Jugal Rural Municipality
Baramchi, Sindhuplchowk
Province-3
A
Report
On
Detailed Engineering Survey, Design & Cost Estimation
of
“Bashsimley-Chyakhur Road”
(Ch: 0+000.00-8+240)
Vol I: Main Report
Addon Engineering Solution Pvt. Ltd.
Buddhanagar, Kathmandu
June, 2019
i
ACKNOWLEDGEMENT
This report is the result of detailed engineering survey, design and cost estimation
conducted in Bashsimley- Chyakhur through agreement signed between by Jugal
Rural Municipality and Addon Engineering Solution Pvt. Ltd.
We would like to extend our special gratitude to the concerned government office
Jugal Rural Municipality, Sindhupalchowk, for entrusting and providing us an
opportunity to conduct Detailed Engineering Survey, Design, Cost Estimation and
Preparation of Report BashSimley-Chyakhur motorable road.
We are also thankful to Rural Municipality president Hom Narayan Shrestha and all
other concerned staff of Jugal Rural Municipality and Selang ward president Kamal
Thapa for providing valuable information and help in entire period of this project.
We are grateful to our team, Transportation Engineer-Moha Raj Poudel, SurveyorPramod Bhattarai, Civil Engineer-Chet Nath Neupane and other supporting staff who
are actively involved in the survey, design and preparation of report.
At last but not least, we are very indebted to the local people for their kind
cooperation during our survey works, including guidance and help during execution
of the field survey work and providing us with required information.
Addon Engineering Solution Pvt. Ltd.
Buddhanagar,
Kathmandu
ii
EXECUTIVE SUMMARY
The Detailed Engineering Survey, Design and cost estimation and the preparation of
the report for Bashsimley-Chyakhur road has been prepared for Jugal Rural
Municipality, Sindhupalchowk. The road length is 8.24Km. The road alignment starts
from BashSimley and ends at Chyakhur.
Design of road was carried out by Smart Road developed by Smart Tech and
SW_DTM computer software developed by Softwel (P) Ltd.
Nepal Rural Road Standard (2055) with 2nd Revision, DoLIDAR is followed to
design the road. The road falls under the category of Local Road Network as per
NRRS as it connects Bashsimley to Chyakhur. And accordingly, the design
parameters and standards are considered for the road design. A total right of way
adopted is 20m (10 m on either side). Adopted Roadway width is 7m, which includes
carriageway (5.5m) and its shoulder width (1.5m), and formation width is 8.2m
including drain. Few slope failures were observed along the road alignment.
Regarding construction materials, stone aggregates required for road works can be
obtained from Balefi River. Other construction materials such as GI wire, cements,
Hume pipes, etc. can be procured from Banepa market, which is in about 64Km
periphery.
The survey, design and estimate of the road are included for the standard
improvement of the road to its District road standard. The whole length of the road
passes through the cutting and filling section. In this situation, where excavation or
filling has been purposed following the existing cut or fills, the existing track of the
road is narrow to this District Road standard road so extra cut or fill is adopted for
carriage width, shoulder and provision of earthen unlined-drains. In absence of
compaction, plant a road formation in cut will be more trafficable than one in fill. So,
where there is no stability problem, a balance cut and fill is adopted and avoiding the
retaining structures. The road has designed to minimize the impacts on the
environment.
Cost estimates are based on the applicable DoLIDAR norms. In cases, where
DoLIDAR norms are not available, DOR norms have been used. The unit item rates
for each item have been concluded on the basis of approved district rate for fiscal year
2075/76. While calculating item rates, it is assumed that qualified contractor will
undertake construction following mechanized approach for road works.
The base cost of the civil works has been estimated to be NRs. 302,393,555.02. The
total cost for road construction including the contingencies and VAT as per GON
rules is calculated to be NRs. Thirty Five Crores Thirty Eight Lakhs and Four
Hundred Fifty Nine only (NRs. 353,800,459.37). For budgetary purpose to take
account of charge in scope in accordance with GON of financial norms a provision of
10% of the base cost estimate has been indicated in the budgetary cost estimate.
So far, the construction concerns, labor-based participatory and environment–friendly
approach of road construction adopted. To maximize the cheap unskilled labor in
iii
excavation emphasis in full cut with the excavated material side tipping along the
length of the alignment .Furthermore, in absence of compaction plant a road
formation in cut will be more trafficable than one in fill. Where there is no stability
problem, a balance between cut and fill is adopted avoiding RT–Structures. The road
has been designed to minimize the impacts on the environment.
The Consultant has tried their best to make the report cover all aspects of road design
in mountainous terrain to make it a complete design report. All essential working
drawings have been produced as per the guidelines provided. The working drawings
are self-explanatory and complete for easy and successful implementation of the
construction plan of the project. Conducting the design in this way gives the
Consultants flexibility to vary and refine the alignment in order to balance the
sometimes-conflicting requirements of the design standard, environmental
considerations and low cost.
iv
SALIENT FEATURES OF THE PROJECT
1
Name of the Project
2
Project Location
Province
District
Municipality
Settlement
Length
Starting Point
End Point
Geographic Location
Geographical Feature
Terrain
Climate
Geology
3
Meteorology
4
5
6
a
b
7
Altitude Range
Design Standard
Standard
Classification
Geometrics
Right of Way
Formation Width
Carriageway Width
Shoulder Width
Maximum Gradient
Minimum Gradient
Lane
Structure
Drainage Structure
Side Drains
Pipe Culvert
Causeways
Retaining Structure
Stone Masonry
Gabion
Earthwork
Excavation/Cutting
Embankment/Fill
: Detailed Engineering Survey, Design and
Cost Estimation of Bashsimley – Chyakhur
Motorable Road
:
:
:
:
:
:
:
:
Province No.: 3
Sindhupalchowk
Jugal Rural Municipality
Bashsimley
8.24Km
BashShimley
Chyakhur
378965.35E, 3079848.19N , 884.449m
: Hilly
: Moderate
: Sedimentary rocks, such as shale, limestone,
and sandstone and common soil types include
residual soils
: Unevenly Distributed Precipitation controlled
by Monsoon
: 884.449m-1531.397m
: NRRS 2071, NRS 2070
: Local Road
:
:
:
:
:
:
:
10m on either side (Centre Line)
8.2m
5.5m
0.75m on either side
12%
0.50%
Intermediate
: Trapezoidal Type Drain
: 10 no.
: 2 no.
: 4821.20 cu.m.
: 16282 cu.m.
: 178610.07 cu.m.
