CHAPTER 1: INTRODUCTION

1.1 General Background

Road transportation plays a dominant role in the development of the physical infrastructure of nation. The socio-economic status of a country is well reflected by the existing volume of road network in the country. Growth of other developmental sectors like trade, commerce, industry, health, agriculture, education etc. is not possible without the development of proper road network of the country. The main length of road network mainly exists in plain terrain of the country which includes East-West Road. Except these road networks the plain terrain of the country is served by several fair weathered motorable tracks, which is assumed to be several thousand kilometres. However, the mountain area, in contrast still remains quite remote. The mountainous rural areas, even district centres of several districts are far from road connection and are usual to walk for hours and even days for people in the mountainous region to reach their nearest service centre to meet their basic needs. Although the importance of road network is realized and assigned high priority to the construction of the roads by the Government, the process is rather slow which is due to poor economical condition and lack of sufficient funds available.

1.2 Objectives and Scope of Project Work

Project Work is a learning experience which aims to provide students with the opportunity to synthesize knowledge from various areas of learning, and critically apply it to real life situations. This enhances students knowledge and enables them to acquire skills like collaboration, communication and independent learning while preparing them for lifelong challenges ahead. There are different outcomes of learning while doing project works some of them being: Knowledge and its application Communication Collaboration and Independent Learning
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Similarly, the scope of the project can be summarized below: Review of existing study, reports, standards and specifications Study of the topographical map along the road corridor Detailed engineering survey of the alignment and its corridor Conduct hydrological studies for cross-drainage works and propose suitable cross drainage structures List the various trees and other structures that needs removal during the upgrading of the road alignment To give preventive measures and appropriate solutions for critical sections To be familiar with the methodology behind the construction of low cost rural roads Better usage of local resources during soil stabilization and landslide protection Familiarity with rural road construction techniques alongside pavement constructions Preparation of working drawings of plan, profile, cross section of the road Preparation of quantity and cost estimates Preparation of survey and design reports Explore and recommend sources of basic road construction materials Using compendium of cadastral maps of the road with the plan of exiting road networks

1.3 Methodology
The methodology for alignment survey adopted for the completion of the project has been described below. However desk study was required to familiarize with the project which was carried out within the project group in the college premises that included the following: Study of various information regarding environment friendly roads Review of all available information, reports and documents pertaining to proposed alignment Careful study of topographical map and its interpretation Locating the alignment for the project But before a highway alignment is finalized in highway project, the engineering surveys are to be carried out. The surveys may be computed in four stages. The first three stages consider all possible alternate alignments keeping in view of the various requirement of

highway alignment. The fourth stage is meant for the detailed survey of the selected alignment. The four stages of the engineering surveys are: A. B. C. D. Map study Reconnaissance Preliminary survey Detailed survey

A. Map Study When the topographical map of the area is available, it will be easier to find out alternate path of the highway. In Nepal, topographic maps are available from the department of survey, Government of Nepal. Then, it is possible to suggest the likely routes of the road. The new maps are available in 1:25,000 to 1:50,000 scales. The main features like rivers, hills, and valley are carefully shown in colours in these maps. By the careful study of such maps, it is possible to have an idea of the several possible alternate routes so that the further details of these may be studied later at the site. The probable alignment can be located on the map from the following details available on the map. Alignment avoiding valleys, ponds or lakes When road has to cross a row of hills, possibility of crossing through a mountain pass Approximate location of bridge site for crossing rivers, avoiding bend of the river, if any. When a road is to be connected between two stations, one on the top and the other on the foot of the hill, then alternate routes can be suggested keeping in view the permissible gradient ; say the ruling gradient. Hence, from the map study, the alternate routes can also be suggested .It may also be possible from map study to drop a certain route in view of any unavoidable obstructions or undesirable ground, en route. Thus, map study gives a rough guidance of the routes necessary for the survey.

B. Reconnaissance It is the second stage of surveys for the highway location. A field survey party inspects a broad section of land along the proposed alternative routes of map in the field using simple
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instruments like Abney level. All relevant details not available in the map are collected and noted down. Some of the details to be collected during reconnaissance are mentioned as follows: Valleys, ponds, lakes, marshy land, ridge, hills, permanent structures and other obstruction along the route, which are not available in the map study. Approximate value of gradient, length of gradient and radius of curves of alternative alignments. Number and types of cross drainage structures, maximum flood level and natural ground water level along the probable routes. Soil type along the routes from the field identification tests and observation of geological features Sources of construction materials, water and location of stone quarries. When the road passes through hilly or mountainous terrain, additional data regarding the geological formation, type of rocks, dip of strata, seepage flow etc may be observed so as to decide the stable and unstable sides of the hill for highway alignment. For the vast area or when terrain if difficult, reconnaissance may be done by aerial survey. From the details collected during the reconnaissance, the alignment proposed after map study may be altered or even changed completely for better design of road. C. Preliminary survey The main objectives of the preliminary survey are given as below: To survey the various alternate alignments proposed after the reconnaissance and to collect all necessary details of topography, drainage and soil. To compare the different proposals in view of the requirements of a good alignment. To finalize the best alignment from all considerations. D. Final Location and Detailed survey The alignment finalized after the preliminary surveys is to be first located on the field by establishing the centreline. Then, detailed survey should be carried out for collecting the necessary data for the preparation of plans and construction details for the highway project.

Benchmark Benchmark is a relatively permanent point of reference whose elevations with respect to some assumed datum is known. Plan It is the vertical projection of a map. It consists of North line Location of IPs and BMs with references The road centreline, formation width and right of way. Levelling It is a branch of surveying. The objective of levelling is to find the elevations of given points with respect to a given elevations or at a different elevations with respect to a given or assumed datum. Levelling deals with measurements in a vertical plane. For the purpose of road construction, the profile levelling is carried out to determine the R.L. of the centreline, located with driven pegs. The levelling determines the alignment of the road. Generally, the levelling is taken at the interval of 20m chainage.

CHAPTER 2: THE PROJECT

2.1 Geography and Description of the Project Area

Shivapuri Nagarjun National Park situated in the north of Kathmandu valley. The park headquarter is at Panimuhan of Bishnu Budanilkantha VDC of Kathmandu district and is 7 kilometres from Kathmandu ring road and 12 kilometres from Ratna Park. It is the nearest national park from Kathmandu, the capital city of Nepal. This park encompasses two separate forest patches viz Shivapuri and Nagarjuna. Geographically Shivapuri is located between 2745 to 2752 north latitude and 8516 to 8545 east longitude. Similarly Nagarjun is located between 2743 to 2746 north latitude and 8513 to 8518 east longitude. It is spread over Kathmandu, Nuwakot, Dhading and Sindhupalchowk districts of Central Nepal. The elevation ranges from 1350m to 2732m at Shivapuri Park. Its boundary is demarcated by a 111 km long boundary wall and 95 km long ring road. This is the true representation on of the mid hills in the protected area system of Nepal. A. Conservation History The area was initially managed as Watershed Conservation on area in 1976 and managed by Shivapuri Watershed Development Board. In 1978, it was managed as Shivapuri Protected Watershed Area. It was upgraded as Shivapuri Wildlife Reserve in 1983 and immediately after, it was renamed as Shivapuri Watershed and Wildlife Reserve in 1984. The conservation and management of the area was intensified when it was gazetted as a National Park in 2002. Extension of an area 15 square kilometre to the National Park along the west is notified in 2009 to provide habitat for wildlife population and as a representation on of intact mid hill forest ecosystem whose representation on is comparatively low in the protected area system. Altogether Shivapuri Nagarjun National Park covers an area of 159 square kilometres. In addition there are initiations to declare the area in and around Shivapuri National Park as buffer zone. It is under the management of Department of National Parks and Wildlife Conservation on Ministry of Forests and Soil Conservation on, Government of Nepal.

B. Watershed Value Situated in Northern part of Kathmandu, Shivapuri Park is one of the primary sources of freshwater for Kathmandu valley. The park is bestowed with an abundance of streams/streamlets. The park provides over 40% of the drinking water to the Kathmandu valley. About 30 million litres of water per day is tapped from Bagmati, Syalmati, Bishnumati, Nagmati, Sangla, Mahadeva and Tusal Khola. There are reservoirs in Sundarijal to supply water to the Kathmandu valley and hence is the lifeline of the capital city. C. Flora and Fauna The park is in transition between sub tropical to temperate regions. There are more than 1250 species of flora. About 129 species of mushrooms have been reported. Pine, Oaks, Rhododendrons are the dominant vegetation of the park. The vegetation can be categorized into four types: Lower Mixed Hardwood Forest (1350-1500m) Chirpine Forests (1350-1600m) Oak Forest ( 2300-2372m) Upper Mixed Hardwood Forest (1500-2732m) Corresponding to rich floral diversity, Shivapuri Nagarjun National Park supports rich faunal diversity with number of protected, threatened and endemic species. It is an abode of a wide range of vertebrates. There are more than 22 species of mammals, out of which 5 species are protected list and includes the Pangolin and Leopard. Ghoral, Mongoose, Bats, Porcupine,Himalayan Black Bear, Barking Deer, Flying squirrel etc .

2.2 Description of Alignment

The road alignment can be described as follows: The road section is 2.3 Km long with ordinary clay, fill soil, and rocky areas in certain regions Some major streams cross the road at chainages described in the detailed drawings The area requires water management structures like side drains and longitudinal drains in certain areas
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2.3 Project Rationale

The rationale for the construction and upgrading of roads is as following: This road section will provide ease in transport between Sundarijal and Chisapani route which is a tourism hub during the trekking season. The road will play a vital role to increase agricultural production, introduce horticulture and dairy farming in the zone of influence area Basic infrastructures like irrigation and water supply will be improved Construction of road is expected to help the people of the area to receive better education and quick access to medical facilities. Governments other services will also be delivered better as it will serve as a model for people to visit the road vicinity more Promotion of business as well as agricultural products and providing facilities to market centres will help to enhance the economic standard of the community Propose appropriate solution for water management and slope stabilization through civil engineering and bio engineering works To promote the use of locally available resources in terms of labours, materials and finances and improve their access to service

CHAPTER 3: LITERATURE REVIEW

3.1 Geology
The alignment of the road section passes with various areas of Shivapuri- Nagarjun National Park. The project area if part of the hilly region in route to Chisapani trekking route situated at Nuwakot district .The soil composition was generally ordinary soil, soft- clay, hard soil with BMS (boulder mixed soil) and GMS(gravel mixed soil). In some areas there was the presence of soft rock and hard rock and due to backhoe excavation in certain portion of the route, there was significant presence of fill soil.

3.1.1 Geological Hazards

Some sectiones of the road alignment were found to be slightly unstable due to which certain design considerations were adhered to. Data pertaining to these problems were collected via photographs and measures for their stabilization and mitigation were proposed.

3.1.2 Engineering Geology

Basically, from the field, soil types and natural slope condition including ground water condition were visually studied. Problems of gully erosion as well as land use pattern, available, available construction materials and other relevant information and data were also collected.

3.1.3 Geology of Alignment

The alignment starts from Mulkharkha village and the approximate elevation being 1650 meters up to a rocky passage separating the hills beneath the Nagmati River, the distance being approximately 2.3 kilometres at an elevation of 2100 meters. Most of the alignment passes through the ordinary soil with traces of boulders along the way. Some areas were characterized by hard and soft rock strata along the road section.
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3.1.4 Hydrology and Meteorology

The main purpose of the hydrological studies carried out was to evaluate the general hydro graphic and hydrological characteristics of the basin and the estimation of the maximum discharge at various return periods in various streams that cross the alignment that requires the cross drainage structures. A. Hydrology Main River of the area was Nagmati but the hydrological data of the river was not available. A number of small perennial and dry Kholsi crossed the alignment at different chainages. B. Meteorology Climate: This area that lies within the Shivapuri- Nagarjun National Park experiences marked seasonal and special climatic variations. The valley has moderately summer months while the winter is cool. The average temperature in the valley floor remains at 22C during the summer while its 1C during the winters. Rainfall: Since this region watershed area the monsoon patterns vary daily different to that observed by the Kathmandu valley and marked by foggy afternoons and mornings even during the dry seasons. This area experiences rainfall in excess to that in surrounding region and the influence of many streams makes this regions climate unique in various aspects. Almost 70% of rainfall occurs during the monsoon which starts around the middle of June and continues until the end of August. Rainfall may occur in the pre monsoon (April-May), post monsoon (September- October) and in the winter season. The pre monsoon and post monsoon rains are local events causing intense rainfall of short duration usually in the late afternoon or evening accompanied by thunderstorm. Winter rains between December and March are caused by the westerly disturbances. Most of the lower section of the watershed area i.e. Shivapuri hills are covered with fog during the winter season. Even during the monsoon, rainfall in the basin is not uniform. There is marked spatial and temporal rainfall variation in the valley as a whole due to orthographic and other local effects. The area receives 2500 mm rainfall per annum while the surrounding upper hills receive a much more variable rainfall, about 2000mm.
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3.2 Environment Friendly Approach in Context of Nepal 3.2.1 Background

Nepal is a landlocked country located in the lap of Himalayas with the border of India to the east, south and west and China to the North. It is located in between the latitude 26 22 N to 30 27 North and longitude 80 4 E to 88 12 East and the elevation ranges from 90 to 8848 meters. The mean length is885 km east to west and the average breadth is about 190 km north to south. Nepal is predominately an agricultural nation with agriculture contributing 38.7 % to the gross national product. Although efforts have being made to provide basic needs to its rural people through successive national development plans, most of the people still do not have access to roads, piped water supply, electricity , communication, education and health facilities to the planned service levels.

