Professional Documents
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Hetauda Structural Design Report
Hetauda Structural Design Report
KIRTIPUR, KATHMANDU
NEPAL
March 2018
ORPHO
ENESIS
CONSULTANT Pvt. Ltd.
.
Detailed Design Report February 2011
Gokuleswor-Darchula Road
Separate Reports
Feasibility Study Report: Feasibility Study / Updated Feasibility Study Reports for 8
road sections
Environmental Study Reports: IEE / Updated IEE for 8 road sections and Site
Specific EMAP for 2 road sections
Social Studies Reports: Resettlement Action Plan and Social Assessment Report
for 2 road sections
*
Note: road sections referred above are part of the first year program (25%) i.e. Gokuleswor
– Darchula road and Kalagagad – Chainpur road.
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TABLE OF CONTENTS
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FIGURES
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Figure 8.3: Alignment Plan from Km 95+500 to Km 100+500 Showing Water Management Scheme. . .8-
11
Figure 8.4: Typical Cross-Section of Stream Crossing from Km 95+500 to Km 100+500................8-12
TABLES
ANNEXES
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ABBREVIATIONS
Road Sector Development Project (IDA Grant No: H629-NP, IDA Credit No:4832-NP)
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Gokuleswor-Darchula Road
The proposed design standards are based on study of available feasibility study/detailed
design reports and provisions of following standard documents.
According to the method of classifying the terrain given in the NRS, all project roads traverse
through Mountainous/Steep terrain.
The project aims to improve/upgrade six road sections which are classified as follows:
Feeder Roads/Highways
Based on the TOR, project roads indicated at S. No. 1 to 5 above are proposed to be
upgraded to bituminous sealed standards using low cost technology. Upgrading of any
following road section is mostly based standards adopted on the previous section. Previous
sections of all these GD, KC and KJ roads have upgraded adopting cross section 3.5m
paved road with 0.5m wide shoulders on either side. For CJ and SM roads previous sections
are having 5m formation widths. It is proposed to adopt 4.5m wide formation widths for all 5
road section.
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routes among 32 member countries totaling approximately 140,000 km. Two sections of
Asian Highway Network i.e. AH2 (1024 km, Kakarbhitta – Pathlaiya – Narayanghat –
Kohalpur – Mahendranagar – Bramhadev Mandi) and AH42 (297 km., Kodari – Kathmandu
– Narayanghat – Pathlaiya – Birgunj) are passing through Nepal. Road section at S. No. 6
above i.e. Narayanghat - Mugling Road is part of Asian Highway network link AH42.
Table 1.3: Project Road Design Standards for Single Lane Roads
S.No. Design Parameter Value Reference
1 Design speed (km/hr) 20-40 NRS 2027/2045 (1st Revision)
2 Right of way (m) 30 NRS 2027/2045 (1st Revision)
3 Formation width-w/o drain (m) 4.5 DSFER 1997 (1st Revision)
4 Carriageway width (m) 4 DSFER 1997 (3rd Revision)
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Occasionally, however, some departure from the above design standards has been made,
particularly in respect of radii of horizontal curves, gradients, etc., to suit the ground
conditions
Pavement Design
Drainage System
1. Overseas Road Note 16, Principle of low cost road engineering in mountainous
region, Overseas Centre, Transport Research Laboratory, Crowthorne, Berkshire, United
Kingdom
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Bio Engineering
Typical cross sections of project roads in cut, fill and partly in cut & fill, showing road
features like drains, retaining structures, etc. are given in Figures 1.1.
The design features of the project roads are described in the subsequent chapters of this
volume. The design drawings showing plans, longitudinal profiles, typical cross sections
of pavement, drainage structures, retaining walls and other auxiliary facilities, for the project
roads are submitted under Volume 3 (Drawings).
Along with this report consultants are also providing to the DoR the following data on CD;
Layout data
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2. DESIGN DATA
2.1 Existing Road
The project road section is a part of the Dhangadi – Darchula National Highway (Mahakali
Highway, H14). Gokuleswor – Darchula section of the road has been assigned start
chainage of km 54+000 with km 0+000 chainage in Satbhaj. Road section from Satbhaj to
Gokuleswor is being upgraded under the on-going RSDP.
The project road section with of length 72km has been opened as gravel / earthen road
standard with the width varying from 3.50 m. to 6.00 m. Road alignment initially ascends
from Gokuleswor reaching Thulisen at km 66+000 from where traverses towards north
crossing Lekh Gaun and Panebas km 75+000. After Panebas the alignment descends
slightly turning south. It crosses Pasti which is one of the major rural centre of Darchula at
km 89+000. Alignment from Thaktholi km 94+400, for about 8km is descending with average
gradient of 8% and negotiates a few sharp bends before crossing the Bhartolagad River at
km 100+000. After crossing the river, it moves on right bank of Bhartolagad River up to the
confluence with Mahakali River at km 105+000.