: 37324.7 cu.m.
v
8
Cost Estimates
Base Cost(A)
VAT @13% of Base Cost
Contingency @ 4% of Base Cost
Total Cost including VAT &
Contingency
Price adjustment Contingency
@ 10% of Base Cost
Physical Contingency @ 10% of
Base cost
Grand Total Cost
COST PER KILOMETER
:
:
:
:
NRs. 302,393.555.02
39,311,162.15
12,095,742.20
353,800,459.37
: 30,239,355.50
: 30,239,355.50
: 414,279,170.37
: 42,936,948.95
vi
TABLE OF CONTENTS
ACKNOWLEDGEMENT ....................................................................................................... ii
EXECUTIVE SUMMARY ............................................................................................................ iii
SALIENT FEATURES OF THE PROJECT .................................................................................... v
Abbreviations .......................................................................................................................... ix
List of Tables ........................................................................................................................... ix
List of Figures.......................................................................................................................... ix
1.
INTRODUCTION ................................................................................................................. 1
1.1.
General ........................................................................................................... 1
1.2.
Project Background ...................................................................................... 1
1.3.
Objectives ....................................................................................................... 2
1.4.
Scope of Services............................................................................................ 2
1.5.
Methodology .................................................................................................. 3
1.5.1.
Group Involved for Survey Work .................................................................. 3
1.5.2.
Equipment’s used for Surveying .................................................................... 4
1.5.3.
Centre Line, Cross Section and Detailing ...................................................... 4
1.5.4.
Office Works..................................................................................................... 4
2.THE PROJECT......................................................................................................................... 5
2.1
Description of Alignment Stretch ................................................................ 5
2.2 Project Location ................................................................................................. 5
3.DESIGN STANDARDS AND PARAMETERS .............................................................................. 6
3.1Geometric Design Standards ............................................................................. 6
1.
ENGINEERING DESIGN...................................................................................................... 8
4.1 Road Classification ............................................................................................ 8
4.2
Design Speed .................................................................................................. 8
4.3
Right of way ................................................................................................... 8
4.4
Roadway width .............................................................................................. 8
4.5
Extra Widening ............................................................................................. 8
4.6
Sight Distance ................................................................................................ 8
4.7
Horizontal Curvature ................................................................................... 8
4.8
Vertical Curvature ........................................................................................ 9
4.9
Longitudinal Section ..................................................................................... 9
4.10
Pavement Surface ...................................................................................... 9
4.11
Cross Section .............................................................................................. 9
vii
5.
4.12
Passing Bays and Bus Lay Bys ................................................................. 9
4.13
Water Management Measures ................................................................. 9
4.14
Side Drains ................................................................................................. 9
4.15
Pavement Design ...................................................................................... 10
ENGINEERING SURVEY AND STUDY ............................................................................... 11
5.1
Desk Study ................................................................................................... 11
5.2
Field Survey ................................................................................................. 11
5.3
The Survey Team ........................................................................................ 11
5.4
Topographical Survey ................................................................................. 11
5.5
Geology and Geomorphology ..................................................................... 12
5.5.1
Regional Geology ........................................................................................... 12
5.5.2
Site Geology .................................................................................................... 13
5.5.3
Seismology ...................................................................................................... 14
5.5.4
Geological Hazards ........................................................................................ 15
5.6
Construction Material Survey.................................................................... 15
5.6.1
Naturally Available Materials....................................................................... 15
5.6.2
Factory Made Materials ................................................................................ 15
5.7
General Alignment Description ................................................................. 16
5.8
Land Use Pattern ......................................................................................... 16
5.9
Cross Drainage ............................................................................................ 16
5.10
Retaining Structures................................................................................ 17
5.11
Traffic Safety Measures .......................................................................... 17
5.12