3.2.2 Road Network in Nepal

Road development history in Nepal is not too long. Nepal had no road networks until 1951, when the total length of the road was only 376km. The road network gradually increased from meagre length to fair weather earthen roads, which is exclusive of village roads constructed by the local bodies. In addition, other roads have been identified as village roads which are mostly seasonal and include short non-through roads linking single villages to roads of higher class. Among the South Asian countries, Nepal has a very low road density not only in the terms of serving the population but also in providing accessibility to various parts of the country. At the end of the 9th plan, out of 75 districts in the country, 12 districts were still completely deprived of any road access; fifteen districts are yet to be connected with the district headquarters. The average road density is 11.4km/100 square km. In terms of serving the population, the average density is 7.5km/10,000 populations. In order to administer and manage the development of roads, roads are classified into strategic road network (SRN) and local road network (NRN). SRN comprises of National Highways, Feeder roads and strategically important urban links and its responsibility lies with DoR. LRN comprises of District, Urban and Village Road Networks and its responsibility lies with the respective District Development Committees and Village
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Development Committees under the co ordination of Department of Local Infrastructure Development and Agricultural Roads (DOLIDAR).

3.2.3 An Alternative Approach

The construction of roads in the mountains is a difficult and costly task. The cost is not only financial but also environmental. Building roads in a conventional manner with the use of heavy equipments leads to severe environmental degradation that takes decades for re stabilization. Landslides, slope failures, mass movement and debris flow are another important consideration. The design of mountain roads is thus a costly and complex task. Geo-technical and hydrological investigations are required before road alignment is decided. These are expensive activities that require skilled manpower. The time taken to complete mountain roads is also long. Recent data suggest that it takes over five to eight years for the construction of 50 to 60 kilometres of hill/mountain roads. The cost of road construction by the Department of Roads (1998) is estimated to be between 5 million to 8 million rupees per kilometre. If such costly roads have to be rehabilitated again due to slope failure or mass movements then for poor countries such as Nepal having a network of roads in the mountains and hills become only a distant dream. While there is also a need to take all precautionary measures from the very inception of plan, there is also a need to take alternative approach to road construction in such an environment. The alternative approach should be based on the principle of minimum damage to the environment, should utilize labour based technology and be affordable. This approach adheres to the following principles: The road should not cause any damage to the environment nor harm the local eco system It should provide income and employment to the rural people in the local community It should contribute to poverty alleviation and help in the economy of the region

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3.3 Introduction to Environment Friendly Roads

Nepal has rugged topography, wide altitudinal variation and diverse climatic conditions across the country. So road construction and maintenance in the hill areas have become very challenging jobs. Considering the serious shortcomings of the conventional techniques, a new approach for the construction of rural roads needs to be implemented. This unique approach is environmental friendly, participatory in nature and uses labour based technologies. Simple technologies, use of local resources, participatory approach from planning to implementation, proper technical supports, and environmental consideration are the important principles of this technique. This concept is applicable for rural roads where the traffic volume is low and design standards are relatively low with consideration of environment in each phase. Initial environment examination and environment impact assessment are carried out in this project to assess its viability in the planning, design and implementation phase. This approach is a sustainable way of constructing the rural roads in Nepal. It considers both environmental and rural issues while promotes the use of local resources and peoples participation in each stage of the project.

3.3.1 Goals and Objectives

The major goal of promoting environmental friendly roads in Nepal is to significantly improve the access for a majority of the rural population to service, market and trading centres thereby reducing the transport costs and time for both people and goods which constitute a crucial pre condition for rural economic development. The objectives are as follows: Development of a rural road and trail network designed to meet the minimum traffic requirements for districts, in order to reduce transportation costs Involvement of local authorities and stakeholder communities from the preparation phase onwards, thus supporting Nepal Governments decentralized efforts in the road sector while promoting a sense of local-level road ownership in view of maintenance. Use of environment-friendly road construction and maintenance technology that preserves the natural environment, its agricultural potential and natural resources against excessive erosion
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Optimum use o locally available materials in terms of labour an finances Generation of short term, off farm employment opportunities using labour based road construction and maintenance techniques.

3.3.2 Principles
An environmental friendly road is characterized by construction methods described by the green road concept. It has a relatively low initial design standard in terms of surface treatment and curvature of horizontal alignment in order to keep costs low. In fact, these roads are low-cost, low-volume, fair weathered earthen road. Generally constructed in villages they need to be integrated well into the present environmental conditions taking into consideration about the future implantations that might arise due to increase in traffic volume. Hence greater emphasis is given to the selection of a smooth longitudinal alignment that allows progressive upgrading in the future. A set of basic principles describes the concept mentioned above is listed below: 1) Political and Strategic Principles Participatory rural road network planning Preservation of the fragile mountain environment Optimum utilization of supportive natural processes 2) Technological and Technical Principles Promotion of appropriate labour based technology Application of labour intensive road construction methods 3) Organizational, Institutional and Administrative Principle Performance based work assignment methods Decentralized decision making, concern planning, road ownership etc 4) Social and Socio-Economic Principles Integration of local circumstances into implementation Self help promotion and local capacity building 5) Economic and Financial Principles Collective financial and public audit Sustainable maintenance

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3.4 Decentralized Planning, Implementation and Community Participation

Governments decentralization efforts are supported through the delegation of authority and responsibility from the centre to the appropriate district or village level. National decentralization processes are supported through clarification in the division of roles between national, local legislative, executive, judicial and implementing partners of a road project. Local road co ordination committees are established to act as mechanism for local conflict resolution. Local people are involved right from the alignment selection stage and their knowledge is helpful in understanding the local environment. Also in some cases the land provided by the land owners is compensated. Careful initial clarification of road ownership DDC, VDC and other public institutions are important compensation of construction damage and for development of a sustainable maintenance system.

3.4.1 Major Aspects

Some of the aspects of environment friendly roads are described below: a. Minimum cutting of slope and preserving vegetative cover Cutting of slopes along the alignment is made only within the required road width optimizing drainage and width as far as possible. Then this excavated material is reused for filling by creating some flexible retaining structures along the road side slopes by applying bioengineering measures. It is strictly restricted to uncontrolled disposal of excavated materials down the hill. This prevents the loss of vegetation or covered up small plants downhill by the thrown materials after excavation. Bush clearing is done up to the formation and not beyond it. If trees are on the alignment they will not be cut till the road is operational. Plant materials or vegetation should be preserved and vegetation for bioengineering measures are collected and used in the future. b. Mass Balancing It the most important approach in the construction of environment friendly roads that is achieved through the controlled cuts and fills. It is tried to attain mass balancing in each and every cross section along the entire alignment during design and construction. This approach
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will ensure that the cut materials are used for fill on the valley side or low laying formation and will not be thrown down the slope. The typical cross sections of both green road cut-fill and conventional cut throw method differ in their modes of implementation. c. Use of Bio Engineering Techniques Soil bioengineering techniques is the use of vegetation alone or in conjunction with some small scale civil engineering structures to reduce the shallow seated erosion, and to stabilize the slope. It is an important part of environment friendly construction and is a preventive measure. Using this technique, the surrounding environment and landscape can be maintained so as to preserve the mountain ecology even during the construction phase. d. Proper Water Management To reduce the extra slope cutting and minimize the quantity of excavation, side drains are provided only along necessary places where water needs to be drained to the mountain side. Generally and outward slope of 5 % is provided for drainage purpose. Where possible the natural slope is used to disperse water towards the valley side in a controlled way. In places where water needs to be drained to the mountain side, proper side drains are provided to remove water as soon as possible. e. Phase Construction The construction of road in hills and mountains with fragile geology and difficult topography is done in phase wise. In total of three to four phases construction work completes. In the beginning, a track of 1 to 1.5 meter width is opened. Then gradually the track is opened to the required width by cutting on the hillside and filling on the valley side. Another phase of construction is only started after the track gets naturally compacted over one monsoon. Finally the road is completed with all necessary structures and applying soil bio engineering techniques to maintain sufficient vegetative coverage along the road side slopes to prevent slope failures and erosion. f. Labour Based Construction The construction is carried out through the use of local labour. As technology is labourintensive, no machines and heavy equipments will be used. The construction work is done during the slack agricultural season, usually during October to May. Thus it brings
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employment opportunities to the local rural people who would otherwise migrate elsewhere to look for employment opportunities. g. Local Capacity Building Training is provided to various people at local level to build the capacity of the local people involved or intend to involve in the construction and maintenance of roads. Different types of training are required for different groups of stakeholders. Generally, training on management of construction works, supervision of works, accounting and other construction related works are provided prior to the construction of an environment friendly road. Further livelihood related income generating activities are also implemented in the project area forming various self-help groups among the project beneficiaries. h. Use of ordinary tools/equipments and other local resources In these road construction techniques, the construction works are generally accomplished through the use of ordinary tools and equipments which are easily available in the villages. Mostly hammer and chisel are used to break the rocks. Heating and drilling are also done in some areas where as blasting of rock is not allowed as it might cause unnecessary damage to the surrounding environment. No heavy equipment is used equipment is used to construct and materials are usually transported via wheel barrows. However, tractors with trailers are used to transport stones or sand over longer distances when necessary. Emphasis will be given on optimum use of local stones, gravel and plant materials those extracted during excavation and available nearby construction sites. As the materials at site are used in construction, the transportation of construction materials over a long distance is not required.

3.5 Implementation and Arrangements

Institutional Arrangements Innovative institutional arrangements are required in constructing environment friendly roads. Regular government machinery, particularly the Roads Department, does not seem to be the appropriate institution to implement these roads. There are two major reasons for this: The road department works under a different norm than that required for environment friendly roads. If the usual departmental norms are applied then the cost will increase significantly.
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A decentralized approach with the involvement of different stakeholders is required to implement the design of these roads. However, the road department does not follow this approach rather it follows a system with a chain of command within the department.

3.6 Organization and Management The support for the construction of environment friendly roads consists of technical and social mobilization assistance. A principle behind technical support is that these technicians would live and work with the local people on-site. They would work directly with people building the road rather than preparing elaborate detailed drawings, designs and reports that few people read. The nature of technical and social mobilization support are as follows: Technical support can be provided by a local engineering consultancy firm that has engineers, overseers, sub-overseers, senior supervisors and social experienced this field Alternatively non-governmental organizations can be recruited if they have sufficient technical staff. Technical support for single project is provided either by an engineering consultancy firm or by an NGO but not mixed between these two. Technical support is provided during the construction period only and ceases once the road is complete, while support may be extended to help institute a proper maintenance system by training and system development, it is important to avoid dependency on technical support for recurrent activities The following pre-conditions are to be met prior to start of the project All parties involved in the project must agree to adopt the environment friendly principles Local people constructing roads using labour intensive methods Local representatives from a user committee which takes responsibility of construction and future maintenance( including local resource generation) The DDC and VDC agree to provide resources to the user committee to meet future maintenance and rehabilitation costs The DDC agrees to provide its technical manpower for the future maintenance and rehabilitation programmes
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mobilizes

3.6.1 Management Support

Apart from technical and social mobilization support, a sound management support is needed from project management side. Twelve different types of major management activities are necessary consisting of: i. Recruitment of local consultants (or NGOs) to provide technical support and supervision ii. Procurement and supply of imported tools which cannot be locally made along with construction materials and survey equipments and other logistics support iii. iv. v. vi. vii. viii. ix. x. xi. xii. Arrangement of meetings, workshops, and review meetings Work planning and monitoring Management of the store and record keeping Site work management Coordination at different levels, and between different partners Measurement of works , labour wage payments and record keeping Physical and financial progress monitoring Treatment of injured workers, and compensation for death and injuries Land property compensation Technical and financial auditing

3.6.2 Management Technology

Environment friendly road approach follows a process, rather than fixed programme. It builds the capacity of local people and institutions as much as possible rather than using complex and sophisticated expertise. It looks for innovative alternatives rather than conventional structured practices. In this sense, environment friendly roads use lean management technology. It avoids unnecessary overheads and middlemans profits. The savings on these flows back to the local people. Workers are the farmers living adjacent to the road corridor and work in the agricultural off-season. A. Performance Based Work Assignment There are two main work assignment systems used in Nepal Labour payment without competitive bidding
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i. ii. iii.

A muster-roll system A lump sum piecework system Payments based on work measurement and valuation assigning contractors (i.e. with competitive bidding)

B. Organizational Set Up This system of site organization of labour has proved successful for supervision and quality control. C. Typical Working Period Labourers Work is undertaken for only six months of the year about 150 working days i. Higher altitude areas : the best off-farm working period avoiding the monsoon and winters are Oct-Nov and Feb-May ii. Lower Altitude Areas: The approximate working period to avoid the farming season , monsoon and heat is Nov- April In the monsoon season only Bio- Engineering activities and preventive maintenance work are undertaken Technical Team June- Oct: Planning, reporting, surveying and annual leave Oct- May: Field work at the site for lower altitude areas Jan-Feb: Site work in low altitudes or preparatory works at higher altitude Store and Site Management Experience has shown that the technical teams most effectively provide store management in the projects. Since the project is carried out using only local resources, user committee members also manage storekeeping with a view to minimize costs and the workers work in tandem to solve the arising problems in the site.

