Hetauda Structural Design Report

MORPHO-GENESIS CONSULTANCY PVT. LTD.
KIRTIPUR, KATHMANDU
NEPAL
STRUCTURAL ANALYSIS AND DESIGN REPORT

Residential Building at Bhaisapati, Lalitpur
Volume II – 1: Design Report (Part-I)
MMM Group Ltd. (Canada)

in JV with
SAI Consulting Engineers (P) Ltd. (India)
in association with
ITECO Nepal (P) Ltd. (Nepal) &
Total Management Services (Nepal)
March 2018
ORPHO
ENESIS
CONSULTANT Pvt. Ltd.
.
Detailed Design Report February 2011
Gokuleswor-Darchula Road
Detailed Design Report
Main Report : Volume I

Design Report : Volume II – 1 (Gokuleswor - Darchula Road)
Volume II – 2 (Kalangagad - Chainpur Road)
Volume II – 3A (Khidkijula – Manma Road)
Volume II – 3B (Manma - Jumla Road)
Volume II – 4 (Shitalpati – Musikot Road)
Volume II – 5 (Chinchu – Devisthal - Jajarkot Road)
Volume II – 6 (Nrayanghat - Mungling Road)
Drawings : Volume III – 1 (Gokuleswor – Darchula Road)

Volume III – 2 (Kalangagad - Chainpur Road)
Volume III – 3A (Khidkijula – Manma Road)
Volume III – 3B (Manma - Jumla Road)
Volume III – 4 (Shitalpati – Musikot Road)
Volume III – 5 (Chinchu – Devisthal - Jajarkot Road)
Volume III – 6 (Narayanghat - Mungling Road)
Cost Estimate : BOQ and Cost for 2 road section
Bid Documents : Part I, II & III for 2 road section
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.
Road Sector Development Project (IDA Grant No: H629-NP, IDA Credit No:4832-NP)
New Project Preparation & Supervision Page i
TABLE OF CONTENTS
Volume II-1 Part I

1. ENGINEERING DESIGN STANDARDS AND PRACTICES........................................1-1
1.1 Introduction........................................................................................................1-1
1.2 Design Parameters for Single Lane Highway / Feeder Roads...........................1-2
1.3 Design Standards for Single Lane Road Geometrics.........................................1-2
1.4 Design Guidelines and Practices for Other Components...................................1-3
1.5 Design Report (Vol. II).......................................................................................1-4
2. DESIGN DATA............................................................................................................ 2-1
2.1 Existing Road.....................................................................................................2-1
2.2 Building Configuration and Features..................................................................2-1
2.3 Load data........................................................................................................... 2-2
2.4 Structural analysis.............................................................................................2-2
3. LOAD CALCULATION...............................................................................................3-1
3.1 Material Properties (IS 875 Part 1).....................................................................3-1
3.2 Design Load Data..............................................................................................3-1
3.3 Topographical Survey........................................................................................3-2
3.3.1 Objective................................................................................................3-2
3.3.2 Scope.....................................................................................................3-2
4. DESIGN SEISMIC LOAD............................................................................................4-1
4.1 General.............................................................................................................. 4-1
4.1.1 Horizontal Alignment..............................................................................4-1
4.1.2 Vertical Alignment..................................................................................4-2
4.1.3 Road Cross-section................................................................................4-2
4.2 Roadway Cut and Fill.........................................................................................4-2
5. PAVEMENT DESIGN..................................................................................................5-1
5.1 Pavement Type..................................................................................................5-1
5.2 Design Traffic.....................................................................................................5-1
5.2.1 Traffic Counts.........................................................................................5-1
5.2.2 Design Traffic Loading...........................................................................5-2
5.3 Design Method...................................................................................................5-3
5.3.1 Service Life............................................................................................5-3
5.3.2 Vehicle Loads.........................................................................................5-3
5.4 Subgrade Strength.............................................................................................5-3
5.5 Design Steps.....................................................................................................5-4
5.6 Pavement Design..............................................................................................5-4
5.6.1 Recommended Design...........................................................................5-4
5.6.2 Pavement Composition..........................................................................5-5
6. CONSTRUCTION MATERIALS..................................................................................6-1
7. DRAINAGE DESIGN...................................................................................................7-1
7.1 Hydrological Studies..........................................................................................7-1
7.1.1 General..................................................................................................7-1
Road Sector Development Project, (IDA Grant No: H629-NP, IDA Credit No:4832-NP)
New Project Preparation & Supervision Page i
7.1.2 Rainfall Data...........................................................................................7-1

7.1.3 Rainfall Analysis.....................................................................................7-1
7.2 Drainage Design................................................................................................7-3
7.2.1 Drainage Facilities..................................................................................7-3
7.2.2 Cross Drainage......................................................................................7-3
7.2.3 Design Criteria.......................................................................................7-4
7.2.4 Proposed Cross Drainage Structure Types............................................7-4
7.3 Hydraulic of Cross Drainage Structures.............................................................7-5
7.3.1 Discharge Capacity of Cross Drainage Structures.................................7-5
7.3.2 Selection of Proposed Cross Drainage Sizes.........................................7-5
7.4 Side Drains........................................................................................................7-6
7.4.1 Proposed Types of Side Drains..............................................................7-6
7.4.2 Design of Side Drains............................................................................7-7
8. DESIGN OF EARTH RETAINING STRUCTURES......................................................8-1
8.1 Types of Road Retaining Walls..........................................................................8-1
8.1.1 Coursed Random Rubble Masonry walls (CRRM).................................8-1
8.1.2 Gabion Walls (GW)................................................................................8-1
8.1.3 Plum Concrete Wall...............................................................................8-1
8.1.4 Skin Wall................................................................................................8-1
8.2 Design of Retaining Walls..................................................................................8-3
8.3 Slope Instabilities and Their Proposed Stabilization Measures..........................8-4
8.3.1 General..................................................................................................8-4
8.3.2 Instabilities Along The Road Alignment..................................................8-5
8.3.3 Major Causes of Instabilities..................................................................8-5
8.3.4 Recommended Main Mitigation Measures.............................................8-5
8.4 Water Management and Slope Protection from Km 95+500 to 100+500...........8-9
8.5 Bio Engineering for Slope Protection...............................................................8-12
8.6 Designs for Safety and Auxiliary Facilities.......................................................8-13
9. COST AND CONTRACT PACKAGES........................................................................9-1
9.1 Contract Packages............................................................................................9-1
9.2 Rate Analysis.....................................................................................................9-1
9.2.1 Basic District Rates................................................................................9-1
9.2.2 Unit Rate Analysis..................................................................................9-1
9.2.3 Comparison of Rates with On-going Contracts......................................9-1
9.2.4 Cost Estimate for Contract Packages.....................................................9-1
9.3 Quantities.......................................................................................................... 9-2
FIGURES
Figure 1.4: Typical Cross Sections..................................................................................................... 1-5

Figure 2.1: Location Map of Gokuleswor – Darchula Road................................................................2-3
Figure 5.1: Lab CBR and DCP-CBR Graph........................................................................................ 5-3
Figure 7.1: Intensity Frequency Duration (I-F-D) curve......................................................................7-2
Figure 7.2: IDF Curves of different return periods developed for Thaktholi-Darchula Section............7-3
Figure 7.3: Typical Section of Recommended Side Drain..................................................................7-7
Figure 8.1: Typical Section of Different types of retaining walls..........................................................8-2
Figure 8.2: Earth Pressure Forces for Stability Analysis of Retaining Walls.......................................8-4
New Project Preparation & Supervision Page ii
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
Table 1.1: Project Roads.................................................................................................................... 1-1