Data Entry and Analysis ......................................................................... 17
6.
ENGINEERING DESIGN AND DRAWINGS ........................................................................ 18
7.
ENGINEERING ESTIMATES ............................................................................................. 19
8.
CONCLUSIONS AND RECOMMENDATIONS ..................................................................... 20
viii
Abbreviations
List of Tables
Table 1: Design Standards.......................................................................................................... 6
Table 2: Widening Of Curve ....................................................................................................... 8
Table 3: Naturally Available Materials.................................................................................... 15
Table 4: List Of Cross Drainage( Hume Pipes) .......................................................................... 16
List of Figures
Figure 1: Project Location .......................................................................................................... 5
Figure 2: DEM based physiographic map of Nepal (Ranjan Dahal and Hasegawa, 2008) ....... 13
Figure 3: Geological map of Nepal (Dahal 2006) ..................................................................... 13
Figure 4: Seismic Hazard Map Of Nepal................................................................................... 14
Figure 5: Sample Plan And Profile ............................................................................................ 18
Figure 6: Sample Cross Section ................................................................................................ 18
ix
1. INTRODUCTION
1.1.
General
This report has been prepared as per the contract, between Jugal Rural Municipality as
the Client and Addon Engineering Solution Pvt. Ltd. as the Consultant for the
Detailed Engineering Survey, Engineering Design, Detailed Cost Estimate and
Preparation of the Report in accordance with the given Terms of reference (TOR).
This report is submitted as final after incorporating comments on it and editing as per
the comments, suggestions and rectifications suggested by the Client.
1.2.
Project Background
Roads are vitally important to a country’s economic development. The construction of
high quality road network directly increases a nation’s economic output by reducing
journey time and costs, making a region attractive economically. Roads contributes to
economic, industrial, social and cultural development of any country as it helps in
production and supply of goods, consumption of human needs. Similarly development
follows lines of transportation so, transportation aids in the advancement of the
country as well as strategic movement in the case of emergencies.
Development of roads can be linked closely with development of human civilization.
In the very early phase of human civilization foot trail was the only means of
transport. As commerce increased, the tracks were often flattened or widened to
accommodate human and animal traffic. The simpler trails were replaced slowly by
wider paths after people realized the use of animals as means of transportation. Some
of these dirt tracks were developed into fairly extensive networks, allowing
communications, trade and governance over wide areas. The scope of transportation
has become more and more sophisticated with time. Advancements in transportation
system is leading to effective alternatives, which are easy, safe and economical.
Nepal is an agro-based country; the rise and fall of agricultural production directly
affect the economic status of country. Nepal's lands are hilly and mountainous, where
productivity is either less or there is no means of transportation to facilitate the
linkage of farmlands to the market centers, or to nearby strategic road heads. As the
Ninth Five Year Plan has the prime objective of poverty alleviation and is drawn up in
a line with Agriculture Perspective Plan (APP), and anticipated to generate substantial
opportunities for rural employment through diversification, commercialization and
industrialization of the agriculture sector. To achieve this target it is necessary to
make assurance of availability of means and resource for improved agricultural
practice and easy access to market opportunities for agricultural products and basic
human services. In connection with the agriculture development, two sectors have
prime importance, viz. road and irrigation sector. Absence of proper irrigation facility,
productivity will not reach the desired level, and without the connection of
transportation of farmland to market center or to nearby strategic road head, the price
of production will be high. Consequently, the development of agriculture remains
only a dream, if this two-sub sector is sidelined. At present, the rural road network has
not much significant economic impact on the development of agriculture sector as it
has very low density, 6 km per 100 km square throughout the kingdom. To enhance
the growth of agriculture sector, rural road network has given much preference and
Ninth Five Year Plan and Agriculture Perspective Plan estimate it to increase the
density up to 11 km per 100 km square.
1
Most of the area in Nepal is geologically fragile hill and mountain. The roads,
therefore, are vulnerable to frequent landslide triggered by floods, earthquakes, land
use systems and other man-made factors. Therefore proper planning should be taken
into consideration for the development of the roads in rural area.
In recent years, some private engineering firms have collaborated with international
donor to experiment with a low-cost, environmentally friendly and self-help (LES)
approach to building roads. The LES approach as used in various rural district of
Nepal is claimed to be cost effective and environment friendly. Nepal Road Standards
-2027(Second Revision 2070), in short called NRS-2070, shall apply to all Strategic
Roads in rural areas being constructed within Nepal. The Department of Roads
(DOR) under Ministry of Local Infrastructure Development and Transport
administers national Highways and feeder roads. District Road, Agricultural and
Rural Roads are administered by Department of Local Infrastructure Development
and Agriculture Roads (DoLIDAR) and Nepal Rural Road Standard -2055(Second
Revision 2071) applies to them.
1.3.
Objectives
Overall objective of the project is to design road from Bashimley to Chyakhur,.
Besides, the goal of the project will be to conduct Detailed Engineering Survey,
Design, Cost Estimation and Preparation of Report under the norms and specification
of NRS and other relevant standards.
The specific objectives, but not necessarily limited to the following are.









