Government of Nepal Ministry of Federal Affairs and Local Development
Earthquake Emergency Assistance Project Kupondole, Lalitpur
Central Level Project Implementation Unit (CLPIU)
Contract No.
Survey, Design & Cost Estimate of Khopasi - Dhungkharka -
Chyamrangbeshi - Milche - Borang Road in Kavre District
(Ch 14+055- 18+591.8 Km)
VOLUME I - MAIN REPORT
June, 2017
Submitted by
ERMC (P.) Ltd.
(Environment & Resource Management Consultant)
New Baneshwor, Kathmandu, Nepal
P. O. Box: 12419, Kathmandu
Tel.: 977-01-4483064, 4465863 Fax: 977-01-4479361
Email: [email protected], Website: www.ermcnepal.com
Detail Engineering Survey and Design of Khopasi - Dhungkharka - Chyamrangbeshi - Milche - Borang Road (Kavre)
ACKNOWLEDGEMENT
ERMC would like to extend special gratitude to all the concerned EEAP central Project
coordination Unit and district team, officials of DDC, DTO and especially the local people of the
project area who guided, advised, and cooperated ERMC and joined the survey team and
guided/assisted during conduction of detailed engineering survey work. We also appreciate the
contribution of all the individuals involved in this project works for their kind co-operation and help
at every step of Detail Engineering Survey and Design of Khopasi - Dhungkharka -
Chyamrangbeshi - Milche - Borang Road in Kavre District.
Detail Engineering Survey and Design of Khopasi - Dhungkharka - Chyamrangbeshi - Milche - Borang Road (Kavre)
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TABLE OF CONTENTS
CHAPTER I – INTRODUCTION………………………………………………………………………… 1
1.1 RRSDP Districts for Implementation ............................... Error! Bookmark not defined.
1.2 Objectives ...................................................................................................................... 1
1.3 Scope of Works ............................................................................................................. 1
CHAPTER II – METHODOLOGY………………………………………………………………………. 3
2.1 The Study Team ............................................................................................................ 3
2.2 Desk Study .................................................................................................................... 3
2.3 Identification and Selection of Roads .............................. Error! Bookmark not defined.
2.4 Meetings ........................................................................................................................ 3
2.5 Meeting with Local Level Stakeholders .......................................................................... 4
2.6 Detailed Engineering Survey, Design and Cost Estimate ............................................... 5
2.7 Field Verification of Design / Estimate ............................................................................ 7
CHAPTER III – THE PROJECT………………………………………………………………………… 8
3.1 Project District ................................................................................................................ 8
3.2 Description of Alignment ................................................................................................ 9
3.3 Population Served & Traffic Data ................................................................................. 10
3.4 Potential Area & Growth Centers ................................................................................. 10
3.5 Project Rationale ......................................................................................................... 11
CHAPTER IV – GEOLOGY AND GEOMORPHOLOGY…………………………………………….12
4.1 Geological Study .......................................................................................................... 12
4.1.1 Introduction ........................................................................................................... 12
4.1.2 Regional Geology and Geomorphology ................................................................ 12
4.1.3 Surface Geology ................................................................................................... 12
4.1.4 Slope Stability Condition ....................................................................................... 13
4.1.5 Engineering Geological Mapping .......................................................................... 14
4.1.6 Geological Hazard Mapping .................................................................................. 14
4.2 Construction Material Survey ....................................................................................... 14
Chapter V – HYDROLOGY AND METEOROLOGY………………………………………………... 15
5.1 General ........................................................................................................................ 15
5.2 Rainfall ......................................................................................................................... 15
5.3 Design Discharge ........................................................................................................ 15
5.4 Cross Drains ................................................................................................................ 15
5.5 Side Drains .................................................................................................................. 17
5.6 Selection of Cross-Drainage Structures Type .............................................................. 17
5.6.1 Pipe Culverts ........................................................................................................ 17
5.6.2 Floodway .............................................................................................................. 18
5.6.3 Slab Culverts ........................................................................................................ 18
CHAPTER VI – GEOMETRIC STANDARDS AND DESIGN………………………………………. 19
6.1 Road Classification ...................................................................................................... 19
6.2 Design Standard .......................................................................................................... 19
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6.2.1 Design Speed ....................................................................................................... 19
6.2.2 Geometric Design ................................................................................................. 19
6.3 Horizontal Alignment .................................................................................................... 19
6.3.1 Horizontal Curvature ............................................................................................. 19
6.3.2 Super Elevation .................................................................................................... 19
6.3.3 Maximum Super Elevation Value .......................................................................... 20
6.3.4 Minimum Radius of Curvature ............................................................................... 20
6.4 Widening on Curves ..................................................................................................... 21
6.5 Stopping Sight Distance Sight Distance ....................................................................... 21
6.6 Vertical Alignment ........................................................................................................ 22
6.7 Gradient ....................................................................................................................... 22
6.8 Vertical Curve ........................................................................................................... 23
6.8.1 Summit Curves ..................................................................................................... 23
6.8.2 Valley Curves........................................................................................................ 23
6.9 Road Cross- Section .................................................................................................... 24
6.9.1 Cross Section Design ........................................................................................... 25
6.9.2 Shoulder Width ..................................................................................................... 25
6.9.3 Carriageway Width................................................................................................ 25
6.9.4 Formation Width ................................................................................................... 25
6.9.5 Right of Way ......................................................................................................... 25
6.9.6 Camber ................................................................................................................. 25
6.9.7 Pass Bay .............................................................................................................. 25
6.9.8 Carriageway width at culvert/ bridge ..................................................................... 26
6.9.9 Level of road embankment above hfl .................................................................... 26
6.9.10 Lateral Clearance ................................................................................................. 26
6.9.11 Vertical Clearance ................................................................................................ 26
6.9.12 Cut / Fill Batter Slopes .......................................................................................... 26
CHAPTER VII – ENVIRONMENTAL MITIGATION MEASURES…………………………………. 27
7.1 Consideration Made in Alignment Selection, Survey and Design Phase ...................... 27
7.2 Drainage Outlet Protection Works ................................................................................ 27
7.3 Selection of Slope Protection Work .............................................................................. 27
7.4 List of Some Environment Protection Works ................................................................ 28
CHAPTER VIII – DETAILED ENGINEERING DESIGN……………………………………………. 29
8.1 Design Method ............................................................................................................ 29
8.2 Review & Redesign ...................................................................................................... 29
8.3 Design & Drawings ...................................................................................................... 29
8.4 Horizontal Curve Design .............................................................................................. 29
8.5 Design of Structures and other geometric Features ..................................................... 29
8.6 Pavement Proposed ................................................................................................... 29
8.6.1 Plasticity Index = <6 .............................................................................................. 29
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CHAPTER IX – COST ESTIMATE……………………………………………………………………. 33
9.1 Summary ..................................................................................................................... 33
9.2 Quantity Estimate......................................................................................................... 33
9.3 Rate Analysis ............................................................................................................... 33
9.4 Cost Estimate .............................................................................................................. 33
9.5 Conclusion ................................................................................................................... 33
CHAPTER X – CONCLUSION & RECOMMENDATION…………………………………………… 34
LIST OF TABLES
Table 1.1 : Names of Districts for RRRSDP-2 Implementation……………………………............... Error! Bookmark not defined.
Table 5.1 : Summary of Rainfall Stations…………………………………………………………........15
Table 5.2 : Hourly Rainfall Design Intensities for the Proposed Road……………………………...15
Table 5.3: Hydraulics of Proposed Cross Drains (Pipe Culverts)…………………………………...16
Table 5.4 : Flow Capacity of Proposed Side Drains at Maximum Slope of 10%..............................17
Table 6.1 : Minimum Radius for Horizontal Curve………………………………………………........20
Table 6.2 : Recommended Minimum Widening for Single Lane Road…………………………….21
Table 6.3 : Safe Stopping Site Distance……………………………………………………………….22
Table 8.1 : Summary of the Dynamic Cone Penetration Test (DCP) Test Results Showing CBR Values in Different Sections of Khopasi - Dhunkharkha – Chyamrangbesi Road under RRRSDP-2…………………………………………………………………………………………………………… 32
Table 8.2 : Summary of Pavement Thickness…………………………………………………………Error! Bookmark not defined.
