KANTIPUR ENGINEERING COLLEGE

(Affiliated to Tribhuvan University)

Dhapakhel, Lalitpur

A PROJECT REPORT
ON
“A DPR OF RURAL ROAD PROJECT FORM RATAY(0+00) TO
GHUNSA(2+000)
IN DOLAKHA DISTRICT”
SUBMITTED BY
Mukkum Hang Limbu KAN077BCE049

Pashupati Nath Yadav KAN077BCE052

Rupesh Kumar Sah KAN077BCE069

Sandeep Singh Bohara KAN077BCE072

Satyam Shrestha KAN077BCE077

Sujan Jirel KAN077BCE087

SUBMITTED TO:

Department of Civil Engineering

FEBRUARY,2025
 ACKNOWLEDGEMENT

We would like to express our sincere gratitude to Department of Civil Engineering for
implementing this project work as a part of our syllabus for realization of our knowledge
in the practical field.

We are also grateful to our supervisor Er. Sabin Paudyal for their unwavering dedication,
expertise and collaborative spirit, which have been critical to shaping the vision and scope
of this proposal.

Finally, we would also like thank our families and friends for their encouragement and
understanding during the preparation of this document.

Mukkum Hang Limbu

Pashupati Nath Yadav
Rupesh Kumar Sah
Sandeep Singh Bohara
Satyam Shrestha
Sujan Jirel

i
 ABSTRACT
This project reports has included the geological, socio-economic, lifestyle, topographic condition
of Jiri municipality. The project road is 2+000 m rural road connecting from Ratey to Ghunsa.
This proposed project road aims to connect the people from one place to another, also increasing
the flow of tourists and ultimately uplifting the living standard of the people of Jiri municipality.
This project includes design calculations, soil test data and analysis, traffic volume count, AADT
calculation table, axle load table, estimation table, pavement design, retaining structures design
and drainage structures design, In this report, we have briefly explained the methodology and all
the works that we had accomplished and remaining works yet to be done.

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 ABBREVIATIONS

AADT : Annual Average Daily Traffic

AASHTO : American Association of State Highway and Transportation
ADT : Average daily Traffic
AMSL : Above mean sea level
ARMP : Arual Road Maintenance Plan
ASTM : American Society for Testing and Materials
BC : Beginning of Curve
BM : Bench Mark
CBR : California Bearing Ratio
CBOs : Community Based Organizations
CBS : Central Bureau of Statistics
CDO : Chief District Officer
CL : Center Line
DDC : District Development Committee
DoR : Department of Roads
DOLIDAR : Department of Local Infrastructure Development and
Agricultural Road
EC : End of Curve
EF : Equivalent Factor
ESA : Equivalent Standard Axles
FL : Formation Level
GL : Ground Level
OB : Granular Base
GSB : Granular Sub Base
HC : House Comer
HS : Hard Soil
IRC : Indian Road Congress
LE : Left Edge
MBT : Main Boundary Thrust
MCT : Main Central Thrust
MFT : Main Frontal Thrust
MSA : Million Standard Axles
MPa : Mega Pascal
NRRS : Nepal Rural Road Standards
NRS : Nepal Road Standards
OS : Ordinary soil
OSD : Overtaking Sight Distance
PCU : Passenger Car Unit
Qty : Quantity

iii
 TABLE OF CONTENT

CHAPTER 1: INTRODUCTION
1.1 General Background …………………………………………………. 1
1.2 Necessity of Road…………………………………………………….. 1
1.3 General objectives of the Project …………………………………….. 2
1.4 Specific Objectives of the project…………………………………….. 2
1.5 Limitation…………………………………………………………….. 2
1.6 Location of the Project Area…………………………………………. 3
1.7 Silent features of the project…………………………………………. 4

CHAPTER-2: LITERATURE REVIEW

2.1 Road system…………………………………………………………. 5
2.2 Pavement and their types……………………………………………. 6
2.3 Geometric design……………………………………………………. 7
2.4 Vehicle type and dimension…………………………………………. 9
2.5 Design standard……………………………………………………… 11
2.6 Pavement design…………………………………………………….. 22
2.7 Soil test……………………………………………………………… 27
2.8 Drainage structure…………………………………………………… 30
2.9 Cost Estimation and Rate Analysis…………………………………. 38

CHAPTER 3: METHODOLOGY
3.1 Primary data…………………………………………………………. 40
3.2 Secondary data………………………………………………………. 41
3.3 Design Method………………………………………………………. 42
3.4 Design Software……………………………………………………... 43