1.4.
To analyse the existing situation on topographic map as well as on field.
Review of existing study reports, standards and specification
Conduct detail engineering survey of the alignment and its corridor
Design the different components of road elements in co-operation with
client
Conduct studies for cross-drainage works and purpose the suitable cross
drainage structures.
Preparation of working drawings
Prepare quantity and cost estimates with analysis of rates.
Preparation of survey and design report
Explore and recommend sources of basic road construction materials
Scope of Services
For the preparation of the detailed engineering design and cost estimate for the
BashSimley– Chyakhur road the scope of work covers:
a) Detailed engineering survey of the road including fixing of centreline,
b) Detailed design of the road to DoLIDAR's NRRS 2055, 2nd Revision,
December 2014,
c) Preparation of engineering drawings including alignment plan, design profile,
design cross section and typical drawings,
2
d) Preparation of detailed cost estimate, and
e) Preparation of technical study reports
f) Preparation of schedules of labours and materials.
To fulfill the above scope of services under the assignment as part of the preparation
of the Project Report the consultant carried out the following activities:











1.5.
Discussions and meetings with the Client and stakeholders
Collection and review of concerned documents, report, manual, guidelines,
specifications, norms and others
Preparation for field survey
Reconnaissance survey, Traversing and Chainage Marking
Detailed engineering survey of the proposed road alignment and its corridor
(topographical survey, geological observation, hydrological study slope
patterns, drainages patterns, Cross drainage and others)
Material and labor availability survey
Collection of district rates (labor, material and transportation)
Detail designs as per the DoLIDAR’s Rural Road Design Standards.
Drawings preparation
Quantity estimation, rate analysis and cost estimates.
Preparation of reports
Methodology
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. A brief discussion was
held with Concerned Committee and other stake holders.
1.5.1. Group Involved for Survey Work
Group involvement for the survey work included followings:




Traversing and Pegging
IP fixing and baseline survey
Detail survey
Environment study team
- 1 group
- 1 group
- 1 group
- 1 group
3
1.5.2. Equipment’s used for Surveying
Following equipment’s was used in addition to other accessories for surveying:
 Total Station
 GPS
 Abney Level
1.5.3. Centre Line, Cross Section and Detailing
Centerline fixing and allocating works and alignment selection was done by IP fixing
and base line survey group and these points are followed by detail survey group.
Centerline, cross section and detailing was carried by Total Station. Centerline points
were established by the method of chainage and pegging. In general, the centerline,
road edge road side and drain detail is carried out. The surveying of centerline was
regularly closed with already established Baseline Points.
Levelling of Benchmarks and base line survey
Leveling of Benchmarks and baseline survey was done with Total station instrument
and was closed at the end of each day. The Baseline Points were taken as Permanent
Benchmarks within permissible error.
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.
1.5.4. Office Works
Following office works were carried out





Preparation of maps, design (Plotting and designing) and preparation of
Plan/Profile and cross sections of the road
Quantity estimation.
Analysis of rates.
Cost estimation.
Report preparation covering the scope of work
.
4
2.THE PROJECT
2.1 Description of Alignment Stretch
The Bashimley-Chyakhur road is located in Jugal Rural Municipality,
Sindhupalchowk. The start point of the road is at BashSimley and ends at the
Chyakhur. The existing road carriage way width is about 3.5±0.5 m. The existing road
is in somewhat fair condition and need to be widened considering future traffic. It
needs improvement for smooth traffic flow. Slight cutting of mass are seen on some
stretch of the road alignment. Most of the alignment passes through 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. The road requires
adequate water management structures especially side drains and cross drains. Some
of the road section requires grade improvement and surface maintenance.
2.2 Project Location
Detailed engineering Survey, Design and cost estimation of BashSimley-Chyakhur
Motarable Road project lies in Jugal Rural Municipality,Sindhupalchowk District.
The road starts at BashSimley with coordinates 378965.35E, 3079848.19N, 884.449m
and ends at Chyakhur with coordinates 375843.55E, 3080123.29N, 1531.397m.
Figure 1: Project Location
(Source: Google earth image, June2. 2019, edited)
5
3.DESIGN STANDARDS AND PARAMETERS
3.1Geometric Design Standards
The geometric design standards and parameter are strictly followed from NRRS
published by DoLIDAR 2nd Revision December 2014, with the salient features, as
outlined in the table below. The design standards adopted for the upgrading of the
road are that of fair weather earthen road with low traffic volume.
Table 1: Design Standards
S.N.
1
2
3
Road Components