From here alignment proceeds towards Darchula along left bank of Mahakali River passes
through villages like Bet, Chuchai, Dattu, Sakar, Dhap, Khatte Bazar, Kimtadi, Galphai Gaun
and finally reaches Darchula Khalanga (km 126+000).
The proposed road falls entirely in the Darchula district. It is located in the hills of the far
western region of Nepal and traverses through 4 VDCs namely: Shankarpur, Dattu, Dhap
and Khalanga. The location map of project road is shown in Figure 2.1.
Road section from Gokuleswor to Thaktholi was constructed to the earthen road standard by
the DoR and formal land acquisition was not carried out. The section of road from Thaktholi
to Darchula was constructed under Road Maintenance and Development Project (RMDP)
funded by WB and a 15m wide corridor of land was acquired for the road.
The arrangements for cross drainage along the road are either not existing or generally poor.
The condition of the road surface is bad and worse during rainy seasons. The hill slopes in
many locations are unstable and prone to landslides disrupting traffic movement for long
durations in rainy seasons. Road is not trafficable for about 3 months during rainy season. In
its present condition, the road is therefore not only inefficient and uneconomical but also
unsafe for travel.
Under Road Sector Development Project (RSDP), it is proposed to upgrade this important
road link to a sealed gravel road standard. In this process it shall require to improve its
geometry, drainage, slope stability etc. so that the road section is efficient, economical and
safe for travel in all seasons. The designs for this improvement and up gradation of the
project road are described in the following.
c. District : Kathmandu
d. Municipality/Ward No. : Lalitpur / 05
e. Local Address : Bhaishapati, Khokana
iv. Nearby Main Road : 72 km
v. Access Route/Width :
vi. Class of Access Route : Local Road
vii. Structural Features
a. Structural System : RCC Frame structure, Ductile Moment resisting
Frames with infill
b. Nos. of Storey : Three
Plinth Area : 892.00 sq.ft
c. Column size : 300mmx300mm
d. Beam size : 230mmx330mm
c. Slab thickness : 150 mm
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3. LOAD CALCULATION
3.1 Material Properties (IS 875 Part 1)
Load Intensity
Brick Masonry 19.00 KN/m3
Plaster 20.00 KN/m3
Clay Floor Tiles 0.10 KN/m2
Marble 26.7 KN/m3
Dead Load
Floor Finish (FF)
38 mm screeding + Punning = 0.798 KN/m2
Wall Load (WL)
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i) Preparation of Detailed Project Report for the widening the existing facility.
ii) Ascertaining/identification of the following:
Geometry of existing road
Elevation of project road
Obstruction/constraints in improvement of road
3.3.2 Scope
The survey is being carried out as under:
Pillar construction.
GPS traverse.
Total Station traverse
Levelling
Detailed survey
The field survey data was transferred to the computer for preparation of DTM.
The centerline of the existing road has been marked on the strip map. Based on the final
geometric design, the centerline of the project road, however, gets changed.
As far as possible, the existing centerline has been followed for design. However, quite
often the shifting of the design centerline became necessary to accommodate the proposed
roadside drains, minimize earthwork and structures.
After finalizing the centerline, longitudinal profiles and plans of the roads have been
prepared using the computer software.
The design drawings of plans, longitudinal profiles and cross sections of the project roads
are submitted under Vol: III-1 (Drawings).
Details of Description Card (D-Card) of Bench Mark and control points are given in Part II,
Annex 11.
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1. Horizontal Alignment
2. Vertical Alignment
3. Cross-section
These road geometric elements have been designed following generally the project road
design standards as outlined below (Table 4.1 & 4.2). Design of the road geometrics has
been carried out using highway design software ‘SOFTWEL’. This is windows based
software and the output can be exported to the AutoCAD and Microsoft Excel.
4.1.1 Horizontal Alignment
Horizontal alignment design has been carried out adopting the following parameters on the
horizontal curves.
The super elevation and extra widening provided for different radii of horizontal curves are
given in Table 4.1 and Table 4.2 respectively.
>61.0 NIL
Due to difficult terrain at some locations, departure from the established design standards
has been made, particularly in respect of radii of horizontal curves, to suit the ground
conditions. The locations, where the geometric designs do not conform to the design
standards, are given below in Table 4.3.
Length : 20 m (minimum)
4.1.3 Road Cross-section
Cross section features adopted for design are as under.
The design drawings showing plans, longitudinal profiles and cross sections, that completely
define the road geometry of the project road, are submitted under Volume 3 (Drawings).
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5. PAVEMENT DESIGN
Pavement design is a process of selection of appropriate pavement and surfacing materials
to ensure that the pavement performs adequately and requires minimal maintenance under
the anticipated traffic loading for the design period adopted.
The project envisages upgrading project roads to all weather sealed gravel road standard.
Keeping in view the generally low volume of traffic on project roads and also the low budget,
sealing of gravel roads is proposed to be done with Otta seal. Otta seal, besides providing a
good quality riding surface, will prevent the gravel loss of the road pavement. Norwegian
Road Research Laboratory (NRRL) guidelines and specifications have been followed for
providing Otta seal surfacing. From cost point of view as well, Otta seal is considered the
preferred option as it permits use of coarse grained material with a large envelope on its
grading size, which may be available locally at low cost.