LIST OF FIGURES
Figure 3.1 : Map Showing the road Alignment……………………………………………………….. 10
Figure 4.1 : Regional Geological Map of Panauti-Narayanthan Area (DMG, 1987)…………………. 13
Figure 4.2 : Stereographic Projection of the Rock Mass Exposed along the Road……………….14
Figure 6.1: Single Lane Road with drain in Hill area of District Road – Core Network………….. 24
ANNEXES
Annex 1 : List of Benchmarks
Annex 2 : List of Passing Bay
Annex 3 : DCP Test Data
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ACRONYMS
ADB ADDI BCR BG BS
Asian Development Bank Appraisal Document for Donor Investment Benefit Cost Ratio Building Group Baseline Survey
CE Community Empowerment DDC District Development Committee DFID Department for International Development (UK) DoLIDAR Department of Local Infrastructure Development and Agricultural Roads DoR DoS DPR DRCN
Department of Roads Description of Services Detailed Subproject Report District Road Core Network
DTMP District Transport Master Plan DTO District Technical Office EIA Environmental Impact Assessment EIRR Economic Internal Rate of Return ERMC Environment Resource Management Consultant (the consultant of RRRSDP-2) GDP Gross Domestic Product GoN Government of Nepal ICD Institutional Capacity Development IEE IPDP IRR
Initial Environmental Examination Indigenous People Development Plan Improved Rural Roads
LBFAR Local Body Financial Administrative Regulation LEP Labor-based, Environmentally-friendly, and Participatory (approach) LSGA Local Self-Governance Act MoFALD Ministry of Federal Affairs and Local Development MYRP NGO
Multi Year Rolling Plan Non Government Organization
NPV net present value O&M Operation & Maintenance OFID PCR
OPEC Countries for International Development Subproject Completion Report
PCU PFP
Subproject Coordination Unit Program Financing Plan
PIP
Subproject Program Investment Plan
Subproject PMS Program Monitoring System Subproject
PPTA Subproject Preparatory Technical Assistance
RES RFP
Rapid Environmental Screening Request for Proposal
RIRR RoW
Rural Infrastructure Rehabilitation & Reconstruction Investment Plan of GoN Right of Way
RP Resettlement Plan RRMC Rural Road Maintenance Committee RRMFC RRMMS
Rural Road Maintenance Fund Committee Rural Road Maintenance Management System
RRRSDP SDC
Rural Reconstruction and Rehabilitation Sector Development Program Swiss Agency for Development and Cooperation
SRN Strategic Road Network ToR Terms of Reference VDC Village Development Committee VOC Vehicle Operation Cost ZoI Zone of Influence
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SALIENT – FEATURES OF THE PROJECT
1. Name of Project : Khopasi - Dhungkharka - Chyamrangbeshi -
Milche - Borang Road
2. Location
Region : Central Development Region
Zone : Bagmati
District : Kavre
VDC : Dhunkharka VDC and Chyamrangbesi VDC,
3 Major Settlements : Kotthali village of Dhugkharka VDC, and Wai
village and Sano-Durlung village of Chamrangbesi
VDC
4 Population served : 13211
5 Terrain : Hilly
6 Classification of Road
Classification : District Core Road Network
Existing Surface : Earthen
Proposed Standard : Gravel (L=0.572 km) / cobble (L=3.965 km)
7 Road Alignment
Starting Point : Bhanjayang of Chamrangbesi VDC
Ending Point : Besi Gaun, Chyambrangbasi VDC
Length : 4.537 km
DTMP Code : 24DR011
8 Cross Section
Right of Way : 10m either Side
Formation Width 6.25 m including drain
Roadway Wdth : 5.25 m
Carriageway Width : 3.75 m
Shoulder Width : 0.75 m either Side
9 Earthwork
Cut Volume (Cum) : 147053.73 cum
Fill Volume (Cum) : 4252.38 cum
10 Retaining Structure
Gabion Wall (Cum) : 3811.00 cum
Cement Masonry Wall : 2760.02 cum
11 Drainage
Drain 5629.28 Rm
Pipe culvert : 18 Nos
12 Project Cost
Overall Total with VAT and
Contingency
: NRs 106,880,708.02
Cost Per Km with VAT and
Contingency
: NRs 23,557,572.85
Cost Per Km without VAT : NRs 18,696,486.39
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EXECUTIVE SUMMARY
This report is the findings of detailed engineering survey and design of Khopasi - Dhungkharka -
Chyamrangbeshi - Milche - Borang Road (Kavre)” that was carried out for improvement and
upgrading of road stretch that connects the different settlements of Khopasi, Chalalganeshthan,
Dhungkharka and Chyamrangbeshi VDCs with Banepa - Panauti feeder road and Arniko highway
and ultimately joins with district headquarter Dhulikhel and Kathmandu valley.
This road is designed for upgrading to gravel standard and other proposed intervention comprises:
Widening of narrow section to NRRS 2055 (With revision on September 2012) standard
Improvement of steep and uneven gradient
Provision of passing bays
Improved drainage system with lined drain and adequate cross-drainage structures
Upgrade the road geometry to minimum design standard of DoLIDAR; and
Minimizing Environmental hazards
The total length of road is 4.537 km. The road alignment is the continuation of first part of the same
alignment Khopasi - Dhungkharka - Chyamrangbeshi - Milche - Borang Road (Kavre) (14 Km) and
starts at Bhanjyang of Dhungkharkaha passes through different settlements of Khopasi,
Chalalganeshthan, Dhungkharka and Chyamrangbeshi VDCsand reaches to Sanodurlung,
Chyambrangbasi VDC.
This road will provide access to market, education institutions, and Health center and government
service offices
The Consultant has conducted the detail survey work of proposed road with total station using
digital terrain model. Walkover survey has been conducted to confirm the feasibility of road. Local
peoples including district DTO team are consulted prior to commencement of work.
Existing road has been followed as far as possible while fixing the alignment; however, these will
be shifted in some places especially at hair-pin-bends to maintain the geometric design
parameters. As far as the topography allows the ruling longitudinal gradient has been followed.
Only in exceptional cases where the alternative alignment is difficult and not justifiable, the gradient
is adopted to 12% and even more keeping view of resettlement limitation and other social reasons
and to escape from unfeasible cut/fill.
The road is designed to all weather gravel standard of District Core Road Network class with
general width of 5.25 m along with 3.75m carriageway including 0.75 m shoulder on either side
and with vehicle-passing zone at intervals as proposed in the design standard.
In order to manage the surface run-off lined drain is proposed with cross-drainages at frequent
interval focusing to be located at vertical intersection valley points. Consideration is given to safe
discharge of the drainage outlets in natural gullies. Type of crossings has been determined keeping
view of nature and characteristics of gullies, river, stream and spring.
Unnecessary heavy cut/fill has been avoided as far as possible; however, this could happen to
some extent especially in hair-pin bends, where the combined effect of design grade limitation and
abrupt change of topography contour could induce such consequences and at places of high &
Nepal Rural Road Standard (2055) with second revision of September 2012 of MoFALD and
DOLIDAR has been followed during detailed engineering survey and design. So far, the
construction concerns, environment–friendly approach adopted in design.
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The Consultant has tried their best knowledge, lesson learnt and expertise to cover all aspects of
road design in mountainous terrain and to produce a quality design report with optimal economical
and environmental consideration.
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CHAPTER I – INTRODUCTION
This detailed engineering survey, design and cost estimate report has been produced as result of field investigation, topographical survey along with
1.1 Objectives
To achieve the program goal of reduce the poverty the program will continue and strengthen the
overall objectives to improve connectivity, enhanced economic and employment opportunities and
to ensure increased access to markets and social services for rural communities.
1.2 Scope of Works
The consultant shall prepare Detailed Project Reports (DPR) of each Road Subprojects.
Preparation of Detailed Engineering Survey, Design and Cost Estimate of Individual Road
Subprojects is one of major part of Detailed Project Report Preparation (under Part A of 2.2 of
Scope of Consulting Services). Following are the task under engineering report:
Detailed field investigation including topographical survey, geological observation, hydrological
study &incorporating meteorological secondary information, slope stabilization features, drainages
patterns, and other features for road design.
Cross-drainage requirements will be assessed for proposing new structures for bridges, culverts,
and causeways as appropriate or improvements will be recommended for structurally unsound
structures.
Engineering surveys will be done following the standard engineering practices with horizontal and
vertical controls and benchmarking with all details necessary for a detailed design of roads.
Material availability surveys will also be conducted for record. Local rates for construction, of
various items, local and imported materials, transportation charges, etc., will be enquired and
established as per the prevailing market rates and labour wage rates are to be confirmed from
district rates for cost estimating purpose.
Computer aided software designs will be done for road designing. However manual designs in
some cases can be done.
The detailed designs will be done or prepared by the Consultant following the DoLIDAR’s Rural
Road Design Standards.
Detailed and standard drawings will be also prepared as mentioned in the DoLIDAR Technical
Guidelines.
The designs and drawings will consist of the location map and layout, design profile, design cross-
section plan, other structural detailing and drawings and standard/typical drawings.
Engineering technical specifications for each work item will be written taking into account relevant
standard specifications in use in the country and elsewhere for similar works and in accordance
with the Codes of Practices.
The detailed cost estimate will be prepared using the calculated quantities and unit rates, derived
from standard applicable District Rates and DoLIDAR Work Norms.
Detailed Subproject Report (DPR) will be prepared following the agreed Table of Content.
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Detailed economic analysis of individual road subprojects will be carried out and presented in the
DPR.
Contract packaging will be suitably done as agreed with the Client for all subprojects, and
respective bidding documents will be prepared following the DoLIDAR practices and frameworks.
Similarly engineering subproject implementation schedules will be prepared.