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3.7

Social Arrangements
A. Social Mobilization Support

Self help promotion is provided by social mobilization support who are recruited by the consultant or the NGO whose assignment includes group mobilization tasks or additional work if portions of wages are pooled into savings and loan fund at the group level. As an expression of self-help local people and institutions contribute the following: Voluntary labour is contributed as a contribution in kind of fixed number of days per household per year in the off-farm season Land for road is contributed and obtained after compensation Local construction materials ( stone, gravel, sand , soil and planting materials ) are other forms of contributions Representatives serve on committees without salary, although they may receive allowances to meet expenses

B. Self-Help Local Level Capacity Building The major focus of environmental friendly roads is on local capacity building. Training efforts are integrated into the construction work. Experience has shown that trained people often provide an invaluable source of human resources for neighbouring districts and subsequent roads or other infrastructure projects, as well as for later maintenance, rehabilitation and upgrading works. C. Gender Issues This approach does not discriminate against women in wither work or wages instead encourages their involvement in the committees and training. Policies that require a certain involvement of women workers and it have been found to be advantageous for the local community. Sometimes separate women groups and women local supervisors make this kind of involvement socially more acceptable. This approach also recognizes areas of work where women perform better than men, and encourages women to be involved in those areas more than others. They are better in transporting stone, gravel, sand planting materials as well as collection transportation, supply of materials using spades assisting masons with wall construction. The income thus generated is further used to stabilize the economic status in the family.
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3.8 Construction Technology 3.8.1 Road Project Preparation

A. Selection of an Optimum Alignment The simple techniques that need to be utilized for selection of an optimum alignment are as follows: prefer ridge alignment to the valley bottom as the advantages of ridge alignment outnumber to that of valley alignment as the cross slopes are moderate and construction is easy than compared to that of valley alignment water management is less a problem with ridge alignment as no large cross drainage structures and bridges are required and are relatively cheap ridge alignment generally covers more settlements and directly serves the people locate the centreline near the level of natural mountain slope preference of south or south-west facing slopes to north or north-east slopes to avoid moist areas and frost avoid riverbank alignment as far as possible as it very often influenced by river scouring avoid critical areas such as landslide zones, rock falls, vertical cliffs and geological faults avoid weak soil and swampy areas that require large number of structures Avoid areas that may invite encounters with natural forces such as areas having potential for flood damage, fragile slopes etc. Include knowledge of local people particularly to identify fragile areas, temporary water sources and natural drainage systems Avoid paddy fields for minimizing water management problems Avoid agricultural lands as far as possible in order to avoid land disputes and compensation problems Select alignment along borderlines of forests or pasture lands and agricultural fields wherever possible B. Road Survey, Design and Estimates These roads emphasize only minimal survey and design essential for technical and official purposes. To guide technicians in the field, typical designs for retaining structures as well as
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water management structures prepared beforehand are used. Most important is that the road follows a smooth longitudinal gradient with an average of 7% and a maximum of 12%. The horizontal alignment generally follows the natural contour, but can be gradually improved in the major rehabilitation works later on. After selecting the optimum alignment, the minimum requirement for a technical survey works is the following: Longitudinal alignment setting is done with Abney Level or levelling instrument, staff and measuring tapes. Road Centreline Pegs are fixed at intervals of 20m,and the cross slope at each peg point is measured as in line with the road alignment and corresponding chainages & bench Marks are established at intervals of 500m. A local plant availability survey is conducted at certain intervals to identify suitable plants, which could be later used for bioengineering purposes. A land-use survey (forest, agricultural land, pasture land, rock cliffs, etc.) and a soil survey (earth, gravel, rock, conglomerate, etc.) are carried out. Simple and robust survey instruments are to be used for survey and construction supervision works. Some of the most essential instruments are listed here as follows: Measurement tapes of different lengths (5m, 30m, 100m, etc.) Ranging Rods Abney Level Magnetic Compass Camera Engineering Level with Horizontal Compass and Circle Staffs Plumb Bobs Theodolite Total Station Instrument (if applicable) A typical Design Report would consist of the following: Longitudinal Profile of the Road Alignment (1:1000 Horizontal and 1:100 Vertical) Horizontal Plan of the road on an existing topographical map (1:25000 or 1:50000) Cross Sections at given intervals and typical cross sections of varying mountain slopes. Detailed cross Sections at critical areas including layout plan in contour maps, if necessary, especially at switchbacks.
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Typical type designs of structural works, such as retaining walls and water management structures. Estimate of quantity and cost of different work items, preferably for each construction phase, and finally number of skilled and unskilled labour person. Days Required (Please refer to Annex G for work specifications and work norms) Quantity and cost of construction materials to be procured from outside (cement, gabion wires, etc.)

3.8.2 Environmental Consideration

Well physical environment study of project area should be completed prior of planning of green road. Geologists describe the Himalayas as a very active zone due to the gradual drift of the south Asian Continent towards the Tibetan Plateau. As a consequence, the Himalayas grow by about 1cm per year, about tent times more than the Alps. In addition to this physical movement, the Himalayas form a climatic barrier between the Indian monsoon and the Tibetan continental climates. Monsoon clouds along the Himalayas create extraordinary amounts of rainfall that results in excessive sheet erosion. Rain water causes torrential rivers to scour the slopes, making them more fragile particularly nearby riverbeds. A relatively dense subtropical natural vegetation cover tends to protect slopes from excessive sheet erosion, and dense rooting systems protect slopes from subsurface gliding by landslides of the moist slopes. The environmental friendly road concept responds to these natural forces in the Himalayan mid-hills by: Carefully selecting an optimum road alignment that avoids erosion-prone areas (such as rivers and fragile slope areas) in favour of ridge road alignments. Avoiding any unnecessary damage to the existing vegetation cover during construction, particularly that directly above and below the road alignment. Using Bioengineering as an effective preventive technique to actively cover and protect exposed slope areas with plant cover to reduce the effects of sheet erosion, and taking advantage of plant roots to reinforce against land slipping and sliding of moist slope layers.

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Careful, gradual formation of the road platform as a terrace, and its road slopes through a phase-wise widening process that allows natural stabilization. Actually taking advantage of heavy monsoon rains to promote controlled natural compaction and settlement of back-filled material Using flexible, or soft, retaining structures that are less prone to failure due to often unpredictable unstable foundations and slopes.

3.8.3 Phased and Staged Construction

This concept envisages a phased construction approach. This term refers to a method of constructing a road in different phases. The main objectives of phased construction are to: Conserve the fragile mountain slope by minimizing the risk of landslides and soil erosion Build consensus on the selected road alignment among local people and relevant stakeholders by having interaction Identify critical sections and make necessary adjustments if required Assess the natural resources available (e.g. soil, stones, plants, etc) for re-utilization in construction works

3.8.4 Different Phases of Construction

Phase1: Opening of Trail The main task under this phase is to open a trail along the identified alignment. Its average width is 1.25m. The major objective of trail opening is to demonstrate the alignment setting to all relevant stakeholders and local people and to develop a consensus on it. Opening of trail gives enough room for necessary adjustments on finalization of alignment and location of required structures. Phase2: Gradual Widening of a Track The main task under this phase is to construct a non-motor able track along the finally fixed alignment. The average width of the track is 2.5m.The decision to upgrade the particular environmentally friendly road will be based on consensus reached among local people and
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all relevant stakeholders. Relevant studies (economic, environmental, and social) will be required to sufficiently justify the needs for upgrading. DORs concepts of staged construction are as follows: Stage I: Fair weather Earthen Road is the first construction stage- a low cost, low volume, fair weathered, single lane earthen road with necessary bypasses Stage II: Gravel Road is the second stage of construction designed to a higher volume of traffic. The road geometrics are improved, the surface is gravelled and the cross sections are improved by widening as well as by providing better retaining and water management structures. Stage III: All weather Bituminous Road is the final stage of construction. The road is finally bought to all- weathered road with bituminous surface with further improved curves, culverts and bridges and better provision of retaining and water management structures.

3.8.5 Construction Methods

Environmental friendly roads neither high technological skills nor high level technology as a matter of fact, these roads are relatively simple and do not require sophisticated techniques. However, they do require good professional experience, organizational and managerial experience and a general understanding of the road concept. Some additional elements are described below: A. Training This concept of road construction follows a rather demand driven and bottom up approach. In order to make this approach work, proper training to all relevant authorities is very important. Training is provided in all major aspects like mass balancing, rock cutting, construction of soft retaining and water management structures, preventive bio engineering measures etc. The training components comprises theoretical as well as on the job training. It has to be remembered that these training activities are carried out during the slack period i.e. mostly during the monsoon.

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B. Labour- Based Construction It utilizes labour based construction methods where the local labour resource is utilized during the slack period. These human resources can be properly utilized if the local people are mobilized for construction activities during the off-farm season. C. Rock Cutting Techniques Environment Friendly Road Concept does not support the blasting of rocks, as hard rocks are often encountered in the mid-hills of Nepal. Blasting of rocks can disturb the fragile mountain slope stability and the natural sub surface water drainage system. Blasting of rocks increases the risk of landslides tremendously during the monsoon. Many landslides are developed along the road at the sections if blasting is done during construction. i. Chiselling and Hammering

For soft rocks such as sandstone and schist, which crumble generally into pieces, cutting can be done manually by chiselling and hammering. Kingpin chisel would be the most appropriate for this purpose which can also be done is case of less hard medium rocks. ii. Heating and Breaking

Medium rocks such as limestone and dolomite can be broken down into pieces by heating and breaking. Rocks are heated by using fire woods, after heating for a few hours water is poured into it, which will develop cracks on the rocks. Simple tools such as crowbar, chisel and hammer can be then used to finally break the rocks. D. Haulage and Transportation of Excavated Materials Haulage and transportation of construction materials is one of the most important road construction activities. Better management could increase the construction speed as well as efficiency. Some of the methods adopted are listed below Manual Haulage Haulage by Wheel barrows Transportation by vehicles i.e. tractor trailers in accessible areas

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E. Construction Materials A re-utilization of locally available natural resources obtained from excavation is strongly recommended which is economic and environment friendly. However, it needs proper know-how and management skills. Excavated soils, rocks and top-soil and vegetation are the primary construction materials which are listed below: Excavated stones can be used for horizontal as well as longitudinal back filling works; excess soil is used for widening the roads at passing zones, gullies and switchbacks Stone can be used for construction of dry stone masonry walls and gabion walls along with water management structures. The stone obtained from excavation are to be slacked along the road and re-used later for these structures. Gravel can be used for spot surface improvement of critical(steep, moist etc) road sections Vegetation and topsoil can be used for turfing and re-vegetation of the hill slopes. Local people are generally familiar with the local construction materials and with their knowledge and skill the road construction is cheaper but also makes the roads easily maintainable. Hence this concept envisages the use of locally available indigenous skills and knowledge for the construction procedure. F. Use of flexible Retaining and Cross Drainage Structures Construction of flexible soft structures compared to the conventional hard structures such as cement concrete is promoted, as foundation of such structures can adjust themselves to the instability of mountain slope. These soft structures can be listed as follows: Dry stone masonry retaining wall up to maximum 3m height Gabion retaining wall up to maximum 10 m height Composite walls with gabion at bottom and dry stone wall at top Gabion check dams for gully control works Dry stone masonry side drains Catch drains and French drains for road slope drainage Dry stone causeways with stone soiling Dry stone rip rap or stone pitching for slope protection Dry stone skipper culverts i.e. truncated culverts
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Hume pipe culverts as cross drainage structures in combination with dry stone walls Vented floodway with Hume pipes Flexible soft structures are preferred over the concrete structures because, they are: Comparatively cheap as locally available materials and skills are used Relatively easy to construct as locally trained workmanship can be developed Easy to maintain as the local manpower can use construction for the maintenance works the skills learned during the

G. Natural Compaction Use of natural rain for compaction purposes is recommended. With environment friendly road utilizes natural means than the mechanical one. Construction activities are carried out during the dry season and the road is allowed to settle down over the monsoon period after each construction phase. Monsoon rains compact and stabilize the fill material. This process makes optimum use of available natural forces that makes the road cost-effective. Ramming is also required, if a strong foundation is needed for retaining structures. However, manual compaction methods, such as ramming can be applied, if Critical road sections are encountered Speedy construction is needed Enough funds are available

H. Tools and Equipments This technique supports the promotion and use of locally available tools, primarily agricultural tools, suited to the labourers for their day to day works and environment. Appropriate hand tools are used and simple tools such as spade, axes etc can also be purchased from local blacksmiths. Other tools such as good quality shovels, picks etc can be procured from the local market. The tools must be of good quality and be supplied in sufficient quantity to achieve speedy construction and maximum efficiency. Appropriate and robust pneumatic wheel barrows are required for transporting the construction materials.

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CHAPTER:-4 GEOMETRIC STANDARDS

4.1 Road Classification

Project roads fall either under the category of District Road, class A. Nepal Road Standard elaborates much on Road. According to Road classification, it serves the communitys wide interest and connects Region.

4.2 Design Standard

4.2.1 Design Speed

The design speed has a crucial role in geometric parameters of the roads. The sight distance, Radius of horizontal curve, super elevation, extra widening of pavement, length of horizontal curve and the length of vertical curve (summit and valley) depend on the design speed, which in turn depends on class of road and nature of terrain. According to the design standards, the design speed is adopted as 20km/hr.

4.2.2Geometric Design
Considering design speed, the existing road geometry etc design standard is adopted.

4.3 Horizontal and Vertical Curvature 4.3.1 Horizontal Curvature

The purpose of introducing curves is to deflect a vehicle travelling along one of the straight, safely and comfortably, through the angle (deflection angle), to enable it to continue its journey along the other straight. The curves are necessary to avoid any obstacles during the process of alignment. The curves becomes compulsory if we have to link some guide points (obligatory points), towns and
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some special locations that are not connecting by the direct routes, and some time to avoid geological features that are unsuitable for the construction of road. However, due consideration should be given while introducing the curves, the effect it will bring and other factors. Several studies have been carried out to investigate the effects of curves. The studies have showed higher accident rate in the curve section than tangent, and the rate of accident increases as the radius of curvatures is decreased. Vehicle operating costs are higher in the curvilinear nature of the alignment. The essence of curve also increases the total construction cost. However, roads are sager with some curves rather than only straight ones, as the attention of the driver is enhanced by the presence of the curves. The journey time substantially increases in the rods with low radius curves. Finally, design speed and topography have high deciding roles in the provision of curves. More undulated and rugged terrain requires more curves. A horizontal cure serves for change in direction to the centreline of a road and safe turning to the vehicles in horizontal plane.