Table 1.2: Summary of Highway Design Standards in Nepal.............................................................1-2
Table 1.3: Project Road Design Standards for Single Lane Roads....................................................1-2
Table 4.1: Super Elevation................................................................................................................. 4-1
Table 4.2: Extra widening................................................................................................................... 4-1
Table 4.3: Location not Confirming Design Standard.........................................................................4-2
Table 5.2: Estimated Traffic Growth Rate based on Elasticities (%)..................................................5-2
Table 5.3: Design Traffic for Gokuleswor – Darchula Road................................................................5-2
Table 5.5: Subgrade Strength for Gokuleswor–Darchula Road..........................................................5-3
Table 5.6: Pavement Thickeness from TRL Road Overseas Road Note-31.......................................5-4
Table 5.7: Pavement Composition Gokuleswor–Darchula Road........................................................5-5
Table 6.1: Summary of Construction Material Sources for Gokuleswor - Darchula Road..................6-1
Table 6.2: Summary of Laboratory Tests on Construction Material for Gokuleswor - Darchula Road 6-2
Table 7.1: Summary of rainfall Stations..............................................................................................7-1
Table 7.2: Maximum Daily Rainfall of Various Return Period and Predicated Rainfall Intensity (mm/hr)
of different duration at Gokuleswor- Thaktholi Section.......................................................................7-2
Table 7.3: Maximum Daily Rainfall of Various Return Period and Predicated Rainfall Intensity (mm/hr)
of different duration at Darchula for Thaktholi-Darchula Section........................................................7-2
Table 7.4: Hydraulics of Proposed Cross Drains (Pipe Culverts).......................................................7-5
Table 7.5: Hydraulics of Proposed Cross Drains (Causeways)..........................................................7-5
Table 7.6: Summary of Proposed Cross Drains (Gokuleswor-Thaktholi Section)...............................7-6
Table 7.7: Summary of Proposed Cross Drains (Thaktholi-Darchula Section)...................................7-6
Table 7.8: Design Standards of Drain Types......................................................................................7-7
Table 7.9: Flow Capacity of Side Drains at Average Slope (5-7%).....................................................7-8
Table 7.10: Total Length of Proposed Side Drains (Gokuleswor – Thaktholi Section).......................7-8
Table 7.11: Total Length of Proposed Side Drains (Thaktholi – Darchula Section)............................7-8
Table 8.1: Details of Cause of Instability and their Mitigation Measures.............................................8-5
Table 8.2: Proposed Bio-engineering items and Quantities..............................................................8-13
Table 8.3: Proposed Traffic Signs.................................................................................................... 8-14
Table 9.1: Contract Packages............................................................................................................ 9-1
ANNEXES
Annex 1: Road Inventory

- Road Width
- Cross-drainage Structures
- Slope Protection Structures
Annex 2: Location of Double OTTA Seal
Annex 3: Traffic
(a) AADT in nos
(b) Computation of Cumulativa Standard Axle (CSA)
(c) Traffic Studies
Annex 4: Soil Investigation and Material Reports
- MDD of Existing Gravel/Earthen Road Surface
New Project Preparation & Supervision Page iii
- Existing Subgrade CBR (Soaked)

- Atterberg Limit of Existing Gravel/Earthen Road Surface Materials
- Seive Analysis of Existing Gravel/Earthen Road Surface Materials
- Natural Moisture Content of Existing Gravel/Earthen Road Surface Materials
- Field DCP (by Kleyn & Van Method) Existing Road Surface
- Construction Materials Test Reports
Annex 5: Hydrology
Annex 6: Details of Proposed C/D
Annex 7: Details of Proposed Side Drain
Annex 8: Sample Design of Retaining Walls
(a) CRRM Wall
(b) Gabion Wall
Annex 9: List of Proposed Structures

(a) CRRM Wall
(b) Gabion Wall
Volume II-1 Part II
Annex 10: - Horizontal alignment Data
Annex 11: - BL/BM Coordinate Data

- D-card of Bench Marks
- D-card of Control Points
New Project Preparation & Supervision Page iv
ABBREVIATIONS
AADT Annual Average Daily Traffic

ACV Aggregate Crushing Value
AIV Aggregate Impact Value
AMSL Average Mean Sea Level
ASL Average sea level
CBO Community Based Organization
CBR California Bearing Ratio
CFUG Community Forestry Users Group
CRB Crusher Run Base
CSB Crushed Stone Base
Cu.m Cubic Meter
DADO District Agriculture Development Office
DBST Double Bituminous Surface Treatment
DCP Dynamic Cone Penetration
DDC District Development Committee
DFO District Forest Office
DHM Department of Hydrology and Meteorology
DoR Department of Roads
EMAP Environmental Management Action Plan
EPR Environmental Protection Rule
FGD Focus Group Discussion
GESU Geo Environmental And Social Unit
GoN Government Of Nepal
GPS Global Positioning System
GSB Gravel Sub-Base
HH House Holds
IEE Initial Environmental Examination
IFD Intensity Frequency Duration
IRR Internal Rate of Return
ISB Improved Sub-Base
LCF Local Consultative Forum
LL Liquid Limit
MC Moisture Content
MDD Modified Dried Density
MoPPW Ministry Of Physical Planning And Works
MSA Million Cumulative Standard Axles
NAB Natural Aggregate Base
NGO Non Governmental Organization
NPV Net Present Value
NRDUC New Road Development and Upgrading Component
OD Origin and Destination
OMC Optimum Moisture Component
OS Otta Seal
PI PlasticityIndex
ESA Equivalent Standard Axle
RCC Reinforced Cement Concrete
RL Reduced Level
RMDP Road Maintenance and Development Project
RoW Right of Way
STDs Sexually Transmitted Disease
VAT Value Added Tax
VCDP Vulnerable Community Development Plan
VDC Village Development Committee
New Project Preparation & Supervision Page v
New Project Preparation & Supervision Page vi
1. ENGINEERING DESIGN STANDARDS AND PRACTICES

1.1 Introduction
Hill roads have mostly to negotiate through difficult topography, inhospitable terrain and
extremes of climatic conditions. Therefore the design of hill roads to predetermined
standards considering importance of safety and free flow of traffic is necessary so that travel
is safe and comfortable. The Ultimate aim must be to arrive at a economically viable final
design, which is in balance with the physical and social environment, which meets future
traffic requirements and which encourages consistency and uniformity of operation.
The proposed design standards are based on study of available feasibility study/detailed
design reports and provisions of following standard documents.
 Nepal Road Design Standards (NRS) 2027 (First Revision-2045).

 Design Standards for Feeder Roads 3rd Revision 1997 (DSFFR, 1997)
 Draft Final Report on Nepal Road Design Standards [4th Revision 2062 (2005)] for
Strategic Roads and Bridges.
 Asian Highway Standards.
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:
Table 1.1: Project Roads

S. Lengt
Road Road Classification
No. h
1 Gokuleswor- Darchula Road (GD) 73 km Highway (H14)
2 Kalangagad Bridge – Chainpur (KC) 50 km Feeder road (F049)
104
3 Khidkijyula-Jumla Road (KJ) Highway (H13)
km
4 Chinchu –Devisthal- Jajarkot (CJ) 84 km Feeder Road (F047)
5 Shitalpati-Musikot (SM) 86 km Highway (H11)
Highway (H05), Asian
6 Narayanghat-Mugling (NM) 36 km
Highway
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.
Asian Highway (AH)

The Intergovernmental Agreement on the Asian Highway Network (IGA) was adopted on
November 18, 2003, by the Intergovernmental Meeting. The IGA, which identifies 55 AH
New Project Preparation & Supervision Page 1
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.
1.2 Design Parameters for Single Lane Highway / Feeder Roads

