgement

ACKNOWLEDGEMENT
We take this opportunity to express our gratitude to Government of Nepal, Haldibari

Rural Municipality, Office of the Rural Municipal Executive, Haldibari, Jhapa for
entrusting us for Detail Engineering Survey, Design and Cost Estimate of Ramailo
Chowk- Bagh Dad- LaxmiMa.Vi.- Parakhopi- Garamuni Road.
We would also like to extend our sincere thanks to Engineers and other Staff of Haldibari
Rural Municipalityfor their kind co-operation, suggestions and comments which were
immense help in the materializing of this Project. Further, Sincere thanks are also
extended to all the villagers of Project Area for their invaluable cooperation.
Last but not the least, we would like to express heartily thanks to all our staffs and
colleagues and indirect members for their anxious support whose sincere help made the
completion of this report.
National Institute of Health and Environment (NIHE)

Jwagal, Lalitpur
i
SYNOPSIS
The “Detail Engineering Survey, Design and Cost Estimate of Ramailo Chowk-
Bagh Dad- LaxmiMa.Vi.- Parakhopi- Garamuni Road” which includes the strategic
road in Jhapa. The objective of this road project is related with the district, national and
local level policy of extending the transportation network within the country. The
proposed road corridor of Ramailo Chowk- Bagh Dad- LaxmiMa.Vi.- Parakhopi-
Garamuni Road extends within the Jhapa District. The proposed width is 7m.
This project as a part of Upgrading works of Ramailo Chowk- Bagh Dad- LaxmiMa.Vi.-
Parakhopi- Garamuni Roadwill extend the existing road and will help in reducing traffic
congestion and ease the traffic movement within the area. Design of road sections and
road structures has been done after rigorous consultation with the Haldibari Rural
Municipalityofficials. Design standards have been followed for the designated road
standards and proper consideration has been made, as far as practicable, to suit the site
condition.
ii
SALIENT – FEATURES OF THE PROJECT
1 Project Name: -Detail Engineering Survey, Design and Cost Estimate of
Ramailo Chowk- Bagh Dad- LaxmiMa.Vi.- Parakhopi-
Garamuni Road
2
Location:
Geographical location:
i) Region: Eastern Development
ii) Zone: Mechi
iii) District: Jhapa
Geographical feature:
i) Climate: Lower Tropical
ii) Geology: Indo-gangetic Plain
iii) Hydrology: Precipitation Controlled By Monsoon
iv) Meteorology: Unevenly Distributed precipitation Controlled By
Monsoon.
Terrain: Plain Terrain to Rolling
3 Geometrics
Formation Width: 10m
Carriage Way Width: 7m
Design Speed 30 Km/hr
Maximum Grade 7%
Minimum Grade 1%
Camber of Carriageway 2.5%
Maximum super elevation 7%
4 Pavement
Surface DBST
5 Cost Estimate
Remark
S.N. Description of works Rate, (NRs) Amount (NRs)
s
I General Item Sub - Total (A) 1.00%
1,560,000.00
II Site Clearance Sub - Total (B) 0.07%
114,779.29
III Earthworks Sub - Total (C) 1.07%
1,657,846.84
IV Pavement Works Sub - Total (D) 38.54%
59,959,153.66
V Structure Works Sub - Total (E) 40.00%
62,221,775.08
VI Bio Engineering Works Sub - Total (F) 0.17%
260,400.00
VII Miscellaneous Works Sub - Total (G) 19.15%
29,783,759.24
Total (A+B+C+D+E+F+G) 100.0%
155,557,714.11
Per Km Cost (NRs.) without VAT and
23,799,120.31
contingencies
iii
Contingencies @5% 7,777,885.71
Physical Contingencies @10% 15,555,771.41
VAT without PS@13% 20,023,602.83
Total including VAT & Contingency 198,914,974.06
Per Km Cost (NRs.) 30,432,443.85
iv
TABLE OF CONTENTS
ACKNOWLEDGEMENT ................................................................................................... I
SYNOPSIS ........................................................................................................................ II
SALIENT – FEATURES OF THE PROJECT................................................................... III
TABLE OF CONTENTS ................................................................................................... V
LIST OF FIGURE .......................................................................................................... VIII
LIST OF TABLES ............................................................................................................ IX
ABBREVIATION .............................................................................................................. X
CHAPTER-I: INTRODUCTION ............................................................................. 1
1.1 INTRODUCTION ............................................................................................................. 1
1.2 GENERAL BACKGROUND ............................................................................................... 1
1.3 OBJECTIVE AND SCOPE OF WORK.................................................................................. 1
1.4 SCOPE OF PROJECT ...................................................................................................... 2
1.5METHODOLOGY ............................................................................................................. 2
CHAPTER-II: THE PROJECT ..................................................................................... 4
2.1 PROJECT LOCATION ...................................................................................................... 4
2.2 DESCRIPTION OF ALIGNMENT STRETCH ......................................................................... 5
2.3PROJECT RATIONALE ..................................................................................................... 6
CHAPTER-III:GEOLOGY AND GEOMORPHOLOGY .............................................. 7
3.1 REGIONAL GEOLOGY .................................................................................................... 7
3.2 SITE GEOLOGY ............................................................................................................. 9
3.3 SEISMOLOGICAL STUDY................................................................................................. 9
3.4 GEOLOGICAL HAZARDS ............................................................................................... 10
3.5 ENGINEERING GEOLOGY ............................................................................................. 10
CHAPTER-IV: HYDROLOGY AND METEOROLOGY ............................................ 11
4.1HYDROLOGICAL STUDIES ............................................................................................. 11
4.3. DESIGN FLOOD ESTIMATION .................................................................................. 11
4.4. DESIGN INTENSITY ................................................................................................. 11
4.5. RUNOFF COEFFICIENT .......................................................................................... 12
4.6. FLOOD ESTIMATION BY RATIONAL METHOD ........................................................... 12
4.7. DRAINAGE DESIGN ................................................................................................ 12
4.4 PROTECTION MEASURES ............................................................................................. 16
CHAPTER-V: GEOMETRIC STANDARDS .............................................................. 18
5.1 ROAD CLASSIFICATION................................................................................................ 18
5.2 DESIGN STANDARD ..................................................................................................... 18
5.2.1 Design Speed .................................................................................................. 18
5.2.2 Geometric Design .......................................................................................... 18
5.3 HORIZONTAL AND VERTICAL CURVATURE .................................................................... 18
5.3.1 Horizontal Curvature ..................................................................................... 18
v
5.3.2 Super Elevation .............................................................................................. 19
5.3.3 Minimum Radius of Curvature....................................................................... 21
5.3.4 Widening on Curves ....................................................................................... 21
5.3.5 Vertical Alignment ......................................................................................... 22
5.3.6 Summit Curves ............................................................................................... 22
5.3.7 Valley Curves ................................................................................................. 23
5.3.8 Gradient ......................................................................................................... 23
5.3.9 Sight Distance ................................................................................................ 23
5.3.10 Lateral Clearance ........................................................................................ 24
5.3.11 Vertical Clearance ....................................................................................... 24
5.3.12 Right of Way ................................................................................................. 24
5.3.13 Sign Posts ..................................................................................................... 24
5.3.14Traffic Signs .................................................................................................. 24
CHAPTER-VI: ALIGNMENT SURVEY ..................................................................... 25
6.1 INTRODUCTION ........................................................................................................... 25
6.2 SURVEY PROCEDURE .................................................................................................. 25
6.3 INSTRUMENT STATION ................................................................................................. 25
6.4 CONSTRUCTION MATERIAL SURVEY ............................................................................. 26
CHAPTER-VII: DESIGN............................................................................................. 27
7.1 HORIZONTAL ALIGNMENT ........................................................................................... 27
7.1.1 Horizontal Curves .......................................................................................... 27
7.1.2 Extra – Widening ........................................................................................... 27
7.2 VERTICAL ALIGNMENT ................................................................................................ 27
7.3 CROSS- SECTION ......................................................................................................... 27
7.3.1 Cross Section Design ..................................................................................... 28
7.3.2 Shoulder Width ............................................................................................... 28
7.3.3 Carriageway Width ........................................................................................ 28
7.3.4 Formation Width ............................................................................................ 28
7.3.5 Right of Way ................................................................................................... 28
7.3.6 Camber ........................................................................................................... 28
7.3.7 Pass Bay ......................................................................................................... 28
7.4 RETAINING STRUCTURES ............................................................................................. 28
7.4.2 Gabion Structures .......................................................................................... 29
7.5 ROAD SIDE DEVELOPMENT ......................................................................................... 30
7.6 RELOCATION OF UTILITY SERVICES ............................................................................. 30
7.8 DRAINAGE DESIGN / WATER MANAGEMENT ................................................................. 30
7.8.1 Cross Falls ..................................................................................................... 31
7.8.2 Side Drains/ Longitudinal Drainage System ................................................. 31
7.8.4 Cross Drainage Structures ............................................................................ 31
7.10 CUT / FILL BATTER SLOPES ....................................................................................... 32
7.11 DELINEATION ........................................................................................................... 34
vi
CHAPTER-VIII: ENVIRONMENTAL MITIGATION MEASURES ....................... 37
8.1 INTRODUCTION ........................................................................................................... 37
8.2 SELECTION OF SLOPE PROTECTION WORK .................................................................. 37
8.3 STABILIZATION METHODS ........................................................................................... 38
8.3.1 Excavation of Soil .......................................................................................... 38
8.3.2 Bio-Engineering Measures ............................................................................ 38
8.3.3 Combination of Both Civil Engineering Structures and Bio-Engineering .... 39
8.3.4 Water Management ........................................................................................ 39
8.3.5 Slope Work ..................................................................................................... 39
8.3.6 Anchor Works ................................................................................................. 39
8.3.7 Wall and Resisting Structures ........................................................................ 39
8.3.8 Gully Protection Work ................................................................................... 39
8.3.9 Pile Work ....................................................................................................... 39
8.4 SITE CLEARANCE ........................................................................................................ 40
CHAPTER-IX: COST ESTIMATE .............................................................................. 41
9.1 SUMMARY ................................................................................................................... 41
9.2 SITE CLEARANCE ........................................................................................................ 41
9.3 EARTHWORK ............................................................................................................... 41
9.4 QUANTITY ESTIMATE ................................................................................................... 41
9.5 ANALYSIS OF RATES .................................................................................................... 41
9.6 UNIT RATE ................................................................................................................. 41
9.7 RATE ANALYSIS ........................................................................................................... 41
9.8 MANPOWER ESTIMATE ................................................................................................ 42
9.9 AVAILABILITY OF MATERIALS ....................................................................................... 42
CHAPTER-X: CONCLUSION ..................................................................................... 43
vii
LIST OF FIGURE
Figure 2.1: Map of Nepal demarcating studied district .................................................... 5