4.3.2 Super Elevation

While travelling under Road conditions along the rural road, most drivers gravitate towards more or less uniform speed. In the event that the road is not designed properly, a vehicle must be driven at a reduced speed for safety as well s comfort of the passengers when moving from tangent section to a curved section of the Road. This is because a centrifugal force is acting on the vehicle that tends to cause an outward skidding way from the centre of the curve. Super elevation is defined as the raising of the outer edge of the road or track along curves. It will reduce effect of radial force on the vehicle. As a vehicle of mass M at speed v moves about a carriage way curve of radius R that is at an angle with the horizontal, it is subject to a reactive force = , called the centrigugal

force, which cuses it to slide outwrd, away from the centre of curvature.
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Finally the formula comes to

Where the coefficient of lateral friction or side friction factor, g is the acceleration due to gravity, M is the mass of the vehicle. The quantity neglected. If = ( + ) Where is the centrifugal acceleration? If v m/s is replaced V Km/h and g = 9.81 m/s2

+ +

is so small that it can be

is expressed in terms of super elevation, e, then,

Then we got 127

This is known as minimum radius equation. If design speed and super elevation Are known it enables the minimum radius to be determined for an acceptable level of side friction (and of drive comfort). later friction ( = 0) 127 = ( + 0) The maximum super elevation is obtained without taking into account the coefficient of

= ( + )

In this case, the driver does not require adjusting the steering wheel. The minimum super- elevation is obtained in the case if taking into account the full value of the coefficient of later friction. 127 =

In some countries super elevation are normally provided only for balance about 45 percent of radial force in order to give the driver comfort and from the recognition that a stationary or slow moving vehicle tends to slide toward the inside of the curve in abnormal coldish conditions.

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When a vehicle traverses a horizontal curve, the centrifugal force act as horizontal outward through the centre of gravity of the vehicle, the centrifugal force developed depends on the radius of the horizontal curves. The super elevation that is provided should not be less than the camber from the surface because of the drainage point of view hence a minimum super elevation of 4% is adopted for rural black topped road. The danger over from normal section to super elevation section should be achieved gradually over the full length the transition curves so that the design elevation is available in tangent and balanced on the circular curve. The super elevation is introduced by raising the outer edge or the pavement at a specified rate by rotation the pavement about centre line. As the traffic was observes s mixed so for this condition 75% of design speed is taken and the friction is neglected. The formula for super elevation has reduced, = + V = design speed in m/sec and g = 9.81 m/sec2

Where, = coefficient of lateral friction taken as 0.15 for these roads

4.3.3 Minimum Radius of Curvature

For the section of the road where difficult site conditions are in predominance, the minimum radius of horizontal curves adopted are ruling minimum of 15m and absolute minimum radius of 12m is provided. In order to have clear vision range in the curves the set back distance have to be adopted ranging from 0.8m for curve radius 150m to 4.5 for curve having radius up to 12m. Minimum radius of curvature (due to narrow landscape insistent to pass road through buildings constraint) adopted in the proposed road is 12m. Most of the curves are designed for radius more than 15m and large radius to avoid huge amount of earthwork and protection works. Attempt has been made to increase radius as far as practicable considering the comfort of driver and passenger and passengers as well as serviceability of road. =

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Where, T = tangent length E = Apex distance L= Length of curve R= Radius of curve in meter =Deflection angle in degree

180

4.3.4 Widening on Curves

Widening includes mechanical and psychological widening. To facilitate safe passing of vehicles on curves having radius less than 60 (as recommendation by IRC m) the inner edge of carriageway will be widened. The widening is done according to the following formula: We = Where, We N L V R +
.

= extra widening = number of traffic lanes = length of wheel base (6.1m) =design speed (30 km/h) =radius of curve

Since in the proposed road no transition curve is provided to third of the extra width should be achieved on the tangent portion before the start of the circular curve and one third on the circular. Road is located in the hilly terrain, the entire widening should be done inside of the curve. Due to drainage consideration and other constrains, it is necessary to provide widening equally both sides of the road. The adopted EW is tabulated as below.
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4.3.5 Vertical Alignment

All vertical curves are suggested simple parabolas according to the Nepal Road standards. Vertical curves are unavoidable due to drainage problems and topography of project area. This road project is located in hilly terrain so vertical curves are designed according to the Nepal Road standards.

4.3.6 Summit Curves

The criteria to be adopted is that the minimum sight distance shall be equal to the stopping sight distance and for city road, the sight distance is 45m at design speed of 50 km/h The length of vertical summit is given by: = When s is less than l ,

And L = 2S Where L S A

=length of curve in m =sight distance in m =algebraic difference of approach grades in percent and

Height of eye = 1.2 meter Height of lowest objective visible = 0.15 meter

4.3.7 Valley Curves

The criteria to be adopted are that the headlight sight distance shall be equal to stopping sight distance and that centrifugal acceleration is limited to 0.3 m/sec2 and it is given by, = 1.5 + 0.035 <

=2

(1.5 + 0.035 )

>

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Where the centripetal acceleration rules. = Where v is in km/h

4.3.8 Gradient
The gradients are provided as minimum so as possible considering present surface land and are within the limit value given in Nepal Road Standards. The main problems that consultant faced during design of this road is to maintain the existing road gradient.

4.3.9 Sight Distance

Stopping Sight distance are calculated from the formula given by . . = 0.2798 . . + 254( + 0.01 )

Where S.S.D. = Stopping sight distance V T F V T F =Design speed in Km/h = Total Reaction Times 2.5 sec

=Coefficient of friction form 0.42 at minimum =Design speed in km/h =Total reaction times 2.5 sec =Coefficient of friction from 0.42 at uniformly distributed. Friction coefficient of 0.4

is recommended by IRC for design speed of 40 km/h N =Gradient in percent

Overtaking sight distances are calculated from the formula given by O.S.D = 0.2798Vbt+0.2798 VbT+2S+0.2798VT Where, Vb = Speed of overtaken vehicle, Km/h
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t T S A

=reaction time of driver = 2.5 sec = =spacing of vehicle = (0.7Vb+6) =Acceleration km/h/sec

4.3.10Lateral clearance
As per N.R.S for culverts, the full roadway width will be the width including width of shoulders. There were no crossings requiring minor and major bridges.

4.3.11 Vertical Clearance

As per N.R.S., minimum vertical clearance for through structures shall be 4.5 meters. Overhead wires, poles etc. shall be above the road surface at least 7.0 m.

4.3.12 Right of Way

The minimum (including shoulder) Carriageway width of Road Project section is 3.75 meters (1.875m on either side of centre line of road). The right of way width for Road section is 20m (10 m either side of the road).

4.3.13 Sign Posts

Traffic signposts are provided as pre standard format proposed by DOR in every section that will ease traffic movement and observe safety requirements.

4.3.14 Traffic Signs

Traffic signs and carriage way marking is essential for safety and free flow traffic. Traffic sign should follow s per traffic sign manual prepared by DoR. The standard design for kilometre posts issued by the Department of Roads is recommended for this road project.
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CHAPTER-5

: DESIGN ELEMENTS

5.1

Horizontal Alignment

A change in the direction is required in roadway alignment due to existing road and topography of the terrain. The design standards for various elements given earlier chapter have been adopted throughout.

5.2

Horizontal Curves

The different elements of horizontal curves were designed using equations that are already given above. As far as possible, large radii were adopted on the curves, where the minimum radius of the curve adopted is 12 m. Most of the curves are having radius around 20 m. A list with the design parameters are presented in the drawings and list with its design parameters are presented in the appendices.

5.2.1 Extra Widening

As recommended by Indian Road Congress and using formula given above, the inner edge of carriageway has been widened on horizontal curves to facilitate safe passing of vehicles.

5.3 Vertical Alignment

The vertical alignment includes selection of gradient and design of summit and valley curves. The maximum gradient adopted is 12%, which is permitted by NRS. For smooth changes from one gradient to another, gradual vertical parabolic curves were provided. Y= A= L= Deviation in grades in percent Length of curve
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X=

Horizontal distance

5.4 Cross-Section 5.4.1. 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.

5.5 DRAINAGE
General The durability of road pavement and sub-grade as a whole depends on the proper drainage management. Collection, transportation and disposal of surface water originating on or near of the right of way or, flowing in stream crossing or, bordering that Right of way, involves the need of proper drainage system in order to keep the sub-grade material free from excessive moisture. Drainage system and other road structures would be needed to achieve stable road formation and to protect the existing and designed slopes from erosion.

Adequate protection works (bioengineering measures) are suggested for erosion control in side slopes of road.

5.5.1 Longitudinal Drainage

Providing the side drain drains off the surface water from the road itself. Side drains are provided on both sides of the gully cutting in order to have better drainage.

5.6

Retaining Structures:

Retaining walls are structures to support backfill and surcharge load form the fill section of the road. Normally, it is constructed on the valley side along hill roads. Breast walls are similar structures constructed along the hillside.

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Retaining and breast walls are not normally intended to stabilize slop failures but are meant to support active or passive earth pressure from the assumed failure wedge above the base of the wall. Retaining and breast walls are constructed for the following purposes: To minimize the volume of excavation and to achieve cut and fill balanced sections. To support the road completely or partially in fill. To stabilize fill slopes (e.g. tipping areas) and cut slopes. To support the toe of a weak slope. To prevent erosion on steep sloping cut faces as revetments.

5.6.1 Dry Masonry Walls

Dry stone masonry walls are the economic earth retaining structures. However, they do have limitations. For effective functioning, the height of the retaining wall should be limited to 3.0 m. However, the same is not recommended where there is scope for continuous flow of water, such as areas where causeways are proposed and at river/stream banks. The backfill on the rear side of a dry masonry wall needs to be of selected material that is pervious in nature. Appropriate compaction in layers is essential to backfill the material. Dry masonry walls are favoured under the following conditions: Availability of sound stones in proximity of the site. Foundation conditions are uniform and geo-technically favourable i.e. fairly dry and stable slopes, low earth pressure. Availability of pervious backfill and low seepage pressure. Dry Masonry walls should not be used in drainage outlets, high water flow, moist and areas with high groundwater.

5.6.2 Gabion Structures

One of the most important advantage of gabion structures id that they act in a homogeneous way, and possess higher flexibility. Gabion structures are capable of deforming themselves without loss in structural strength, and are able to accommodate settlement without rupture. They are highly permeable and allow free drainage through the wall. Therefore, gabion structures are favoured under the following conditions:
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As a retaining and support structure in weak foundations, wet soils, high groundwater, high seepage pressure areas etc. To retain the road completely or partially in fill when the height of fill exceeds 3.5 m. To strengthen and regulate natural slope drainage systems, water flow areas etc as protection works around drainage outlets. Protection to unstable slopes such as slope movement due to creep, landslide etc. The general principles adopted in design and construction: All wires used in gabion boxes should have galvanized zinc coating. To achieve monolithic design and strength, all gabions should be firmly wired together with continuous lacing at the edges, with double loops at each binding place. This is done mostly before the filling. Erection of gabion walls should start only after inspection and acceptance of the foundation. Permanent dampness must be avoided during the construction period, as well as thereafter. Use of larger size, hammer dressed, tabular stones, staggered joints, proper bonding and interlocking between the stones must be ensured. During the filling of the stones, bracing wire should be fixed at one-third and twothird height in the box. The mountainside walls should generally tilted at 1:3(H: V) whilst the base or foundation of wall must be inclined 4:1 inwards. No tilt should be provided for gabion structures used in and around drainage outlets. The rear of gabions structures are used in wet and weak soil, the rear face should be curtained with geo-textile fabric to retain the fine particles allowing the water to percolate. For low-cost roads, walls constructed in dry masonry and gabion is far the most common since the bulk of material is available locally. In order to secure the river banks and to minimize the earthworks, number of retaining structures is suggested. Stone masonry walls are provided at different chainages. The specification of gabion walls is as suggested by DOR design standards. The stone masonry structures are suggested as retaining as well as breast walls in difficult points where gabion and dry masonry walls are not possible to construct.

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5.7 Pavement Design 5.7.1 Roadside Development

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

5.7.2 Relocation of Utility Services

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

5.8 Cross Drainage Structures

Based on the site survey, the Consultants calculated the type, size and location of all drainage structures. These structures will include a mixture of pipe culvert, some Slab Culvert. In the report, this information has been presented in a tabular format. The following considerations were taken into account when selecting cross drainage structures: The minimum culvert size proposed is 600mm diameter. The minimum size was selected to lessen the risk of the blockage and make it easier to clear the blockage once they occur. The maximum size was selected in consideration of the difficulties of handling and transporting larger size pipes during construction. In the consideration to the road design standards flood ways will be preferred over large culverts. Flood ways will be cheaper to construct and will be more likely to accommodate flood events outside the 10-year design period without damage. Slab culverts will be preferred for cases where the topography would make construction of floodway difficult. The typical drawing for all the structures has been included in the design report.
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Since the road is designed to cater for fair weather access only, this study did not consider the design of any bridges and is assumed that any stream or river crossing would be by means of ford. If required, the typical drawings will be produced.

5.8.1 Importance of Highway Drainage

i. ii. iii. iv. v. vi. It maintains the bearing capacity of soil. It removes water from flowing or standing on the carriageway. It prevents from failure of pavement. It reduces necessity of maintenance cost. It provides safety travel in place of freezing temperature. No chances of mud pumping pavement failure.