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CHAPTER II – METHODOLOGY
2.1 The Study Team
The study team of Consultants for detailed engineering comprised a Road Expert (Team Leader),
one Social Specialist, one Environmental Specialist, one Resettlement Specialist, Road Engineer,
one Bridge Engineer, one Geo-Technical Engineer, one Geologist, one Hydrologist and one
Transport Economist.
In addition to the above mentioned core team, the Consultants had fielded special survey team for
conduction of detailed engineering survey and design of road sub-projects. Furthermore, other
necessary human resource and all required logistics was mobilized for the study of road in terms
of engineering feasibility, social viability, environmental sustainability and economically beneficial.
2.2 Desk Study
The Consultant collected documents, drawings, study reports, maps, walkover survey report and
existing DTMP to acquire and extract key information for conduction of detail engineering study of
the selected alignment route. The Consultant had studied all these documents prior to field
movement to perform detail alignment survey.
Following activities were carried out during desk study:
Studied the maps and previous reports that indicated the route alignment.
Collected all relevant guidelines, norms, handout, specification and maps required for desk
study.
Nepal Rural Road Standard (NRSS 2055) and DoLIDAR Norms & Specification has been
studied and referred for adoption of design standard and specification.
Collected and referred existing DTMP of district road core network and its priority ranking.
Collected relevant geological map to acquire geological/geotechnical feature of road
alignment.
Study has been made to find out the possible environmentally sensitive areas from where
the alignment passes through
2.3 Meetings
Meeting – I: Prior to commencement of feasibility/detailed engineering study a meeting was
organized on August 1, 2013, in the Project Coordination Unit (PCU) Office at DoLIDAR.
Discussions were held on work delivery, understanding of program requirements and
responsibilities of the Consultant’s team members in general, and procedures and time frame
management in particular.
Meeting – II: Likewise, on August 5, 2013, orientation meeting as a kick-off point for
feasibility/detailed engineering was held among the team members of the Consultant. Discussion
on how to move forward to accomplish the task in a systematic manner keeping in view of the
limited time was done. Also, the Team Leader drew attention of the individual professionals for
carrying out the duties and responsibilities as prescribed by the ToR of the Program Agreement
for consultancy services. A need of management support system, communication, and
coordination was expressed. The participants in this meeting were:
Meeting – III: A Meeting was arranged by ERMC on December 08, 2013. The following points
were highlighted for action:
Detail Engineering Survey and Design of Khopasi - Dhungkharka - Chyamrangbeshi - Milche - Borang Road (Kavre)
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Collect information about household, family/settlement and water supply along the road
alignment.
For the environmental part, only IEE can be done (no need to do EIA being rural roads).
It should be differentiated beforehand what costs to put in IEE part and what in contractor
part.
Include bio-engineering, demand of the community infrastructures and their costs in the
BoQ.
Only genuine works that can be achieved should be included in the report. No exaggeration will
be entertained.
Since all kinds of implementation plans (like Social Action Plan, Resettlement Plan, Environmental
Plan, Indigenous People Development Plan) are done for the same road (and naturally it belongs
to the same groups of people), utmost care should be taken so that there is no duplication.
Endangered human groups (for example, Majhi, Chepang, Raute, etc.) should be addressed more
than the other groups.
Utmost care must be taken while analyzing survey data and reports should be attractive,
meaningful and precise.
Orientation to Field Detailed Engineering Survey Team
On November 24, an orientation and interaction session was organized at RRRSDP Office of the
Consultant by the TL in presence of PD and other senior road designers and all road and bridge
survey teams being mobilized in 18 districts. They were thoroughly briefed about survey works
with specially prepared ToR for field works for uniformity, accuracy and quality outputs.
Key points discussed:
Topography Survey and Details, Survey Codes, D-Cards, Total Station Closing & Error
Distribution, National Grids, GPS, DTM, CAD, DoLIDAR Norms, Recommended Gradients, First
Meeting with DTO/DDC and Local Concerned, Records and Report, Meeting Minuting, DoLIDAR's
Letter of Jestha 1, 2070 and Letter from RRRSDP Consultant to DDCs, ID Cards, Information from
Field, etc.
2.5 Meeting with Local Level Stakeholders
Local people were contacted prior to conduction of detailed engineering survey. Meeting with
DTO/DDC was also held regarding the plan of the team for the study of road sub-projects selected
by districts.
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2.6 Detailed Engineering Survey, Design and Cost Estimate
I. Field Team Mobilization
Engineering team comprising of highway Engineer, geologist, Environmentalist and sub-
engineer/senior surveyor and local supervisor with other sector specialists had been mobilized in
field for detailed survey works equipped with necessary survey equipment and accessories.
Prior to conduction of detail survey Results of previous feasibility/walkover surveys were verified
II. Field Survey Team Composition
Following are the member of survey team:
Deepak ParajuliTeam Leader
Sanjaya YadavS. Surveyor
Manjit PokhrelSurveyor
Babin ShresthaHelper
III. Topographic Survey
Strip survey method was used in the field which included fixing of the base stations and taking
details 15m either side for preparing a topographic map of the road strip.
Topography survey is carried out in adequate details and accuracy to prepare exact DTM of the
road alignment in 1:1000 scales. Horizontal and vertical control points are established by
monument of concrete pillar at an interval of 500m.
Initially traverse survey was carried out with high accuracy (1:70,000 to 1:148,000.)to establish
traverse station and other permanent control points. Topographical details were carried out from
these traverse stations to attain accuracy at higher level.
Close traverse method was applied for horizontal traversing.
Establishment of Control Points / Benchmarks: Permanent monument has been installed as
benchmarks (approx. size 15 cm x 15 cm x 60 cm) with 1:2:4 cement concrete nails embedded as
per the DoLIDAR standards at intervals not exceeding 500 m according to site condition. The
Control point (size 10 cm x 10 cm x 45 cm) with 1:2:4 concrete is installed at 250 m interval on an
average. Description cards are prepared for each benchmark / control point with three reference
points.
Traverse and Fly Leveling: The coordinates of control points is presented in NEZD (Northing,
Easting, Elevation and Description) format along with point number and remark. Closed traverse
survey is carried out to confirm the control point coordinates. All traverse angles and distances
shall be double checked with reciprocal observations. Traverse and level shall be calculated at
the site itself for accuracy and quality control and data validation. If reasonable accuracy
(1:10,000) is not achieved, the traverse shall be repeated.
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Centerline and Cross Section Survey: Centerline of road is marked using Abney level by the
method of chainaging and pegging which then followed by Total station survey.
Cross sections survey has been carried out at intervals not exceeding 10 m. Where topographic
features such as ridges and valleys are encountered, additional cross sections taken.
The cross sections generally extend to 15 m either side of road centerline and extended further
whenever site demands.
Enough points taken at each cross-section or for each string to cover full width of the road including
roadside feature, side drain, toe of cut/fill slope retaining wall, cross drainage structure etc.
Topographical survey also included individual building, utilities (water supply, electricity, telephone
poles etc.), landslides, canals, footpaths, temples, Kushmas, drainages, cross structures, retaining
structures, land use patterns and other information such as fences etc.
At bridge side the bank lines lowest water level HFL, direction and distribution of flow taken.
Digital Terrain Model: DTM (a digital representation of ground surface topography or terrain) has
been carried out using SW–DTM or other acceptable software and verified in field. All feature lines
and configurations of existing features shall be completed in AutoCAD compatible maps D-Cards
of BM and BL, field sketches and raw downloaded data shall be submitted together with DTM.
Check of data consistency, error distribution and adjustments shall be clearly documented. All data
and records have been submitted in digital format.
IV. Hydrological Study / Cross drainage Survey
Cross-drainage requirements has been assessed with identification of type requires such as
bridges, culverts, and causeways as appropriate
V. Geological Studies
Geological observation inclusive of soil type, geology and geomorphology, slope stabilization,
vegetation, land erosion situation, landslide prone areas, gully formation, and other features have
been conducted for proper design of road.
VI. Alignment Description / Inventory of Land use/Public Infrastructures
Alignment descriptions for road and other necessary features are properly recorded in detail.
Inventory of public infrastructure and land use pattern were taken with locations
VII. Material Availability Surveys
Material availability survey has been conducted to acquire the information on construction material.
Local rates for construction, of various items, local and imported materials, transportation charges,
etc., enquired and district rates collected for cost estimating purpose.
VIII. Design Drawings:
The detailed engineering design and drawings is based on the data collected during detailed
engineering survey.
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The detailed designs have been done or prepared by the Consultant following the DoLIDAR’s
Nepal Rural Road Design Standards 2055 and detailed and standard drawings are prepared as
mentioned in the DoLIDAR Technical Guidelines.
The designs and drawings consist of the design profile, design cross-section plan, and other
standard/typical drawings.
Engineering technical specifications for each work item will be written taking into account relevant
standard specifications.
IX. Detailed Cost Estimate
The detailed cost estimate has been prepared using the calculated quantities and unit rates,
derived from standard applicable District Rates and DoLIDAR Work Norms.