Figure 3.1: Regional Geology of the Nepal and Project Area ......................................... 8
Figure 3.2: General Physiographic Map of Nepal and Project Area ................................ 8
Figure 8.1: Preservation of Property/Amenity during site Clearance ............................ 40
viii
LIST OF TABLES
Table 2.1 Population Information of Haldibari rural municipality ................................. 4

Table 4.0.1Hydraulics of proposed pipe culverts ........................................................... 14
Table 4.0.2 Hydraulics of proposed slab culverts .......................................................... 14
Table 4.0.3Selection criteria of proposed CD Structures based on design flood ........... 14
Table 4.0.4Flowing capacity of typical side drains ........................................................ 15
Table 5.0.1 : Extra widening on curves .......................................................................... 22
Table 7.0.1List of Cutting Slope vsSoil Type ................................................................ 33
ix
ABBREVIATION
ADB Asian Development Bank Kmph Kilometers per hour
amsl Average Mean Sea Level LAA Land Acquisition Act
APs Affected Persons LBFAR Local Bodies Financial
Administration Regulation
ARMP Annual Road Maintenance Plan LDO Local Development
Officer
BGs Building Groups LEP Labor Based, Environment
Friendly and Participatory
BM Bench Mark LRO Land Revenue Office /
Officer
CBOs Community Based Organizations LSGA Local Self-Governance
Act
CBS Central Bureau of Statistics LSO Land Survey Office
CBR California Bearing Ratio
CDC Compensation Determination m Meter
Committee
CDO Chief District Officer m2 /m2 Meter Square
CEA Country Environmental Analysis m3 / m3 Cubic Meter
Ch Chainage MD Man-days
CISC Central Implementation Support MoHA Ministry of Home Affairs
Consultant
cm Centimetre MoLD Ministry of Local
Development
COI CorriNRRS of Impact
CoC Condition of Contract MoU Memorandum of
Understanding
CRM Crusher Run Material
DAO District Agricultural Officer / MS Mild Steel
Office
DDC District Development Committee MT Metric Tonne
DDC District Development Committee NGO Non-Governmental
Organization
DfID Department for International nos Numbers
Development
DFO District Forest Officer/Office NPC National Planning
Commission
DG Director General NRs Nepalese Rupees
DISC District Implementation Support PAF Project Affected Person
Consultant
DIT District Implementation Team PAM Project Administration
Memorandum
DMF Design and Monitoring PCC Plain Cement Concrete
Framework
DoR Department of Local PCU Project Coordination Unit
Infrastructure Development and
Agricultural Roads
NRRS Department of Roads PD Person day
DPO District Project Office of DRILP PM Project Manager
DRCC Urban Road Coordination PME Participatory Monitoring
Committee and Evaluation
DRCN Urban Road Core Network PPM Project Procedures Manual
x
DRILP Decentralized Rural PPMS Project Performance
Infrastructure and Livelihoods Management System
Project.
DRSP Urban Roads Support Programme PPTA Project Preparation
Technical Assistance
DRTIMF District Rural Transport QCBS Quality and Cost Based
Infrastructure Maintenance Fund Selection
DSO District Survey Office or Officer RBG Road Building Group
DTMP District Transport Master Plan RBN Roads Board Nepal
DTO District Technical Office/Officer RCC Reinforced Concrete
DTPP District Transport Perspective RES Rapid Environmental
Plan Screening
DWFM Discussion with Family Members RF Resettlement Framework
E/W Earthwork RL Reduced Level
EA Environmental Assessment RMDP Road Maintenance and
Development Project
EIA Environmental Impact RoW Right of Way
Assessment
EMP Environmental Management Plan RTIMF Rural Transport
Infrastructure Maintenance
Fund
EMS Environmental Management SA Social Appraisal
Section
EOI Expression of Interest SAP Social Action Plan
EPA Environmental Protection Act SDC Swiss Agency for
Development and
Corporation
EPA Environmental Protection Act SIS Supplementary Investment
Schemes
EPR Environmental Protection Rules SM Social Mobiliser
ESD Environment Screening SME Subject matter Expert
Document
FALC Functional Adult Literacy Class SNV Netherlands Development
Organisation
GI Galvanized Iron URBAN Strengthening the National
ROAD Rural Transport Program
GIS Geographical Information System NRSS Nepal Rural Road
Standards
GoN Government of Nepal SPAF Severely Project Affected
Family
GRP Green Road Project SPCC Sub Project Coordination
Committee
Ha Hector TA Technical Assistance
HH House Holds TBSSP Trail Bridge Sector
Support Programme
ICC Implementation Coordination ToR Terms of Reference
Committee
IEE Initial Environmental VAT Value Added Tax
Examination
IP instrument Position VDC Village Development
Committee
ISA Initial Social Appraisal VPD Vehicles per Day
xi
kg Kilograms VWRCC Village Works and Roads
Construction Committee
Km Kilometers YPO Yearly Plan of Operation
ZoI Zone of Influence
xii
Detail Engineering Survey, Design and Cost Estimate of
Ramailo Chowk- Bagh Dad- LaxmiMa.Vi.- Parakhopi- Garamuni Road
Introduction
CHAPTER-I: INTRODUCTION
1.1 Introduction
Road transportation plays a dominant role in the development of the physical
infrastructure of nation. The social-economic status of a country is well reflected by the
existing volume of road network in the country. Growth of other developmental sectors
like trade, commerce, industry, health, agriculture, education etc. is not possible without
the development of proper road network of the country.
The present road network of Nepal consists of total road length of about 15,000 kilometer
for a country of about 147,000 Sq. km. and an estimated population of about 25 million.
It shows that the road density is about 10 km per 100 Sq. Km. with coverage of about 6
km per 10,000 people. This length of road network mainly exists in plain terrain of the
country, which includes East-West highway, other highways and Urban Roads. Except
these road networks the plain terrain of the country is served by several fair weather
motorable tracks, which is assumed to be several thousand kilometers in addition.
However, the mountain area, in contrast still remains quite remote. The mountainous
rural areas, even district centers of several districts are far from road head connection. It
is usual to walk for hours and days for people in the mountainous region to reach the
nearest service center to meet their basic needs.
1.2 General Background

This report has been prepared as per the contract between Department of Urban
Development and Building Construction Haldibari Rural Municipality as the client and
National Institute of Health and Environment (NIHE) as Consultant for detailed
engineering survey and design of Urban Road “Detail Engineering Survey, Design and Cost
Estimate of Ramailo Chowk- Bagh Dad- LaxmiMa.Vi.- Parakhopi- Garamuni Road”in
accordance to given Terms of Reference (TOR).
1.3 Objective and Scope of Work

The objective of the consulting services is to conduct a Detail Engineering Survey, Design
and Cost Estimate of Ramailo Chowk- Bagh Dad- LaxmiMa.Vi.- Parakhopi- Garamuni Roadof
above proposed road of district. The Consultant should follow the DoR Norms,
Specification and Urban Road design standard.
The specific objectives, but not necessarily limited to the following are.
 Review of existing study reports, standards and specification

 Conduct detail engineering survey of the alignment and its corridor
 Conduct hydrological studies for cross-drainage works and purpose the suitable
cross drainage structures
1
Introduction
 Preparation of working drawings
 Prepare quantity and cost estimates
 Preparation of survey and design report
 Explore and recommend sources of basic road construction materials
1.4 Scope of Project

The consulting service is to provide high quality professional services for detail
engineering survey, design and prepare detail drawings and cost estimate according to
the DoR technical guideline and Urban Road design standard. The consultant shall carry
out the necessary field works along the alignment. The team personnel to be mobilized
for field visit and schedule of field tasks should be prepare and should be included in the
proposal. The center line should be set out with proper establishment of bench marks, as
far as possible following the existing rail or alignment. The consultant shall then carry
out further survey works necessary for detail design of the road. The consultant shall be
responsible for the analysis and interpretation of the data.
1.5Methodology
The Study team member organized a meeting with the client for the discussion of related
matters of the project. Before departure to the field survey, desk study was done and
fruitful discussion was held between the client and core team members. During desk
study, information and materials required to the said road project such as topographic
maps, references and survey equipment etc. were gathered. The literature review was
briefly conducted and information was gathered.
Before the commencement of the detail survey works, a core team comprising of team
leader and other team member visited the project road section.
The engineering survey team consisted of highway engineer, senior surveyor and other
technical assistants.
Equipments Used for Surveying
Following equipment were used in addition to other accessories for surveying.
 Total Station
 Measuring Tape
 Compass
 GPS etc.
2
Introduction
Centre Line, Cross Section and Detailing
Centreline, cross section and detailing was carried out with the help of Total Station.
Centreline points were established by the method of chainaging and pegging.
Desk Study
The geological and topographical maps were studied. The relevant information regarding
condition of existing road, existing structures, causes of most critical sections were
discussed. The strategy for field study was made accordingly.
Office Works
Following works were carried out
 Preparation of Contour maps, design (Plotting and designing) and preparation of