Traffic < 100 VPD


Traffic > 100 VPD < 400 VPD
Traffic >400 VPD
3
3.75
5.5
Shoulder Width (m)
Roadway Width (m)
Traffic > 400 VPD
0.75
On both sides
7
Excludes width of drain,
parapet and retaining wall
Right of Way (m)
20
5
6
7

Ruling
25

Minimum
20
20
Stopping Sight Distance (m)
Radius of Horizontal Curves (m)

9
10 m RoW on Either side
from the road centre line
Design Speed

8
Remarks
Carriageway width (m)

4
Design
Standards
Hills
20
Ruling
12.5
Minimum
Hairpin Bends

Desirable Spacing (m)
100
100 m spacing is desirable but
may be less as per site
condition

Minimum Radius (m)
12.5
Exceptional Case: 8.5

Minimum Roadway width at
apex (m)
5.5
For curves with radius <12.5m
provide 7.00 width
Gradient (%)


Ruling
7
Limiting
10
12



Exceptional
Maximum
for
Bridge
approach
Minimum in Hill Roads
6
0.5
6
Up to 15% in hill roads for
short stretch of 50m in
unavoidable except in hairpin
bends.
Design Standards
S.N.
Road Components
Remarks
Hills
10
11
Extra Widening (m)

For Curve Radius < 20m

For Curve Radius 20-60m

For Curve Radius > 60 m
1.5
0.6
Nil
Camber Minimum (%)
Earthen Roads
5
Gravel Roads
Bituminous Roads
Hills: Uniderctional camber
sloping either towards hill
side or valley side
4
Hills: Unilateral camber in
carriageway sloping
3
Hills: Unilateral camber in
carriageway sloping towards
hill side
12
Passing Zone/Bus Lay Byes
Passing Zones: width of carriageway width 5.5m and
length about 12m along outside edge and 30m along
inside i.e. Towards the carriageway side and each
end tapered gradually towards the carriageway
13
Traffic Signs and Road Safety
As Detailed in the NRRS 2013
14
Carriageway Width (Cross-drainage structures)
Culvert
15
Road Side Drains
6.5
Distance between Parapet
walls
Hill Roads: Trapezoidal stone masonry drain (1:4) of
size 1mX0.5m throughout the road length as required
Built up areas: Drain s specified in DoLIDAR
Technical Guideline with adequate cover slabs for
crossings
Surfacing Options
1
DBST Surface
150mm gravel sub-base,200mm course and DBST
Surface
7
1. ENGINEERING DESIGN
The design parameters adopted for BashSimley-Chyakhur Road follow DoLIDAR
Nepal Rural Road Standard (2055), 2nd Revision December 2014.
4.1 Road Classification
The proposed road has been classified as District Road Core Network (DRCN).
4.2Design Speed
The design speed has a crucial role in geometric parameters of the roads. The design
speed depends on various factors like; super elevation, sight distance, radius and
length of horizontal curve, extra widening of pavement, and the length of vertical
curve (summit and valley) etc. According to the design standards followed, the ruling
design speed adopted 25km/hr in flat section. However at hairpin bends, horizontal
curve and steep sections, the adopted design speed as per NRRS is 20km/hr.
4.3Right of way
As per the design standard of DoLIDAR, right of way adopted for BashSimley –
Chyakhur Road is 10 m either side.
4.4Roadway width
Roadway width adopted for the proposed road is 7m. It includes 5.5 m width
Carriageway width and 0.75m of shoulder on either side.
4.5 Extra Widening
It is necessary to widen the carriage way at sharp horizontal curves for the free
movement of vehicles. Only mechanical widening has been proposed to compensate
the extra width occupied by the vehicle on the sharp curve. For this, the inner part of
the curve is proposed for widening as per NRRS as listed below in table.
Table 2: Widening Of Curve
Radius (m)
S.N.
Extra Widening (m)
From
To
1
0
20
1.5
2
20
60
0.6
3
60
100
0
4.6Sight Distance
Since, the road is located in hill area; stopping sight distance must be secured
properly. In this project, a minimum of 20 m is secured for design speed 20 km/hr and
25 m is secured for the flat section having design speed of 25 km/hr.
4.7Horizontal Curvature
In each intersection, points are provided. As per the DoLIDAR Standards, the
minimum radius of horizontal curve is taken as 12.5m.
8
4.8Vertical Curvature
Vertical curves are provided as per the NRRS of DoLIDAR standard.
4.9Longitudinal Section
A general minimum gradient of 0.5% was adopted in very flat conditions. Maximum
grade of 12% permissible as per the DoLIDAR Standard was adopted. The gradient at
loop should be up to 4% but due to geography of the alignment at loops, this gradient
of 4% is difficult to maintain. However, the grade permissible by the design
guidelines is maintained.
4.10 Pavement Surface
DBSD pavement surface has been proposed for the entire alignment of the road.
Structure of pavement is as under:
150 mm thick gravel sub-base
150 mm base course
40mm Double Bituminous Surface Dressing
4.11 Cross Section
The cross section at every 20m chainage point was considered to obtain the existing
ground condition. The cross section design was carried out taking plan and profile
under consideration.
4.12 Passing Bays and Bus Lay Bys
For passing bays, width of carriage way width is 5.5m and length about 12 m along
outside edge and 30 m along inside i.e. towards the carriageway side and each end
tapered gradually towards the carriageway. For bus lay bys, minimum width is
additional 3 m (i.e. total minimum carriageway width is 6m) and and length about 12
m along outside edge and 30 m along inside i.e. towards the carriageway side and
each end tapered gradually towards the carriageway. The passing bay and bus lay bys
has been proposed in such a way that no additional retaining structure is required.
4.13 Water Management Measures
An utmost consideration is given to water management during design and their
estimate. Depending upon the nature of existing natural channel and road profile,
appropriate cross drainage types are proposed for water management. For this, pipe
culverts, slab culverts, causeways and irrigation crossings are proposed in along the
road as per need. For surface water management, side drainage towards hill side with
varying sizes are proposed along the whole road stretches and the hill side camber
principle is adopted for proper management of surface water. The minimum size of
cross drainage adopted pipes of 900 mm except for irrigation channel.
4.14 Side Drains
Side drains are required to prevent structural damage to the road. The water collected
from surface runoff is required to be collected and drain off from nearby rivulet,
culverts or cross drainage to protect the exiting road structures. For this, different
kinds of side drains could be used as appropriate. In this project, stone masonry U
9
type side drainage is proposed along the whole stretches towards hill side since the
road is designed with only one camber slope towards hillside. Both side cambers have
been provided only at the settlement / market area. The total width of drainage
proposed is 1m in width and depth 0.5m. In some stretches, the depth of drainage
varies up to 1.0m as per site requirements. Also, Further, cascade type side drainage is
proposed along the road stretches having its gradient greater than 5%. The typical
drawing for side drains is included in Volume III drawings.
4.15 Pavement Design
The detail parameters of the pavement should be determined after detailed survey of
the vehicles that are supposed to carry the goods for the anticipated project. The
thickness of the pavement for the present study is preliminary only and has to be
checked conducting detail pavement investigation prior to construction work by the
client.
Depending upon the surface geomorphology and sub-soil conditions thickness could
be varied depending on subgrade condition and the type of material chosen for
different pavement layers during actual construction time. The consultant would like
to recommend that client should conduct subgrade investigation in detail and conduct
axle load survey prior to construction and adopt required pavement layer thickness as
necessary.
10
5. ENGINEERING SURVEY AND STUDY
5.1 Desk Study
Desk Studies are an essential part of the project performed prior to the site
investigation and other processes. Desk studies are to assess the suitability of the
selected route in respect to the topography, geology and so on. The suitability of the
route is done using map study and previous relevant reports. All relevant guidelines,
norms, specification were collected. Nepal Rural Road Standard (NRRS 2055) and
DoLIDAR Norms & Specification has been studied and referred for adoption of
design standard and specification.
Desk study was carried out studying concerned topographical map sheets, documents,
drawings, study reports, maps, and walkover survey report to acquire and extract key
information to carry of the study. NRS was the main input document that was referred
to maintain the standard of roads.
5.2 Field Survey
After completion of the desk study, next task is to observe the site visiting directly.
During this assignment, engineering team comprising of Highway Engineer, Surveyor
and Supervisor had been mobilized in field. The team contacted municipality and with
co-operation with staffs of municipality, the team mobilized to the site.
5.3 The Survey Team
The key members of the project comprise of following:





Highway/Transport Engineer
Environmental Expert
Social Specialist
Civil Engineer
Surveyor
:
:
:
:
:
Moha Raj Poudel
Ujjwal Chapagain
Prakash Poudel
Chet Nath Neupane
Pramod Bhattarai
5.4 Topographical Survey
Detailed topographical survey was carried out for the design work of the selected
road. Linear traverse method was adopted for the survey and topographical survey
was conducted for the existing road and proposed road alignment. The method
included fixing of the base stations and taking details 15m either side for the
preparation of topographic map of the road. Topography survey was carried out in
adequate details and accuracy to prepare DTM of the road alignment in 1:1000 scales.
Detailed engineering survey was conducted using linear traverse methods. Total
station, GPS and measuring tape were used as the tools for the surveying works. It
was ensured the density of the survey points was adequate to prepare the detailed
topography of the site. During the survey, all the major control points, like centerline,
road edges of the existing road, location for the drainage structures, bridge axis points,
location of the different protection structures are marked cautiously.
11
5.5 Geology and Geomorphology
5.5.1 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 Terai Zone