Normally, Single Otta Seal with Sand Cover Seal will be provided on the project road, except
at sharp curves and very steep gradients. At sharp curves (R ≤ 12.5 m) and very steep
gradients (≥10%), Double Otta Seal is proposed to be provided.
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Design methods as per AASHTO Pavement Design Manual 1993, Indian Roads Congress
were also considered but pavement thickness as per TRL was found to be most economical.
5.3.1 Service Life
The pavement has been designed for a service life of 10 years. It is assumed that the road is
properly maintained for satisfactory performance during its design service life. Due to budget
constraints full design pavement thickness could not be provided as further explained in this
chapter.
5.3.2 Vehicle Loads
For the purpose of pavement design, the load of each class of commercial vehicles is
expressed in terms of the Equivalent Standard Axle Load (ESAL). The axle load survey of
commercial vehicles moving on the project road was conducted and data analysed to
determine their ESALs. The details of these studies are reported in Volume 1 - Chapter 4 on
'Traffic Studies'. The values of ESAL of various commercial vehicles moving on the
Gokuleshwar –Darchula road are given in Table 5.4.
45
Soaked CBR%
40 DCP CBR %
35
30
CBR %
25
20
15
10
0
054 +000
059 +000
069 +000
074 +000
084 +000
089 +000
104 +000
064 +000
079 +000
094 +000
099 +000
109 +000
124 +000
119 +000
114 +000
Chainage, km
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a. Homogeneous Sections
The project road is divided into sections which are considered homogeneous in respect of
the sub-grade strength class, the design traffic being common for all sections.
Table 5.10: Pavement Thickeness from TRL Road Overseas Road Note-31
Chainage Pavement Thickness
mm mm
54+000 65+000 15 0.39 T2-S5 150 100
65+000 73+000 8 0.39 T2-S4 150 175
73+000 77+000 15 0.39 T2-S5 150 100
77+000 82+000 8 0.39 T2-S4 150 175
82+000 91+000 15 0.39 T2-S5 150 100
91+000 92+400 10 0.39 T2-S4 150 100
92+000 94+000 10 0.47 T2-S4 150 175
94+000 104+000 15 0.47 T2-S5 150 100
104+000 106+000 10 0.47 T2-S4 150 175
106+000 116+000 15 0.47 T2-S5 150 100
116+000 118+000 10 0.47 T2-S4 150 175
118+000 122+000 15 0.47 T2-S5 150 100
122+000 126+000 10 0.47 T2-S4 150 175
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Considering the low traffic on the existing road and budget constraints it is proposed to
provide crusher run modified subbase (CRMSB with CBR>60%) instead of crushed stone
base (CSB with CBR>80%) Granular sub-base thickness to be provided as per design for
effective drainage and marginally lesser thickness of upper layer (Crusher Run Modified
Sub-base) to 125mm for the entire road stretch. Additional thickness of granular base may
be provided at later stage depending on performance of pavement.
5.6.2 Pavement Composition
Based on the design described above, required pavement thicknesses are given in Table
2.8. Due to budget constraints full required pavement layer thickness can’t be provided. It
has been attempted to provide full required layer thickness of lower subbase (GSB) layer
propose pavement for Gokuleswor – Darchula is as follows.
Surface Course Single or Double Otta Seal with Sand Cover Seal
Normally, Single Otta Seal with Sand Cover Seal will be provided on
the project road, except at sharp curves and very steep gradients. At
sharp curves (R≤12.5 m) and very steep gradients (≥ 10 %), Double
Otta Seal is proposed to be provided. The locations where Double
Otta Seal is provided are shown in Annex 2.
Granular Sub-base Design Thickness of Granular Sub-base Layers is given in Table 5.7.
The drawings showing typical cross sections of pavement for the project road are submitted
under Vol: III-1 (Drawings).
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6. CONSTRUCTION MATERIALS
Detailed investigations were carried out to identify quarry sites for aggregates and borrow
areas for soil required in proposed improvement of work, in the proximity of project site and
are discussed as under:
The principal materials required for the construction of bituminous sealed gravel roads are:
• Crusher run stone aggregate (CBR > 60 %) for crusher run modified sub-base, and
• Gravel (CBR > 30 %) for sub-base
Appropriate sources for supply of suitable material in sufficient quantities have been
identified for the construction purpose. Representative samples of the stone aggregates and
gravel from various quarries were collected and tested in the laboratory to determine their
suitability for project road construction.