Plan/Profile and cross sections of the road
 Quantity estimation.
 Analysis of rates.
 Cost estimation.
 Reportpreparation covering the scope of work
3
The Project
CHAPTER-II: THE PROJECT
2.1 Project Location

The Detail Engineering Survey, Design and Cost Estimate of Ramailo Chowk- Bagh
Dad- LaxmiMa.Vi.- Parakhopi- Garamuni Road is located in Mechi zone of Jhapa district
of Nepal.
Jhapa is one of 14 districts of Province No. 1 of eastern Nepal. The latest official data,
the 2011 Nepal Census, puts the total population of the district at 812,650. An inhabitant
of Jhapa is known as Jhapali. The district headquarters is Bhadrapur. Haldibari Rural
Municipality is one of the rural municipalities of Jhapa district.
Haldibari rural municipality is named after the pre-existing Haldibari VDC. The rural
municipality is formed with merging three pre-existing VDCs namely, Haldibari, Goldha
and Jalthal. It has named after the popular food, turmeric (Haldi in local Nepali words),
which is widespread in this area. The restructurement of the Rural Municipality has been
done in 2073 B.S.
Haldibari rural municipality is connected with Bhadrapur municipality in east,

Kechanakalan rural municipality in south, Baradashi rural municipality in west and
Birtamod municipality in south. This rural municipality is equipped with the area of
117.34 km2 and lies in the fertile Terai plains. According to CBS 2068 BS, total
population of Haldibari rural municipality is 28951, in which 15613 female and 13338
male. With projecting the data of CBS 2011, the population of this rural municipality in
2073 BS is 28987, which is shown as below:
Table 2.1 Population Information of Haldibari rural municipality

2073 B.S. Annual
Ward No. Population
Male Female Total Growth rate
1 3518 4145 7663 0.10
2 3736 4209 7945 0.23
3 2182 2568 4750 0.20
4 3003 3570 6573 0.07
5 915 1141 2056 -0.17
Total 13354 15633 28987 0.13
Source: Rural municipality profile, 2073 B.S.
4
The Project
Figure 2.1: Map of Nepal demarcating studied district and rural municipality
2.2 Description of Alignment Stretch

The Ramailo Chowk- Bagh Dad- LaxmiMa.Vi.- Parakhopi- Garamuni Roadis located in
JhapaDistrict. The existing road carriage way width is about 5.0 to 7.0m. The road is
in fair condition and need to be widened considering future traffic.There is extremely
high grade. It needs improvement for smooth traffic flow. Heavy cutting of mass are
seen on some starch of the road alignment. Most of the alignment passes through
composite of cultivated land and forest.The section is consisting of earthen surface
with ordinary gravel mixed soil. The geology of this sector mainly consists of ordinary
soil gravel mixed soil and some place fractured rocks are exposed. A majority of the
length of this stretch passes through cultivated forest area and obviously requires
adequate water management structures especially side drains. Most of the road section
requires grade improvement and surface maintenance.
5
The Project
2.3Project Rationale
The rationale for construction of road is as followings:
i. The road will play a vital role to provide facilities and concessions to the road users
ii. The road will play a vital role to increase agriculture production, introduce
horticulture and dairy farming in the zone of influence area
iii. It will play a vital role to develop the basic infrastructures like irrigation, drinking
water, other radial roads etc.
iv. Upgrading of the road is expected to help the people of the area to receive better
education and quick access to medical facilities. Government’s other services will
also be delivered better as the road will encourage government employees to visit
the area and its vicinity more frequently, or extend the duration of their stay.
v. The road will promote tourism and business as well as agricultural products
which has till now had been hindered due to lack of access problems with
northern part to western part.It is expected to be reduced by half the time after the
implementation of this project.
vi. This road by providing transportation facilities to market centers will play an
important role for fetching better price and increasing income of People.
6
Geology and Geomorphology
CHAPTER-III:GEOLOGY AND GEOMORPHOLOGY
3.1 Regional Geology

Regional geology in the Nepal Himalaya is divided into five geo- tectonic zones. These
zones, arranged latitudinal from north to south along the length of the country, are;
 Indo-Gangetic Plain or TeraiZone
 Sub-Himalayas or Siwaliks or ChuriaZone
 Lesser Himalayan Zone
 Higher HimalayanZone
 Tibetan-TethysZone
These zonesare boarded and separated by their specific tectonic structurescalled thrusts.
The major tectonic setting of the Himalayas is brieflydescribed hereunder.
Main Central Thrust (MCT)
This is the tectonic contact between the Higher Himalayas andLesser Himalayas. It is a
north dipping thrust fault, which at one time was a convergent plateboundary. The MCT
was active during the early phases of Himalayan orogeny but is now considered to be
less active than Main Boundary Thrust (MBT). Based on historical records (1800’s to
1986 A.D.) the largest earthquake recordedin the MCT zonewas a 7.5 magnitude event
in August 28, 1916.
Main Boundary Thrust (MBT)
This is the active tectonic contact between the Lesser Himalayas and the Siwaliks. The
MBT has been the source of very large earthquakes in the past. The maximum potential
earthquake in this feature has a magnitude of 8.0.
Himalayan Frontal Thrust or Main Frontal Thrust (HFT or MFT)
This is a tectonic feature located at the boundary of the Siwalik and the Terai. This fault
is also considered active. The maximum earthquake potential of this faultis 6.5 in
magnitude.
The project area lies at Main Frontal Thrust(MFT).
Tibetan-Tethys Zone
This zone lies north from the Higher Himalaya zone. This zone is composed of
fossiliferous sedimentary rocks like shale, limestone, sandstone etc. This wide valley is
7
covered with thick glacial and fluvio-glacial deposits along with recent alluvium. These
deposits are very loose and fragile. Steep slopes are also dominated at places.
Regional geological map of Nepal and Project area is presented in Figure 3.1 and general
physiographic map of Nepal and project area is presented in Figure 3.2.
Figure 3.1: Regional Geology of the Nepal and Project Area
Figure 3.2: General Physiographic Map of Nepal and Project Area
8
The alignment follows the Mahabharat Region. The main rock found in this section is
Schist, Phyllite, genesis, quartzite, granite and lime stone. The road alignment passes
through the RanimattaForamtion, Naudanda Formation, GhanPokhara Formation,
UlleriAugen Gneiss, SetiForamtion and Kushma Formation of Lesser Himalayan zone
of Nepal Himalaya. The road mostly situated on rocks of RanimattaForamtion and
Ulleriaugen gneiss. The Ranimatta Formation is composed of grey, greenish
greetyphyllite, gritstones with conglomerates and white massive quartzite and basic
intrusion are present in the upper part. UlleriAugen Gneiss consists of
feldspatheticshcists with augens of feldspar and quartz, augen gneisses intrusion of
granites is noted. Naudanda Formation includes fine to medium gained white quartzites
with ripple marks and thin intercalations of green chlorite phyllite. GhanPokhara
Formation comprises black carbonaceous phyllites and slates, gray to greenish shale with
limestone band. Seti formation comprises grey to greenish grey phyllite, gritty and
quartzite with minor conglomerate layer. Basic intrusions are also noted. Kushma
Formation consists of greenish gray, white, fine to medium grained, ripple marked
massive white quartzite intercalated with green phyllite. Basic intrusions are abundant.
3.2 Site Geology

The proposed road alignment site lies within the hilly terrain.The road alignment that
passes from north towards south, along the road alignment consists of gravel mixed
soil.The top soil of cultivated and consists of fertile soil. Along the road alignment on
both sides consists of Cultivate Cum Forest Land.
3.3 Seismological Study

The Himalayas are the product of continental collision of the sub-diction between the
Indian plate and Eurasia plate. The collision was initiated in the early Tertiary period and
the convergence between the two plates is estimated as 41-61 mm/yr. Nepal is located
on the boundary between the Indian and Eurasia plate, along which the relative shear
strain of about 2 cm per year has been estimated. The existence of Himalaya range with
the world’s highest peak in evidence is the continued tectonic activities beneath the
country. Therefore, Nepal is seismically very active.
The development of longitudinal thrust faults and strike slip transverse faults are the
results of continued sub-diction of Indian plate underneath the Eurasia plate. This process
is continuing which is evidence by the lifting of Himalayas and occurrence of frequent
earthquakes of various magnitudes. In Nepal earthquakes have occurred periodically and
there have been several devastating earthquakes within this century. Therefore, the
seismic parameters required as input in the design of bridge foundation structure, are very
significant and should consider very carefully.
The epicenter map of Nepal exhibits the majority of earthquakes occurrence in a zone
that passes through the Midland Mountain Region of Nepal. This zone runs NW-SE
directions as a longitudinal trend of Nepal. The region beneath the high concentration of
9
earthquake epicenter is considered to be high stress accumulation zone for the source of
earthquake in Nepal.
The information of historical and instrumentally recorded earthquakes in Nepal and India
are available around project area. Major earthquake events occur with magnitude seven.
The horizontal and vertical seismic coefficients are adopted as recommended in road
structure Design Standards prepared by NRRS.
3.4 Geological Hazards

Some stretches of the road alignment are found of slightly unstable nature. Slope
stabilization of unstable stretches of road project was deeply studied, related data were
collected, and measures for their stabilization and mitigation are proposed.
3.5 Engineering Geology

Basically, from the field, soil types and natural slope condition including ground water
condition were visually studied. Problems of gully erosion as well as land use pattern,
available construction material and other relevant information and data were also
collected. Most of the road sections are already functioning roads and but serious
problems on cross drainage and condition of cross drainage is poor.
10
Hydrology and Meteorology
CHAPTER-IV: HYDROLOGY AND METEOROLOGY
4.1Hydrological Studies
Hydrological study has been carried out to estimate the discharge in cross drain and side
drains in internal roads in Haldibari Rural Municipality, Jhapa.
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:
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
L = Stream length in km
h = Difference of the maximum and minimum elevations in m.
4.3. 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 Urban drains some flows can be tolerated, a peak runoff
that recurs in 5 years is sufficient. Road culverts having low traffic may be designed for
5 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 recommended to
design for 10 years return period flood and side drains for 5 years return period.
4.4. Design Intensity