Nepal Road Standards (NRS) BS 2027 were first published in year 1970. First revision came
in year 1988 (BS 2045). Design Standards for Feeder Roads, Third Revision came in year
1997. Draft NRS IVth Revision (BS 2062) came in year 2005 which incorporates design
standards for highways and feeder roads these are yet to be approved. A summary of all
these standards along with initial, which have been reviewed / improved over the project are
presented hereunder.
Table 1.2: Summary of Highway Design Standards in Nepal

DSFFR
NRS (BS 2027, (3rd Draft NRS (4th
Design Standard
Revised in BS 2045) Revision Revision2062)
1997)
Single Single Single
Single Single
Lane Lane Lane
Design Parameter Lane Lane
Feeder Feeder Feeder
Highway Highway
Road Road Road
Design Speed (Km/hr) 50/40 40/30 50/40 40/30
Right of way (m) 50 30 30 50 30
Formation width (without drain) (m) 9.75 9.75 4.5 5/4.5 5/4.5
Carriageway width (m) 3.75 3.75 3.5 3.5 3.5
Shoulder width (m) 3 3 0.5 0.75/0.5 0.75/0.
5
Minimum Horizontal curve radius (m) 12.5 80/55 55/30
Maximum Superelevation (%) - 10 10
Extra Widening of Carriageway (m) 3 3 - 2/1.5 2/1.5
Minimum length of vertical curve (m) - 20 15
Maximum Gradient (%) 8 10 12 10 12
1.3 Design Standards for Single Lane Road Geometrics

As per Nepal Road Standard (NRS), the project roads are classified as Highway or
Feeder Roads. Design Standards for Feeder Roads, Third Revision 1997 (DSFER 1997),
Nepal, have therefore been generally followed for designing road geometry, i.e. the horizontal
and vertical alignments of the project roads. Design Standards for Highways generally followed
Nepal Road Standard (2045). For some design parameters, which are not covered by DSFER
or NRS (2045) reference has been made to Nepal Road Standard 2062(4th revision Draft)
and Indian Roads Congress (IRC). These project road design standards are shown in
Table 1.3.
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)
S.No. Design Parameter Value Reference

5 Shoulder width 0.5
6 Pavement camber (%) 3 DSFER 1997 (3rd Revision)
7 Min horizontal curve radius (m) 12.5 DSFER 1997 (3rd Revision)
8 Max Super elevation (%) 6 IRC
9 Max Extra widening (m) 1.5 IRC, NRS 2062 (4th Revision-Draft)
10 Min vertical curve radius (m) 300 DSFER 1997 (3rd Revision)
11 Min length of vertical curve (m) 15 NRS 2062 (4th Revision-Draft)
12 Average gradient (%) 7 NRS 2027/2045 (1st Revision)
13 Maximum gradient (%) 12 DSFER 1997 (3rd Revision)
Limitation of maximum gradient length
14 300 DSFER 1997 (3rd Revision)
above average gradient (m)
Max recovery gradient applied after
15 4 DSFER 1997 (3rd Revision)
gradient in excess of 7% (%)
16 Stopping sight distance (m) 30 NRS 2027/2045 (1st Revision)
17 Provision of 30m x 2.5m passing 3-4 NRS 2062 (4th Revision-Draft)
(min. nos. per km)
18 Extra widening at curves (m) 1 NRS 2062 (4th Revision-Draft)
19 Min. culvert size (m) 600 DSFER 1997 (3rd Revision)
20 Pavement surfacing Otta Seal As per design proposal
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
1.4 Design Guidelines and Practices for Other Components

Besides above design standards, the following guidelines and standard practices of design
have been followed for designing other components of the road, like pavement, drainage
system, slope protection measures and other auxiliary facilities for road safety, etc.
Pavement Design
1. TRL Overseas Road Note 31 for Pavement Design

2. AASHTO Guide for Pavement Design – 1993
Drainage System
1. Hydrological Records of Nepal, Stream flow Summary, Department of Hydrology

and Meteorology, HMG Nepal, 1998.
2. Methodologies for Estimating Hydrologic Characteristics of Ungauged Locations in
Nepal - Department of Hydrology and Meteorology, July 1990
1. Design Guidance Notes-Mahakali Irrigation Project-Stage I, 1984
Earth Retaining Structures
1. Overseas Road Note 16, Principle of low cost road engineering in mountainous
region, Overseas Centre, Transport Research Laboratory, Crowthorne, Berkshire, United
Kingdom
2. Mountain Risk Engineering Handbook, International Centre for Integrated

Mountain Development (ICIMOD).
Bio Engineering
1. Publications of Geo-Environment Unit of DOR, Nepal
Road Safety Measures
1. Traffic Signs Manual for Nepal Roads

2. Road Safety Notes published by Traffic Engineering and Safety Unit of DOR,
Nepal
3. Nepal Road Standards and DOR guidelines
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).
1.5 Design Report (Vol. II)

The project involves feasibility study and detailed design of 6 road sections. Detail design
reports for six (6) road section have been prepared in volume II-1 to II-6. This report for detail
design of Gokuleswor – Darchula road is prepared as Volume III-1.
Along with this report consultants are also providing to the DoR the following data on CD;
 Raw Survey data
 Digital Terrain Model (DTM)
 Plan and Profile
 Layout data
 D-cards (including BM and Control points)
 Material Testing Reports
 Rate Analysis and cost estimate
Figure 1.4: Typical Cross Sections
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.
2.2 Building Configuration and Features
i. Building Purpose : Commercial Building

ii. Building Classification : Category B (Building Act 2055)
iii. Location
a. Province No : 03
b. Zone : Bagmati Zone
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
2.3 Load data

i. Dead Load
Floor Finish (FF) : 1 KN/m2
230 mm Wall (WL) : 13.10 KN/m
115 mm Partition Wall (WL) : 7.20 KN/m
230 Parapet Wall (WL) : 4.37 KN/m
Rooftop Water Tank Load : 50/(3.65x3.65)=
cantilever
ii. Live Load
Typical Floor (LL) : 3 KN/m2
Terrace/Roof Floor : 1.5 KN/m2
Corridor : 3 KN/m2
2.4 Structural analysis

Importance factor (I) : 1.0
Seismic zone factor (Z) : 0.36
Response Reduction Factor (R) : 5.0
No. of storey : 6.0 (Excluded basement since basement walls
are connected with ground floor deck: IS1893 cl 4.15)
Figure 2.1: Location Map of Gokuleswor – Darchula Road
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
3.2 Design Load Data

A detailed inventory of the existing road listing road width, side drains, cross drainage /
irrigation structures, retaining structures including their condition has been prepared and is
presented as Annex 1.
Dead Load
Floor Finish (FF)
38 mm screeding + Punning = 0.798 KN/m2
Wall Load (WL)
3.3 Topographical Survey

3.3.1 Objective
The topographical survey of the road has been carried out using GPS, Total Station, Auto
Level and other similar precision instruments. The survey was generally aimed at the
following:
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.
4. DESIGN SEISMIC LOAD

4.1 General
The infill walls in upper floors may contain large openings, although the solid walls are
considered in load calculations. Therefore, fundamental time period T is obtained by using
the following formula:
Ta  0.075h 0.075 [IS1893(Part1):2002,Clause7.6.1]..……………………………………….(2.1)
The detail earthquake load calculation has been shown in ANNEX 1.
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.
 Radius : 12.5 m (minimum)

 Super Elevation : 6 % (maximum)
 Extra Widening : 1.5 m (maximum) at normal curves
: 2.50 m (maximum) at apex of Hair-pin bends of radius 12.5m
The super elevation and extra widening provided for different radii of horizontal curves are
given in Table 4.1 and Table 4.2 respectively.
Table 4.1: Super Elevation

Radius (m)
Super Elevation (%)
From To
0.0 12.0 6.00
13.0 20.0 5.00
21.0 60.0 4.00
>61.0 3.00
Table 4.2: Extra widening