The primary sources for construction material for this road are from:
Chameliya river (Km 47)
Quarry areas at Syaule (Km 84)
Mahakali River (Km 116)
Thali gad river (Km 121)
Material samples from selected sources were taken to the laboratory in Kathmandu and
subjected to various testing with a view to evaluate the suitability and strength characteristics
of the material. The laboratory test results are summarized below:
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Table 6.13: Summary of Laboratory Tests on Construction Material for Gokuleswor - Darchula Road
Estimated Shape
Approx. Sieve Analysis % Compaction CBR at 95% MDD
Qty. of Test
S. Chainag Qty. LAA ACV AIV
Location Crusher run Remarks
N. e Available Grave Silt/Cla % % % MDD(t/m3 OMC 5.0m
Sub-base Sand FI % 2.5mm
(m3) l y ) % m
( m3)
Contractor's Crusher Plant
17.5
1 47+000 at Panjunaya ( mixed for - - 80.09 2.39 22.95 27.56 28.50 13.47 2.21 6.50 69.00 80.00
2
laying on Road)
Panjunaya, Chamelia River
(Sub-base, Crusher Run
23.5
2 47+000 Sub-base, Pebble, Otta 150000 34000 75.5 0.91 17.84 26.12 28.38 9.46 2.24 6.70 57.00 70.50
9
Seal Material , Sand &
Stone Aggregate)
Mahakali River (Sub-base,
Crusher Run Sub-base, 34.3
3 116+000 35000 7000 66.32 0.29 9.45 23.68 31.91 12.48 2.24 5.40 68.5 75.00
Pebble, Otta Seal Material , 9
Sand & Stone Aggregate)
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Estimated of Shape
S. Approx. Qty. Qty. of Otta Sieve Analysis % Test
Chainage Location LAA % ACV % AIV % Remarks
N. Available (m3) Seal Material
Gravel Sand Silt/Clay FI %
(m3)
Panjunaya Chamelia River (Sub-
base, Crusher Run Sub-base,
1 47+000 150000 28000 75.50 23.59 0.91 17.84 26.12 29.38 9.46
Pebble, Otta Seal Material , Sand &
Stone Aggregate)
Mahakali River (Sub-base, Crusher
2 116+000 Run Sub-base, Pebble, Otta Seal 35000 5500 66.32 33.39 0.29 9.45 23.68 31.91 10.65
Material , Sand & Stone Aggregate)
Thaligad River (Sub-base, Crusher
3 121+000 Run Sub-base, Pebble, Otta Seal 5000 5000 85.68 13.78 0.54 29.3 25.00 47.92 27.67
Material , Sand & Stone Aggregate)
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7. DRAINAGE DESIGN
7.1 Hydrological Studies
7.1.1 General
Drainage basins of Gokuleswor-Thakathali-Darchula road lies in Far western Region of
Nepal. It lies in Mahakali River basin. The climate changes from subtropical to arctic. In
general, climate is subtropical in Siwalik region, warm/cool temperature in middle mountain
area. Monsoon rains generally starts in June and ends in September. This region gets
heavier rains in winter than in eastern part of Nepal. The road alignment in average drops
from 700 m at Gokuleswor to maximum elevation of 1823 m near Thaktholi and to around
1097 m at Darchula.
The Meteorological station Darchula with index number 0107 is the closest climatic stations
for the project site. Bhartola Gad (100+500) and Thali Gad (118+050) are the major rivers in
this road alignment. There are existing bridges on these rivers so hydrological study of these
rivers is not included in this report.
7.1.2 Rainfall Data
Two rain-gauging stations are located in the vicinity of the project area. Summary of the
stations are presented below in Table 7.1. Maximum daily rainfall data collected for these
stations are given in Annex 5.
Return
Station 2 5 10 20 50 100
period(Year)
Kakerpakh 127.6
Daily Rainfall(mm) 100.5 114 136.1 147.7 155
a 5
160.2 203.8
Darchula Daily Rainfall(mm) 107 132.2 175.7 223.56
9 5
Intensity Duration Frequency values for Gokuleswor to Thaktholi section are presented in
Table 7.2 and the corresponding Intensity Duration Frequency (IDF) curves are shown in
Figure 7.1 and Intensity Duration Frequency values for Thaktholi to Darchula section are
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presented in Table 7.3 and the corresponding Intensity Duration Frequency (IDF) curves are
shown in Figure 7.2
Table 7.15: Maximum Daily Rainfall of Various Return Period and Predicated Rainfall
Intensity (mm/hr) of different duration at Gokuleswor- Thaktholi Section
Intensity Duration Frequency Analysis
Station Kakerpakha(0101) (Gokuleswor to Thaktholi section)
Frequency,Year 2 5 10 20 50 100
Dailly rainfall,mm 100.5 114 127.65 136.1 147.7 155
Design hourly maximum rainfall intensity in mm/hr
Duration(Hour) R2 R5 R10 R20 R50 R100
0.25 87.8 99.6 111.53 118.91 129.047 135.42
0.5 55.31 62.744 70.25 74.899 81.29 85.31
0.75 42.21 47.93 53.616 57.159 62.037 65.1
1 34.84 39.52 44.26 47.18 51.2 53.74
2 21.95 24.899 27.88 29.726 32.259 33.85
4 13.83 15.685 17.56 18.72 20.32 21.326
8 8.71 10.68 11.06 11.79 12.801 13.434
12 6.65 7.54 8.443 9 9.77 10.252
16 5.48 6.22 6.969 7.4309 8.064 8.463
20 4.73 5.364 6 6.4037 6.949 7.293
24 4.1875 4.75 5.318 5.6708 6.154 6.458
Table 7.16: Maximum Daily Rainfall of Various Return Period and Predicated Rainfall
Intensity (mm/hr) of different duration at Darchula for Thaktholi-Darchula Section
Intensity Duration Frequency Analysis
Station Darchula (Thaktholi to Darchula section)
Frequency,Year 2 5 10 20 50 100