Contract packaging will be suitably done for all subprojects, and respective bidding documents will
be prepared following the DoLIDAR practices and frameworks.
2.7 Field Verification of Design / Estimate
After the production of design drawings and cost estimate of road sub-project, joint field verification
from DTO, EEAP and Consultant representative is done to verify the result of survey, design works
with the existing ground reality and to assess whether the proposed retaining and drainage
structures are appropriate as per the field condition.
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CHAPTER III – THE PROJECT
3.1 Project District
Kavre District is situated in the south-east part of Bagmati zone of central development region.
The political boundary of the district comprises of Sindhuli and Ramechhap in east,
Sindhupalchowk in north, Lalitpur and Bhaktapur in west and Makawanpur in south.
The district lies between 27o 20’ to 27o 45’ North latitude and 85o 24’ to 85o 49’ East longitude in
Mahabharata range. The elevation of the district is 300 meter to 3018 meters from the mean sea
level.
The total population of the Kavreplanchowk district is 368,165.00 as per the latest census.
Most of the parts of the districts lies in the Mahabharata range and have steep slope. 52.5percent
of land have steep slope, 41.3 percent of land have moderate slope, 5.1 percent consists of plain&
valley and 1.1 percent land is covered by gravel and rivers. The average temperature of the district
varies from minimum 10C to maximum 31C. The average annual precipitation is 1582ml The major
rivers of the Kavreplanchowk districts are Sunkoshi, Indrawati, Roshi, Bagmati.
The remote parts are lagging of proper transportation facilities. Dhulikhel Municipality, Banepa,
Panchkhal valley, Panauti are the key growth centres. There are three municipalities in the district
namely Dhulikhel, Panuti and Banepa. 25.9 percent of the land is used for the agriculture purpose
and 28.2 percent of lad is forest.
The district inventory identified just over 1723.70 km of roads, including 153.97 km of strategic
roads and 181.77 km of Urban roads. As per DTMP 38 rural roads with a length of 681.60 km were
identified as district road core network (DRCN), and the remaining 708.10 km were classified as
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village roads. The existing DRCN roads link up 87 of the VDC headquarters. Almost of the DRCN
roads are earthen fair weather roads.
3.2 Description of Alignment
The proposed Khopasi - Dhungkharka - Chyamrangbeshi - Milche - Borang Road is located in
South - West part of Kavre district. The road alignment is the continuation of first part of the same
alignment Khopasi - Dhungkharka - Chyamrangbeshi - Milche - Borang Road (Kavre) (14 Km) and
starts at Bhanjyang of Dhungkharkaha passes through different settlements of Khopasi,
Chalalganeshthan, Dhungkharka and Chyamrangbeshi VDCs and reaches to Sanodurlung,
Chyambrangbasi VDC.
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Figure 3.1 : Map Showing the road Alignment
The total road length of road is 4.591km. There is existing track opened with varying width of 3.50
m to 4.30 m. The existing road surface is earthen in general.
The DTMP code of this road as per District Transport Perspective Plan is 24DR011
3.3 Population Served & Traffic Data
Presently the total population to be served by this road is 13211 benefitting people of Chalal
Ganeshthan, Dungkharka, Chamrangbesi and Milche. The present traffic number is 78 PCU with
87 vehicles per day.
3.4 Potential Area & Growth Centers
Khopasi and Dhungkharka are potential market of this alignment. The ZOI area is very popular for
milk production. Local people will get easy access to transport their product in milk chilling center
located in Khopasi –Panauti road. The hills have potential of developing trekking, hiking and other
type of tourism.
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3.5 Project Rationale
The rationale for upgrading of this road is as followings:
This road joins Khopasibazaar of Panauti Municipality, Khadka village and Patikharka village of
Chalalganesthan VDC, Parthali Bhanjyang, Goldung village and Kotthali village of Dhugkharka
VDC, and Wai village and Sano-Durlung village of Chamrangbesi VDC with market centers Panuti,
Banepa and district headquarter Dhulikhel and eventually country's capital Kathmandu.
Another feature of this road is it will provide access to villages of neighboring Makawanpur district
in future.
The road will play a vital role to change the traditional subsistence agriculture in to commercial
farming and hence will increase cash crop production and livestock development and dairy farming
in the zone of influence area by improving access to densely populated market centers.
Improvement and upgrading of the road is expected to help the people of the area to receive better
education and quick access to medical facilities. Government’s other services will also be delivered
better.
It is expected to reduce the travel time considerably and thus people can utilize the saved time for
other productive works.
The proposed road is expected not only to be an excellent facility to link several ecological, cultural
and demographic zones of the district but it will also open new possibilities for entrepreneurs with
new visions and plans. Furthermore, the road upgrading will use local labor that will generate
employment to local people and minimize emigration to other major cities and abroad for search
of work. Consequently, local people will get long-term benefit, which will boost up their economic
status within the road corridor and adjoining area.
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CHAPTER IV – GEOLOGY AND GEOMORPHOLOGY
4.1 Geological Study
4.1.1 Introduction
A geological survey has been carried out along the 18 km long alignment of the Khopasi-
Dhungkharka-Chyamrangbesi-Milche-Botang Road, an important road for connecting southern
part of Kavrepalanchowk districts.
4.1.2 Regional Geology and Geomorphology
This road follows the rocks of the Midland Group of the Lesser Himalaya. The Midland Group is
comprised of Tistung Formation; Sopyang Khola, Chandragiri Formation, Sarung Khola Formation,
Markhu Formation of the Kathmandu Group. The road passes on the rocks of the Tistung
Formation, Chadragiri Formation, Sopyang Formation, Sarung Khola Formation and Markhu
Formation. The Tistung Formation is composed of quartzite as well as phyllite. The Chandragiri
Formation is comprised of limestone and Sopyang Formation is represented by thick bedded slate
and limestone. The Markhu Formation is composed of thick bedded limestone and schist (Figure
1). The road alignment starts at Khopasi Bazaar and ends at Chyamrangbesi flows the rolling
topography. The maximum altitude of the area is at Parthali. The road crosses the Salandu Khola,
Patne Khola. These tributaries are drained out in the Rosi Khola at Khopasi and not perennial
river. The topography of along the road alignment is gentle to steep slope.
Initially, the road alignment starts from Khopasi and follows the Salandu Khola valley and climbs
from Ganeshthanchalal to Parthali then the road climbs down to Gelung after Gelung the road
alignment very gently climb up upto Chamrangbesi. The road also passes through the rocky terrain
as well as colluvial and alluvial deposits. The road alignment passes through wet and dry cultivated
land, grassland, forest. Road passes villages such as Patikharka, Parthali, Gelung and
Chyamrangbesi. This road alignment crosses the Rosi Khola Fault. The fault extends east-west in
direction.
4.1.3 Surface Geology
Along the road section, the rocks of the limestone of the Chandragiri Formation, Intercalation of
phyllite and quartzite of the Tistung Formation, marble and schist of the Markhu Formation.
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Figure 4.1 : Regional Geological Map of Panauti-Narayanthan Area (DMG, 1987)
4.1.4 Slope Stability Condition
Some cut slope failures are observed in colluvial deposits and a few are in rock. The main causes
of occurring failures are rock weathering, precipitation, surface water condition, groundwater and
undercutting slope by road cutting. Almost all failures are occurred after opening of the road.
Between Khopasi to Parthali village, some places, there is possibilities wedge failure which is seen
in limestone quartzite of the Chandragiri Limestone and most places in the rocky area has good
slope stability. There is possibility of scouring by the Salandu Khola at the valley side in alluvial
deposits. The stereograph shows relation between natural hill slope and foliation plane is parallel
so high possibility of failure. The wedge formed by joints (J1 and J2) with foliation plane is very
unstable (Figure 2).
Between Parthali and Chyamrangbesi village, major length of the road passes on the alluvial
deposits of the Ladkhu Khola so there is high possibility to occur the bank erosion. The stereograph
shows relation between natural hill slope and foliation plane is opposite so very less possibility of
occur the failure and same phenomenon can be seen along the joint (J2). The wedge formed by
joint (J1,) with foliation plane is very stable but with joint (J2) is unstable (Figure 5.2 and Table
5.2).
Besishahar-Sattale Road
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Figure 4.2 : Stereographic Projection of the Rock Mass Exposed along the Road
4.1.5 Engineering Geological Mapping
This complete section of the road is about 18 km in length. Between this chainage, the road passes
on the northeast face and very gently climbs up from Khopasi to Parthali and follow the left bank
of the Salandu Khola from Patikharka about 5 to 10 m above from the riverbed. The road alignment
between this chainage is on alluvial deposits and some part on colluvial deposits and rocks.
Thickness of colluvial and alluvial deposits range from 3 to 5 m. The hydrological condition of the
road alignment is dry and some places wet to dry. The land use pattern is dry cultivated land, forest
and grassland. Some cut slope failures including landslides are found along the road alignment.