Radius (m)
Extra widening (m)
From To
0.0 12.50 2.50
12.50 20.0 1.50
21.0 30.0 1.00
31.0 40.0 0.75
41.0 60.0 0.60
>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.
Table 4.3: Location not Confirming Design Standard

Chainage
S.No. Length (m) Curve Radius≤12.5m
From To
1 10+317 10+355 38 11m
4.1.2 Vertical Alignment
Vertical alignment design has been carried out adopting the following parameters.
 Average Gradient : 5.40 %

 Maximum Gradient : 12 %
 Maximum Length of Gradient > 7 % : 300 m
 Recovery Gradient after Gradient > 7 % :4%
Minimum length of the Vertical Curves
 Length : 20 m (minimum)
4.1.3 Road Cross-section
Cross section features adopted for design are as under.
 Formation Width : 4.50 m (without drains)

 Carriage Way Width : 4.00 m sealed gravel (Otta Seal) pavement
 Shoulders 0.50m on either side with hill side shoulder sealed (Part
of the paved carriageway) and valley side gravel
 Pavement Camber : 3 % sloping towards side drain
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).
4.2 Roadway Cut and Fill

The existing earthen road has been designed with improved horizontal and vertical profile
minimizing the cut and fill as far as practicable. The major volume of cut is encountered at
curves, hairpin bends and narrow road width sections. Average quantities of cut and fill
required per km are 3688 and 627 cum respectively. Most of the cutting quantities involved
are in km 61 to km 110. Filling quantities in entire length of the road is quite low as
compared to the cutting quantities. The excessive material will be managed at appropriate
locations following “Environmental Management Guideline” published by the DoR.
Following Table 4.4 provides km-wise cut and fill quantities.
Table 4.4: Km-wise Cut and Fill Quantities

Chainage (km) Quantity (m3)
Remarks
From To Cut Fill
54+000 55+000 1,889.45 351.64

Remarks
From To Cut Fill
55+000 56+000 3,128.38 666.72
56+000 57+000 2,357.31 739.05
57+000 58+000 488.24 456.15
58+000 59+000 622.07 849.93
59+000 60+000 292.92 582.01
60+000 61+000 1,240.13 955.34
61+000 62+000 3,028.50 489.37
62+000 63+000 6,646.56 301.51
63+000 64+000 4,566.19 591.09
64+000 65+000 7,025.67 1,120.67
65+000 66+000 6,727.20 840.41
66+000 67+000 1,722.12 259.99
67+000 68+000 2,402.63 708.45
68+000 69+000 1,547.87 382.56
69+000 70+000 2,618.36 229.12
70+000 71+000 4,520.80 369.43
71+000 72+000 4,648.30 194.15
72+000 73+000 5,637.55 550.83
73+000 74+000 6,112.11 710.32
74+000 75+000 4,171.94 462.21
75+000 76+000 7,729.24 286.60
76+000 77+000 6,918.40 626.25
77+000 78+000 5,369.22 645.50
78+000 79+000 3,015.20 482.59
79+000 80+000 5,206.33 522.06
80+000 81+000 4,722.03 745.82
81+000 82+000 4,957.83 928.80
82+000 83+000 5,933.65 704.02
83+000 84+000 6,564.47 550.33
84+000 85+000 5,506.18 563.53
85+000 86+000 7,175.55 717.65
86+000 87+000 4,638.63 465.39
87+000 88+000 4,315.79 783.66
88+000 89+000 4,705.99 987.61
89+000 90+000 3,554.88 664.00
90+000 91+000 2,117.16 1,621.81
91+000 92+000 1,174.19 770.16
92+000 93+000 4,212.48 946.63
93+000 94+000 3,552.80 678.87
94+000 95+000 4,195.36 633.74

Remarks
From To Cut Fill
95+000 96+000 3,665.45 1,013.93
96+000 97+000 3,967.91 759.87
97+000 98+000 3,688.10 939.07
98+000 99+000 7,760.75 1,293.73
99+000 100+000 8,681.62 1,624.37
100+000 101+000 7,439.90 953.44
101+000 102+000 7,285.24 500.83
102+000 103+000 4,903.21 735.47
103+000 104+000 3,168.04 837.65
104+000 105+000 4,663.17 837.36
105+000 106+000 2,976.13 628.73
106+000 107+000 4,618.85 475.02
107+000 108+000 3,705.69 694.66
108+000 109+000 2,709.72 421.45
109+000 110+000 2,977.71 352.58
110+000 111+000 3,054.60 575.97
111+000 112+000 1,378.40 386.45
112+000 113+000 1,721.71 390.98
113+000 114+000 1,387.29 430.76
114+000 115+000 1,099.07 201.14
115+000 116+000 874.31 189.30
116+000 117+000 748.32 350.89
117+000 118+000 474.65 406.20
118+000 119+000 2,291.61 449.08
119+000 120+000 1,603.24 425.32
120+000 121+000 1,849.59 341.01
121+000 122+000 2,949.98 357.11
122+000 123+000 1,269.25 408.38
123+000 124+000 2,997.19 823.19
124+000 125+000 1,037.22 395.23
125+000 126+000 1,656.37 781.54
Total: 265,563.93 45,116.63
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.
5.1 Pavement Type

(With Otta Seal surfacing)
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.
The list of location of double Otta Seal is presented in Annex 2.
5.2 Design Traffic

5.2.1 Traffic Counts
Table 5.1 shows the traffic existing along the Project Road as per the survey conducted in
June 2010.
Table 5.5: Existing Traffic along the Project Road & Vicinity
2010 AADT (vpd)
Vehicle
Lek Gaon (KM 69+000) Bed Gaon (KM 104+333±)
HT 10 5
LT 2 2
B 5 3
MB 1 1
MiB 0 1
C 0 0
4WD 10 27
MC 0 5
UV 5 22
TRA 0 1
Total MVs (vpd)= 33 67
Non-motorised Vehicles (NMVs) (ADT only):
Ped 404 164
Porter 149 139
Mule 14 0
Total NMVs = 567 303
Note: HT= heavy truck LT = light truck B= bus MB = mini-bus MiB=miicro-bus
C=car/taxi 4WD = four wheel drive MC = motor-cycle UV=utility
vehicleTRA=farm tractor
Ped = pedestrian Por = porter Mule = mule

Source: Consultant's survey, June 2010
5.2.2 Design Traffic Loading
The pavement structure is designed to withstand the impact of loads of commercial vehicles
applied repeatedly to the pavement during its design life. The computations of the Annual
Average Daily Traffic (AADT) projected at a growth rate as per Table 5.2 over the design life
of the pavement are shown in Annex 3a. The design traffic is expressed in terms of
Cumulative Standard Axle Loads (CSA) of commercial vehicles. Using the values of ESAL
given in Table 5.4, Cumulative Standard Axle Loads (CSA) due to the AADT of commercial
vehicles, projected over the design life of pavement, were computed for the project road.
The detailed computations of CSA are given in Annex 3b. Based on these computations,
the design traffic (CSA) adopted for 10 year service life of the pavement of the project road,
as also the Traffic Class as per TRL Road Note 31, for which the project road pavement has
been designed, are given in Table 5.3.
The Traffic Study including traffic volume survey and axle load survey is given in Annex 3c.
Table 5.6: Estimated Traffic Growth Rate based on Elasticities (%)

4-
Heavy Light Mini Micro Motor Utility
Period Bus Wheel Tractor
Truck Truck Bus Bus Cycle Vehicle
Drive
2011 ~
2014 6.2% 6.2% 7.3% 7.3% 7.3% 4.8% 4.8% 6.2% 6.2%
2015~ 2019 6.3% 6.3% 7.4% 7.4% 7.4% 5.0% 5.0% 6.3% 6.3%
2020 ~
2024 6.5% 6.5% 8.0% 8.0% 8.0% 5.5% 5.5% 6.5% 6.5%
Table 5.7: Design Traffic for Gokuleswor – Darchula Road