Sub-Himalayas or Siwaliks or Churia Zone

Lesser Himalayan Zone

Higher Himalayan Zone

Tibetan-Tethys Zone
These zones are boarded and separated by their specific tectonic structures called
thrusts. The major tectonic setting of the Himalayas is briefly described here under.
Main Central Thrust (MCT)
This is the tectonic contact between the Higher Himalayas and Lesser Himalayas. It is
a North dipping thrust fault, which at one time was a convergent plate boundary. The
MCT was active during the early phases of Himalayan orogeny but is now considered
to be less active than Main Boundary Thrust (MBT).
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 fault is 6.5
in magnitude.
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 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.
12
Figure 2: DEM based physiographic map of Nepal (Ranjan Dahal and Hasegawa, 2008)
Figure 3: Geological map of Nepal (Dahal 2006)
5.5.2 Site Geology
The proposed road alignment site lies within the Tethyan Himalyan Sequence. Along
the road alignment, it consists of residual soil, rocky geology consicting of
sedimentary rocks, gravel mixed soil at different locations. The alignment passes
through settlements and cultivated land at some places . So, to sum up, site geology
13
along the whole alignment; it comprises of rocky, residual soil, gravel mixed soil and
some cultivated land.
5.5.3 Seismology
Nepal is located at the boundary between Indian and Tibetan tectonic plates, therefore
lies in seismically active region. 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 15-50 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.
Figure 4: Seismic Hazard Map Of Nepal
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 epicentre 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
14
directions as a longitudinal trend of Nepal. The region beneath the high concentration
of earthquake epicentre 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.
5.5.4 Geological Hazards
The road does not consist severe weak geology along of the alignment. There is no
such unstable slopes along the proposed road. So, no such vital mitigation and
protection measures have been proposed along the road.
5.6 Construction Material Survey
Construction material investigation was carried out around vicinity of the project sites
along the road alignment. The investigation focused on locating prospective borrows
areas of non-cohesive materials (colluvial and alluvial deposits). The prospective
borrow sites were identified as sources of coarse aggregates.
The construction material survey was carried out for the following purposes:

Identification of location, estimation of quantity of sand, boulder, gravel and
other possible construction material in and around the construction site.
 Site identification and determination of relevant materials available along river
beds that can be used as concrete aggregates.
5.6.1 Naturally Available Materials
Based on the construction material survey, different quarry sites are observed along
the road alignment as well as river bank, possible quarry sites are shown below in
table:
Table 3: Naturally Available Materials
Materials
 Sand
 Stone
 Gravel
 Aggregates
Site
Avg. Distance
Balefi River
4 Km
5.6.2 Factory Made Materials
Factory made materials are to be transported from the near commercial city which is
Banepa which lies about 64 km. The factory made materials include:



Cement
Gabion wires
Hume pipes(450 & 600mm)
15
5.7 General Alignment Description
Detailed Engineering Survey, Design and Cost Estimation of BashSimley- Chuakhur
project lies in Sindhupalchowk district. The alignment is 8.24Km. The road alignment
starts from BashSimley at an altitude of 884.449m and ends at Chyakhur at an altitude
of 1531.397m. The alignment of the proposed road is shown in the location map.
5.8 Land Use Pattern
The proposed road commutes from BashSimley- Chyakhur through forests, cultivable
land, settlements.
5.9 Cross Drainage
Depending upon the nature of road profile, type of natural drainage system, pipe
culverts, causeways and slab culverts are proposed at different sections which are as
under:
Pipe culvert (600 mm dia.) = 9 no.
Pipe culvert (450 mm dia.) = 1 no.
Causeway = 2 no.
Table 4: List Of Cross Drainage (Hume Pipes)
S.N.
1
2
3
4
5
6
7
8
9
10
Pipe Diameter (mm)
Chainage
900
0+220.00
0+380.00
1+280.00
1+480.00
1+680.00
2+020.00
4+500.00
7+800.00
7+860.00
8+220.00
600