For the computation of design floods rational method is used. 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.
11
4.5. 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. However
standard tables are available to select this coefficient roughly for different cases.
In present study it is impossible to establish this coefficient for individual catchments as

they are in plenty. However it is very clear from topographical maps and field visit that
the catchments are more or less homogeneous. Hence the single value of runoff
coefficient may be used for all the catchments in the project area. Considering all these
factors an average value of 0.4 is used for all catchments of this road.
4.6. Flood Estimation by Rational Method

Rational formula is well applicable to small catchments. Hence it is used to calculate the
design floods for cross 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
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
4.7. Drainage Design

Highway drainage is the process of interception and removal of water from over, under
and the vicinity of the road surface. Highway drainage is very important for safe and
efficient design of the highway and hence is an essential part of highway design and
construction.
Two types of drainage facilities are provided in this road alignment so as to safely
manage the surface water: Cross drains and Side drains. Cross drains are mainly designed
to pass the stream flows whereas side drains for catching the flows from road surface and
upside adjoining areas. However in some cases the cross drains are provided to divert the
flows coming from side drains.
To facilitate water collection into the side drain, camber towards the side drain has been
provided for both side of roads. Side drains are provided along both sides of. Except
major rivers and minor streams in most of the crossings 1200 PC are preferred.
12
Cross Drainage
For fixing the location of cross drains both designed plan and profile of the road were
used. If there are water ways crossing the road, cross drains of appropriate size were fixed
according to the design discharge. There are some locations where water ways do not
exist but valley curves are designed. At these valley curves also cross drains are fixed so
that discharge incoming from side drains can be safely cross the road. The average
interval of crossings is about 150 m.
The drain size varies based on the design discharge. The design discharge for each drain
is different. It means there will be many sizes of cross drains in a road. It is not practical
and even not economical to construct pipe culvert of many sizes. The lowest size of 60
cm pipe usually found blocked by debris hence pipe of 120 cm is recommended for cross
drain.
Proposed Cross Drainage Structure Types
During field visit it is found that there is problem of natural drainage facilities due to
fewer networks of drainage patterns Haldibari Rural Municipality is bounded by
DeuniKhola in North and East boundaries. Raised stage in DeuniKholaaffects the
drainage system of Haldibari Rural Municipality by the back water effect in the disposal
drains. Proposed Cross drainage structures foe the municipal roads are of two types: Pipe
culvert, Slab culvert. Pipe culverts are of 90 and 120 cm diameter. Slab culverts are of
different sizes having flow area of 6 m2. Proposed slab culverts are also in this range.
Pipe Culverts
The drain size varies based on the design discharge. The design discharge for each drain
is different. It means there will be lots of different sizes of cross drains in a road. It is not
practicable even not economical to construct pipe culvert of many different sizes. Hence
it is decided to use pipe culverts of 900 mm at the new locations. The hydraulics of these
pipes is worked out for maximum flow capacity and velocity is determined at a suitable
head. Now the design discharge of a crossing is compared with flow capacity of a pipe
and then size is fixed from standard pipe sizes. RCC pipe culverts with 90 cm diameter
have been provided as these can be cleaned manually by entering inside the pipes.
Slab Culverts
Wherever there is an existing defined flow channel crossing the alignment and discharge
requires more than two nos. of 900 mm dia. pipes, provision of suitable size of slab
culverts has been made.
Discharge Capacity of Cross Drainage Structures
13
Based on inventory records structures are verified and checked for the design flood and
recommended to replace the existing structures at some places. Similarly new cross
drainage structures are proposed according to design flood and field condition. Other
existing or proposed structures where discharge could not work out are kept as in field
or proposed on the basis of field experience.
Table 4.0.1Hydraulics of proposed pipe culverts

Fricti Max. Max.
Full Max. Length Max.
CD type Size on veloci flow
flowing design of Head
(m) coeff. ty m3/sec
area, m2 slope, % CD, m loss, m
(f) m/sec
Pipe 0.90 0.89
0.63 0.3 10 0.10 0.025 1.40
Culvert m
Table 4.0.2 Hydraulics of proposed slab culverts

Flowin Hydraul
Manning Max. Max.
g slope, ic
CD type Size, m2 's vel. flow
area, % radius,
coeff. (n) m/sec M3/sec
m2 m
Slab 1.5m*1.5 1.44 0.3% 3.9 0.045 3.02 4.34

Culvert m
Selection of Proposed Cross Drainage Sizes
The type and size of CD structures are selected according to as per its discharge capacity
shown in Table 4.7. Details of existing and proposed cross drainage structures are given
in Table 4.9. 900 HPC is not preferred due to frequent chocking problem by floating
debris.
Table 4.0.3Selection criteria of proposed CD Structures based on design flood

Q20, m3/s Size and CD Type Remarks
Up to to 2 1200 HPC Full flow condition is considered
2 to 4.3 1.5 x 1.5 SC Partial flow considering 0.3 m FB
Discharge Calculation for Side Drains
14
Discharge in side drains mainly due to the response of the residual catchment area
between the catchment area of two successive cross drains and road surface. Safely
draining off of this discharge has prime role in life of road pavements. Design discharge
for side drains has been worked out by calculating the residual area of such cross drains
and the profile of existing ground as well as the design longitudinal profile of road.
Rational formula is applicable here also and the result is presented in Table 4.9.
Proposed types of Side Drains
In some stretches side drains of stone masonry also exist but in most of the stretches new
side drains will be provided with new design width of the road. In most of the length of
this road drainage areas for side drains are very small. Triangle shape type drain of stone
masonry is proposed for side drains in most of the road length. The flowing capacity of
various typical side drains are worked out in Table 4.8.
Table 4.0.4Flowing capacity of typical side drains

Max. Max.
Width Depth Flowing Hydraulic Manning's
Drain Longitudin Vel. Flow
Type Area, al slope m3/se
mm mm Radius, m Coeff. (n) m/sec
m2 c
D1 1125 300 1.08 0.3% 0.45 0.013 2.47 2.67
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 flow.
Side drains are designed on the basis of incoming flow from the hill side. The remaining
catchment between two cross drains has been identified in topographical map
approximately. The length of drain has been multiplied by average width of the
catchment to get the flowing area. An average intensity of 5 years frequency equal to 132
mm/hr has been worked out for the whole length of the road assuming that monsoon
pattern may be similar in that region. The design discharge at the end of drain has been
computed by Rational formula. The average run-off coefficient has been taken as 40%.
After getting the design discharge the side drains should be designed accordingly. The
side drains don’t get the same flow throughout its length as in the case of cross drains.
As the length of side drain increases, the flow also increases. Hence theoretically the size
of side drains should be increased towards the outlet. In practice the drains are designed
of one size in one reach for maximum flow at the end which is not cost effective. Again
this end discharge is variable in each reach. It means that there will be so many sizes of
drains.
15
Another criterion for fixing the drain type is limited width available for drain
construction. Hence it is decided that triangle type drain shall be preferred for new
drains. The side drains must follow the longitudinal slope of the road and the present
road has minimum slope of 2%.
Considering all these variations in discharge, velocity and drain size, the consultant has
proposed some typical side drains with modifications used in hill roads of Nepal. The
discharging capacity of each side drain has been worked out. In each reach of side drains
the drain type is now selected according to design discharge. As in the first sub reach
from higher point the incoming flow is minimum the drain type selected is D1 which has
largest discharging capacity of 2.67 cumecs.
4.4 Protection Measures

The proposed road, as any road in a mountainous part of the country, will surely have
impact on the existing natural equilibrium. The effects of such interference can be
minimized and several techniques have been developed, which were followed to the
extent possible to adopt a philosophy, which believes in a priory, as well as in the post
construction mitigate measures.
The following measures were taken into consideration while selecting the type design of
the road formation:
 Cut and fill should be balanced for each cross-section in areas where fill does not
require retaining structures or can be retained with low height (less than 3 m) and
low cost retaining structures.
 Geometric standards in critical areas are to be lowered.
 Limit the height of cut to about 15 m in low hazard areas and to about 8 m in high
hazard areas, except for unavoidable situations
 Excessive cutting in steep areas is to be avoided by adopting fill section and

providing retaining walls
 Retaining walls are to be avoided wherever full cut section is possible within the
above mentioned cut height limits
 Retaining wall more than 8 m is to be avoided as far as possible
 Inside battered retaining walls is to be adopted in fill sections on hill slope s of

more than 20 degrees
 Cut height and retaining wall height are to be minimizing by providing breast
walls on the cut slopes without exceeding the limits mentioned above.
16
 The unprotected slopes should be provided with the erosion control measures
 All irrigation canals should be lined above the road alignment level.
 The interface between the natural and cut slopes should be smoothened.
17
Geometric Standards
CHAPTER-V: GEOMETRIC STANDARDS
Geometric design parameters of Urban Road Guidelinehave been considered.
5.1 Road Classification