These failures are developed in the rocks and colluvial deposits. The bedrocks of the Tistung
Chandragiri and Sopyang Khola Formation are exposed along the road alignment. The failures
occurred along the road can be mitigated by trimming of cut slope, applying bioengineering as well
as drainage and arrangement of the gabion wall. The road alignment along this section crosses
the Salandu Khola.
4.1.6 Geological Hazard Mapping
Soil and rock hazards along the road alignment are low to medium. The low hazardous soil covers
very little area comparing with area of the medium hazardous of soil. The main influencing
components for occurring of the medium soil hazard are soil depth, land use pattern and the soil
slope. Rock hazard in this section is low to medium with major area covered by the low hazard.
Structural, geomechanical (lithological) and seismo-tectonic are the main components for
occurring of the low hazardous area in this section. The slope stability of this section is good so
necessity for realigning any of the subsection is not envisaged on account of geological
consideration.
4.2 Construction Material Survey
The stones required are quarried at road side of project road. The road alignment consists of
deposit composed of and boulder mixed soils. Moreover, the stones, gravel and sand are also
easily available on Salandu Khola.
Other construction material like cement and steel can be procured from Panauti bazaar 3 km from
Khopasi and Banepa 7 km far from Panauti
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CHAPTER V – HYDROLOGY AND METEOROLOGY
5.1 General
The main purpose of the hydrological studies is to evaluate the discharge across and along the
proposed road alignment due to monsoon rainfall so that appropriate drainage structures can be
selected and designed. The type, size, span and shape of cross and side drains are then fixed
according to the corresponding design discharge.
5.2 Rainfall
The proposed road lies in Kavrepalanchok District. Rainfall stations located in this district are
presented in Table 5.1. Mean Annual Rainfall (MAR) and Monsoon Wetness Index (MWI) at these
stations are obtained from “Hydrological Estimations in Nepal”, DHM, 2004. About 80% of rainfall
occurs in monsoon, which starts around the middle of June and continues until the end of August.
Table 5.1 : Summary of Rainfall Stations
Station Name Index
No.
Latitude
Longitude
Elevation
(m)
MAR
(mm)
MWI
(mm)
MANDAN 1020 27 42 85 39 1365 1176 963
DOLAL GHAT 1023 27 38 85 43 710 1119 883
DHULIKHEL 1024 27 37 85 33 1552 1554 1245
PACHUWAR GHAT 1028 27 34 85 45 633 962 726
PANCHKHAL 1036 27 41 85 38 865 1236 963
KHOPASI(PANAUTI) 1049 27 35 85 31 1517 1377 1056
Hourly rainfall design intensities of different return periods at these rainfall stations are obtained
from “Maximum storm flood for the design of road structures of Nepal”, Prem Chandra Jha, Ph.D.
Dissertation, Moscow, 1996 and presented in Table 5.2.
Table 5.2 : Hourly Rainfall Design Intensities for the Proposed Road
Return Period, T (years) 2 5 10 20 50 100
Hourly Rainfall Design Intensity (mm/min) 0.45 0.64 0.78 0.93 1.11 1.26
5.3 Design Discharge
The design discharge for the hydraulic design of cross and side drains of this road has been
estimated by “PCJ 1996” [Maximum storm flood for the design of road structures of Nepal]. PCJ
1996 uses hourly rainfall design intensity (Table 5.2). Flood discharges from unit area (1 sq.km)
for different return periods, estimated by this method are presented in Table 5.3.
5.4 Cross Drains
Cross drains are mainly designed to pass the stream flows. However, in some cases the cross
drains are provided to divert the flows coming from side drains. Following steps are followed for
locating cross drains:
Identifying stream points and valley curves in topographical map
Verifying these locations during field visit and survey
Locating finally after study of designed plan and profile of the road
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Following design criteria are adopted for the design of cross drains after hydrological analysis:
Design flood frequency: 20 years
Design intensity: 0.93 mm/min
Design flood: 6.6 m3/sec/km2
The design discharge for a cross drain is a high flow corresponding to the selected return period.
In order to economize on construction costs, frequency of flood is selected for return periods,
depending upon the importance of the structure. For this road, it is recommended to design the
cross drains for 20 years return period flood.
The drain size varies based on the design discharge. The design discharge for each drain is
different. It means there will be many sizes of cross drains in a road. For crossing of small streams,
rivulet and springs not carrying debris pipe culvert is good option. It is not practicable even not
economical to construct pipe culvert of many sizes. Hence it is decided to use pipe culverts of 60,
90 and 120 cm for crossing the drains. By experience, the 60 cm diameter pipe is not
recommended for cross drains because of choking and clogging by sediment and debris coming
from upslope of mountain catchments. However, it can be used for crossing of irrigation channels,
road intersection and flow with low discharges. The 120 cm diameter pipe should also be avoided
due to the difficulties of handling and transporting.
In most of the places where seasonal waterways occur in the monsoon and for flash flood, stone
or concrete causeways are recommended.
The hydraulics of pipe culverts is worked out in Table 5.4. Maximum flow capacity and velocity are
determined at a suitable head. The design discharge of a crossing is compared with flow capacity
of a pipe and then size is fixed from standard pipe sizes.
Table 5.3: Hydraulics of Proposed Cross Drains (Pipe Culverts)
CD type
Size
(m)
Full
flowing
area, m2
Max.
design
slope, %
Length
of
CD, m
Max.
Head
loss, m
Friction
coeff.(f)
Max.
Velocity,
m/sec
Max.
flow,
m3/sec
Pipe culvert 0.60 0.28 3 6 0.18 0.05 2.66 0.74
Pipe culvert 0.90 0.63 3 6 0.18 0.05 3.26 2.05
Pipe culvert 1.20 1.12 3 6 0.18 0.05 3.76 4.21
Table 5.4 gives an idea of maximum flow capacity and velocity of proposed pipe culverts 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. Table 5.4
shows the full flow capacities, head losses and the design slopes for different pipes. 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 6 m.
For medium size streams where flow more and carrying boulders, pebbles and gravels and span
is up to 6 m, box or slab culvert are recommended. The actual span of these culverts is fixed
according to field survey. For larger streams bridges of suitable span based on field survey are
recommended.
The list of proposed cross drains is provided in Annex 4.
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5.5 Side Drains
Side drains are recommended for catching the flows from road surface and upside adjoining areas.
In some stretches side drains exist but most of the side drains will be occupied by new design
width of the road and hence new side drains are proposed along the full length of this road. The
design discharge for a side drain is a high flow corresponding to the selected return period. In
order to economize on construction costs, frequency of flood is selected for return periods,
depending upon the importance of the structure. For this road, it is recommended to design the
longitudinal side drains for 5 years return period flood. Following design criteria are adopted for
the design of side drains after hydrological analysis:
Design flood frequency: 5 years
Design intensity: 0.64 mm/min
Design discharge: 1.9 m3/sec/km2
Table 5.5 shows the maximum flow capacity and velocity of side drains at maximum longitudinal
slope of 10% and having full flowing area. The side drains must follow the longitudinal slope of the
road and in most of the cases hill road has a maximum slope of 12%. Cross sections of proposed
side drains types (A, B & C) are presented in Figure 5.1.
Table 5.4 : Flow Capacity of Proposed Side Drains at Maximum Slope of 10%
Drain Type b, m d, m A, m2 P, m R, m n S V, m/s Q, m3/s
Tick Drain [A] 0.8 0.3 0.12 1.154 0.104 0.016 0.10 4.34 0.52
Tick Drain [B] 0.8 0.45 0.18 1.368 0.131 0.016 0.10 5.07 0.91
Trapezoidal Drain [C] 0.45 0.45 0.2025 1.31 0.155 0.016 0.10 5.66 1.15
As the design discharge is between 1.5 to 3 m3/sec/km2 with medium intensity of rainfall, tick type
side drain of concrete masonry [Type B] having medium draining capacity is recommended for this
road. It is also recommended that the length of side drain should not be more than 300 m. Hence
a cross drain of 90 cm diameter is proposed to cater the discharge of side drain at 300 m interval.
Figure 5.1 Proposed types of Side Drains
5.6 Selection of Cross-Drainage Structures Type
5.6.1 Pipe Culverts
Pipe culverts are proposed in areas where the discharge is concentrated and at intersection points
of vertical gradients. Vehicular access to the construction site is necessary for transportation of
the pipe.
The minimum culvert size proposed is 600 mm diameter. The minimum size was selected to lessen
the risk of the blockage and make it easier to clear blockages once they occur. The maximum size
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was selected in consideration of the difficulties of handling and transporting larger size pipes during
construction.
5.6.2 Floodway
In consideration to the road design standards floodways will be preferred over large culverts.
Floodways will be cheaper to construct and will be more likely to accommodate flood events
outside the 10-year design period without damage.
5.6.3 Slab Culverts
Slab culverts will be preferred for cases where the topography would make construction of a
floodway difficult.