450









Table 5: List of Cross Drainage (Causeways)
S. N.
1.
3+060
2
7+540
Chainage
Length
12
10
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Remarks
5.10
Retaining Structures
Some potential slope failures were encountered during the survey at different places.
Therefore, some retaining structures such as stone masonry walls and gabion walls are
proposed to retain the slope according to their requirements.
Based on the suitability of the kind of structures, gabion walls are proposed for high
cut slopes and terraces, where higher walls are required. Also, the walls are proposed
on the areas having poor foundation and seepage condition due to its flexibility for
certain differential settlement and some slope movements. Besides, the wall is
proposed on the hill sides to restrain against slope movement at landslide zones. The
typical retaining structures adopted for the road are presented in Volume III:
Drawing. The details of retaining structures proposed are given in Volume II: Cost
Estimates.
5.11
Traffic Safety Measures
Traffic safety measures are important component for roads. Traffic safety is important
to reduce the chance of accident occurring. For prevention of serious accidents in hill
roads, safety barriers are essential. The delineator posts at the loops and steep valley
slopes are significant for traffic safety purpose.
5.12
Data Entry and Analysis
After the completion of Topographical Survey, the survey data was extracted in the
excel sheet from the total station. It is ensured that enough data points have been
recorded so that realistic topographic map as well as realistic contour map of 1 m
interval could be generated.
Design of the road was carried out by Smart Road and SW_DTM computer software
developed by SOFTWEL (P) Ltd., Nepal. The design works are based on the DTM
created from the 3D points captured through the detailed survey. Centerline was
generated using the design environment and accordingly the profile and cross-sections
were generated. Then centerline (plan and profile) were optimized by adjusting the
cross-sections.
17
6. ENGINEERING DESIGN AND DRAWINGS
The engineering design is prepared based on Nepal Rural Road Standards published
by DoLIDAR. Despite this at some locations, the design differed with the guidelines
set by DoLIDAR due to the nature of topography, settlement and local issues.
The engineering drawings are prepared with the use of Auto CAD as drafting tools. In
drawings, plan, profile and cross-sections are published and presented for the whole
length of road. However, for the road structures like retaining walls, side drains,
traffic safety, etc. only typical standard drawing with necessary detailing are shown in
drawings. All the required drawings with necessary detailing are placed in Volume:
III some typical sample of plan profile and sections are placed below:
Figure 5: Sample Plan And Profile
Figure 6: Sample Cross Section
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7. ENGINEERING ESTIMATES
The quantity estimate of individual work items is derived from engineering design.
The unit item rates of each work items are computed using appropriate and applicable
DoLIDAR/DOR norms. The cost estimate makes provisions for general items e.g.
cost of insurance, provision of site offices, cost of lab tests as well as provision for
nominal quantities of the day works based on the experience from similar projects.
The detailed cost estimate has been provided in Volume II: Cost Estimate of the
technical report.
7.1. Quantity Estimate
For estimating the cost of the project, detailed quantity estimation had been done for
each item of works to be included in the project activities. The detail quantity
estimates have been provided in Volume III. Cost Estimate and the sheets of quantity
estimation. The quantities of earthwork, embankment filling, backfilling, stone
masonry walls, gabion walls, drain and pavement are calculated by design software.
Cross drainage structures and others are calculated separately.
7.2. Analysis of Rate
For estimating the cost of each item of works, prevailing norms of DoLIDAR and
DOR for rate analysis has been used throughout. Rate analysis of each of the items
has been carried out according to the approved norms of DoLIDAR and approved
district rates of Sindhupalchowk of fiscal year 2075/2076.
Table 6: Summary of Cost
S.N.
Description of Works
A
General Item
B
Site Clearance & Earthworks
C
Earthwork
D
Pavement Works
E
Structural/ Side Drain/ Cross Drainage Works
F
Bio-Engineering
G
Road Furnishing and Miscellaneous Work
H
Day Works
Base Cost (A+B+C+D+E+F+G+H)
VAT (13% of Base Cost
Contingency (4% of Base Cost)
Total Cost including VAT & Contingency
Price Adjusstment (10% of Base Cost)
Physical Contingency (10% of Base Cost)
Grand Total
Cost per KM
19
Amount
1,040,004.00
463,527.07
66,548,246.11
94,585,312.19
138,975,144.6
420,184.13
158,559.87
202,577.00
302,393,555.02
39,311,162.15
12,095,742.2
353,800,459.37
30,239,355.50
30,239,355.50
414,279,170.37
42,936,948.95
8. CONCLUSIONS AND RECOMMENDATIONS
Detailed Engineering Survey, Design and Cost Estimation of the Bashimley –
Chyakhur Road section was completed successfully in time. 8.24km segment of the
alignment was surveyed and designed.
The road will serve as the main access to people of BashSimley and Chyakhur. Thus
the road will facilitate to the local people and hence play a vital role in development
of the agriculture etc. The settlements along the proposed road alignment and its
neighborhood have immense potential of vegetables, cash crops production. People
can generate income through agriculture and uplift their quality of life. Hence the road
is recommended for construction.
The detailed engineering survey, design and study revealed many facts of the
alignment and based on close observations and analysis. It is recommended that:
 Alignment passes through plain terrains and agricultural area, So canal works
are recommended on such location.

Drain should be constructed along the road for the protection of road surface.

All pavement should be DBST.
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