5.8.2 Design of Drainage System

i. Design of surface drainage system Design of longitudinal drain Design of cross drain ii. Hydrologic analysis Hydraulic analysis Structural analysis A. Hydrologic analysis The peak runoff is calculated by rational formula in which,
Q CIA 360

Where, Q= Runoff in m3/s A= Area of catchment in hector C=co-efficient of run-off I= Rainfall intensity
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B. Hydraulic analysis Once the design discharge is determined then hydraulic analysis is done. The side drains are designed based on principle through open channels. Select longitudinal slope of channels, which is parallel to the road profile. Select type of lining from which value of n and permissible V is obtained. Equate, Q=A x V Q=A x (R2/3 x S1/2)/n For the rectangular section, select economical section as, R=D/2, B=2 x D Solve equation (1) to get B and D Calculate V by V= (R2/3 x S1/2)/n for the design section which should be within the permissible limit otherwise change lining material and redesign the section. Where, V=velocity of flow n= Mannings roughness coefficient A=Area P=wetted perimeter R=Hydraulic radius =A/P S= Longitudinal bed slope of channel (1)

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5.9 Water Management

Provision of adequate drainage structures is considered critical for long-term viability of road being constructed. The monsoonal rain in Nepal are very heavy and the hill roads that are constructed on a very steep mountain slopes, with large exposed batter s, steep gradients and gravel or earth pavements are very susceptible to erosion, scour and slope instability.

Conversation of natural drainage patterns along the road alignment is one of the major considerations that should be made during the design and construction of the draining structure. Water accumulation and concentrated on road surface is a major threat to earth road as it causes rutting, formation of ditches etc. A fundamental technique applied in water management is to ensure that rain water is evenly distributed off the road surface, towards the valley side. This has been achieved by providing the road surface with an outward cross slope with an outward cross slope thereby rainwater to accumulate of the road surface as shown in the typical drawings. Since the road is designed as a low cost, side-drain construction is discouraged in the design as these drains often are blocked and the water finds its way to the road surface, causing major damage to the road. Drains have been proposed along sections with excess water from the hillside, or at the sections with steep gradient (>5%) or switchbacks. Drains have also been proposed along sections where settlements exist. A. Cross Falls The road surface is generally provided with 4% outcross slope to allow the surface runoff to disperse gently toward valley, along the complete length of the road thereby reducing the possibility of erosion. The super-elevations are provided according to the requirement of the curves and drains are provided according to the slopes of the road section if necessary. B. Side Drains Side drains are for the drainage of the surface water these are provided on the both side of the road to drain off the surface water from the Carriageway. The longitudinal slope of drain is made parallel to the longitudinal slope of the alignment.

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At locations where road profile gradient is greater than 5%, rainwater may flow longitudinally along the road, scouring weak surfaces and forming a gully along the road. In such cases, drains are provided to guide the nearest cross drainage structure or gully. They are generally earthen drains with dry masonry scour checks, spaced at a difference of 5 m to 15 m depending on the longitudinal gradient. Outlets to side drains are designed in such a manner that scouring by the water flow is prevented. At switchbacks, where the cross slope is reversed towards the hillside, drains are constructed and water from the drain is crossed over to the valley side through a causeway. A road alignment consisting of a stack of switchbacks is set out in such a manner that the water diverted from the road uphill does not fall on the road downhill. In exceptional case with steep gradient and highly are erosive soil, side drains will be lined. C. Sub-surface Drains Hillside slopes with excessive water seepage are provided with sub-surface drains along the hillside of the road. The subsurface drain (50 cm * 50 cm) consists of filter material (40 mm single size aggregate) enclosed by geo-textile fabric. The water from the sub-surface drain is discharged at intervals of 30 m along the length of the road. D. Cross Drainage Structure The cross drainage structures proposed for construction on rural roads are limited to dry stone Selection of the type of cross-drainage structures depends on the flow characteristics (discharge, sediment load etc), local topography, access to the site and availability of materials. DOR design standards will be followed for design of small bridges and RCC slab culverts. E. Dry Stone Causeways These are very commonly used cross drainage structure in hill roads. They are built across non-perennial streams, khola etc, where sediment loads are high or where excessive debris is expected. The advantage of the dry stone causeway is that it is cheap and offers least resistance to the natural water flow and flood material. They are unsuitable for perennial streams with high water levels and gorges.

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F. Vented Causeway These are built across perennial streams where the average water discharge is high. They are provided with vents to discharge dry season flows. Hydraulic considerations need to be taken into account in determining the number and size of the openings during the design. Concrete pipes (minimum diameter of 900 mm) are preferred where sediment loads are not excessive. G. Box Culverts Masonry box culverts are preferred in narrow valleys or gorges that are relatively deep and where massive flood and sediment movement is expected. Their selection also depends on the availability of adequate stones in the vicinity. Hydraulic design criteria need to be taken into considerations in the design of box culverts. H. Irrigation Water Crossings These are minor structures used to discharge irrigation water from one side of the road to the other. However, such crossings also come in use while discharging small quantities of rain water where required. I. Pipe Culverts Topography is the main criterion that determines pie culvert considerations in place of

stone pitched causeway. Pipe culverts are proposed in areas where the discharge is concentrated. Vehicular access to the construction site is necessary for transportation of the pipe.

5.10 Safety Barriers

Both safety barriers and safety fence are devices which physically prevent vehicles from running off the roadway. However there exists a tiny functional difference between the barriers and the fences; the former do not get deformed in the process, whereas, the latter are designed to absorb some of the kinetic energy by getting deformed. Both types aim to prevent the striking vehicle from gyrating or overturning and, within a narrow angle, redirect it along the direction of traffic movement. For simplicity, the term safety barrier is used to

47

denote both the barriers and fences throughout this technical note. This technical note will help to determine the safety barriers as dictated by site conditions. The different systems of safety barriers can use: A. Semi-rigid System Steel beam barrier Gabion barrier B. Rigid Systems Random-rubble masonry barrier, Plum-concrete barrier R.C.C barrier Barrier Recommended Use a) Steel beam barrier: High speed roads; where space is limited b) Gabion barrier: General use but not in towns c) Random rubble masonry barrier: Alternate to other barriers on bridge approaches d) Plum Concrete Barrier: Alternate to gabion barrier where a more permanent looking structure is required slower speeds e) R.C.C barrier: Narrow medians; where space is limited; where it is essential that the vehicles to stopped Gabion Barrier is recommended for this road section because Gabion barriers are very effective and at the same time are economic, easy to construct and maintain. However, they do not look neat and modem like other types. Gabion safety barriers are useful against all run-off-road type accidents. They have proved to be effective in stopping large vehicles, including loaded trucks.

5. 11 Cut/ Fill Batter Slopes

Cut/fill slope designs are normally based on cut slope should be determined on the basis of geo-technical parameters, such as soil and rock properties, terrain slope, water tables and height of cut slope.

48

Design considerations The slope gradient and length of cut slope should be determined on the basis of the geological, hydro geological conditions and soil parameters. The cut slope gradient should be between 1:0.3(V: H) and 1:1.5 depending on subsurface conditions and other characteristic. Berms of 1 to 4 m width should construct at interval of 5 to 10 m in the vertical direction (height). Attention shall be paid to the geological condition of the slope prior to cutting of slope. The gradient of the cut slope should be based on the results of the investigation and as approved by the engineer. In designing a cut slope, the following geological conditions should be considered with the utmost care.

a) Colluvial Deposit Slope Colluviums such as talus and debris flow deposits, being poorly consolidated, usually form a slope with a critical angle of stability. When excavated, the cut slope formed will become unstable. Therefore a wide berm near the boundary between the bedrock and the upper Colluvial deposit should be designed.

b) Erosive Sandy Soil Sandy soils, such as decomposed granite, pit sand or terrace gravel are easily eroded by surface water, which may result shallow collapse.

c) Erodible Soft Rocks Cut slopes in soft rocks such as mudstone and tuff with low degree of solidification becomes unstable after the completion of cutting because of the weak internal shear strength of the rock and stress release.

d) Fissured Rock Slope The stability of fissured rock slopes is governed by the degree of fissure development and their distribution. As a rule, cutting and removal of soil mass should be performed from upper to lower portion to maintain the slope stability. Cutting work should be carried out during dry season. The final cut slopes should be treated with adequate drainages, slope protection works and/or bioengineering works to increase stability against effects of rainfall and infiltration of water.
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Protection of the cut slope and its foot should be considered in order to prevent erosion and instabilities. Slopes must be protected by means of walls and resisting structures if it is unavoidable to implement steeper slope gradient than the standard gradient. Proper cutting work is effective to safeguard the probable cut slopes for different soil characteristics are shown in Table.

Recommended Standard Slope Gradient for Cut Slopes Soil Classification Hard Rock Soft Rock Sand Not dense(loose), poorly graded Sandy Soil Dense, or well graded Not dense(loose) Less than 5 m 5 10 m Less than 5m 5 10 m 1:0.81:1.0 1:1.01:1.2 1:1.01:1.2 1:1.21:15 Cutting Height Slope Gradient 1:0.31:0.8 1:0.51:1.2

Design Consideration of Embankments

The main considerations for design of embankment concerns stability analysis of the existing ground and properties of fill materials. The ground for embankment loading should be able to support the weight of embankment and associated structures without causing any instability. Prior check on natural ground conditions with respect to stability and settlement is recommended before construction of embankment. In selecting fill materials, their strength and deformation characteristics should be considered. The suitability of fill materials is mainly judged from classification test and its strength such as CBR test for sub grade and unconfined compressive strength test. The fill slope gradient is also function of fill materials. Standard fill slope gradient is shown in the table. For high embankment consisting of different layers of fill materials respective standard gradient should be applied for the fill slope of each layer. In high fill construction, it is recommended to provide Berms of about1 to 2 m width every 5 to 7 m of height interval with proper drainage considerations in the Berms.
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CHAPTER 6: - ENVIRONMENTAL STUDY

6.1 Environmental Study

The environmental Protection Act (EPA) 1996 of Nepal provides the basic legal framework for environmental considerations in developing rural transport networks. Under this Framework, an initial environmental examination (IEE) or Environmental Impact Assessment (EIA) is required to ascertain the acceptability of a project from an environmental point of view. Environmental friendly roads are in fact rural roads, generally localized and small in nature, but are obviously a part of the network. Therefore they fall under the scope of the EPA. The Environment Friendly road concept envisages environmental conservation from the preparation stage. Major environmental damage is anticipated while constructing rural roads. Of particular concern are principal disturbances at fragile mountain slopes that could cause landslides and soil erosion during the monsoon, since the concept incorporates environmental aspects right from the beginning, proper preparation is probably the most promising mitigation measure in itself. Selection of an optimum alignment should be based on a comparative analysis of various alternatives. Selection has to be done professionally. Costs and benefits, environmental risks and hazards and the ideas from local people become the major criteria for selection of an optimum alignment.

6.2 Introduction
EIA is defined as a process to ensure that potentially significant environmental impacts are satisfactorily assessed and taken into account in the planning, design and implementation phase. Further, EIA can also be defined as Systematic Identification and Evaluation of Potential Impacts (effects) of proposed projects, Plan, Programs or legislative actions relative to the physical, biological, socio economic and cultural component of the total environment. The main objective of this EIA study is to have the systematic identification and evaluation of potential impacts on the environment during the construction and operation phase of the road projects. EIA also gives response for a more effective compliance of new projects with
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approve environmental standard making it more environmental friendly and better researched design to reduce the constructional and operational cost. Further EIA study examines the significance of the environment implication, recommends the preservative and mitigation measures on physical, biological and socio economic conditions, including environmental implication of the proposed projects. Types of impacts to be covered in EIA The EIA process is expected to identify and assess impacts upon the environment as defined below: A) Receiving Environmental Media Changes in air quality Changes in water quality Changes in ambient levels of noise and vibration Changes in the quantity of land available for different purposes and in the quality of land.

B) Living Receptor Changes in the level of human mortality and morbidity, changes in the amenity value of the environment for leisure and recreational use, change in human use values. Changes in the damage levels to fauna and flora and natural ecosystem with consequential effects on species diversity and abundance, and on agriculture and forestry

C) Built Environment Changes in the damage level to individual building and in the quality of the environment

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Information required to be collected during impact identification i. What is the feature of the proposed project (site location, project size, project design features and pollution control mechanism? ii. What alternatives to the preferred project have been considered and have any reasonable alternatives have been investigated iii. iv. v. Have all components of the project been investigated? Have all phases of the project been satisfactorily taken into account? Have all impact generating activities associated with each aspect of project investigated?

6.3 Linkage between EIA and Project Cycle

Project cycle 1. Project identification 2. pre feasibility

EIA activities Screening Scoping and TOR Identification of issues Impact investigation

3. Feasibility stage

EIA activities carried out Alternative analysis Impact prediction Impact Evaluation Mitigation measures and monitoring programs Environmental Manage mental Plan

4. project Appraisal and Decision

Project viability and authorization based on EIA and technical and economic

5. Design phase Detailed survey Detailed design Tender document 6. Project Implementation Construction Operation 7. Post construction

EIA recommendation Incorporation Design work needs to adapt to the EIA results Use of mitigation measures and monitoring schemes Environmental auditing

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Methodology selection is a part of impact study. Portion of several methodologies can be used for certain prerequisite activity. More complex and sophisticated identification technique are not widely used and that they can have practical shortcomings. Methods listed can be modified, adopted, extended or simplified to meet the needs of a particular EIA. 1. Adhoc Method Only suggest broad areas and general nature of possible impacts. 2. Checklist method Ranges from simple listing of environmental factors to descriptive approaches Four broad categories of checklist in use are: simple checklist Descriptive checklist scaling weighing Checklist Scaling weighing Checklist

3. Matrix Methods It combines the use of two checklists Project characteristics in one axis and environmental factors in other axis. 4. Network Method 5. GIS Method 6. Cause and Effect Method

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6.4 Impact of Environmental Friendly Road

6.4.1 Beneficial Impacts

In general, a single activity will have less beneficial impacts on environment resources. However, its cumulative impacts will be significant to improve the socio economic status of the project cost as well as the local people in the study area by this labour based project. During the construction stage, du tot low cost & labour based project, a number of people will be employed & it will contribute to increase household income following beneficial impacts expected during the construction of the road. Some of the beneficial impacts listed as: 1. Employment opportunity and increase in income: The project will increase employment opportunity to the local people, primarily as construction labours, technician & administrative staffs. Although exact number of labour force to employ has not been clearly known at this stage, a number of unskilled workers are required. By developing the procedure & adopting a guideline principal to use the affected people as the local labour force will contribute to employment & increase their per capita income. This will increase the living standard of the local people. 2. There will be a plenty of opportunity of trade & business to meet the increase demand for food, tea, beverages confectionery & other items for the large work force in the area. It will encourage local people to operate restaurants, teashops, bars, lodges & grocery shops. These activities can increase the income of local people & help the living standards. 3. Agricultural and Livestock Production There will be a plenty of demand for vegetables, milk, eggs, chickens, mutton, & other agricultural products from the accumulation of other force in area. These will encourage local farmers to grow more vegetables, produce more milk and eggs rear more condition of farmers due to increase income level. 4. Increase in income will have direct impact for the development of social services section including health and education facilities. Local people will have the opportunity to develop their education and health facilities. Influence of people in the
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education area may also promote understanding on the value of health and education facilities through exchange of information and experience. 5. Reduced in project time and cost 6. Nepal is underdeveloped country and has about 60% of the total area covered in the mountainous ranges. Until now a lot of areas are beyond the road transportation facilities, due to lack of nation budget. So, this project is under slow transition strategy. This requires low budget & entire work is labour based. This project uses local material and local labour, hence reducing much more cost. 7. Increase in Flora and Fauna Low cost and flexible structures are used in this road and bio engineering works are applied for slope stabilization. So the flora and fauna will be increased, which also helps the wildlife to move across the road alignment easily. 8. Sight distance can be increased due to cutting of slope for stability. It also helps to increase night visibility that corresponds to decease in road accidents, creating extra width.