Project roads fall either under the category of Urban Road. Nepal Road Standard
elaborates much on Urban Road.
5.2 Design Standard
5.2.1 Design Speed
The design speed has a crucial role in geometric parameters of the roads. The sight
distance, radius of horizontal curve, super elevation, extra widening of pavement, length
of horizontal curve and the length of vertical curve (summit and valley) depend on the
design speed, which in turn depends on class of road and nature of terrain. Therefore, the
consultant adopted 40 km/hr design speed.
5.2.2 Geometric Design
The technical standards are set considering minimum initial investments with the scope
for gradual upgrading. The roads can be upgraded in a compatible manner as the traffic
volume increases and availability of resources justify additional inputs.
The design standards adopted for the upgrading of the road are that of all-weathergravel
road with low traffic volume. The design parameters adopted for the Project follow
Urban Road Design Standards, with the salient features, as outlined in the table below:
5.3 Horizontal and Vertical Curvature
5.3.1 Horizontal Curvature
The purpose of introducing curves is to deflect a vehicle traveling along one of the
straight, safely and comfortably, through the angle (deflection angle), to enable it to
continue its journey along the other straight.
The curves are necessary to avoid any obstacles during the process of alignment. The
curves becomes compulsory if we have to link some guide points (obligatory points),
towns and some special locations that are not connecting by the direct routes, and some
time to avoid geological features that are unsuitable for the construction of road.
However, due consideration should be given while introducing the curves, the effect it
will bring and other factors.
18
Geometric Standards
Several studies have been carried out to investigate the effects of curves. The studies
have showed higher accident rate in the curve section than tangent, and the rate of
accident increases as the radius of curvature is decreased. Vehicle operating costs are
higher in the curvilinear nature of the alignment.
The essence of curve also increases the total construction cost. However, roads are safer
with some curves rather than only straight ones, as the attention of the driver is enhanced
by the presence of the curves. The journey time substantially increases in the roads with
low radius curves.
Finally, design speed and topography have high deciding roles in the provision of curves.
More undulated and rugged terrain requires more curves.
A horizontal curve serves for change in direction to the centerline of a road and safe
turning to the vehicles in horizontal plane.
5.3.2 Super Elevation
While travelling under open highway conditions along the rural road, most drivers
gravitate towards a more or less uniform speed. In the event that the road is not designed
properly, a vehicle must be driven at a reduced speed for safety as well as comfort of the
passengers when moving from a tangent section to a curved section of the highway. This
is because a centrifugal force is acting on the vehicle that tends to cause an outward
skidding away from the centre of the curve.
Super-elevation is defined as the raising of the outer edge of the road or track along
curves. It will reduce effect of radial force on the vehicle.
As a vehicle of mass M at speed v moves about a carriage way curve of radius Rthat is
at an angle  with the horizontal, it is subject to a reactive force = MV2/R, called
thecentrifugal force, which causes it to slide outward, away from the centre of curvature.
Finally the formula comes to v2/gR = tan++( v2/gR) tan
Where the coefficient of lateral friction or side friction factor, g isis the acceleration due
to gravity, M is the mass of the vehicle. The quantity (v2/gR) tan is so small that it can
be neglected. If tanis expressed in terms of super-elevation, e, then,
V 2/R = (e + )/g
Where: V 2/R is the centrifugal acceleration. If v m/s is replaced by V km/h and g=

9.81m/s2, then we get
V 2/127R = e+ --------------(5.1)
19
Geometric Standards
This is known as minimum radius equation. If design speed and super-elevation are
known, it enables the minimum radius to be determined for an acceptable level of side
friction (and of drive comfort).
The maximum super-elevation is obtained without taking into account the coefficient of
lateral friction (= O)
V 2/127R = e--------------(5.2)
In this case, the driver does not require to adjust the steering wheel.
The minimum super-elevation is obtained in the case if taking into account the full value
of the coefficient of lateral friction.
e = V 2/127R – --------(5.3)
In some countries super-elevation are normally provided only for balance about 45
percent of radial force in order to give the driver comfort and from the recognition that a
stationary or slow moving vehicle tends to slide toward the inside of the curve in
abnormal coldish conditions.
When a vehicle traverses a horizontal curve, the centrifugal force acts as horizontal
outward through the center of gravity of the vehicle. The centrifugal force developed
depends on the radius of the horizontal curves. The super-elevation that is provided
should not be less than the camber from the surface because of the drainage point of view
hence a minimum super-elevation of 3% is adopted for rural black topped road.
The change over from normal section to super-elevation section should be achieved
gradually over the full length the transition curves so that the design elevation is available
at the starting point to the circular curve. The super-elevation is obtained in tangent and
balanced on the circular curve. The super-elevation is introduced by raising the outer
edge or the pavement at a specified rate by rotation the pavement about centre line. As
the traffic was observed as mixed so for this condition 75% of design speed is taken and
the friction is neglected. Then the formula for super-elevation has reduced,
e+= V2/gr ……………………. (5.4)
Where,  = Coefficient of lateral friction taken as 0.15 for these roads.
V= Design speed in m/sec.
g= 9.81 m/sec2
The adopted Super Elevation aregiven below.
20
Geometric Standards
Maximum super elevation to be provided is limited to:
 In plain and rolling terrain 7%

 In snow bound areas 7%
 In hilly areas not bound by snows 10%
Minimum value of super elevation should be equal to the rate of camber of the pavement.
5.3.3 Minimum Radius of Curvature
For the section of the road where difficult site conditions are in predominance, the
minimum radius of horizontal curves adopted are ruling minimum of 15 m and absolute
minimum radius of 12.5 m is provided. In order to have clear vision range in the curves
the setback distance have to be adopted ranging from 0.8 m for curve radius 150 m to 4.5
for curve having radius up to 12 m.
Minimum radius of curvature (due to narrow landscape insistent to pass road through
buildings constraint) adopted in the proposed road is 12.5 m. Most of the curves are
designed for radius more than 15m and large radius to avoid huge amount of earthwork
and protection works. Attempt has been made to increase radius as far as practicable
considering the comfort of driver and passengers as well as serviceability of road.
T = R tan /2 …………………………………………… (5.5)
E = R (Sec /2 – 1)…………………………………..… (5.6)
L =  R /180 ……………………………………………(5.7)
Where, T = Tangent length
E = Apex distance
L = Length of curve
R = Radius of curve in meter
= Deflection angle in degree
5.3.4 Widening on Curves
Widening includes mechanical and psychological widening. To facilitate safe passing of

vehicles on curves having radius less than 60 (as recommendation by NRS) the inner
edge of carriageway will be widened. The widening is done according to the following
formula
We = (nL2/ 2R) + V/(9.5R) ……………………..(5.8)
21
Geometric Standards
Where, We = extra widening
N = number of traffic lanes
L = length of wheel base (6.1 m)
V = design speed (20 km/h)
R = radius of curve
Since in the proposed road no transition curve is provided to third of the extra width
should be achieved on the tangent portion before the start of the circular curve and one
third on the circular curve. Road is located in the hilly terrain, the entire widening should
be done inside of the curve. Due to drainage consideration and other constrains, it is
necessary to provide widening equally both sides of the road. The adopted EW is
tabulated as below.
Table 5.0.1 : Extra widening on curves

Extra width
0-20 20-60 >60
Hill 0.6 1.5 NIL
Terai 0.6 1.5 NIL
5.3.5 Vertical Alignment
All vertical curves are suggested simple parabolas according to the Nepal Road
standards. Vertical curves are unavoidable due to drainage problems and topography of
project area. This road project is located in hilly terrain so vertical curves are designed
according to the Nepal Road standards.
5.3.6 Summit Curves
The criteria to be adopted is that the minimum sight distance shall be equal to the stopping
sight distance and for city road, the sight distance is 45m at design speed of 50 km/h.
The length of vertical summit curve is given by:
L = As2/200 when S is less than L ……………………….(5.9)
And, L = (2S – 200/N), when S is greater than L ……………(5.10)
Where L = Length of curve in m
S = Sight distance in m
A = Algebraic difference of approach grades in percent and
22
Geometric Standards
Height of eye = 1.0 meter
Height of lowest objective visible = 0.10 meter
5.3.7 Valley Curves
The criteria to be adopted are that the headlight sight distance shall be equal to stopping
sight distance and that centrifugal acceleration is limited to 0.30 m/sec2 and it is given
by,
L = As2/(200+3.5 S) when S<L ……………. (5.11)
L = 2S-(200+3.5 S)/A when S>L ……………. (5.12)
Where, the centripetal acceleration rules.
L = A V 2 / 395 where V is in km/h …………… (5.13)
5.3.8 Gradient
The gradients are provided as minimum so as possible considering present surface land
and are within the limit value given in Nepal Road Standards. The main problems that
consultant faced during design of this road is to maintain the existing road gradient.
5.3.9 Sight Distance
Stopping Sight distance are calculated from the formula given by
S.D.S.=0.2798 V. T. + V2/254(f+0.01n)………………..(5.14)
Where S.S.D. = Stopping sight distance
V = Design speed in km/h
T = Total Reaction Times 2.5 sec.
F =Coefficient of friction from 0.42 at uniformly distributed. Friction coefficient of

0.4 is recommended by IRC for design speed of 40km/h.
n = Gradient in percent
Over taking sight distances are calculated from the formula given by
O.S.D.=0.2798Vb t + 0.2798 Vb T + 2S + 0.2798 V T………….(5.15)
Where, Vb = Speed of Overtaken Vehicle, km/h
t = Reaction time of driver = 2.5 sec.
23
Geometric Standards
V = Design speed kmph
T = 4s/A
S = Spacing of Vehicle =(0.2Vb+6)
A = Acceleration km/h/sec
5.3.10 Lateral Clearance
As per NRRS.for culverts, the full roadway width will be the width including width of
shoulders. There were no crossings requiring minor and major bridges.
5.3.11 Vertical Clearance
As per NRRS, minimum vertical clearance for through structures shall be 4.75 meters.
Overhead wires, poles etc. shall be above the road surface at least 7.0 m.
5.3.12 Right of Way
The minimum (including Shoulder) formation width of Urban Road, Class Asection is
4.5 meters (2.25 m on either side of centre line of road). The right of way width for Road
section is 20 m (10m either side of the road).
5.3.13 Sign Posts
Traffic signposts are provided as pre standard format proposed by NRRS in every section
that will ease traffic movement and observe safety requirements
5.3.14Traffic Signs
Traffic signs and carriage way marking is essential for safety and free flow traffic. Traffic
sign should follow as per traffic sign manual prepared by NRRS,
The Standard design for kilometer posts issued by the DoR is recommended for this road
project.
24
Alignment Survey
CHAPTER-VI: ALIGNMENT SURVEY
6.1 Introduction
The road of our concern under this detailed design study is in existing earthen road. This
study intends to carry out all the necessary works related to widening and upgrading of
this road.
6.2 Survey Procedure