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CHAPTER VI – GEOMETRIC STANDARDS AND DESIGN
Geometric design standard of Nepal Rural Road Standard (2055) with first revision of September
2012with District Road Core Network class have been followed while carrying out detailed
engineering survey and design of RRRSDP-2 roads proposed for improvement, upgrading and
new construction. Work Norms and specification of DoLIDAR in general and Norms for Rate
Analysis as per Standard Specification for Road and Bridge Works for specific items is followed
for cost analysis of sub-projects and preparation of contract packages.
6.1 Road Classification
Project roads fall under the category of District Road Core Network as per Nepal Rural Road
Standard -2055 (Revised September 2012) as it connects village headquarter with strategic road
network and District headquarter.
6.2 Design Standard
6.2.1 Design Speed
The sight distance, radius of horizontal curve, super elevation, extra widening of pavement, length
of horizontal curve and the length of vertical curve (summit and valley) depend on the design
speed, which in turn depends on class of road and nature of terrain. According to the design
standards, the design speed for hill terrain is 25 km/h and minimum is 20 km/hr.
6.2.2 Geometric Design
The technical standards are set considering minimum initial investments with the scope for gradual
upgrading. The roads can be upgraded in a compatible manner as the traffic volume increases
and availability of resources justify additional inputs.
The design standards / parameters adopted for the sub-project follow DoLIDAR Rural Road Design
Standards, DRCN.
6.3 Horizontal Alignment
6.3.1 Horizontal Curvature
The purpose of introducing curves is to deflect a vehicle traveling along one of the straight, safely
and comfortably, through the angle (deflection angle), to enable it to continue its journey along the
other straight.
A horizontal curve serves for change in direction to the centerline of a road and safe turning to the
vehicles in horizontal plane.
6.3.2 Super Elevation
Super elevation is provided to maintain the design traffic speed at a given radius.
Coefficient of Lateral Friction (f)
The value of the coefficient of lateral force depends basically upon vehicle speed, type and
condition of road type and surface as well as the condition of tyres the factor affecting the
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coefficient(I) 'f' is adopted as per IRC recommendation i.e. if the value of 'f' = 0.15, is adopted, the
passenger shall not feel discomfort.
6.3.3 Maximum Super Elevation Value
In plain terrain, non-motorized vehicles travel with high centre of gravity, so the maximum value of
super elevation shall be limited to the following values;
Terai 7%
Hill 10%
The designer should aim at providing flatter super elevation but it should not be less than the
camber.
Super-elevation is defined as the raising of the outer edge of the road or track along curves. It will
reduce effect of radial force on the vehicle.
6.3.4 Minimum Radius of Curvature
On a horizontal curve, the centrifugal force is balanced by the effects of super elevation and side
friction. The following formula fulfills the condition of equilibrium
Where,
V = Vehicle Design Speed, km/hr
R = Radius, m
e = Super elevation ratio, meter per meter.
f = Coefficient of side (lateral) friction between the vehicle tyres and pavement. A constant
value of coefficient of side friction is adopted at 0.15.
The recommended minimum radius value is tabulated in Table below
Table 6.1 : Minimum Radius for Horizontal Curve
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For the section of the road where difficult site conditions are in predominance, the minimum radius
of horizontal curves adopted are ruling minimum of 15 m and absolute minimum radius of 12.5 m
is provided.
6.4 Widening on Curves
At sharp horizontal curves, it is necessary to widen the carriageway to provide safe passage of
vehicles. Widening is dependent on curve radius, width of carriageway and type of vehicle (length
and width). Widening has two components: (1) mechanical widening to compensate for the extra
width occupied by the vehicle on the curve due to tracing of the rear wheels, and (ii) psychological
widening vehicles in a lane tend to wander more on a curve than on a straight reach.
In single lane roads, the outer wheels of vehicles use the shoulders whether on the straight or on
a curve. Therefore, use of the mechanical component of widening should be sufficient on its own.
For single lane roads, only mechanical widening is required for low traffic speed.
We= (L2/2R)
Where, We= extra widening
N= number of traffic lanes
L= length of wheel base (6.1 m)
R= radius of curve
The recommended increase in width is given in Table below
Table 6.2 : Recommended Minimum Widening for Single Lane Road
6.5 Stopping Sight Distance Sight Distance
Visibility is an important requirement for the safety of travel on the roads. For this it is necessary
that sight distance of adequate length should be available in different situations to permit drivers
enough time and distance to control their vehicles so that the chances of accident are minimized.
The stopping sight distance is the clear distance ahead needed by a driver to bring his vehicle to
a stop before collision with a stationary object in his path and is calculated as the sum of braking
distance required at a particular speed plus the distance travelled by the vehicle during perception
and brake reaction time (lag distance).Total reaction time of drivers depends on a variety of factors
and a value of 2.5 seconds and coefficient of longitudinal friction varying from 0.40 for 20 km/hr to
0.35 for 100 km/hr. Stopping Sight Distance (Ds) shall be:
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Where,
Ds = Stopping Sight Distance, m
V = Speed, km/hr
t= Perception and Brake Reaction Time, seconds (2.5 seconds)
f = Coefficient of Longitudinal Friction (Varies as speed varies)
The Safe Stopping Site Distance is provided in Table below.
Table 6.3 : Safe Stopping Site Distance
6.6 Vertical Alignment
All vertical curves are suggested simple parabolas according to the Nepal Road standards. Vertical
curves are unavoidable due to drainage problems and topography of project area. This road project
is located in hilly terrain so vertical curves are designed according to the Nepal Road standards.
6.7 Gradient
The selection of ruling gradient depends on several factors such as type of terrain, length of the
grade, speed, pulling power of vehicles and presence of horizontal curves.
Recommended gradient for different terrain conditions are given in Table below:
S.No Design Standard
District Road (Core
Network)
Hill Terai
1 Ruling gradient (%) 7 5
2 Limiting gradient (%) 10 6
3 Exceptional gradient (%) 12 7
4 Limitation of maximum gradient length (m) above average gradient of
7%
300 -
5 Maximum recovery gradient (%) to be applied after gradient in excess
of 7% for a minimum recovery length of 150 m
4 -
6 Maximum gradient at bridge approach (%) 6 5*
7 Minimum gradient on hill roads (for better drainage) (%) 0.5 (max
1%)
-
However, in case of existing roads it is very difficult to maintain the longitudinal gradient within the
design limit throughout because of several factors. Among them following are some examples:
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There can be unnecessarily heavy box cutting for very long stretch if we don't escape from keeping
the design grade for short stretch in some sections. This means adopting more gradient than
design in some section will save heavycut/ fill for long stretch.
Changing the existing alignment may not prove practical every time for the improvement of
gradient. Hence, keeping high gradient for short stretch may resolve the issue of resettlement and
other social dispute that may result from realignment
Most of the existing roads are found non engineered road in terms of gradient. Hence, some
section need steeper gradient, also because to maintain the relief gradient in hair-pin-bend and
other stretches.
It is not wise to destroy or ruin stable and normal road sections in the cost of improving problematic
part without logical justification.
The main problems that consultant faced during survey and design of road is to maintain the design
gradient in existing road.
6.8 Vertical Curve
Vertical curves are introduced for smooth transition at grade changes. Both summit curve and
valley curve should be designed as parabolas. The length of vertical curves is controlled by sight
distance requirements, but curves with greater lengths area esthetically better.
6.8.1 Summit Curves
The length of summit curves is governed by the choice of sight distance. The length is calculated
on the basis of the following formulae
N = deviation angle, i.e the algebraic difference between the two grade
L = Length of parabolic vertical curve (rn)
S = stopping sight distance (rn)
The above formula has been derived based on the following assumption
Height of driver's eye (H) = 1.2 m (above the pavement surface)
Height of subject above the pavement surface = 0.15 m
6.8.2 Valley Curves
The length of valley curves should be such that for night travel, the headlight beam distance is
equal to the stopping sight distance. The length of curve may be calculated as follows:
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Where,
N = deviation angle, i.e the algebraic difference between the two grade
L = Length of parabolic vertical curve (m)
S = stopping sight distance (m)
The above formula has been derived based on following assumption
Head light height = 0.75 m
The beam angle = 10
6.9 Road Cross- Section
Following road width and other cross-sectional features have been adopted in design of RRRSDP-
2 roads.
Figure 6.1: Single Lane Road with drain in Hill area of District Road – Core Network
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Carriage way width in passing bays = 5.5 m
Roadway width in passing bays = 7 m
6.9.1 Cross Section Design
The cross section design was carried out taking plan and profile under consideration. For
embankment areas, the side slopes of 1.5 H: 1 V are adopted and side slopes in cutting varies
based on soil classification.
6.9.2 Shoulder Width
According to the DoLIDAR Standard the Shoulder Width is 0.75m either side adopted.
6.9.3 Carriageway Width
According to the NRRS this road adopted carriageway width 3.75m.
6.9.4 Formation Width
Roadway width of 5.25 m which includes carriageway and its shoulder width and formation width
of 6.25m including drain has been proposed.
6.9.5 Right of Way
Total right of way for this road section is 20 m (10 m either side of the road).
6.9.6 Camber
Recommended camber cross slope on straight road sections is given in Table below.