6.4.2 Adverse Impacts

Due to the implementation of project, there may be number of adverse impacts on the local environment both during the construction and the operation stages. 1. land slide and soil erosion Due to introduction of low cost structure and bio engineering measures results of extraction of forest products and cutting trees in steep slopes, lack of structural capacity to hold soil is likely to increase the soil erosion due to loss of binding materials. This may also trigger landslides. The proposed road alignment passes through landslide prone areas. Any small disturbances on the natural slope will disturb the functioning of the natural and manmade ecosystem and soil erosion may be accelerated. It is likely to have direct adverse impacts on road stabilization. 2. Drainage facilities Drainage structures have to be constructed in the proposed section of road. Outlet of these structures may carry concentrated run off flow of the respective catchments, which may be quite high during the raining season. By reducing the number of such structures in hilly area, there might have severe impact

56

at the downhill if a concentrate flow is left unattended. Hence it is recommended that the cross drainage outlets must channelize to the confirmed natural drain. 3. Effect on drinking water pipe system the source of water supply system been located at most of the outlet structures of the drainage, which is providing domestic drinking facilities for local people. These are likely to affect by construction of road. 4. Effect on social services sector Education and drinking water facilities developed with due consideration on the local population. It may also increase number of students and education quality may be degraded if physical facilities qualified teachers are not increased as per requirements. 5. Mitigation Measures Application of the design standards and specification on effective implication of the proposed mitigation measures would minimize the adverse impacts of the project on the environment. The mitigation measures to be employed for avoiding the landslide are as follows: Provide adequate catch drains to drain out surface runoff water as quickly as possible Do not disturb the uphill slopes at the active slide area and the gabion wall or masonry wall should support road. Excessive cut should be avoided and road component should be balancing depth as far as possible. Provide the pocket walls at the uphill of the road where the rock fall is expected. Provide vegetation covers on the cut slope area by bioengineering measures. The indigenous plants including grass having good soil binding properties and investigate it with engineering application. forest clearing is recommended for road formation width only carries out compensatory plantation Provide adequate compensation for loss of agricultural land, agricultural procedures. Relocate affected infrastructure facilities. Dispose the spoil at designated location and provide bioengineering give green development

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6.5 Measures for Environmental Protection

The activities that are likely to affect the environment can be discussed under the following headings. a) natural b) Socio economic c) Proposed road construction d) Maintenance and operation The activities as weathering and slides due to rainfall, earthquake, and other natural hazards are natural activities which cannot be prevented absolutely. However, some preventive measures such as roadside plantation use of Bio Engineering measures in land erosion area etc. can be done along the road alignment to manage successfully these activities. After the construction of the road, the people are motivated in using more advanced methods for farming, establishment of the industries etc that disturbs the natural environment. These, relates the socio economic activities. Road project being a long term process, it carries activities like acquisition of land, cutting, filling, use of technologies etc, such activities if carried out haphazardly is likely affect the environment by loss of many animals and birds, plus the plants. Bio engineering measures have to be adopted in this context form the beginning of the construction works. Thus maintaining ecological balance along the alignment, and stabilizing the alignment The measures that can be adopted are as follows a) Road side plantation for ecological balance b) Road side plantation for slope stabilization or Bio Engineering During the construction of road, the ecological system along the alignment is disturbed mainly due to clearing of the sites, throwing of the debris haphazardly and cutting down f the trees. To have proper ecological balance the road side plantation does aid to restore, conserve and maintain the ecosystem.

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6.6 Environmental Mitigation Measures

It is intended that these general environmental mitigation measures be used in conjunction with good road engineering design, construction and operation practices such as the following: i. Road alignment selection that avoids landslide prone and geological unstable areas, sensitive ecosystems, and important cultural and religious sites; ii. Road alignment selection that avoids large scale cutting and filling and that is based on mass balancing but is was not possible for present road; iii. Proper application, design, and construction of cut slopes using appropriate stabilizing structures(breast walls, toe walls, and retaining walls); iv. Use of bio engineering on all exposed cut and fill slopes and on completed spoil tips to minimize subsequent erosion; v. vi. vii. Use of structurally sound earth filling practices Proper benching and compacting; Provision of suitable drainage facilities utilizing discharge to natural drainage channels in conjunctions with erosion protection features; viii. Water infiltration into the soil mass vegetation cover and cut off drains are recommended.

6.7 Selection of Slope Protection Work

About 70% of the strategic rod network in Nepal lies in hill and mountainous terrain with steep slopes and fragile rocks that are prone to slope failure, especially during monsoon season. Various types of slope failures such as landslide, Debris Flow and Embankment failures occur frequently along these roads and its vicinity. Proper procedure of slope protection should be applied for planning and designing slope protection methods. In general, following points are to be considered while planning a slope protection work. Suitable countermeasures for road slope failures should be based on a better understanding of the characteristics of road slope failures. Field investigations should start with a comprehensive evaluation of general conditions (topography, Geology, Vegetation, Failure Type and its mechanism, Scale of Failure, etc).

59

Water management is an essential factor in controlling slope stability. Suitable drainage system drainage system is the most important factor for the safety of both natural and artificial slopes. Quick and effective drainage of surface and spring water, and lowering of ground water table are basic methods for stabilizing slopes. In most of the cases Earthwork comprising of Cutting unstable portion of a slope at top and Embankment in the toe part of the landslide can stabilize the slope Combination of water Management and Earthworks shall be considered as primary control measures. Restrain measures such as retaining wall and structures like gabion wall and stone masonry can stabilize the slope when failure scale is small and or when the movement of landslide is low. Bioengineering shall be considered in every case of slope failures. Proper application of bioengineering contributes to basic stabilization of the slope and reduction of negative environmental impact. In large scale slope failures, monitoring and control measures should be planned and applied prior to implementation of restrain measures.

6.8 Stabilization methods

A. Excavation of Soil Excavation of soil and debris is the most common method used in Nepal. This flows to reduce the slope angle of a face out or to remove the steep scarp face of an existing landslide. B. Water management Reducing pore water pressures in the slope by surface and subsurface drainage. C. Slope Work Protection from small collapse, erosion and weathering by application of framework, shotcrete or pitching work.

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D. Anchor Works Supporting the unstable slope by application by application of rock bolts, soil nails, and ground anchors. E. Wall and Resisting structures Supporting the slope by construction of retaining walls and similar structures. F. Gully protection work Protection or reduction of the damages from slope failures by wire net and catch wall. Series of suitable check (Sabo) dams are applied to check the Debris Flow. G. Pile Work Site Clearance defines clearing and grubbing shall be carried out prior to earthwork. It also affected the environment and social structures. The work includes the removal and disposal of objects such as, trees, bushes, shrubs stumps, rubbishes and other obstacles to work.

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CHAPTER: 7 BIO-ENGINEERING

7.1 Background
Nepal is a country with approximately 86% land covered by the sloppy area. From these slopes, there is a tremendous amount of soil being eroded every year. For example, from the natural 240 Mm3 of soil is eroded every year. Likewise, 2.87 ton /year/ha in the Northern Himalayan Forest Area, careless construction of Mountain Roads, 400 700 m3 of landslide occur per km/year construction of mountain roads, 3000-9000m3 of landslide occur during the construction of road, 150 ton/year/ha in the poorly constructed areas of roads. Nepal has been investing its huge amount of resources to stabilize such roadside slopes. Generally Conventional retaining structures (masonry, concrete or gabion walls) are constructed to reinstate such slopes. The cost of such walls is increasing every year due to increased cost of construction materials. On the other hand, Nepal is very rich in natural resources. There are varieties of species of plants in Nepal, which can be used in Bio engineering purpose. Bio engineering involves using living plant material to build structures that reduce, prevent or repair erosion. The basic idea is to harness the natural properties of vegetation to stabilize soil, while well designed structures prevent the slope from failing and allow the plants time to establish. Plants roots bind and anchor soils. Bio engineering covers the use of vegetation for bio engineering techniques to study vegetation problems (e.g. the mechanical behaviour of plant roots, anchorage). Bio engineering techniques are not new; they were used in China (as long ago as 28BC) for constructing and repairing dikes. European, Celtics and Roman people have also practiced various bio engineering techniques. Today, a resurgence of this old knowledge is occurring. With proper design, there are May advantages to bio engineering techniques over conventional hard structures they can be more effective for controlling erosion; They are aesthetically pleasing; They are usually self maintain and less expensive;

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Furthermore, while human made structures such as concrete walls break down over time, bio engineering structures grow stronger as plants mature. Bio engineering offers the engineer a new set of tools, but does not normally replace the use of civil engineering structures. In the context of upland slope protection and erosion reduction, bio engineering in co coordination with civil engineering structures can be the best solution. Bio engineering utilizes live plant parts to provide soil reinforcement and prevent surface erosion. Fascines, Brush layers etc are bio engineering techniques that use stems or branch parts of living plants as soil reinforcing and stabilizing materials. Crib walls etc are bio engineering techniques that use porous structures with opening through which vegetative cuttings are inserted and established. As vegetation becomes established, roots invade and permeate the slope, binding it together into a unified coherent mass. Over time, the structural elements diminish in importance as the vegetation increase in strength and functionality. Bio engineering techniques is very effective method in mountainous country like Nepal, providing a low cost solution to the problem of landslides and soil erosion in geologically weak and fragile areas maximizing the use of locally available materials and resource making the entire process less expensive is another advantage

7.2 Introduction
Bio engineering is the use of living vegetation, either alone or in conjunction with civil engineering structures and non living plant materials to reduce shallow seated instability and erosion on slope. It can be use to protect almost all slopes against erosion. It decreases the instances of shallow planar sliding and can be used to improve surface drainage and reduce slumping. Problems on Slope:i. ii. iii. iv. v. vi. Materials roll down the slope Encounter of water with slope Loose state of materials Tendency of outward and downward movement of slope materials slip of overlying strata accumulation of water
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Bio engineering systems work by fulfilling the engineering functions for the protection and stabilization of slopes. the engineering function to be performed for the solution of the problems on slope are catching debris, armouring (cover) the surface, reinforcing the soil, anchoring the surface layer, supporting the slope and draining the material.

7.3 Scope of Bio Engineering

Bio Engineering can be used in:o All bare soil areas on embankment and cut face slopes o all sites where there is a risk of scour erosion o all slopes where there is risk of shallow(less than 50 cm deep) debris flows or translational slips o any slope component where other civil engineering structures are employed o Any area, such as tipping and quarry sites, or camp compounds, where general rehabilitation is required

7.4 Advantages from Bio Engineering

1. It solves the engineering problems 2. Environmental Benefit 3. Cost effective 4. Long term solution 5. Socially Beneficial 6. Physically flexible 7. Versatility

7.5 Limitation of Bio Engineering

a. In the initial stage, it cant perform well b. it requires aftercare c. It works only for shallow seated or limited depth

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The main engineering functions of structures, with examples of civil and bio engineering structures Function Civil engineering technique Catch Catch walls Bio Engineering Technique Contour grass lines or brush layers Catch fences Shrubs and large bamboo clumps Armor Revetments Mixed plant storey giving complete cover Surface rendering Grass Carpet Jute netting with planted grass Reinforce Reinforced earth Densely rooting grasses, shrubs and trees Soil nailing Most vegetation structures Anchor Rock anchors Deeply rooting trees Wire bolster cylinder and planted shrubs or trees Jute netting with planted grass Combination of soil anchors and deeply Soil anchors Support Retaining walls Prop walls Drain Masonry surface drains Down slope and diagonal vegetation lines Large trees and large Rooting trees Retaking wall with Catch wall with dense shrubs Catch wall with bamboo clumps Vegetated stone pitching Combination of Both

bamboo clumps large bamboo clumps Planted above Herringbone pattern wire bolster cylinders and angled grass lines

Gabion and French drains

Angled fascines or brush layers

French drains and angled grass lines

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7.6 Bio Engineering Measures

Nepal has one of the most difficult road construction terrains in the world. It is because of young geological formation that causes instability, active earthquake region, rugged topography and high concentration of rains during four months that brings high floods with debris. Besides civil engineering measures, bioengineering is one of the low cost solution. Bioengineering only and bioengineering with small civil engineering structures are suggested in these roads. It must be remembered that bioengineering could not replace civil engineering discipline. However, it gives more options and widens existing possibilities. Bio engineering has been in use in many parts of Nepal and satisfactory results have been observed. The bio engineering techniques adopted by the department of Roads (DoR.) are found to be suitable for slope stabilization on fresh cut slopes and landslides that are considered to be stabilized by bio engineering techniques. Existing private nurseries, where available, will be promoted for the generation of plan species required for slope stabilization. The nurseries of the district Forest office (DFO) and Division Roads Office are other sources of plants. Community groups, in places with no nurseries, will be encouraged to establish nurseries through the social intervention activates. They will be trained and assisted in nursery construction and management, and will be initially required to produce plant species required for the road. Later, they can produce plant species with economic value. As plant species are available in abundance in the wild and in the forests, training the local community members to collect seeds and plant species in appropriate seasons would generate additional income for the community. Combination of Both Civil Engineering Structures and Bio Engineering Bioengineering is widely used with a combination of Civil Engineering structures in the form of Check dams, Toe walls, Prop walls, wire bolsters, jute netting.