Dailly rainfall,mm 107 132.2 160.29 175.7 203.85 223.56
Design hourly maximum rainfall intensity in mm/hr
Duration(Hour) R2 R5 R10 R20 R50 R100
0.25 93.48 115.5 140.23 153.5 178.08 195.3
0.5 58.89 72.75 88.21 96.7 112.18 123.03
0.75 44.94 55.52 67.32 73.8 85.612 93.89
1 37 45.83 55.57 60.91 70.67 77.505
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Figure 7.6: IDF Curves of different return periods developed for Thaktholi-Darchula
Section
Adopted design floods for cross and side drains (Gokuleswor-Thaktholi Section)
Design Design flood,
Type of Runoff Intensity
frequency, (m3/sec/km2 )
drains coefficient (mm/hr)
year
Cross Drain 20 0.40 136.1 15.12
Side Drain 5 0.40 114 12.667
Adopted design floods for cross and side drains (Thaktholi-Darchula Section)
Design Design flood,
Type of Runoff Intensity
frequency, (m3/sec/km2 )
drains coefficient (mm/hr)
Year
Cross Drain 20 0.40 175.5 19.5
Side Drain 5 0.40 132.2 14.68
Cross drains are mainly designed to pass the stream flows where as 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.
7.2.2 Cross Drainage
Steps for locating cross drains:
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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 900mm, 600mm diameter and RCC causeway at the new
locations. 450mm dia. Pipe culvert has been proposed for irrigation crossing. The hydraulics
of these pipes is worked out. Maximum flow capacity and velocity are 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. On this
road section 237 nos. of pipe culverts have been provided.
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. On this road section no slab culverts have been provided.
Causeways
Causeways are generally provided on low cost roads at locations having more discharge
than what a culvert can take or culvert may not work due to debris coming with the flow or it
is difficult to cut hard rock strata below for providing the culvert. Causeways can be provided
in the form of RCC slabs or chequered tiles. RCC slab type of causeways are provided at
locations having much flow and susceptible to scouring etc. At locations on rocky slopes
where it is difficult to provide culvert after blasting the base rock, causeways with chequered
tiles are provided. On this road section 137 nos. of causeways have been provided.
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Pipe culverts can be designed as free or full flowing. Table 7.4 and Table 7.5 shows the full
flow capacities, head losses and the design slopes for different pipes and causeway. Head
losses are calculated by Darcy - Weisbach formula for pipe flow. The coefficient of friction (f)
for concrete pipe in this formula is assumed as 0.05. The maximum velocity at exit point for
all size of pipes shall be maintained by providing an apron. The length of pipe in average is
assumed to be 7.5 m.
The details of design flood and verification of flow capacity of proposed cross drains are
given in Annex 6 and summary of these proposed cross drains are provided in Table 7.6
and Table 7.7
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Thaktholi-Darchula Section
Design flood frequency: 5 years
Design intensity: 132.2 mm/hr
Runoff Coefficient: 0.4
Design flood: 14.68 m3/sec/km2
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 these roads it is recommended
to design the longitudinal side drains for 5 years return period flow.
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Table 7.9 shows the maximum flow capacity and velocity of side drains at average
longitudinal slope having maximum flowing area. The side drains must follow the longitudinal
slope of the road and the present road has a maximum slope of 12%. In general 5-6% of
slope will be provided to side drains. From the discharge capacity of these drains it is noted
that up to 100 m length of side drain provide drain type D5C and beyond this length provide
drain type D5A or D5E as appropriate as per actual site condition.
The detail of flow capacity and types of side drain provided in different location are
calculated using Manning’s Formula in Annex 7 and tabulated below.
Table 7.23: Total Length of Proposed Side Drains (Gokuleswor – Thaktholi Section)
Type Length(m)
CSMD 5,317
D5A/D5E 8,808
D5F 11,898
D5C 6,477
D5G 11,385
Table 7.24: Total Length of Proposed Side Drains (Thaktholi – Darchula Section)
Type Length(m)
CSMD 7,902
D5A/D5E 7,498
D5F 9,651
D5C 5,894
D5G 12,671
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The types of road retaining walls proposed to be provided on the project road are described
in the following:
8.1.1 Coursed Random Rubble Masonry walls (CRRM)
These types of walls are adopted in steep rocky ground where foundations are shallow and
where the less working area and gabion walls are not economical. Stones are easily
available in the project area. In Gokuleswor - Darchula road we have adopted the CRRM
walls for height 1.00 to 4.00 m as per site conditions. The CRRM wall is used as minimum as
possible to minimize the cost. These types of walls are used mostly in cross-drainage
structures.