Design Traffic
Road Section Million Standard Design Traffic Class (TRL
Axles (MSA) Road Note 31)
Gokuleswar-Thaktholi 0.39 T2
Thaktholi-Darchula 0.47 T2
Table 5.8: ESAL of Commercial Vehicles on Gokuleswor –Darchula Road

Equivalent Single Axle (ESAL)
Project Road Road Direction Heavy Light Mini Micro Utility
Bus Tractor
Truck Truck Bus Bus Vehicle
Darchula to
Gokuleswar- 1.52 0.03 0.19 0.18 0.001 0.002 0.05
Gokuleshwar
Thaktholi-
Goluleshwar to
Darchula 5.89 0.15 0.17 0.18 0.002 0.001 0.02
Darchula
5.3 Design Method

Pavement Design by TRL Overseas Road Note 31 “Guidelines for design of bitumen
surfaced low traffic volume roads”, has been mainly followed for the design of Otta sealed
gravel pavement of project roads.
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.
5.4 Subgrade Strength

The sub-grade strength is expressed in terms of CBR. Soil investigations for the project
roads have been carried out to determine the engineering characteristics including the CBR
of the existing subgrade soil. The details of the field and laboratory tests are given in Annex
4. The results of these tests indicate generally a good quality sub-grade material with varying
values of CBR. Table 5.5 shows the range of these CBR values as also the corresponding
sub-grade strength class for which the project road Pavement has been designed as per
TRL Road Note 31.
Table 5.9: Subgrade Strength for Gokuleswor–Darchula Road

Road Section Range of CBR Subgrade Strength Class (TRL Road Note 31)
Gokuleswar- Thaktholi 8-15 S4-S5
Thaktholi- Darchula 10-15 S4-S5
Figure 5.1: Lab CBR and DCP-CBR Graph

50
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
5.5 Design Steps

Design as per TRL Overses Road Note 31:
Using the above design input and following TRL Overseas Road Note 31 guideline, the
pavement of the project road has been designed as described below.
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.
b. Granular Layers for TRL Design

The thicknesses of granular layers for base (minimum CBR 80 %) and sub-base (minimum
CBR 30 %) required as per TRL are obtained.
c. Design Thickness of Pavement from TRL Road Note 31

Based on design input indicated above design thickness of Granular Crushed Stone Base
(CSB) and Granular Sub-Base is determined for the traffic and sub-grade class from the
design charts of TRL Road Note 31 for the various homogeneous section. The design
thickness as per chart 1 is worked out as given in Table 5.6.
Table 5.10: Pavement Thickeness from TRL Road Overseas Road Note-31
Chainage Pavement Thickness
Design ESA Traffic & Subgrade Granular Granular Sub-

from To CBR % (MSA) Class as per TRL Base (CSB) Base (GSB)
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
5.6 Pavement Design

5.6.1 Recommended Design
Pavement constructed under good quantity control and carrying low levels of traffic, there is
a low risk of a pavement failure being induced by traffic, and deterioration is controlled
mainly by environmental factors. This is consistent with the finding that materials that are of
marginal quality, in the traditional sense, perform well at low traffic levels. However, as
traffic levels increase, the specification for road bases should approach those of traditional
design charts.
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.
Table 5.11: Pavement Composition Gokuleswor–Darchula Road

Proposed Design Thickness for New
Section
Construction (mm)
Road Thickness of Thickness of
From Total
To (Km) Upper layer Lower layer
(Km) Thickness
(CRMSB) (GSB)
(CBR > 60 %) (CBR > 30 %)
54+000 65+000 125 100 225
65+000 73+000 125 175 300
Gokuleshwar to 73+000 77+000 125 100 225
Thaktholi 77+000 82+000 125 175 300
82+000 91+000 125 100 225
91+000 92+000 125 175 300
92+000 94+000 125 175 300
94+000 104+000 125 100 225
104+000 106+000 125 175 300
Thaktholi-Darchula 106+000 116+000 125 100 225
116+000 118+000 125 175 300
118+000 122+000 125 100 225
122+000 126+000 125 175 300
The drawings showing typical cross sections of pavement for the project road are submitted
under Vol: III-1 (Drawings).
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)
The quantities and quality of material assessed are tabulated below.
Table 6.12: Summary of Construction Material Sources for Gokuleswor - Darchula

Road
Approx Qty. Sieve Analysis, %
Source (Location ) Available Remarks
Gravel Sand Silt/Clay
(m3)
Chameliya River (Km 47) 150,000 75.50 23.59 0.91
Quarry areas at Syaule (Km 84) 20,000 - - - Boulder Sample
Quarry at 94+900 15,000 94.56 4.52 0.92
Mahakali river (Km 116) 35,000 66.32 34.39 0.29
Thali gad river (Km 121) 5,000 85.68 13.78 0.54
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:
Table 6.13: Summary of Laboratory Tests on Construction Material for Gokuleswor - Darchula Road
A Summary on Lab Test Results on Sub-base course
Estimate Shape CBR at 95%

Approx. Sieve Analysis % Compaction
d Test MDD
S. Chainag Qty. LAA ACV AIV
Location Qty. of Remarks
N. e Available Grave San Silt/Cla % % % MDD(t/m3 OMC
Sub-base FI % 2.5mm 5.0mm
(m3) l d y ) %
( m3)
Panjunaya, Chamelia River
(Sub-base, Crusher Run Sub-
23.5
1 47+000 base, Pebble, Otta Seal 150000 51000 75.50 0.91 17.84 26.12 28.38 9.46 2.24 6.70 57.00 70.50
9
Material , Sand & Stone
Aggregate)
Quarry along the Alignment
4.52
2 94+900 (Gokuleswor-Darchula) (Sub- 15000 15000 94.56 0.92 23.65 27.10 28.97 10.12 2.20 7.20 64.00 75.00
0
base only)
Mahakali River (C. Run Sub-
base,Sub-base, Pabble, Otta 33.3
3 116+000 35000 10000 66.32 0.29 9.45 23.68 31.91 10.65 2.24 5.40 68.50 75.00
Seal Material , Sand & 9
Boulder)
B. Summary on Lab Test Results on Crusher run Sub-base course
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)
C. Summary on Lab Test Results on Otta seal Chips
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
D. Summary on Lab Test Results on Sand
S. Approx Qty. Estimated Sieve Analysis %

Chainage Location Remarks
N. Available (m3) Qty. of Sand ( m3) Gravel Sand Silt/Clay
Panjunaya Chamelia River (Sub-base, Crusher Run Sub-base, Pebble,
1 47+000 150000 35000 75.50 23.59 0.91
Otta Seal Material , Sand & Stone Aggregate)
Mahakali River (Sub-base, Crusher Run Sub-base, Pebble, Otta Seal
2 116+000 35000 12000 66.32 33.39 0.29
E. Summary on Lab Test Results on Stone Aggregates
Estimated Sieve Analysis % Shape Test

S. Approx. Qty. Qty. of Stone
Chainage Location LAA % ACV % AIV % Remarks
N. Available (m3) Aggregate Gravel Sand Silt/Clay FI %
( m3)
Panjunaya Chamelia River (Sub-base,
1 47+000 Crusher Run Sub-base, Pebble, Otta 150000 30000 75.50 23.59 0.91 17.84 26.12 28.38 9.46
Seal Material , Sand & Stone Aggregate)
Quarry Along the Gokuleshwor –
Boulder
2 84+000 Darchula Road Alignment (Stone 20000 20000 - - - - 24.12 29.55 28.22
Sample
Aggregate)
Mahakali River (Sub-base, Crusher Run
3 116+000 Sub-base, Pebble, Otta Seal Material , 35000 7000 66.32 34.39 0.29 9.45 23.68 31.91 12.48
Sand & Stone Aggregate)
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.
Table 7.14: Summary of rainfall Stations