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Relative strength of structures over time

Relative Strength of Structure (%)

100 80 60 40 20 0 0
Time (yrs)

Bio- engineering structure

Civil engineering structure 25+

Life span of small civil engineering and vegetative structures

Choosing a Bio Engineering Technique Slope angle >450 Slope length >15 met Material drainage Good Site moisture Damp Previous / potential problems Erosion Slumping Functions required Armor, reinforce drain Armor reinforce Drain, armor reinforce Techniques Diagonal grass lines

Dry Poor Damp

Erosion Slumping erosion

Contour grass lines down slope grass lines and vegetated stone pitched rills or 2. chevron grass lines and vegetated stone pitched rills Diagonal grass lines 1.

Dry

Erosion, slumping

<15 meters

Good

Any

Erosion

Armor reinforce dam Armor reinforce

1. 2.

Poor

Damp

Slumping erosion

Drain, armor reinforce

1.

2. 3. 300 - 450 >15 meters Good Any Erosion Armor reinforce catch 1.

2.

3.

Poor

Any

Slumping Erosion 67

Dram

1.

Diagonal grass lines or jute netting and planted grass jute netting and randomly planted grass or Contour grass tines or Diagonal grass lines horizontal bolster cylinders ad shrub/ tree planting or down slope grass lines and vegetated stone pitched rills or Site grass seeding, mulch and wide jute netting Herringbone

armor reinforce 2.

<15 meters

Good

Any

Erosion

Armor reinforce catch

1. 2. 3. 4. 5.

Poor

Any

Slumping Erosion

Dram, amour reinforce

1. 2. 3.

4.

5.

bolster cylinders and shrub / tree planting or Another drainage system and shrub/ tree Brush layers of woody cutting or contour grass lines or contour fascines or Palisades of woody cutting site grass seeding, mulch jute-net Diagonal grass lines or diagonal brush layers or Herringbone fascines and shrub/tree planting or herringbone bolster cylinders and shrub/tree planting or Another drainage system and shrub/tree planting Site seeding of grass and shrub/tree planting or shrub/tree planting Diagonal lines of grass and shrubs/trees or shrub/tree

<300

Any

Good

Any

Erosion

Armor catch

1.

2. Poor Any Slumping Erosion Drain armor catch Turfing and shrub/tree planting 1.

2. <15 meters Any Erosion Armor catch

Base of any slope

Planar sliding or shear failure

Support , anchor, catch

1.

2.

Large bamboo planting or large tree planting

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Special Conditions Any Any Any Any Planar sliding, shear failure Reinforce, anchor Site seeding of shrubs/small trees

>300

Any

Any rocky material Any

Debris fall

Reinforce, anchor

Any loose sand

Good

Erosion

Armor

Poor

Any

Erosion, slumping

Armor drain

Site seeding shrubs/small 1 trees Jute netting and randomly planted grass Diagonal lines of grass and shrubs/ trees

Any gully

Erosion(major)

Armor, reinforce, catch

1. 2. 3.

large bamboo planting or live check dams or Vegetated stone pitching

Bioengineering in Nepal
The concept of bio engineering in road construction was introduced in Nepal 40 years ago with roadside plantations in a US assisted project on the Dhangadhi Dadelduhra highway in western Nepal. It was later applied in the Lamosangu Jiri highway in the countrys central hills region, built with Swiss assistance. Bio engineering in the modern sense was first introduced on massive scale with the involvement of the UK based Transport Research Laboratory on the eastern Dharan Dhankuta highway, supported by the British government. They then facilitated the transfer of the technology to Nepali institutions and professionals. Now the DoR. is paving the way for the bio engineering of roadside slopes. The department of roads, through several donor assisted projects had conducted experiments on Bio engineering case studies in the history of Nepal such as: a) Dharan- Dhankuta road (1988) b) Dhankuta Hill road (1990)

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CHAPTER 8 SOCIAL AND ECONOMIC CONSIDERATION

8.1 Influence Area

Influence area determination is the first step to assess the feasibility of any road project. Influence area is simply the area, which is affected socio-economically by road construction. In other words, the area surrounding the road in which changes in land use pattern, price of factory inputs can production, accessibility to schooling, medical and cultural facilities etc occur in the influence area of the road. It consists of one or more catchment areas,

depending upon whether the road is solely local or forms a link in a longer road, or is a part of a road system. The World Bank has listed economic criteria and social service as the two primary aspects for evaluating the influence area. The method used in the determination of influence area for the proposed road project is through the area of influence of road , relative to the provision of basic social services, may be defined as the area contained within the The proposed project will be spiral cord for the transportation of human and goods of Mulkharka to Chisapani hilly areas of Kathmandu and Nuwakot district respectively. With the above mentioned criteria, the following Village is found to be within the direct influence of the proposed road. V.D.C and District 1. Sundarijal V.D.C. (Mulkharka Village) Kathmandu District 2. Chisapani V.D.C (Chisapani Village) Nuwakot District

8.2 Settlement Pattern of the Area

The settlement in Mulkharka village is scattered and there is no settlement between Mulkharka Village and Chisapani village along the along the alignment of the road with some open space but it has dense forest a part of Shivapuri Nagarjun National Park.

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8.3 Agriculture, Horticulture and Livestock

A. Agricultural Products Maize, paddy, millet, wheat are the major cereals grown in the area. Vegetables like potato, onion, radish, cauliflower etc are grown for home consumption. B. Livestock and Livestock Production Livestock keeping is very important for the households of the area. The main livestock production of the area is cow, buffalo, goat and chickens. Most of the livestock reared are indigenous. Productivity of indigenous livestock is of improved verity. These days modern technique is adopted in the livestock productions.

8.4 Trade, Industry and Commerce

Tourism is the main source of income of the people living in Mulkharka and Chisapani villages. Every year large number of domestic as well as international tourists visits these places for trekking in Kathmandu.

8.5 Economic Consideration

There is a general agreement that rural road investments are crucial for integrated economic, social and environmental development of the remote areas of Nepal. At the same time, there are many political debates as issues like whether to invest more on the extension of national roads or on the development of rural roads and trial networks. Some of the related issues are: whether to construct a limited number of high qualities all weather but expensive rural roads, or more low lost fair weathered rural roads. Nepal Governments Ninth Plan strongly recommends the construction of low cost rural roads in its rural transport development strategy which ensures that national transport costs are kept to minimum and the environmental degradation is minimized. The environment friendly road concept has the potential for agricultural development and also emphasizes the importance of local employment generation and strengthening of local capabilities.
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8.6.1 Construction Costs:

Calculation and comparison of construction costs on the basis of actual implementation is very complex because they depend on a variety of influencing factors such as: The selected road standard i.e. width, surface treatment etc The selected alignment , number of cross drain structures The terrain and soil condition ( rocky , gravelly, ordinary clay, etc ) The employment system of the labourers and their motivation The labourers daily wage The quality of technical supervision The political and local interventions

8.6.2 Benefits of Environment Friendly Road Construction

The calculation of quantifiable benefits of remote areas by vehicle transport on new low cost volume of environment friendly roads replacing the traditional traffic is relatively complex and depends on number of assessed data which can vary considerably. Analyzing different methods we can determine the benefits. New road access brings fundamental changes in the types and level of economic activities overtime and a relocation of population into fast growing settlements and also helps to enhance the local tourism sector. The following quantifiable and non-quantifiable benefits of a new environment friendly road are indentified as: A. Quantifiable Benefits: Transport Cost Savings Producer Surplus Benefit Appreciation of Land Values Local Employment Generation During The Construction Phase B. Non- Quantifiable Benefits: Easier access to public and private services such as education, health, government offices, saving and credit banks etc Wider range and selection of more reliable consumer goods Access provision for rural infrastructure works, such as irrigation schemes, water supply, electricity lines and hydropower stations
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8.7 Economic Justification

In planning of rural road programmes, executing agencies are often faced with large number of proposals, often more than can be entertained within their budget constraints. Funding agencies increasingly look towards economic, social and environmental impacts in order to assist in a rational evaluation and screening to ensure an optimum viable selection.

8.7.1 Economic Viability

Under the prevailing conditions, the economic viability of an environment friendly road in the mid-hills has been assessed by three different indicators A. The Benefit Cost Ratio (BCR) The BCR compares the present value of the benefit stream with the cost stream by forming a quotient, each discounted at the same rate of 10%-12%. In general, a road project is considered as economically viable if the benefit cost ratio is above 1. B. Net Present Value (NPV) The NPV compares again the benefit stream with the cost stream by forming a subtraction each discounted at a same rate of10-12%. In general, a road project is considered economically viable if the subtract is positive. (>0). C. Internal Rate of Return It represents the rate of return, at economic prices that would be achieved on all expenditures of the project. The IRR is calculated by using net benefit stream obtained by subtracting the year by year costs from the year by year benefit. In general a rural road is considered economically viable if the rate is at least 12 %. The typical IRR should be 15 % and greater than the MARR. Among the three above mentioned criteria the IRR is considered the best indicator to review the potential economic performance.

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8.8 Environmental Viability

Under the prevailing planning methods and particularly labour based construction techniques, these rural roads are screened according to the following criteria: Selection of the road alignment in geological and topographic area, aesthetic impacts, risk of slope failure, landslides, accelerated erosion; applied construction methods and planned construction supervision, no blasting etc Ecological degradation , encroachment into undisturbed forest areas, ecologically fragile high mountains, disturbance of wild life- disruption of natural drainage system in watersheds Effects on drinking water quality, air and noise pollution- damage to sensitive archaeological, historic and religious and cultural sites and monuments. Testing the Overall Viability of Roads The most economically viable road may be the best from an overall perspective that needs to be assessed considering the economic, environmental and social viability. When comparing roads, this is done by comparing different roads or alternative road alignments, the different viability criteria are weighted and assessed.

8.9 Resource Mobilization

Different Systems of resource mobilization for environment friendly roads and their maintenance are developed and gradually improved and the same applies for flow schemes. These roads are initially launched to target a large extent of population with financial and technical support from bilateral donors but local and district level resources are made available based upon the need. In order to meet the need to extend the rural road network significantly within a satisfactory time frame, additional external financial resources are required. For the development of a sustainable road maintenance funding system, the creation of a matching fund by collecting resources from local district and central level seems to be promising direction.

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8.10 Public Auditing

The concept of an audit implies an examination of accounts for the purposes of independently verifying financial transactions. It can also be used in the sense of examining the quality and timing of work, the nature of outputs etc to ensure that agreements were met. Public is added to the concept to denote the interest of the general public in information about how public funds are used. This concept is relatively new in Nepal. The experiences obtained from different agencies suggest that in public audit projects: Funds are used more effectively Construction, maintenance and rehabilitation costs are reduced The distribution of benefits is more transparent and equitable The norms and standards against the performance of environment friendly roads are assured in order to effectively apply public auditing. The description of the status of the completed project and the role of the community in the future with regard to the environment shall be presented and discussed.
Higher Education

Market /Business Local People

Hospital

Government offices Employment/ Opportunity

Financial Institutions

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CHAPTER9: DISCHARGE AND DRAINAGE CALCULATION

9.1 General Description

The existing road alignment connecting Sundarijal to Chisapani lies in the Shivapuri Nagarjuna National Park and also falls under army territory and the road has hence been used by the locals to transport necessary goods and services up the hill and mainly motorcycles and dumpers are used. The traffic varies as per season of the tourism in the region and hence on our survey duration at the project site we recorded vehicles as 8veh/day. Due to unavailability of a proper and safe road network goods are transported using motorcycles. Also from the field observation it was observed that the traffic movement during the monsoon season was less due to unstable roads in the higher hills. Past data on overall traffic flows into the area are not available, thus to establish base traffic volume and composition in the project road, local people was interviewed for the purpose. As the area lies in the watershed zone, variation of traffic can be observed within region based upon seasonal changes and the number of tourists visiting the area for trekking. The ADT (Average Daily Traffic) obtained from our observation needs adjustment to determine the AADT (Annual Average Daily Traffic). For this purpose the people residing in the locality were inquired but these data cannot be used as they are based upon personal inputs and were not used during our estimated design considerations and our project focused mainly on the environment friendly concept as the road was inside a protected area. Different consumer goods like daily consumable commodities and construction materials are the major inflow in the influence area where the local production is mainly agricultural and is exported from the area. The daily consumable commodities imported to the area are found to be rice, fertilizer, seeds, salt, sugar, kerosene and clothes are taken into account for future projection. After the road construction, the surplus from one influence area can be transferred to the deficit area in the high hills so the surveyed area will gain self-sufficiency and will have numerous socio-economic benefits after the road construction.