8.1.2 Gabion Walls (GW)
Gabion walls being eco-friendly are adopted where poor foundation conditions, wet soils,
high ground water and slope movement due to creep and landslide where flexible structure
is suitable. Gabion walls have the following advantages:
As far as possible, Gabion Wall is recommended to minimize cost. We have adopted the
gabion wall for height 2.0-8.0 m as per site conditions. However this type of wall can be
adopted for height 2-12 m.
8.1.3 Plum Concrete Wall
It is proposed to use plum concrete wall in place of CRRM wall where comparatively
stronger wall is required. It can also be used to make strong base for both CRRM and
gabion wall. It is recommended to adopt this wall at flooding area where water hits the
retaining wall.
8.1.4 Skin Wall
Skin wall has uniform thickness from bottom to top which is recommended to retain the
slope where top loose soil erosion is likely to occur due to rain which eventually fails and
where the active soil pressure is not significant. These types of walls are provided for height
up to 3m provided that the slope is self-stable. The skin walls are of following types;
a) CRRM
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c) Composite wall
The choice of skin wall depends on various factors like foundation type, quality of available
stone, condition of slope to be retained etc.
Typical sections of different types of walls are shown in Figure 8.1 below;
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Where, α = Angle which the earth face of the wall makes with vertical
δ = Angle of friction between wall and earth fill
ɸ = Angle of internal friction
r = Dry density of earth fill
z = Slope of the earth fill
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The maximum and minimum pressure at the base of footing is calculated by the
following formula:
σ = P/A ± M/Z
Where, P = total weight of
structure A = area of base
M = moment due to external
forces Z = section modulus of
base
Figure 8.9: Earth Pressure Forces for Stability Analysis of Retaining Walls
Based on the above parameters sample calculations for design of coursed random rubble
masonry and gabion walls are provided in Annex 8 (a) and Annex 8 (b) respectively.
Based on the above design, coursed random rubble masonry and gabion walls have been
proposed at various locations of the project road. The location of these structures and other
details for coursed random rubble masonry and gabion walls are given in Annex 9 (a), (b).
The typical design drawings of retaining walls are provided in Volume 3A (Drawings).
Along this 5km stretch more than 50% of the area is represented by rock and the rest by
slope colluvium which consists of boulders, cobbles and rock fragments (25%) in a sandy
silty matrix (75%). Conglomerate boulders are also frequent.
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The details of these mitigation measures are provided in the following Table 8.1.
S. Instability
Chainage Major Problem Proposed mitigation Measure
No. Type
Major gully 4 - Major gully with few Provide causeway
1 95+710
4 water Chanalize gully below
Water from the gully
Debris fan diverted for irrigation
(28m wide) on below ch. 96+100- Provide causeway
2 95+975 its right bank. 96+200 by local people Provide irrigation facility
Major gully 3 - in an unplanned way. Chanalize gully below
3 This causes damage on
road down slope.
Wet soil. Minor In wet season it may Drain the seepage water to
3 96+185
seepage? increase sufficiently the main drain.
4 96+315 Recent cut Landslide in highly to Provide gabion breast wall
slope slide completely weathered
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S. Instability
Chainage Major Problem Proposed mitigation Measure
No. Type
limestone.
Provide deep and wide
Major gully 2 – Topping of water along
5 96+365 causeway
2 road onwards.
Chanalize gully below.
Minor old cut
6 96+408 May reactivate Gabion breast wall
slope failure
7 96+640 Minor landslide May trigger Gabion breast wall
Wet soil. Minor
In wet season seepage
seepage or Drain the seepage water to
may increase
diverted water the main drain.
8 96+655 sufficiently. Local
by local If necessary provide
people diverted water
people? Minor irrigation facility
from gully 2 – 2.
gully 1’-1’
Trim the slide slope and
bioengineering.
Major gully without Provide gabion breast/
Major gully 1 –
water at the time of visit. retaining wall
9 96+870 1 slided at its
Slided at its left bank on Provide deep and wide
left bank.
both hill and valley side. causeway
Chute along the gully up to
97+260 down.
Major wet gully.
Recently slided. Gabion Continue chute at least up
Major gully 1 - walls erected. Diverted to 20m below road level.
10 97+260
1 irrigation water from Bioengineering on both
gully 2 – 2 is the main side of chute.
cause of instability.
Minor seepage from Provide irrigation facility
11 97+485 Minor seepage irrigation by local Drain all seepage water to
people. Minor gully 1’-1’ hill side drain.