Years Period
Elevation
Station No Station name Latitude Longitude Of Of
m
Records Record
29o39’ 80o30’
0101 Kakerpakha 842 37 1971-2008
29o51’ 80o34’
0107 Darchula 1097 37 1971-2008
7.1.3 Rainfall Analysis

Daily maximum rainfalls at these selected stations for 2, 5, 10, 20, 50 and 100 year return
periods were calculated by Gumbel’s method and Log Pearson Type III Distribution method.
These calculations are presented in Annex 5. The relevant DHM established Rainfall
Stations for the estimation of the discharges in the natural drains crossing the road. Only two
rainfall stations; Kakerpakha-0101 and Darchula-0107 existing close to the road alignment
are selected to assess the annual mean and extreme rainfalls over the project area. Rainfall
value recorded in station Kakerpakha-0101was used for road sector Gokuleswor to Thaktholi
and Darchula-0107 was used for Thaktholi to Darchula Road section.
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
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
Figure 7.5: Intensity Frequency Duration (I-F-D) curve
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
2 23.37 28.87 35 38.37 44.52 48.83

4 14.72 18.19 22.05 24.17 28.045 30.757
8 9.27 11.46 13.89 15.23 17.667 19.376
12 7.07 8.744 10.602 11.62 13.483 14.786
16 5.84 7.22 8.75 9.59 11.129 12.206
20 5.034 6.22 7.541 8.267 9.591 10.51
24 4.458 5.508 6.678 7.32 8.494 9.315
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
7.2 Drainage Design

7.2.1 Drainage Facilities
Two types of drainage facilities are provided in Thaktholi – Darchula road so as to safely
dispose the surface runoff as well as stream flow:
 Cross drains and

 Side drains
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:
 Identifying stream points and valley curves in topographical map

 Verifying these locations during field visit
 Locating finally after study of designed plan and profile of the road
7.2.3 Design Criteria
Following design criteria are adopted for the design of cross drains after hydrological
analysis. These criteria are applied for both existing and proposed structures.
Gokuleswor – Thaktholi Section

 Design flood frequency: 20 years
 Design intensity: 136.1 mm/hr
 Runoff Coefficient: 0.4
 Design flood: 15.12 m3/sec/km2
Thaktholi – Darchula Section

 Design flood frequency: 20 years
 Design intensity: 175.5mm/hr
 Runoff Coefficient: 0.4
 Design flood: 19.5 m3/sec/km2
7.2.4 Proposed Cross Drainage Structure Types
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.
7.3 Hydraulic of Cross Drainage Structures

7.3.1 Discharge Capacity of Cross Drainage Structures
Table 7.4 and Table 7.5 gives an idea of maximum flow capacity and velocity of proposed
pipe culverts and causeway so as to define the proper size of the culvert based on design
discharge coming to a culvert. The maximum design slope for these culverts is assumed
as 3% so as to create self flushing velocity. If the down slope of road is a hard rock then a
slope up to 6% may be provided but this facility is rarely available.
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.
Table 7.17: Hydraulics of Proposed Cross Drains (Pipe Culverts)
Full Max. Max.

CD Length Max. Max.flow
Size flowing design Head Friction
type of CD,m velocity (m3/sec)
(m) area,m2 slope, % loss, coeff.(f)
m/sec
m
Pipe
0.45m 0.16 3 7.5 0.18 0.05 2.30 0.36
culvert
Pipe
0.60m 0.28 3 7.5 0.18 0.05 2.66 0.74
culvert
Pipe
0.90m 0.63 3 7.5 0.18 0.05 3.26 2.05
culvert
Double
Pipe 2*0.90m 0.63 3 7.5 0.18 0.05 3.26 4.10
culvert
Table 7.18: Hydraulics of Proposed Cross Drains (Causeways)

Full Max. Hydraulic Max.
Size Manning’s Max.flow
CD type flowing design radius, velocity
(m) coefficient, n (m3/sec)
area,m2 slope, % m m/sec
Causeway 7m 1.57 5 0.22 0.02 4.12 6.47
Causeway 10m 2.0 5 0.20 0.02 3.82 7.64
Causeway 12m 2.52 5 0.21 0.02 3.95 9.95
Causeway 14m 3.43 5 0.24 0.02 4.31 14.80
Causeway 16m 4.48 5 0.28 0.02 4.78 21.43
Causeway 24m 10.08 5 0.42 0.02 6.26 63.18
7.3.2 Selection of Proposed Cross Drainage Sizes

Flow capacity worked out for proposed cross drains of Gokuleswor-Thaktholi-Darchula road
are verified with design flood of 20 years return period and selected accordingly. To be on
safe side and considering that the flow will be sediment mixed at the time of flood following
selection criteria has been adopted:
 Flow up to 2.0 m3/sec: Single pipe culvert of 0.60 or 0.90 m diameter

 Flow from 2.0 to 4.2 m3/sec: Single pipe culvert of 1.20 m diameter
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
Table 7.19: Summary of Proposed Cross Drains (Gokuleswor-Thaktholi Section)

Types Size Nos.
Pipe culvert 0.45m dia. 6
Pipe Culvert 0.90m dia. 102
Causeway 10m 20
Causeway 12m 5
Causeway 14m 14
Table 7.20: Summary of Proposed Cross Drains (Thaktholi-Darchula Section)

Types Size Nos.
Pipe Culvert 0.90m dia. 75
Causeway 7m 56
Causeway 10m 28
Causeway 12m 7
Causeway 14m 5
Causeway 20m 1
Causeway 24m 1
7.4 Side Drains

In some stretches of Gokuleswor-Thaktholi-Darchula road side drains of stone masonry and
earthen exist but most of the side drains will be occupied by new design width of the road
and hence new side drains are proposed at all required places along the length of this road.
As most of the length of this road follows nearly ridge line, drainage areas for side drains are
very small. Hence trapezoidal and triangular types of open drains of stone masonry having
different sections have been selected for side drains. In built-up areas covered type has
been designed.
7.4.1 Proposed Types of Side Drains
Most of the lengths of Gokuleswor-Thaktholi-Darchula road are passing near ridges, small
drains are sufficient to divert the water from road surface and from adjoining area. Another
criterion for fixing the drain type is limited width available for drain construction. Hence it is
decided that trapezoidal and triangular drains shall be used for new construction.
Normally, four types of side drains are recommended:

 CSMD
 D5A
 D5C
 D5E
 D5F
 D5G
Typical section of these drain types is shown in Figure 7.3 below.
Figure 7.7: Typical Section of Recommended Side Drain
Table 7.21: Design Standards of Drain Types

Hydrauli
Flow Section Perimete
Types of Base Top c
Shape Depth Area r Remarks
Side Drain (m) (m) Radius,
(m) (m2) P(m)
R (m)
Trapezoi
CSMD 0.425 0.60 0.725 0.345 1.70 0.203 Covered
d
D5A Triangle 0.00 0.30 1.00 0.150 1.34 0.112 Open
D5C Triangle 0.00 0.30 0.60 0.090 0.97 0.093 Open
D5E Triangle 0.00 0.50 0.60 0.150 1.28 0.117 Open
D5F Triangle 0.00 0.40 0.60 0.120 1.12 0.107 Open
D5G Triangle 0.00 0.20 0.60 0.060 0.83 0.072 Open
7.4.2 Design of Side Drains