Detailed engineering survey was carried out for the design work of the road. The
accuracy and effectiveness of design work depend on the accuracy of survey works,
hence due care was given during survey works. The various stages of engineering survey
were:
 Desk study
 Field work
Desk study was carried out studying concerned topographical map sheets. Nepal Road
Standard 1991 was the main input document that was referred to maintain the standard
of roads, however considering the urban nature of this road some other parameter are
also used.
The fieldwork consists of detailed engineering survey of said road project. The linear
traverse method was adopted for the survey. All reading was taken using TOTAL
STATION and leveling instrument and data were recorded. Contours were generated
from the field recorded topographical data.
The RL of center point of the cross section were measured using TOTAL STATION
instrument readings. The observation of horizontal angles at each right and mean of two
was done with both left and right faces and mean of two was used for calculation to
eliminate errors due to eccentricity and centering. The TOTAL STATION instrument
carried out profile leveling at an interval of 20 m and at all points where sudden changes
of topography was observed. During the field works, all the data needed were recorded
and registered.
BM was established where deemed necessary and fixed.
6.3 Instrument Station

Instrument is placed on the site from where forward and backward is clearly seen with
taking maximum detailed point for detailing. The station point established on site is listed
in Design Report.
25
Alignment Survey
6.4 Construction Material Survey
For construction of the roads a number of construction materials such as stone, GI wire,
aggregates, cement and sand is essential. The materials for construction of Road are
getting from following Places.
26
Design
CHAPTER-VII: DESIGN
7.1 Horizontal Alignment

A change in the direction is required in roadway alignment due to existing road and
topography of the terrain. The design standards for various elements given earlier chapter
have been adopted throughout.
7.1.1 Horizontal Curves
The different elements of horizontal curves were designed using equations that are
already given above. As far as possible, large radii were adopted on the curves, where
the minimum radius of curve adopted is 15m. In exception case 12.5 m radius is used
.Most of the curves are having radius around 20m. A list of horizontal curves and their
elements are presented in the drawings and lists with its design parameters are presented
in the appendices.
7.1.2 Extra – Widening
As recommended by Rural Road Standards and using formula given above, the inner
edge of carriageway has been widened on horizontal curves to facilitate safe passing of
vehicles.
7.2 Vertical Alignment

The vertical alignment includes selection of gradient and design of summit and valley
curves. The maximum gradient adopted is 12%, which is permitted by NRS. For smooth
changes from one gradient to another, gradual vertical parabolic curves were provided.
Y = Ax2/200L where,
A = Deviation of grades in percent
L = length of curve
X = horizontal distance
The length of both summit and valley surveys are calculated as per the equation discussed
above.
7.3 Cross- Section
27
Design
7.3.1 Cross Section Design
The cross section design was carried out taking plan and profile under consideration. For
embankment areas, the side slopes of 0.3 H: 1 V are adopted and side slopes in cutting
varies based on soil classification.
7.3.2 Shoulder Width
According to the DoR Standard the Shoulder Width is 0.75m either side.
7.3.3 Carriageway Width
According to the DoRStandard the Carriageway Width is 7m.
7.3.4 Formation Width
Formation width proposed which includes carriageway and its shoulder width on both
sides.
7.3.5 Right of Way
Total right of way for this road section is 24m (12m either side of the road).
7.3.6 Camber
A 5% of camber was provided for the proposed Earthen Surface and 5% for shoulder
surface.
7.3.7 Pass Bay
Pass bays are provided at interval of 300m as far as possible.
7.4 Retaining Structures

Retaining walls are structures to support backfill and surcharge load from the fill section
of the road. Normally, it is constructed on the valley side along hill roads. Breast walls
are similar structures constructed along the hillside.
Retaining and breast walls are not normally intended to stabilize slope failures but are
meant to support active or passive earth pressure from the assumed failure wedge above
the base of the wall. Retaining and breast walls are constructed for the following
purposes:
 To minimize the volume of excavation and to achieve cut and fill balanced
sections
 To support the road completely or partially in fill
28
Design
 To stabilize fill slopes (e.g. tipping areas) and cut slopes
 To support the toe of a weak slope
 To prevent erosion on steep sloping cut faces as revetments
7.4.2 Gabion Structures
One of the most important advantages of gabion structures is that they act in a
homogeneous way and possess higher flexibility. Gabion structures are capable of
deforming themselves without loss in structural strength, and are able to accommodate
settlement without rupture. They are highly permeable and allow free drainage through
the wall. Therefore, gabion structures are favored under the following conditions:
 As a retaining and support structure in weak foundation conditions, wet soils,

high groundwater, high seepage pressure areas etc.
 To retain the road completely or partially in fill when the height of fill exceeds
3.5m.
 To strengthen and regulate natural slope drainage systems, water flow areas etc
as protection works around drainage outlets
 Protection to unstable slopes such as slope movement due to creep, landslides etc
 The general principles adopted in design and construction:
 All wires used in gabion boxes should have heavy galvanized zinc coating
 To achieve monolithic design and strength, all gabions should be firmly wired
together with continuous lacing at the edges, with double loops at each binding
place. This is done mostly before the filling
 Erection of gabion walls should start only after inspection and acceptance of the
foundation. Permanent dampness must be avoided during the construction period,
as well as thereafter.
 Use of larger size, hammer dressed, tabular stones, staggered joints, proper
bonding and interlocking between the stones must be ensured.
 During the filling of the stones, bracing wires should be fixed at one-third and
two-third height in the box.
 The mountainside walls should generally tilted at 1:3 (H:V) in the front and 3:1
at the base.
 In normal conditions, the valley side walls should be front-battered at 1:4 (H:V)
whilst the base or foundation of wall must be inclined 4:1 inwards. No tilt should
be provided for gabion structures used in and around drainage outlets.
29
Design
 The rear of gabions should be provided with a filter bed with well-compacted
smaller stones to facilitate water flow.
 When gabion structures are used in wet and weak soil, the rear face should be
curtained with geo-textile fabric to retain the fine particles allowing the water to
percolate.
For low-cost roads, walls constructed in dry masonry and gabion are by far the most
common since the bulk of material is available locally In order to secure the river banks
and to minimize the earthworks, number of retaining structures is suggested. Stone
masonry walls are provided at different chainages. The specification of gabion walls is
as suggested by NRRS design standards.
The stone masonry structures are suggested as retaining as well as breast walls in difficult
points where gabion and dry masonry walls are not possible to construct.
7.5 Road Side Development

The roadside development includes plantation of trees and shrubs and providing sign
posts required for safe, efficient and comfortable driving. For this road sign posts and
kilometer posts have to be installed. And for protection of cut and fills slopes vegetation
measures such as bioengineering measures are applied and are advised, as a part of road
project. The cost of bioengineering is not included in the cost estimate and needs separate
estimation.
7.6 Relocation of Utility Services

Utility services such as electricity, telephone and water supply are within the construction
area. The utility services authorities will do the relocation work. Costing of these services
is not included in the cost estimate.
7.8 Drainage Design / Water Management

Provision of adequate drainage structures is considered critical for long-term viability of
road being constructed. The monsoonal rain in Nepal are very heavy and the hill roads
that are constructed on a very steep mountain slopes, with large exposed batters, steep
gradients and gravel or earth pavements are very susceptible to erosion, scour and slope
instability.
Conservation of natural drainage patterns along the road alignment is one of the major
considerations that should be made during the design and construction of the draining
structure. Water accumulation and concentrated on road surface is a major threat to earth
roads as it causes rutting, formation of ditches etc.
A fundamental technique applied in water management is to ensure that rain water is

evenly distributed off the road surface, towards the valley side. This has been achieved
30
Design
by providing the road surface with an outward cross slope thereby preventing rainwater
to accumulate of the road surface as shown in the typical drawings.
Since the road is designed as a low cost, side-drain construction is discouraged in the
design as these drains often are blocked and the water finds its way to the road surface,
causing major damage to the road. Drains have been proposed only at the sections with
excess water from the hillside, or at the section s with steep gradient (>5%) or
switchbacks. Drains have also been proposed along sections where settlements exist.
7.8.1 Cross Falls
The road surface is generally provided with 4% outward cross slope to allow the surface
runoff to disperse gently toward valley, along the complete length of the road thereby
reducing the possibility of erosion. The super-elevations are provided according to the
requirement of curves and drains are provided according to the slopes of the road section
if necessary.
7.8.2 Side Drains/ Longitudinal Drainage System
At locations where the road profile gradient is greater than 5 %, rainwater may flow
longitudinally along the road, scouring weak surfaces and forming a gully along the road.
In such cases, drains are provided to guide the rainwater to the nearest cross drainage
structure or gully. They are generally earthen drains with dry masonry scour checks,
spaced at a difference of 5m to 15m depending on the longitudinal gradient. Outlets to
side drains are designed in such a manner that scouring by the water flow is prevented.
At switchbacks, where the cross slope is reversed towards the hillside, drains are
constructed and water from the drain is crossed over to the valley side through a
causeway. A road alignment consisting of a stack of switchbacks is set out in such a
manner that the water diverted from the road uphill does not fall on the road downhill. In
exceptional case with steep gradient and highly erosive soil, side drains will be lined.
7.8.4 Cross Drainage Structures
The cross drainage structures proposed for construction on rural roads are limited to dry
stone causeways, vented concrete causeways, box culverts, irrigation water crossings and
pipe culverts. Selection of the type of cross-drainage structures depends on the flow
characteristics (discharge, sediment load etc), local topography, access to the site and
availability of materials. NRRSdesign standards will be followed for design of RCC slab
culverts.
Dry Stone Causeways
31
Design
These are very commonly used cross drainage structures in hill earthen roads. They are
built across non-perennial streams, Kholaetc, where sediment loads are high or where
excessive debris is expected. The advantage of the dry stone causeway is that it is cheap
and offers least resistance to the natural water flow and flood material. They are
unsuitable for perennial streams with high water levels and gorges.
RCC Causeways
These are very commonly used cross drainage structures in hill roads for all weather
roads. They are built across perennial streams, Kholaetc, where sediment loads are high
or where excessive debris is expected. The construction work is easy and maintainable
and durable. The advantage of the RCC causeway is that it is cheap and offers least
resistance to the natural water flow and flood material.
Water Supply Crossings
These are minor structures used to cross water from one side of the road to the other.
However, such crossings also come in use while discharging small quantities of rain
water where required.
Pipe Culverts
Topography is the main criterion that determines pipe culvert considerations in place of
stone pitched causeways. Pipe culverts are proposed in areas where the discharge is
concentrated. Vehicular access to the construction site is necessary for transportation of
the pipe.
7.10 Cut / Fill Batter Slopes