Minor slide on Minor water iduced
12 97+550 Gabion breast wall.
hill side cutslope failure
Erosional Gabion check walls of 2 –
Ever growing valley
13 97+580 debris slide on 3m height in two to 3 levels
slide instability
valley side. Bioengineering
Slide on hill
14 97+600 Minor rock slide Gabion breast wall
side
Slide on hill
15 97+680 Minor soil slide Gabion breast wall
side
Slide on hill
16 97+715 Minor soil slide Gabion breast wall
side
Chanalize the gully up to
Major gully with
Major gully 2 – hill side and provide chute at
moderate flow and its
17 97+740 2 slided at left Ch. 98+905 & 99+125.
left bank slided because
bank Gabion breast wall on
of seepage.
landslide toe.
Slide on hill Water induced
18 97+798 Gabion breast wall
side landslide.
Slide on hill
19 97+850 Water induced landslide Gabion breast wall
side
Minor seepage Seepage from irrigation Drain the water to hill side
20 97+875
on hill side water drain.
Minor hill side
21 97+880 Water induced landslide Gabion breast wall
slide
Minor hill side
22 97+925 Water induced failure Gabion breast wall
slide
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S. Instability
Chainage Major Problem Proposed mitigation Measure
No. Type
Water induced failure.
Gabion breast wall
Shop on valley side and
23 98+030 Hill side slide Tail water from water mill
water mill on hill side at
should be managed well.
Ch. 98+000
After chanalizing the gully
Major gully 3 – up to hill side provide chute
24 98+035 Water management
3 down stream with wide and
deep causeway at road level
After chanalizing the gully
Major gully 4 - up to hill side provide chute
25 98+190 Water management
4 down stream with wide and
deep causeway
After construction of
Seepage and minor
Seepage on hill continuous drain from Ch.
26 98+260 gully. Water
side 95+700 to Ch. 100+350 the
management problem
problem will be solved.
Slide on hill Gabion breast wall and
27 98+300 Water management
side gully training
Water management. Shankarpur Dhamigade area
Seepage at ch. 98+260, between 1st and 2nd hairpin bends,
98+435 probably is especially below Ch. 95+700 and
Minor gully with
because of diverted Ch. 96+365 should be surveyed
28 98+435 plenty of water
irrigation water from ch. and inventory of all seepages
flow.
95+710 (gully 4 – 4) and springs and irrigation water. Only
especially and 95+975 after that proper mitigation
(gully 3-3) measures may be recommended.
Major gully 4 - Valley side damaged. Deep and side causeway
29 98+495
4 Water management. Provide chute.
Major gully 3 - Deep and wide causeway
30 98+625 Water management
3 Provide Chue.
98+620 to Water gully. Major gully
31 Major gully
98+630 3-3
Slide on hill Water management. Gabion breast wall at Ch.
32 98+765
side Valley like depression. 98+020 – 98+045
Drain the seepage water to
33 98+808 Minor seepage Seepage on hill side
hill side drain.
Gully like depression Breast walls (gabion) on
Gully like
34 98+890 with limestone and hillside at few levels to protect
depression
colluvial soil on hill side the upper road level.
Major gully 2 – 2 with
Deep and wide causeway
small cutslope failure at
Chute
35 98+905 Major gully its right bank in
moderately weathered Gabion breast wall at its
limestone. right bank on hill side.
Water management Deep and wide causeway
36 99+125 Major gully major gully 2 – 2. Slide Chute
at Ch. 99+105 Gabion walls below slide
One check wall on slide toe
Valley side
37 99+145 Water management and bioengineering with
minor slide
benching on steep slope.
38 99+186 Minor seepage Seepage on hill side. Drain it to the main drain
Drain the seepage water to
Minor seepage
hill side drain
39 99+260 and slide on hill Water management
Gabion breast wall on hill
side
side if needed
40 99+275 Gully like Water management Drain the water to hill side
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S. Instability
Chainage Major Problem Proposed mitigation Measure
No. Type
feature,
drain and ultimately to major
medium water
gully (3 – 3) at Ch. 99+420.
flow and hill
Gabion breast wall.
side slided.
Water management.
Major gully 3 – 3 with
Chute
plenty of water. Wide
Major waterfall Wide and deep causeway.
41 99+420 gully. Moderately
gully Gabion breast wall on hill
weathered limestone.
Dip 2000/250. Nearby side at Ch. 99+010.
slide at right bank.
Gully with few
Drain to hill side drain and
water with land Water management.
42 99+515 ultimately to major gully (4 – 4)
slide on valley Slide on valley side.
at Ch. 99+570.
side
Water management. Deep and wide causeway
99+570 Major gully with Major gully (4 – 4) at Chute
43
99+585 plenty of water Ch. 99+570 and minor Drain the water from minor
at Ch. 99+585. gully to causeway.
Chanalize gully
Water management.
approximately for 40m on hill
Minor gully with Gully created by
44 99+615 side and up to gully at Ch.
few water seepage at Ch. 98+260
99+820.
and 98+435.
Causeway
Water management.
Landslide on Clear the boulders
45 99+635 Landslide on hill side
hill side Gabion breast wall
with big boulders.
Cut slope failure in
Landslide on
46 99+700 highly to completely Gabion breast wall
hill side
weathered limestone.