Gokuleswor – Thaktholi Section

Design flood frequency: 5 years

Design intensity: 114 mm/hr

Runoff Coefficient: 0.4

Design flood: 12.67 m3/sec/km2
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.
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 7.22: Flow Capacity of Side Drains at Average Slope (5-7%)

Type b,m d,m A,m2 P,m R,m n S V,m/s Q, m3/s
3.08-
CSMD 0.425 0.60 0.345 1.70 0.203 0.025 0.05-0.07 1.065-1.26
3.65
2.07-
D5A 0.00 0.30 0.150 1.34 0.112 0.025 0.05-0.07 0.31-0.36
2.45
1.83-
D5C 0.00 0.30 0.09 0.97 0.093 0.025 0.05-0.07 0.16-0.20
2.17
2.14-
D5E 0.00 0.50 0.15 1.28 0.117 0.025 0.05-0.07 0.32-0.38
2.53
1.12 2.00-
D5F 0.00 0.40 0.12 0.107 0.025 0.05-0.07 0.24-0.28
1 2.36
0.83 1.552-
D5G 0.00 0.20 0.06 0.072 0.025 0.05-0.07 0.093-0.11
2 1.837
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
8. DESIGN OF EARTH RETAINING STRUCTURES

8.1 Types of Road Retaining Walls
Retaining walls are proposed to support:
 road partly on fill when the ground profile is steep
 toe of slope that is likely to fail
 cut slopes that are steep and unstable
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:
 are cheap as compared to CRRM wall

 are flexible structure
 are free draining structure
 can accommodate settlement without rupture
 can be constructed in short sections
 shape of gabion structures can easily be varied to suit the ground conditions
 are eco-friendly
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
b) Dry Stone Masonry Wall
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;
Figure 8.8: Typical Section of Different types of retaining walls
STONE MASONRY WALL

(TYPE - SMW1)
SEMI GRAVITY GABION WALL (SGAW-BB)
8.2 Design of Retaining Walls

Road Retaining walls are designed to a standard cross section in the basis of assumed
achievable bearing capacities, horizontal or inclined back fill slope, angle of friction of
back fill, permeability and drained conditions. Retaining structures like random rubble
masonry, dry masonry and gabion walls are designed as gravity walls. Weep holes are
provided in random rubble masonry wall to reduce pore water pressure and back of the
wall is filled with pervious material for proper drainage. Figure 8.2 below shows the
earth pressure forces acting on retaining wall and its stability. For preparation of typical
cross section of retaining structures the design parameters are adopted as follows:
Angle of internal friction of back fill, φ = 32.0°

Unit weight of back fill, γb = 16.0 kN/m3
Unit weight of random rubble masonry, γm = 24.0 kN/m3
Unit weight of gabion wall, γg = 16.5 kN/m3
Angle of base inclination = 5.7° (1V:10H)
Active earth pressure is calculated by Coloumb's theory by the equation:
P = 1/2 r h2Ca
Where, P = active earth pressure
r = bulk density of soil
Ca = coefficient.
Earth pressure coefficient Ca is calculated by following equation
Cos 2 (   )   Sin(   ) Sin(  z ) 

Ca  1   * 
Cos  * Cos(   )   Cos(  z ) Cos(   ) 
2
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
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).
8.3 Slope Instabilities and Their Proposed Stabilization Measures

8.3.1 General
Study of water induced instabilities was carried out at Ch. 95+500 -100+500 along
Gokuleshwor – Darchula road. The studied road alignment passes through limestone with
minor slate bands oftenly calcareous. The rocks are generally medium to highly weathered
at places even completely weathered to soil which is prone to erosion. The rocks dip towards
south – southwest (1900 to 2100) at angles ranging from 250 to 500. There are two major joint
sets J1=0470/700 and J2 = 2200/850. The hill slope is north – northeast facing.
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.
8.3.2 Instabilities Along The Road Alignment

There are altogether 58 instabilities of minor scale including crossing of major gullies at 16
locations along the 5 km stretch. All of the instabilities are water induced and are of erosional
character. Majority of instabilities are located either in the highly to completely weathered
limestones on hill side or colluvial debris on valley side. Most of the slides are triggered by
irrigation water and overflow from the major gullies along the road. Because the site was
visited in dry season (Dec. 2010) the scale of damage due to seepage and run off in wet
season must be more serious than observed during this field visit.
8.3.3 Major Causes of Instabilities

The instabilities observed are due to lack of water management. Limestone being water
bearing parent rock in the area presence of springs and seepages probably may be the
common feature within the stretch, generally during wet season. In addition to natural
springs and seepages, water diverted by the local people of Dhamigada for irrigation and
other household purposes is spread over the slope and damages the road especially below
the major gullies at Ch. 97+710, 95+975 and 96+365. Streams (1’-1’ and 2’-2’) shown as
minor streams in the detailed design report (Fig. 8.3), are the result of diverted water by the
local people and probably natural seepage. Their abnormal flow pattern along convex slope
is because of the above mentioned reason.
8.3.4 Recommended Main Mitigation Measures

Because all the instabilities observed are water induced the main mitigation measures will be
the following:
 Proper management of water.
 Retaining and breast walls for all the existing and potential instabilities (landslides,
cutslope failures).
 Deep and wide causeways/ culverts along the alignment where ever there are major
gully crossings to avoid water topping along the road.
 Providing continuous drain starting from Ch. 95+700 to 100+500 on hill side with
slightly slopped pavement towards hillside, continuous drain at major gullies (stream
chanalization chutes/ cascades).
The details of these mitigation measures are provided in the following Table 8.1.
Table 8.25: Details of Cause of Instability and their Mitigation Measures
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
S. Instability
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
S. Instability
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
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
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
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
S. Instability
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 –
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.
S. Instability
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
8.4 Water Management and Slope Protection from Km 95+500 to

100+500
From Km 95+500 to 100+500 the hill slopes comprise of boulder mixed with soil and are
landslide prone. This section also has some water streams coming out of hill slopes even
during the dry season making the section more vulnerable to landslide. This landslide prone
section is having steep slopes and requires special attention with respect to water
management and slope stabilisation. Major challenge in this section is the water
management.
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
recommended for proper channelization of water. The required quantity of structures for the
aforementioned work has been incorporated in cost estimate accordingly.
Gabion Failure due to unmanaged stream water from km 95+500 to 100+500

near Bhartolagad River.
Figure 8.10: Alignment Plan from Km 95+500 to Km 100+500 Showing Water Management Scheme
Figure 8.11: Typical Cross-Section of Stream Crossing from Km 95+500 to Km

100+500
8.5 Bio Engineering for Slope Protection

Bio-engineering is the use of vegetation, either alone or in conjunction with civil engineering
structures, to reduce instability and erosion on unstable slopes, cut slopes and embankments.
It should be a fundamental part of the design and construction of all roads in rural (and urban)
hill areas, mainly because it provides one of the best ways to armour slopes against erosion
and can also provide a significant contribution to soil reinforcement and other anti-failure
measures. The plantation design for each bio-engineering site is made by taking into
consideration many factors, such as; the causes of landslides, erosion, gully formation and
slump, together with the slope degree, altitude of the site, the soil type, whether above the
road or below the road, and the condition of the bio-engineering site.
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.
Appropriate bio-engineering techniques, along with other environment mitigation

measures, have been used in evolving effective and Site Specific Environment
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;
Table 8.26: Proposed Bio-engineering items and Quantities

S.No. Items Description Unit Quantity Remarks
1 Slope preparation for bio-engineering works. Sq.m 53,180.00