Cut/fill slope designs are normally based on geo-technical parameters, such as soil and
rock properties, terrain slope, water tables and height of cut slope.
Design Considerations
The slope gradient and length of cut slope should be determined on the basis of the
geological, hydro geological conditions, and soil parameters. The cut slope gradient
should be between 1:0.3 (V:H) and 1:1.0 depending on subsurface conditions and other
characteristics. Berms of 1 to 4 m width should be constructed at interval of 5 to 10 m in
the vertical direction (height). Attention shall be paid to the geological condition of the
slope prior to cutting of the slope. The gradient of the cut slope should be based on the
results of the investigation and as approved by the engineer. In designing a cut slope, the
following geological conditions should be considered with the utmost care.
a) Colluvial Deposit Slope
32
Design
Colluviums such as talus and debris flow deposits, being poorly consolidated, usually
form a slope with a critical angle of stability. When excavated, the cut slope formed will
become unstable. Therefore a wide berm near the boundary between the bedrock and the
upper colluvial deposit should be designed.
b) Erosive Sandy Soil
Sandy soils, such as decomposed granite, pit sand or terrace gravel are easily eroded by
surface water, which may result shallow collapse.
c) Erodible Soft Rocks
Cut slopes in soft rocks such as mudstone and tuff with low degree of solidification
becomes unstable after the completion of cutting because of the weak internal shear
strength of the rock and stress release.
d) Fissured Rock Slope
The stability of fissured rock slopes is governed by the degree of fissure development
and their distribution.
As a rule, cutting and removal of soil mass should be performed from upper to lower
portion to maintain the slope stability. Cutting work should be carried out during dry
season. The final cut slopes should be treated with adequate drainages, slope protection
works and/or bioengineering works to increase stability against effects of rainfall and
infiltration of water.
Protection of the cut slope and its foot should be considered in order to prevent erosion
and instabilities. Slopes must be protected by means of walls and resisting structures if it
is unavoidable to implement steeper slope gradient than the standard gradient. Proper
cutting work is effective to safeguard the probable cut slope failures. The recommended
standard slope gradient for cut slopes for different soil characteristics are shown in Table
7.1.
Table 7.0.1List of Cutting Slope vsSoil Type
Soil type Side Slope(vertical:horizontal)

Ordinary Soil 1:2 to 1:1
Disintegrated rock or conglomerate 1:1/2 to 1: ¼
Soft rock, shale 1: 1/4 to 1: 1/8
Medium Rock 1: 1/12 to 1: 1/16
Hard Rock Almost vertical
Note1: Recommended standard gradient is only indicative and detailed assessment and
design of cut slopes should be carried out by an engineer. Silt is to be classified as
cohesive soil.
33
Design
Design Consideration
The main considerations for design of embankment concerns stability analysis of the
existing ground and properties of fill materials. The ground for embankment loading
should be able to support the weight of embankment and associated structures without
causing any instability. Prior check on natural ground conditions with respect to stability
and settlement is recommended before construction of embankment.
In selecting fill materials, their strength and deformation characteristics should be

considered. The suitability of fill materials is mainly judged from the classification test
and its strength such as CBR test for subgrade and unconfined compressive strength test.
The fill slope gradient is also function of characteristics of fill materials. Standard fill
slope gradient is shown in the Table below. For high embankment consisting of different
layers of fill materials respective standard gradient should be applied for the fill slope of
each layer. In high fill construction, it is recommended to provide berms of about 1 to 2
m width every 5 to 7 m of height interval with proper drainage considerations in the
berms.
As the conditions of ground water also plays stability of embankment slopes the surface
and subsurface water management is essential for designing the large embankment
slopes. The filling slopes should be treated with sufficient drainages, surface protection
works and/or bioengineering works to increase stability against effects of rainfall and
infiltration of water.
Cut height is kept to minimum as possible and preferably limited to 15m in low hazard
(susceptible to fail) areas and 8m in medium hazard areas.
7.11 Delineation
Delineation is always helpful, but it is particularly important at bends. Road accident
records have shown that more accidents happen on bends than on straight sections. Good
delineation of a road serves the following purposes:
 it shows the safe limits of the road,

 it helps drivers to control approach speed on bends,
 itimproves lane discipline.
 it aids in identifying potentially hazardous situations such as sharp bends and
 obstacles, and
 it helps to prevent crumbling of road edge and deterioration of shoulders.
Delineating devices will not make our roads completely safe. Nevertheless, studies
elsewhere show that an intelligent mix of some of the delineating devices can reduce
accidents by as much as 60 percent.
34
Design
Types of delineating devices
In some respect delineators do warn of an impending hazard situation. In strict sense,

however, only road indicators can be considered as delineating devices.
 Centre and edge lines

 Post delineators
 Confidence blocks
 Earth-filled bitumen drums
 Chevron signs
 Reflective studs
Recommended Delineating Devices
Post Delineator
As the posts stand out prominently, they provide very good delineation even when the
road is impounded with flood. The posts enable the driver to plan forward route, and thus
need to be consistent. The addition of a small reflector would make the delineator much
more visible at night when good delineation is especially important. The additional cost
would only be about Rs 100.
Standard to be Adopted
The length of the concrete posts to be used as post delineator should be 1500 mm or
more, so that 1000 mm should be above road level after erection. No concrete foundation
block shall be used for erection of a post delineator. Post delineators are especially
desirable in the following situations:
 on both sides along horizontal curves

 along summit curves when the sight distance is inadequate
 on straight sections where the visibility is poor due to climatic conditions
 along temporary road diversions
 along floodways
 at the approaches to important intersections
 valley side of hill roads
 road embankments exceeding 3m,
 Where the road narrows suddenly, for example, on the approaches to a narrow
bridge.
35
Design
The use of post delineator is recommended to be limited to suburban and rural areas.On
the delineator posts with reflective plates, the red reflectors shall face the oncoming
traffic on the same lane and the white- reflectors shall faces the oncoming traffic on the
opposite lane. Experiments are underway to find a cheap, effective, vandal-proof
reflector. The use of recessed galvanized iron plates is currently favored. These are fixed
into the post during casting. Adhesive-backed retro-reflective sheeting (3M's Scotchlite
or similar) is applied to the plate once the concrete has cured. Post delineators are erected
at 600 mm from the outer edge of the shoulder. On hill, roads along the stretches with
big drops the delineators may be placed on the top of the retaining walls. Post delineators
are redundant when crash barriers are provided. They may, however, be used in
combination with chevron signs.
36
Environmental Mitigation Measures
CHAPTER-VIII: ENVIRONMENTAL MITIGATION MEASURES
8.1 Introduction
The main aim of environmental study is to ascertain baseline conditions, and
recommends practical environmental mitigation and enhancement measures for the
proposed road. It states how the projects will endeavor to mitigate the negative impacts
that may result from the road construction. It is intended that these general environmental
mitigation measures be used in conjunction with good road engineering design,
construction and operation practices such as the following:
i. Road alignment selection that avoids landslide-prone and geological unstable

areas, sensitive ecosystems, and important cultural and religious sites
ii. Road alignment selection that avoids large scale cutting and filling and that is
based on mass balancing
iii. Proper application, design, and construction of cut slopes using appropriate
stabilizing structures (breast walls, toe walls, and retaining walls)
iv. Use of bio-engineering on all exposed cut and fill slopes and on completed spoil
tips to minimize subsequent erosion
v. Proper benching and compacting
vi. Use of structurally sound earth filling practices
vii. Provision of suitable drainage facilities utilizing discharge to natural drainage
channels in conjunctions with erosion protection features
viii. Water infiltration into the soil mass vegetation cover and cut off drains are
recommended.
8.2 Selection of Slope Protection Work