Unpaved shoulders on paved carriageway should be at least 0.5 per cent steeper than the cross
fall of the carriageway. However, 1 per cent more slope than the carriageway is desirable.
6.9.7 Pass Bay
The increased width at passing zones should allow two trucks (2 axles) to pass. The width of
carriage way should be 5.5 m and length about 12 m along the outside edge and 30 m along
inside. This means that passing zones and lay bys should be tapered gradually towards the
carriageway so that vehicles can leave or join the traffic stream safely. At passing places, vehicles
would be expected to stop or slow to a very low speed.
Passing is placed at every 300 m for Hill and 500 m for Terai. The location of passing place
depends on the sight distance and should be provided at or near blind and sharp summit curves;
where the likelihood of vehicles meeting between passing places is high and where reversing
would be difficult. In general passing places should be constructed at the most economic location
Detail Engineering Survey and Design of Khopasi - Dhungkharka - Chyamrangbeshi - Milche - Borang Road (Kavre)
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as determined by the terrain and ground condition, such as at transitions from cut to fill, rather than
at precise intervals.
6.9.8 Carriageway width at culvert/ bridge
The recommended carriageway width at culverts and for Single lane is 4.25 m and Intermediate
lane 6m. Width is measured from between parapet walls or kerbs and additional width for footpath
can be considered as per site requirement and volume of pedestrian flow.
6.9.9 Level of road embankment above hfl
In flat terrain, the road embankment should be high enough so that the level of subgrade is above
the highest flood level (HFL). HFL at site can be found from inspecting the site and local enquiry.
Minimum recommended level of sub grades is given below for district road (core network) 1 m
desirable but minimum is 0.5 m for village road 0.5 m (minimum)
6.9.10 Lateral Clearance
Lateral clearance between roadside objects and the edge of the shoulder should normally be as
given below:
Hill road - normally 1.0 m but may be reduced to minimum O.5m in steep and difficult areas and
where the cost of providing the full clearance is high.
6.9.11 Vertical Clearance
A vertical clearance of Sm should be ensured over the full width of roadway at all underpasses,
and similarly at overhanging cliffs. The vertical clearance should be measured with reference to
the highest point of the carriageway i.e the crown or super elevated edge of the carriageway.
However, in the case of overhead wires, poles etc. clearance shall be at least 7.0 m above the
road surface.
6.9.12 Cut / Fill Batter Slopes
Cut/fill slope designs are normally based on geo-technical parameters, such as soil and rock
properties, terrain slope, water tables and height of cut slope.
The cut slope gradient should be between 1:0.3 (V: H) and 1:1.5 depending on subsurface
conditions and other characteristics. Attention shall be paid to the geological condition of the slope
prior to cutting of the slope.
As a rule, cutting and removal of soil mass should be performed from upper to lower portion to
maintain the slope stability. Cutting work should be carried out during dry season. The final cut
slopes should be treated with adequate drainages, slope protection works and/or bioengineering
works to increase stability against effects of rainfall and infiltration of water.
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CHAPTER VII – ENVIRONMENTAL MITIGATION MEASURES
As per Environmental Protection Act 2053 and Environmental Protection Regulation 2054 Initial
Environment Examination (IEE) is mandatory for all kind of District and Rural roads and hence IEE
are conducted for each sub-project to investigate the possible environmental impacts during and
after implementation of project in socio-economic & cultural aspects, biological and physical
sectors of proposed road influence zone.
Detailed Cost estimate of environment management plan to mitigate and safeguard the adverse
impacts will be prepared separately and be incorporated as civil works item in Bill of Quantity of
bidding document. In general the provision of bioengineering is made in this estimate. In order to
discourage uncontrolled cut and throw of spoil mass a separate item of transportation of excess
mass from roadwork has been introduced in detailed estimate for mass management. EMP will
cover rehabilitation of public infrastructures and will address to slope stabilization work. However
mitigation of adverse environmental impact should be began right from feasibility, alignment study
and design phase. Following are some attempts that the consultant has tried to address to
minimize environmental impact during its planning phase.
7.1 Consideration Made in Alignment Selection, Survey and Design Phase
Following attempts and considerations have been made during detailed engineering as part of
environmental mitigation measures in planning phase:
Road alignment selection that avoids landslide-prone and geological unstable areas,
sensitive ecosystems, and important cultural and religious sites;
Road alignment selection that avoids large scale cutting and filling and that is based on
mass balancing;
Proper design of cut slopes to minimize possibility of destabilization;
Provision of suitable drainage facilities utilizing discharge to natural drainage channels;
7.2 Drainage Outlet Protection Works
Construction of side drain and culverts and other drainage work (for quick drain out the surface
run-off) alone is not always enough for water management. The possible erosion and gulley
formation inclusive of damage of cultivated land and other private property is common at outlet of
culverts. That is why there is always dispute with local farmers regarding the location of cross-
drain during construction works. Keeping view of these, different types of outlet protection works
have been designed and proposed in the cost estimate as one of the mitigation matter of adverse
environmental impact.
7.3 Selection of Slope Protection Work
In general, following points are considered while planning a slope protection work:
Use of bio-engineering on all exposed cut and fill slopes, weak and fragile zone and on completed
spoil tips to minimize subsequent erosion. Provisional sum have been introduced in the estimate
and will be break downed and finalized with detailing during construction works;
Water management structures as an essential factor for quick and effective drainage of surface
run-off have been introduced. Side drain and other cross drainage structures have been selected
and determined keeping view of nature and characteristics of gullies, stream and spring.
Detail Engineering Survey and Design of Khopasi - Dhungkharka - Chyamrangbeshi - Milche - Borang Road (Kavre)
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Restrain measures such as retaining wall and structures like gabion wall and stone masonry have
been provided to retain the fill mass and for prevention of toe failure.
7.4 List of Some Environment Protection Works
As per findings of field investigations following environmental protection measures have been
proposed in design and estimate of roadwork
S.N. ENVIRONMENT PROTECTION MEASURES
1 Provision of spoil mass transportation up to nearby tipping sites
2 Shifting of Electric poles, water supply pipelines etc from roadway to safe sites
3 Bioengineering works along with small slope protection civil structures
4 Rehabilitation and reconstruction of irrigation canals
5 Inlet and outlet protection works of cross drainages, culverts to mitigate the
damage to cultivated land, private property etc
6 Provision of breast walls in potential and existing landslide area
7 Proper drainage management to protect the road and roadside slope from adverse
effect of accumulated water
Detail Engineering Survey and Design of Khopasi - Dhungkharka - Chyamrangbeshi - Milche - Borang Road (Kavre)
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CHAPTER VIII – DETAILED ENGINEERING DESIGN
8.1 Design Method
Design of the road was carried out by SW_ROAD 2006 and SW_DTM 2006 computer software
developed by SOFTWEL (P) Ltd, Nepal. Design was carried out using strip survey method so that
alignment could be optimized as per requirement. The design works are based on the Digital
Terrain Model created from the 3D points captured through the detailed survey.
Centerline was generated using the design environment and accordingly the profile and cross-
sections were generated. Through an interactive design environment, the centerline (plan and
profile) is optimized by adjusting the cross-sections.
8.2 Review & Redesign
Attempts have been made to minimize the cut/fill volume of earthwork and unnecessary stuff of
structures. Once the computer designed plan and profiles printed, the profiles were thoroughly
reviewed and redesigned wherever necessary to optimize the design and to keep it in right track
within the norms and standard. Necessary adjustment has been made in difficult areas where to
follow the design standard is likely not justifiable and impractical.
8.3 Design & Drawings
The detailed engineering design and drawings is based on the data collected during detailed
engineering survey.
The detailed designs has been done or prepared by the Consultant following the DoLIDAR’s Nepal
Rural Road Design Standards 2055 (with 2nd Revision of September 2012) and detailed and
standard drawings are prepared as mentioned in the DoLIDAR Technical Guidelines.
The designs and drawings consist of the design profile, design cross-section, plan and other
standard/typical drawings.
8.4 Horizontal Curve Design
The horizontal curve design table along with different features and parameters of horizontal
alignment has been presented in annex and in drawings.
8.5 Design of Structures and other geometric Features
The list of retaining and cross drainage structures extracted from detailed design output is
presented in annexes. Similarly, the standard drawing represents the adopted design standard of
road cross-sections. The list of passing bays is also attached in annex.
8.6 Pavement Proposed
This Khopasi - Dhungkharka - Chyamrangbeshi - Milche - Borang Road is designed to gravel /
cobble standard. Sub-base material with following properties of river gravel or crushed material
shall be laid and compacted to desired field density.
8.6.1 Plasticity Index = <6
CBR of material after 4 days soaking = > 30% at 95% MDD.