Supply and planting rooted grass slips at
2 spacing of 100 mm in row and 250 mm spacing Sq.m 53,180.00
between two rows.
3 Supply and planting tree/shrubs. nos. 23,275.00
4 Brush layering. rm 10,345.00
Supply and broadcasting grass seeds @ 25
5 Sq.m. 25,250.00
gms/m2.
Supply and laying grass turfing on the various
6 slope with cutting, watering and transportation Sq.m 3,000.00
etc.
7 Supply and planting large bamboos nos. 400.00
8 Laying of dry stone rip rap ,lead 30m. Sq.m 400.00
8.6 Designs for Safety and Auxiliary Facilities

After the upgrading to all-weather sealed gravel road, the traffic movement is likely to pick up
both in volume and speed, thereby raising concerns of safety of travel on the project road.
While most of the safety issues have been addressed to at the design stage, there still is
need for measures to be taken to ensure safe movement of vehicles on the project road
during its operation stage. These measures, as outlined below, broadly consist of providing
road signs, road markings, delineators, guard posts, and other auxiliary facilities specially
designed to facilitate and enhance the safety of travel on the project road.
Warning Signs for:

 Sharp Bend
 Hairpin Bend
 Double Bend
 Steep Hill
 Children/School
 Falling Rocks
Regulatory Signs for:

 Maximum Speed
 End of Speed Restriction
Information Signs for:

 Place Identification
 Direction and Distance to Destination
Delineator and Other Posts:
 Delineator posts with reflective element at sharp curves, culverts and causeways;
 Kilometer post at every km
 5 km post
 Guard posts at curves; and
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
Table 8.27: Proposed Traffic Signs

S.No. Item Description Unit Quantity Remarks
Supply and erect Traffic sign in place including required
size of steel tubes, steel plates, cement concrete,
1
painting, writing and supporting steel angle nut and bolt
etc. all complete, as per Drawings.
a Single post nos. 150.00
b Two or more post nos. 29.00
Supply and placing Stone Marker (RCC Kilometer post)
2 including excavation, back filling, painting and writing
etc. all compete as per Drawings.
a Standard Kilometer stone. nos. 59.00
b Standard 5th Kilometer stone. nos. 15.00
Supplying and fixing in place Precast RCC delineator

3 post with reflective paint including foundation preparation, nos. 2,700.00
back filling, painting and erection etc. as per drawings.
9. COST AND CONTRACT PACKAGES

9.1 Contract Packages
The upgrading works for the road shall cost more than 10 million dollar and therefore
same shall be tendered adopting International Competitive Bidding (ICB). As per World
Bank guidelines these shall be sliced and packaged in two ICB packages. Accordingly
Gokuleswor – Darchula Road is being sliced and packaged into 2 nos. of packages after
discussion with the DoR. Details of these packages are as under.
Table 9.28: Contract Packages

Package Contract Packages Contract Identification
1.A a) Km 54+000 to 72+500 RSDPAF-W-UP-ICB-GD-1A
1.B b) Km 72+500 to 86+000 RSDPAF-W-UP-ICB-GD-1B
2.A c) Km 86+000 to 101+000 RSDPAF-W-UP-ICB-GD-2A
2.B d) Km 101+000 to 126+000 RSDPAF-W-UP-ICB-GD-2B
9.2 Rate Analysis

9.2.1 Basic District Rates
The items rates for cost estimation are based on the district rates approved by the
District Administration Offices of the respective districts. In case of the items for which
rates are not approved by the District Administration Offices, market rates or approved rates
of adjoining districts or the road/rail head are taken after adding the approved transportation
charge of Transportation Management Organization of the respective district was added.
For locally available materials such as water, firewood etc., the local rates of such items
are used in the estimation.
9.2.2 Unit Rate Analysis
The unit rates of items are based on the approved norms of Department of Roads,
Government of Nepal. The norms for items such as for Otta-seal, which are not included in
the approved norms, are as per the norms adopted in the Feasibility Study of the Project.
Unit rates include three major components, which are labour, materials and the equipment
involved in the works. Cost of materials at site always includes transportation cost.
9.2.3 Comparison of Rates with On-going Contracts
The basic district rates and the unit rate analysis as mentioned above provide the theoretical
prices. Actual prices are generally reflected in the rates in the awarded / on-going contracts
in the projects vicinity. Consultants collected rates from on-going contracts in the vicinity and
compared with rates obtained from abovementioned methods. After comparison rates of
some items were rationalized.
9.2.4 Cost Estimate for Contract Packages
The present contracts are going to be item rate contracts. BOQs have been prepared on the
basis of detailed quantities calculation of each item of road works. Based on these
quantities, unit rate items (including Contractor's overhead and profit) and adding value
added tax (VAT) cost estimates for each contract package has been prepared.
Engineers Estimate has been prepared for each contract package separately and shall be
submitted to the DoR.
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)
iii. Volume of Earthworks

a. Earthwork in Excavation : 283,574 m3 (Including Roadway and foundation)
b. Embank. Filling & Backfilling : 52,694 m3

Hetauda Structural Design Report

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Hetauda Structural Design Report

Uploaded by

Copyright:

Available Formats

MORPHO-GENESIS CONSULTANCY PVT. LTD.

STRUCTURAL ANALYSIS AND DESIGN REPORT

Volume II – 1: Design Report (Part-I)

MMM Group Ltd. (Canada)

Detailed Design Report

Main Report : Volume I

Drawings : Volume III – 1 (Gokuleswor – Darchula Road)

Cost Estimate : BOQ and Cost for 2 road section

Bid Documents : Part I, II & III for 2 road section

Volume II-1 Part I

7.1.2 Rainfall Data...........................................................................................7-1

Figure 1.4: Typical Cross Sections..................................................................................................... 1-5

Table 1.1: Project Roads.................................................................................................................... 1-1

Annex 1: Road Inventory

- Existing Subgrade CBR (Soaked)

Annex 9: List of Proposed Structures

Volume II-1 Part II

Annex 10: - Horizontal alignment Data

Annex 11: - BL/BM Coordinate Data

AADT Annual Average Daily Traffic

1. ENGINEERING DESIGN STANDARDS AND PRACTICES

 Nepal Road Design Standards (NRS) 2027 (First Revision-2045).

Table 1.1: Project Roads

Asian Highway (AH)

1.2 Design Parameters for Single Lane Highway / Feeder Roads

Table 1.2: Summary of Highway Design Standards in Nepal

1.3 Design Standards for Single Lane Road Geometrics

S.No. Design Parameter Value Reference

1.4 Design Guidelines and Practices for Other Components

1. TRL Overseas Road Note 31 for Pavement Design

1. Hydrological Records of Nepal, Stream flow Summary, Department of Hydrology

Earth Retaining Structures

2. Mountain Risk Engineering Handbook, International Centre for Integrated

1. Publications of Geo-Environment Unit of DOR, Nepal

Road Safety Measures

1. Traffic Signs Manual for Nepal Roads

1.5 Design Report (Vol. II)

 Raw Survey data

 Digital Terrain Model (DTM)

 Plan and Profile

 D-cards (including BM and Control points)

 Material Testing Reports

 Rate Analysis and cost estimate

Figure 1.4: Typical Cross Sections

2.2 Building Configuration and Features

i. Building Purpose : Commercial Building

2.3 Load data

2.4 Structural analysis

Figure 2.1: Location Map of Gokuleswor – Darchula Road

3.2 Design Load Data

3.3 Topographical Survey

4. DESIGN SEISMIC LOAD

Ta  0.075h 0.075 [IS1893(Part1):2002,Clause7.6.1]..……………………………………….(2.1)

The detail earthquake load calculation has been shown in ANNEX 1.

 Radius : 12.5 m (minimum)

Table 4.1: Super Elevation

Table 4.2: Extra widening

Table 4.3: Location not Confirming Design Standard

 Average Gradient : 5.40 %

Minimum length of the Vertical Curves

 Formation Width : 4.50 m (without drains)

4.2 Roadway Cut and Fill