About 70% of the strategic road network in Nepal lies in hill and mountainous terrain
with steep slopes and fragile rocks that are prone to slope failure, especially during
monsoon season. Various types of slope failures such as Landslide, Debris Flow and
Embankment Failures occur frequently along these roads and its vicinity. Proper
procedure of slope protection should be applied for planning and designing slope
protection methods. In general, following points are to be considered while planning a
slope protection work.
 Suitable countermeasures for road slope failures should be based on a better

understanding of the characteristics of road slope failures. Field investigations
should start with a comprehensive evaluation of general conditions (Topography,
Geology, Vegetation, Failure Type and its Mechanism, Scale of Failure, etc).
37
 Water management is an essential factor in controlling slope stability. Suitable
drainage system is the most important factor for the safety of both natural and
artificial slopes. Quick and effective drainage of surface and spring water, and
lowering of ground water table are basic methods for stabilizing slopes.
 In most of the cases Earthwork comprising of Cutting unstable portion of a slope
at top and Embankment in the toe part of the landslide can stabilize the slope.
 Combination of Water Management and Earthworks shall be considered as
primary control measures.
 Restrain measures such as retaining wall and structures like gabion wall and stone
masonry can stabilize the slope when failure scale is small and or when the
movement of landslide is low.
 Bioengineering shall be considered in every case of slope failures. Proper
application of bioengineering contributes to basic stabilization of the slope and
reduction of negative environmental impact.
 In large-scale slope failures, monitoring and control measures should be planned
and applied prior to implementation of restrain measures.
8.3 Stabilization Methods
8.3.1 Excavation of Soil
Excavation of soil and debris is the most common method used in Nepal. This flows to
reduce the slope angle of a face out or to remove the steep scarp face of an existing
landslide.
8.3.2 Bio-Engineering Measures
Nepal has one of the most difficult road construction terrains in the world. It is because
of young geological formation that causes instability, active earthquake region, rugged
topography and high concentration of rains during four months that brings high floods
with debris. Besides civil engineering measures, bioengineering is one of the low cost
solutions. Bioengineering only and bioengineering with small civil engineering
structures are suggested in these roads. It must be remembered that bioengineering could
not replace Civil Engineering discipline. However, it gives more options and widens
existing possibilities. Bioengineering has been in use in many parts of Nepal and
satisfactory results have been observed.
The bio-engineering techniques adopted by the DoR are found to be suitable for slope
stabilization on fresh cut slopes and landslides that are considered to be stabilized by bio-
engineering techniques.
38
Existing private nurseries, where available, will be promoted for the generation of plant
species required for slope stabilization. The nurseries of the District Forest Office (DFO)
and Division Roads Office are other sources of plants. Community groups, in places with
no nurseries, will be encouraged to establish nurseries through the Social Intervention
Activities. They will be trained and assisted in nursery construction and management,
and will be initially required to produce plant species required for the road.
Later, they can produce plant species with economic value. As plant species are available
in abundance in the wild and in the forests, training the local community members to
collect seeds and plant species in appropriate seasons would generate additional income
for the community.
8.3.3 Combination of Both Civil Engineering Structures and Bio-Engineering
Bioengineering is widely used with a combination of Civil Engineering structures in the

form of Check dams, Toe walls, Prop walls, Wire Bolsters, Jute Netting.
8.3.4 Water Management
Reducing pore-water pressures in the slope by surface and subsurface drainage
8.3.5 Slope Work
Protection from small collapse, erosion and weathering by application of framework,

shotcrete or pitching work
8.3.6 Anchor Works
Supporting the unstable slope by application of rock bolts, soil nails, and ground anchors
8.3.7 Wall and Resisting Structures
Supporting the slope by construction of retaining walls and similar structures
8.3.8 Gully Protection Work
Protection or reduction of the damages from slope failures by wire net and catch wall,
Series of suitable Check (Sabo) dams are applied to check the Debris Flow.
8.3.9 Pile Work
Pile works with steel H section piles, steel pipe piles, and reinforced concrete piles are
desirable to carryout to support or withstand the moving soil mass if the bed rock is
39
strong. The effect of piles on landslide movement will be less in cases where the motion
of landslide is vigorous (exceeding 1 mm per day).
8.4 Site Clearance

Site Clearance defines clearing and grubbing shall be carried out prior to earthwork. It
also affected the environment and social structures. The work includes the removal and
disposal of objects such as,
 trees
 bushes
 shrubs
 stumps
 rubbish
 and other obstacles to work.
Preservation of Property/Amenity during site clearance
The objects, which shall not be disturbed or otherwise be protected, are as follows:
Chautaras and road side trees Shrubs and plants
Signs Electric/telephone pole lines
Property and Amenity
Fences Sewers
Not to be disturbed
Or
Springs and natural water bodies Canals and other waterways
To be protected
Pipelines Buildings
Monuments
Figure 8.1: Preservation of Property/Amenity during site Clearance
40
Cost Estimate
CHAPTER-IX: COST ESTIMATE
9.1 Summary
The total estimated construction cost for Ramailo Chowk- Bagh Dad- LaxmiMa.Vi.-
Parakhopi- Garamuni Roadisshowed in estimate, which does not, include compensation for
building and land.
9.2 Site Clearance

In these roads there are some sites clearance items such as trees cutting, removing their
roots and hence are estimated.
9.3 Earthwork
The quantity of earthwork is calculated as per attached earthwork quantity sheet and
given in Cost and Quantity calculation Report
9.4 Quantity Estimate

The quantity of different items of work like earthwork excavation, filling etc. is
calculated by using the Design software and on the basis of standard engineering
formulae. However, some minor adjustment might be needed which would be verified
during the construction phase.
9.5 Analysis of Rates

The analysis of rates was done as the approved district rates for 2074/75 fiscal years and
is presented in the Cost and Quantity calculation Report.
9.6 Unit Rate

The unit rates of most of items are as per the rates approved Office of District
Development Committee, JhapaCost and Quantity calculation Report.
9.7 Rate Analysis

During the calculation of unit rates, three major components were considered. These
were; labor component, material component and equipment component. Unit quantities
for all these three components were taken from the NRRS Work Norms and
Specifications.
Similarly, the unit rates of various components, such as labor and construction materials,
are based on the rates provided by the District Development Committee (DDC), Jhapafor
the fiscal year 2074/75. It is understood that the DDC rates are market rates.The derived
unit rates were without considering VAT. The total net rate of labor material and
equipment component is then increased by adding VAT of 13%. The analyses of rates
for different item of works are given in the Cost and Quantity calculation Report.
41
Cost Estimate
9.8 Manpower Estimate
The unskilled and skilled manpower required for the proposed projects are available in
the surrounding areas. The other types of manpower can be hired from
Kathmanduand,other nearby cities.
9.9 Availability of Materials

The construction materials like stone, sand, boulder and stone aggregate, timber are
available near by the project area and can be easily obtained. The other materials like
cement, steel bar, GI Wire is available transported from Birtamodand other nearby
Market.
42
Conclusion
CHAPTER-X: CONCLUSION
The construction of Ramailo Chowk- Bagh Dad- LaxmiMa.Vi.- Parakhopi- Garamuni Roadhas
been a major necessity for better services to the road users in that region. The team has
carried out this detailed engineering survey and design of the segments of road including
cost estimate for road construction works.
This road is indeed useful to facilitate the access, making, distribution and development
of Jhapa district and zone of influence people.It also attempts to develop different kinds
of structures/infrastructures.
This report includes detail works of all the survey, design and cost estimates of the
sections of the road, which has been added in separate volumes and Annex.
43

Chowk-Bagh Dad - Laxmima - Vi. - Parakhopi - Garamuni Road.: Acknowledgement

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ACKNOWLEDGEMENT

We take this opportunity to express our gratitude to Government of Nepal, Haldibari

National Institute of Health and Environment (NIHE)

Figure 2.1: Map of Nepal demarcating studied district .................................................... 5

Table 2.1 Population Information of Haldibari rural municipality ................................. 4

1.2 General Background

1.3 Objective and Scope of Work

 Review of existing study reports, standards and specification

1.4 Scope of Project

Equipments Used for Surveying

Following equipment were used in addition to other accessories for surveying.

Following works were carried out

 Preparation of Contour maps, design (Plotting and designing) and preparation of

CHAPTER-II: THE PROJECT

2.1 Project Location

Haldibari rural municipality is connected with Bhadrapur municipality in east,

Table 2.1 Population Information of Haldibari rural municipality

2.2 Description of Alignment Stretch

CHAPTER-III:GEOLOGY AND GEOMORPHOLOGY

3.1 Regional Geology

 Indo-Gangetic Plain or TeraiZone

 Sub-Himalayas or Siwaliks or ChuriaZone

 Lesser Himalayan Zone

Main Central Thrust (MCT)

Main Boundary Thrust (MBT)

Himalayan Frontal Thrust or Main Frontal Thrust (HFT or MFT)

The project area lies at Main Frontal Thrust(MFT).

Figure 3.1: Regional Geology of the Nepal and Project Area

Figure 3.2: General Physiographic Map of Nepal and Project Area

3.2 Site Geology

3.3 Seismological Study

3.4 Geological Hazards

3.5 Engineering Geology

CHAPTER-IV: HYDROLOGY AND METEOROLOGY

Rtc = Rainfall intensity in tc hours (mm/hr)

R24 = 24 hours maximum rainfall (mm)

tc = Time of concentration in hr, calculated by equation 2.

h = Difference of the maximum and minimum elevations in m.

4.3. Design Flood Estimation

4.4. Design Intensity

In present study it is impossible to establish this coefficient for individual catchments as

4.6. Flood Estimation by Rational Method

Qp = Maximum flood discharge in m3/s

4.7. Drainage Design

Proposed Cross Drainage Structure Types

Discharge Capacity of Cross Drainage Structures

Table 4.0.1Hydraulics of proposed pipe culverts

Table 4.0.2 Hydraulics of proposed slab culverts

Slab 1.5m*1.5 1.44 0.3% 3.9 0.045 3.02 4.34

Selection of Proposed Cross Drainage Sizes

Table 4.0.3Selection criteria of proposed CD Structures based on design flood

Discharge Calculation for Side Drains

Proposed types of Side Drains

Table 4.0.4Flowing capacity of typical side drains

4.4 Protection Measures

 Geometric standards in critical areas are to be lowered.

 Excessive cutting in steep areas is to be avoided by adopting fill section and

 Retaining wall more than 8 m is to be avoided as far as possible

 Inside battered retaining walls is to be adopted in fill sections on hill slope s of

CHAPTER-V: GEOMETRIC STANDARDS

Geometric design parameters of Urban Road Guidelinehave been considered.

5.1 Road Classification

5.2 Design Standard