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Grading Envelope for Gravel:
Sieve size (mm) % passing by weight
63 100
40 70 – 100
20 50 – 85
10 40 – 75
4.75 30 – 60
2.36 20 – 45
1.18 15 – 37
0.075 4 - 15
Traffic growth rate (r) = 5% (assumed for rural road)
The accuracy of design will also depend very largely on the accuracy of traffic prediction over the
chosen life of 15 years. According to IRC and Road Note 29 it suggests to take a normal traffic
growth rate of 4%, but in Nepal from its past trend a traffic growth rate of 5% for rural roads is
appropriate though ‘Flexible Pavement Design Manual - 2070’ by DoR suggests to use a traffic
growth of 7% for strategic (SRN) roads. And the type of pavement selection will depend on not
only projected traffic volume but also economic considerations as well. Design period (n) = 15 yrs
The projected traffic volume of 15 years includes the construction years of 2 to 3 years (the road
being upgraded traffic growth will continue to grow during construction as well and the road cannot
be fully closed during construction. LDF (Load Distribution Factor) = 0.75 (for 2 lane road)
According to latest traffic count done by RRRSDP-2 on Khopasi - Dhunkharkha – Chyamrangbesi
Road the recorded traffic volume per day is 70 PCU only. Equivalency factor used for converting
the commercial vehicles (bus, trucks, tractors) to PCU is 3 for Bus up to 40 passengers & Minibus
and similarly for Truck up to 10 tonnes gross weight is also 3. We can assume 17 ~ 20% of PCU
as number of buses and minibuses and 8~10% of PCU as trucks plying on the road. Because
the loads imposed by cars and light vehicles do not contribute significantly to the structural
damage caused to road pavements by traffic. For the purpose of structural design, therefore,
only the numbers of commercial vehicles having unladen weight exceeding 1500 kg and their axle
loadings are considered.
Now, assume number of buses (8 ton) = 14, say (@ 20% of 70 PCU)
Assume number of trucks (10 ton) = 7, say (@ 10 % of 70 PCU)
Cumulative Equivalent Standard Axles (ESA) at base year = (A*VDF) = (Number of traffic x
vehicle damage factor, which taken as 0.91 for bus and 2.5 for truck as per Overseas Road Note
(ORN) 31. NB: It can be calculated using, VDF = (Axle load (kg)/8160)^4.5)A*VDF = 14x0.91+7x2.5
= 12.74 + 17.5 = 30.24 ESA/day So, the cumulative number of 8160 kg (82KN) equivalent standard axle over design life is
calculated as follows:
Numerically, Ns = [365 * [(1+r)^n-1] *(A*VDF)*LDF]/ r
VDF = Vehicle damage factor = multiplier to convert the number of commercial vehicles of
Detail Engineering Survey and Design of Khopasi - Dhungkharka - Chyamrangbeshi - Milche - Borang Road (Kavre)
EEAP 31
different axle loads & configuration to the number of standard axles load repetitions. It is defined
as the equivalence factor of standard axles per commercial vehicle.
Ns = [{365*{(1+0.05)^15-1}*(30.24)*0.75}]/0.05 = [{365*1.079*30.24*0.75}]/0.05 = 327805.4ESA =0.327,805 Million Standard Axle (msa).
However, with the upgrading of roads the additional traffic may be attracted or diverted through this road. In absence of traffic count data, it is proposed to increase the above value by 75%. This makes the design traffic value as 1.75*0.327 = 0.577 msa. See Map below to have an idea of traffic diversion or attraction possibility.
Hence as per ORN 31, this traffic falls into Class T2 (0.3 msa to 0.7 msa).
Therefore, referring to ORN 31 again the pavement thicknesses for granular road-base materials
with this traffic class T2 and subgrade strength classes based on the range of CBR values as
shown below in the Table in different sections figure out to as follows:
Therefore, referring to ORN 31 again the pavement thicknesses for granular road-base materials
with this traffic class T2 and subgrade strength classes based on the range of CBR values as
shown below in the Table in different sections figure out to as follows:
Detail Engineering Survey and Design of Khopasi - Dhungkharka - Chyamrangbeshi - Milche - Borang Road (Kavre)
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Table 8.1 : Summary of the Dynamic Cone Penetration Test (DCP) Test Results Showing CBR Values in Different Sections of Khopasi - Dhunkharkha – Chyamrangbesi Road under RRRSDP-2
S.N. Chainage Depth of Layers in mm CBR Value in
%
Subgrade Strength Classes for Design asper
ORN31
Granular Base Course(BC)and Sub-base Course
(SC)Thicknesses in mm with Surface Dressing (SD)
Refined** & Recommended
Thicknesses of gravel layer in mm
15 14+000 0-397 34.3 S5
SC =150
150 397-900 13.6
16 15+000 0-320 44.5
S5 SC =150
150 320-400 22.5
400-430 114.7
430-630 42.7
17 16+000 0-210 24.4
S5 SC =150
150 210-250 49.7
250-655 38.1
18 17+000 0-345 15.3
S5 SC =150
150 345-617 24.4
617-1000 4.6
19 18+000 0-280 36.1
S5 SC =150
150
280-300 69.8
300-535 18.3
535-755 29.2
240-1000 7.4
Note: The road is designed for gravel road only because of low traffic volume and minimum thickness of gravel road is 150 mm as per IRC standard
Detail Engineering Survey and Design of Khopasi - Dhungkharka - Chyamrangbeshi - Milche - Borang Road (Kavre)
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CHAPTER IX – COST ESTIMATE
9.1 Summary
The total estimated construction cost for upgrading of Khopasi - Dhungkharka - Chyamrangbeshi
- Milche - Borangroad is summarized in the table below, which does not, include compensation
for building and land.
S. N. Road Name Length
Km
Cost Estimate
NRs Cost per km
1
Khopasi - Dhungkharka -
Chyamrangbeshi - Milche -
BorangRoad
4.537
NRs 106,880,708.02
Including VAT and
Contingencies
NRs 23,557,572.85
Including VAT and
Contingencies
The details of the cost estimation are provided in Volume II of this report
9.2 Quantity Estimate
Quantity estimates are based on the cross-section designs. The quantity of different items of work
like earthwork excavation, filling etc. is calculated by using the Design software and on the basis
of standard engineering formulae. However, some minor adjustment might be needed which
would be verified during the construction phase.
9.3 Rate Analysis
During the calculation of unit rates, three major components labor, material and equipment were
considered. Unit quantities for all these three components were taken from the DoLIDAR and DoR
Work Norms and Specifications. Similarly, the cost of labor and construction materials, are based
on the district rates of DDC for the fiscal year 073/74. The rate of labor, material and equipment
is then increased by adding VAT of 13%.
9.4 Cost Estimate
The detailed cost estimate has been prepared using the calculated quantities and unit
rates, derived from standard applicable District Rates and DoLIDAR & DoR Work
Norms.
Contract packaging will be suitably done for all subprojects, and respective bidding
documents will be prepared following the DoLIDAR practices and frameworks.
9.5 Conclusion
Due to adaptation of higher standard road width section than previous design standard (from 5.00
m to 6.25 m) it is rational to increase the volume of earthwork and retaining structures which along
with raised daily wages obviously increased the per kilometer cost of road. Similarly, due to
presence of high and steep gradients and hair-pin-bends the quantity of structures increased while
trying to bring it within permissible design standard and thus resulting in per kilometer cost
Detail Engineering Survey and Design of Khopasi - Dhungkharka - Chyamrangbeshi - Milche - Borang Road (Kavre)
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CHAPTER X – CONCLUSION & RECOMENDATION
The EEAP has proposed to upgrade this of Khopasi - Dhungkharka - Chyamrangbeshi - Milche –
Borang Road to all weather gravel / cobble standard. Other intervention includes widening of
narrow track and improvement of longitudinal gradient to bring it within geometric standard of
District Road Core Network. Furthermore provision of passing bays, construction of proper
drainage system including lined drain, box & pipe culverts and causeways have also been
proposed following DoLIDAR guidelines and geometric standard of Nepal Rural Road Standards.
Upgrading and improvement of this district road will improve access and mobility of settlements
of Khopasi, Chalalganeshthan, Dhungkharka and Chyamrangbeshi VDCs to market, education
and service center, health and other economic activities. The road will play a vital role to change
the traditional subsistence agriculture pattern to commercial farming with increase in cash crops,
horticulture and dairy & poultry farming in the zone of influence area by providing access to dense
populated market centers of district and also up to metropolitan city Kathmandu.
Upgrading of the road will help the people of the area to receive better education and quick access
to medical facilities. Government’s other services will also be delivered better. It is expected to
reduce the travel time further after the implementation of this project which will inspire people to
use the saved time in income generating activities.
The total cost of the project is estimated NRs 106,880,708.02 for 4.537 Km of length with VAT and contingency. The unit cost per Km is estimated at NRs 23, 557, 572.85 including VAT and Contingency.
CONCLUSION
Improvement and upgrading of this road to all weather standard will enhance the increased
access to markets and social services; provide opportunity to use saved travel time for productive
income generating works; development horticulture, cash crop, diary production and other agro-
based industry etc, which eventually pave the way to achieve the program goal of reduce the
poverty through creating employment generation.
ANNEXES
LIST OF BENCHMARKS
LIST OF PASSING BAYS
DCP TEST DATA