Gully with Drain it to major gully (4 –
47 99+820 Water management
plenty of water 4) at Ch. 99+855
Deep and wide causeway
48 99+855 Major gully Water management
Chute
49 99+885 Minor gully Water management Drain it to any nearest gully
Minor slide on Water management. Big Gabion breast wall if
50 99+955
hill side boulder on hill side. needed.
Water management. Deep ad wide causeway
51 99+980 Major gully
Major gully (3 – 3) Chute
Minor gully with water.
Spread on the road at a
stretch of 25m. Big Clear boulder
Minor gully.
boulder before gully. Widen road
52 100+050 Water spread
Road narrow. Slightly Proper draining of gully
along road.
calcareous white water
quartzite. Bedding dip
1900/400
Drain the water properly to
The slide is due to gully onwards through hill side
Valley side
53 100+100 overtopping of water drain
slide
from 100+050. Retaining and check walls
on valley side slide.
Water management.
Major gully (3 – 3) with Deep and wide causeway.
54 100+145 Major gully
plenty of water spread Chute/ cascade.
over 30m of road.
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S. Instability
Chainage Major Problem Proposed mitigation Measure
No. Type
Slide on hill
55 100+185 Slide on hillside. Gabion breast wall.
side
Wide and high slide its
Slide on hill crown reaching high up
56 100+225 Gabion breast wall.
slide. to the upper level of
road (Ch. 99+900)
Water management.
Wide (40m) slide on hill Wide and deep causeway
Wide slide on
side at both banks of Breast/ retaining and check
57 100+265 hill side. Valley
major gully (4 – 4) and walls as needed.
side also slided
near the western end Chute/cascade.
valley side also slided.
Minor gully with Hill side drain/cross drain
58 100+350 minor slide on Water management. Gabion breast wall if
hill side. necessary
The Consultant
team including
Highway,
Hydrologist,
Geo-technical
and Structural
Engineers
visited the site
in the course of
investigation.
During the visit
it was found
unmanaged
water channels
are making the
slope unstable.
There are 4
major streams.
Along all 4
streams the
Consultant has
Road Alignment at km 95+500 to 100+500 near Bhartolagad River. proposed
adequate water management structures including channelization of streams, structures for
water energy dissipation at inlet and outlet of crossings, retaining structures at unstable
slopes etc. as shown in the plan and typical section below (Figure 8.3 & Figure 8.4). Since
the streams cross the alignment at different locations, construction of chute/cascade is
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recommended for proper channelization of water. The required quantity of structures for the
aforementioned work has been incorporated in cost estimate accordingly.
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Figure 8.10: Alignment Plan from Km 95+500 to Km 100+500 Showing Water Management Scheme
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It, however, is only an additional tool for slope stabilization and does not replace other
civil engineering structures needed for slope protection. The materials and skills required for
bio engineering are generally easily available in rural areas of Nepal. The technique, therefore,
provides a cost effective and a sustainable solution for stabilization of hill slopes in Nepal. It is
an optimal mixture of vegetation and engineering structures, which could be managed
effectively, even in remote hilly areas. Vegetation is a very desirable means of providing slope
protection for reasons of availability, relatively low cost, appropriateness of installation
techniques and compatibility with the rural environment. Although vegetation cannot be
designed or built to engineering specification in the conventional sense, it can be selected and
arranged on the slope to perform a specific engineering function which will be identified as
part of process of bio engineering design. Stabilization of slopes will be most rapidly
achieved by planting of grass slips, by the spreading of collected topsoil containing roots
and seeds or by sodding with turfs.
Management Action Plans (SSEMAP) for the project roads. The details of these measures
are given in the SSEMAP submitted separately.
The items and total quantities proposed for the road is given in Table 8.1 below;
Delineator posts with reflective element at sharp curves, culverts and causeways;
Kilometer post at every km
5 km post
Guard posts at curves; and
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Auxiliary Facilities:
Passing Zones
Parking bays wherever feasible
Public Passenger Shades
Market Shades
Other roadside amenities like, bus stops
Traffic Signs Manual for Nepal Roads and various Road Safety Notes published by Traffic
Engineering and Safety Unit of DoR, Nepal Road Standards and DoR guidelines have been
followed for designing the above safety features for the project road. The typical design
drawings of these features are submitted under Vol: III-1 (Drawings).
The proposed traffic signs for the road are given in Table 8.2 below
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Engineers Estimate has been prepared for each contract package separately and shall be
submitted to the DoR.
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9.3 Quantities
As per the design quantities of major works for the project road are as under;
i. Pavement
a. OTTA Seal Surfacing : 314,291 m2
b. Thickness : 225 to 300 mm
ii. Structure
a. RCC Pipe Culvert
a) Existing : 5 nos.
b) New : 239 nos.
b. Slab Culvert
a) Existing : 1 no.
b) New : -
c. Causeway
a) Existing : -
b) New : 137 nos
d. Retaining Structure
a) Gabion Walls : 33,720 m3
b) Stone Masonry : 19,790 m3 (including Side Drain)
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