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9.2 DISCHARGE CALCULATION

Sample Calculation:

C = co-efficient of run-off = 0.15 i = Intensity of rainfall = 78.2 mm/day A = area of catchment (in hectares) Q =

(m3/s)

where i = intensity of rainfall (mm/hr)

Section 1 2 3 4 5

C 0.15 0.15 0.15 0.15 0.15

i 78.2 78.2 78.2 78.2 78.2

A 8.66 11.957 18.69 21.41 31.9

Q 0.0118 0.0162 0.0254 0.0291 0.0433

Qmax = 0.0433 m3/s

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DRAINAGE CALCULATION

Sample Calculation Assume B = 0.25 m Area (A) = ( ) H = 0.12 m

Wetted Perimeter (P) = ( + 2 ) Hydraulic Radius (R) = A/P A = 0.03 m2 P = 20.49 m R = 0.0612 m V = 1.64 m/s Q = 0.049 m3/s B 0.2 0.2 0.3 0.25 0.25 0.25 H 0.15 0.2 0.1 0.15 0.1 0.12 A 0.03 0.04 0.03 0.0375 0.025 0.03 P 0.5 0.6 0.5 0.55 0.45 0.49 R 0.060 0.067 0.060 0.068 0.056 0.061 V 1.62 1.74 1.62 1.77 1.54 1.64 Q 0.049 0.070 0.049 0.066 0.039 0.049

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CHAPTER: 10 MAINTENANCE AND REHABILITATION

10.1 Operation and Maintenance

The main agent that contributes to road deterioration is water. Monsoon rain causes soil erosion, landslides, torrents ad floods and moisture converts solid dry soil into plastic material. A second agent is the traffic using the road. The traffic volume, its type and load and traffic period influence the degree of road deterioration. Moreover, there is a general tendency of overloading the vehicles, thus damaging road surfaces very highly. A third factor is people. Deforestation and inappropriate agriculture within the road corridor accelerates soil erosion. Land disputes and conflicts between irrigation system and road drainage, location of unprotected drinking water pipes and diversion of open channels toward the road, the destruction of road slope vegetation from overgrazing of livestock, uncontrolled mining of red soil, or quarrying of gravel and stone collection from the road slopes, or even the careless disposal or deposition of earth and other construction materials by nearby house builders all contribute to road deterioration. These agents of road deterioration also work jointly. The Environmental Friendly Road concept emphasizes on preventive measures, promoting sustainable operation and maintenance, rather than curative steps, and begins from the planning stage of the road and includes the following considerations: 1. Ownership for the road is to be well defines, since the owner shall be fully responsible for maintenance 2. DDCs, VDCs or UCs capacity to maintain its roads is not over sectioned or mismatched considering the need within its road network, and its capacity and priorities are identified. 3. Alignments are selected by avoiding areas requiring high maintenance (such as landslide prone areas, paddy fields, rock falls, marshy soil, area with natural spring etc.) as far as possible 4. When planning any road, the maintenance concept for that road is integrated in the planning stage

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10.2 Minimization of Maintenance Requirements

Road deterioration cannot be stopped, but can be minimized. With minimal regular maintenance requirements, the upkeep of the road can be become affordable to a community. Several main policies contribute to the minimization of maintenance: Seasonal closure of the road during monsoon, as the road surface would be wet and bet very prone to rill formation Banning of heavy vehicles with heavy axle loads including overload trucks which contribute to deep rill formation in the earthen road surfaces Education to road users about avoidable factors that contribute to rapid road deterioration Having dialogues with farmers to reach mutually acceptable solutions about issues like irrigation for agricultural purposes and road drainage management. Education of proper and timely maintenance while the damage is still manageable at a low cost

10.3 Mitigation Measures

Some of the mitigation measures are listed below: Controlling road sue during rainy season Controlling axle weight User education and transport policies User education and transparent policies Dialogue with farmers Preventive measures when damage is not significant

10.4 Types of Maintenance

A. Routine Maintenance: weekly or monthly and carried out by local labourers to correct water drainage problems , obstruction caused by deep rills, pot holes, maintain blocked side drains, cross drains etc B. Post Monsoon (Periodic) Maintenance: carried out after monsoon under supervision of a trained technician; mainly involves clearing of slumps, landslides, filling of major pot holes,
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readjustment of longitudinal gradient damaged by run-offs. Spot gravelling and stone soiling are undertaken C. Cyclic Maintenance: carried out in cycles of about 5-7 years but is hardly practiced D. Emergency Maintenance: carried out after extraordinary landslides and is important to avoid further damage to drainage systems.

10.5 Rehabilitation and Upgrading

The issue of rehabilitation of an environment friendly road becomes relevant at the end of the economic life of the road i.e. after 20 years, provided there exist a properly functioning maintenance management system and a traffic volume as planned. The main works executed are: Stabilization of critical landslides Repair of water management structures repair of damaged retaining structures widening of critical curves smoothening of longitudinal gradient construction on new retaining structures complementary plantation works

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CHAPTER: 11 SOFTWARE FOR DESIGN AND ANALYSIS

We used SMART ROAD software for design and analysis of the road section along with upgrading the existing alignment. The salient features of the software are described below.

11.1 Introduction to SMART ROAD

"Smart Road" is a powerful, easy to use road design software package developed on the basis of international standards while also including standard norms set by Department of Local Infrastructure Development an Agricultural Road (DoLIDAR), Department of Road (DoR.).

It works either as a companion to other civil design software (AutoCAD) or as an independent standalone system. It includes functions for data collection, terrain modelling, contouring, volumes, profiles, sections and road design. Changes made in one window are instantaneously reflected in adjoining windows. Operating as a standalone program in Microsoft Windows (Win 2000, XP, VISTA, and WIN 7) Smart Road allows you to interactively design a road. Entire development process which also includes rigorous testing has been performed in consultation with leading road engineers working with the software.

With Smart Road one can design all types of Roads in Nepal as well as in other countries. It is a full Plan; Profile & Cross section based road designing software which provides all the data and necessary drawings ready to print with proper sheet management functions.

Smart Road supports both Baseline survey method (DTM) and Centreline survey method in a single package. All the design parameters can be given by the user according to the requirement of the individual's project. It allows user to work with Plan, Profile and Crosssection simultaneously in a single window and has the facility of importing & exporting various types of design data from CSV file and Active Excel Application. Smart Road is fully equipped with the powerful functionalities such as design of Horizontal alignment, Vertical alignment, Cross-section etc. Users can customize structures (drains, walls, cross

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drain structures) according to their requirement and can also customize drawing templates for the printing.

11.2 Main Features of Smart Road Software

Plan/ Horizontal Alignment 1. Easy alignment placement and real time curve reference generation during IP node movement while working with the DTM. 2. Interlinked Horizontal with vertical alignment and Cross section. Prompt response observed while the changes are made in alignment. 3. Extensive parameters display option in plan such as road width, walls, drains, extra widening, BM, cut-fill details, chainage etc. 4. Easy in insertion of detailing points and Bench Marks in the same window.

Profile 1. Extensive Parameters display option in profile such as design level, ground level, cut-fill, soil type, side drains and super elevations 2. Chainage and Reduced Level (RL) reflection at mouse point in Drawing Window. 3. Real time reflection of vertical alignment with grade during VIP node movement 4. Possibility of locating the relative cross section and plan from profile window 5. Automatic vertical curve fitting at the time of insertion of VIP node 6. Real time reflection of design level in x-section. Cross Section 1. Automatic update from the horizontal and vertical alignment 2. A large number of drawing and measurement tools. 3. Custom cut-fill lines, cut fill area, drains, walls etc. 4. Cross drainage structures with typical drawings 5. Prompt update of cross section along with the changes made in any parameter with preview 6. Automatic Area calculation 7. Easy placement of structure (in Range also) 8. Centreline shift 9. Editing the ground feature.

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DTM/Terrain/3D 1. DTM Bundled in a single package of a software copy 2. Exhaustive terrain consistency` and validity analysis and repair 3. Very fast constrained triangulation and contour generation. 4. 3D View of existing terrain with user controlled viewing angles. 5. Profile & X-section generation at desired interval. 6. 3D inspection as well as editing capabilities similar to horizontal alignment. 7. Easy placement of Break lines, surface details, boundaries. AutoCAD DTM 1. Recently added User Friendly feature. 2. Compatible with the AutoCAD version of 2004 or Higher. 3. Generation of Plan, Boundary, Break line, Triangulation, Contour can be done easily. 4. Editing the alignment using the user friendly features of AutoCAD. 5. Generation of Tin Surface data. 6. Feature of importing the Details, and required Layers from AutoCAD Drawing. 7. Feature of importing the Tin Surface data compatible for designing the road in Smart Road. Calculation/ Printing / Plotter 1. Recently added User Friendly feature. 2. Compatible with the AutoCAD version of 2004 or Higher. 3. Generation of Plan, Boundary, Break line, Triangulation, Contour can be done easily. 4. Editing the alignment using the user friendly features of AutoCAD. 5. Generation of Tin Surface data.

Hairpin bend design In SMART ROAD with inputs of only three curves radii, the alignment can be smoothened, simultaneously introducing suitable super elevation and extra widening.

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CHAPTER 12- COST ESTIMATE

12.1 Summary
The total estimated construction cost for Upgrading Sundarijal Chisapani Road Section is summarized in the table below which does not include compensation for building the road. S. No 1 Road Name Sundarijal Chisapani Road Package 1 Length 2.3 km Cost Estimate See Annex For Details

12.2 Site Clearance

In these roads there are some site clearance items such as tree cutting, removing their roots and are estimate

12.3 Earthwork
The quantity of earthwork is calculated as per attached earthwork quantity sheet and given in Annex

12.4 Quantity Estimate

The quantity of different items of works like earthwork excavation, filling etc is calculated 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. The quantity calculation sheet is attached in Annex of the Report.

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12.5 Analysis of Rates

The analysis of rates was done as the approved district rates for 2068/2069 fiscal years and is presented in the Annex. During the calculation of unit rates, three major components were considered. These were labour component, material component and equipment component. Unit quantities for all these three components were taken from the DTO work norms and specifications. Similarly, the unit rates of various components, such as labour and construction materials are based on rates provided by the District Development Committee (DDC) for the fiscal year 2068/2069. It is understood that the DDC rates are market rates. The derived unit rates were without considering VAT. The total net rate of labour material and equipment component is then increased by adding VAT of 13 %. The analysis of rates for different item of works is given in Annex.

12.6 Unit Rate

The unit rate of most of items is as per the rates approved District Development Committee office of Kathmandu.

12.7 Manpower Estimate

The unskilled manpower required for the proposed projects are available in the surrounding areas. The other types of manpower can be hired from the nearby areas.

12.8 Availability of Materials

The construction materials like stone, sand, boulder and sand aggregate, timber are available near by the project area and can be easily obtained. The other materials like cement, steel bar, and GI wire are available in nearby Kathmandu Valley.

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LIMITATIONS

The project work was completed amid many difficult circumstances some which were unavoidable due to the weather conditions. The main being our work being undertaken during the monsoon season as our work was hampered by constant intervals of erratic rainfall pattern in the watershed area also the work was delayed by faulty batteries in the total station instrument. Due to the steep topography and undulation of the project area it was very difficult to work at the site. Due to the previously laid track and alignment we were not able to choose the suitable alignment rather follow the current alignment there were many places where design was compromised due to the national park rules and limitations that strictly stated not to harm the ecology of the park. Hence, the concept of environment friendly road was utilized during various phases of the design procedure. Although faced my numerous constraints, the warm hospitality of the local people during our week long stay in the project area was very much appreciable. During the survey procedure, heavy rainfall and subsequent mud flows in the alignment area caused difficulties however our group worked as a team during the difficult time and completed the task assigned in the stipulated time. Some of the constraints are listed below: Budget limitations Steep topography Alignment limitation Instrument malfunction Time frame to complete the tasks Lodging area far from the project area Existing road crossed by numerous small streams Heavy rainfall followed by blocked roads and mud flows

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CONCLUSION

The main task in the project was to improve the existing alignment and also fix new alignment in some places. The site condition, longitudinal gradient and accessibility were considered while selecting the alignment. The alignment was taken avoiding the cultivable land as far as possible the existing trail has been followed. The gradient was fixed from 7-12 % and in exceptional case only 12% gradient was exceeded. Standards set by DoLIDAR and NRS has been followed for the design of effective, economic and safe road. Mass balancing which is of the major motive of the environment friendly road concept was also involved. The small scale civil engineering structures such as retaining wall, gabion wall etc in integration with bio-engineering were suggested as per the site requirement. The suitable cross drainage and longitudinal cross drain structures were proposed as per the site condition. Environment Impact Assessment has also been considered and provision of roadside development program such as slope stabilization methods were also implemented in the road design procedure. The upgrading of Sundarijal Chisapani Road Section including cost estimate for road construction works was done and this report includes all detail works of survey and design of the various elements of the road section.

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BIBILIOGRAPHY

Khanna ,Dr S.K. and Justo,Dr C.E.G. ,2001-Eight Edition ,Highway Engineering. Roorkee: Nem Chand & Bros publication . Agor, R., 1996- Eight Edition, A Textbook of Survey And Leveling. New Delhi: Khanna Publishers. Punmia,Dr B.C.,1985- Third Edition , Introductory Irrigation Engineering .New Delhi : Standard Publishers Distributors. Howell, John, 1999, Roadside Bioengineering: Reference Manual. Kathmandu: DoR Publication. Nepal Rural Road Standard,2055,DoR. Nepal Road Standard, 2045- First Revision. Manual for Survey, Investigation and Preparation of Road Project, 2001. New Delhi : IRC Publication. Work Norms for labour based constructions work of agricultural and rural

roads,1999,DoLIDAR Publication. Technical Specifications for labour based constructions work of agricultural and rural roads,1999,DoLIDAR Publication. District Rate ,FY 067/068, Kathmandu Final Year Project on Green Road by 2062 Batch Department of National Park and Wildlife Conservation www.dnpwc.gov.np

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