CHAPTER 4: DESIGN AND CALCULATION

4.1 Field survey data of intermediate point…………………………... 64

4.2 Subgrade soil data of DCPT test ………………………………….85

4.3 Design of pavement layer’s thickness …………………………… 98

4.4 Calculation of Rainfall Data ………………………………………. 100

 CHAPTER 5: RESULT AND DISCUSSION
5.1 Geometric design……………………………………………………. 110
5.2 Cadastral Survey…………………………………………………….. 111
5.3 Material availability survey data…………………………………….. 112
5.4 Soil subgrade………………………………………………………… 113
5.5 Traffic flow volume…………………………………………………. 113
5.6 Geological data……………………………………………………… 114
CHAPTER 6: CONCLUSION AND DISCUSSION………..... 115

REFERENCES…………………………………………………. 116
 LIST OF TABLES

Table 2.1 Types and its design speed…………………………………………. 5

Table 2.2 Terrain Classification………………………………………………. 9
Table 2.3 Equivalency Factor………………………………………………… 10
Table 2.4 Design speed…………………………………………..……………. 11
Table 2.5: Limiting Superelevation…………………………………………… 13
Table 2.6 Recommended sight distance………………………………………. 15
Table 2.7 Recommended overtaking distance………………………………… 16
Table 2.8 Recommended length of transition curve………………………….. 17
Table 2.9 Recommended minimum gradients.……………………………….. 18
Table 2.10 Recommended minimum gradients………………………………. 18
Table 2.11 The recommended value of k for summit curve………………….. 19
Table 2.12 Recommended minimum value of k for valley curve……………. 19
Table: 2.13 The Width of shoulder for various classes of roads is given……. 20
Table 2.14 Recommended Total Right of Way………………………………. 21
Table 2.15 Traffic Classes and Equivalent Standard Axles Range……………. 26
Table 2.16 Subgrade Strength Classes as per CBR % Range…………………. 27
Table 2.17 Flexible and rigid pavement selection criteria……………………. 27
Table 2.18 typical safe velocity for different materials………………………. 33
Table 2.19 Manning, roughness coefficient………………………………….. 34
Table 2.20 Nepal Rural Road Standard 2055, 2nd Revision …………………. 35
Table 4.10 Existing field data of Traffic volume count …………… 96
………
Table 4.11 Geological Instability Survey Data……………………… …109
Table 4.12 Matrerial Availability Survey Data ……………………... 109
 LIST OF FIGURES

Fig 1 : Map of Rural Road (Ratey – Ghunsa) 3

………………………………….
Figure 2.7(a) Minnesota's DCPT Rig………………………………………… 29
Fig 2.8(a) Road side drain for embankment filling road……………………... 31
Fig.2.8(b) Road side drain for road in cutting area…………………………… 32
Fig.5(a) Surveying using total station………………………………………… 48
Fig.5(b) Soil testing on site…………………………………………………… 49
 CHAPTER 1: INTRODUCTION

1.1 General Background

Road transportation plays a dominant role in the development of the physical

infrastructure of a 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, etc. is not possible without
development in road transportation. Nepal is a mountainous country and other modes of
transportation like railways, airways and ropeways are less viable and costlier. Nepal, as a
so-called "least developed country" is full of road connections within the country and with
other neighboring countries. These roads are constructed during different phases of time
and still, many road construction works are running. (Role of road transport in economic
development, 2014)
To the contextual, we have completed the Detailed Engineering survey of rural road
(Ratey to Ghunsa) under the provision of (Nepal Rural Road Standard, 2071)The
importance of transportation network in the national development need not to be over
emphasized. This is especially so when there is vast difference in the productivity of
various regions with surplus in one particular area and deficit in the other. Transportation
constraints are perhaps the main impediment to the development of hilly regions of Nepal.

1.2 Necessity of Road

The need for road projects arises due to the difficulty faced by local people to transport the
goods and services. Miserable road structure and improper alignment of road creates
problem for the transportation. About 30% of people rely on agriculture, and most of their
earnings come from agricultural goods. For such goods to reach the market at good
condition and on time, proper maintenance of this road is mandatory. By developing the
road to proper condition, it will ease the transportation for the local people and also make
easy access to hospitals, schools, market, etc. (Guragain, 2016)

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1.3 Objectives of the Project

The main objectives of this project is to prepare a Detailed Project Report of Road Project
from Ratey(0+000) to Ghunsa (2+000) in Dolakha District.

1.4 Specific Objectives of the project:

 To carry out geometric design of road

 To design pavement of road
 To design Drainage structure of road
 To design Retaining structure of road
 To find the approximate Cost estimate of the Road.

1.5 Limitation

1. A study of bio engineering is not done.

2. EIA has not been done.

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1.6 Location of the Project Area

The proposed route connects Ratey to Ghunsa which lies in Dolakha district of Nepal.
The total length of this road section is 2.000 Km. All the road section passes almost
parallel to Jiri Khola(River). The site location is shown in figures and maps below:
Fig: Map of Rural Road (Ratey – Ghunsa)

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 1.7 SAILENT FEATURES OF THE PROJECT
1.7.1 NAME OF THE PROJECT: A DPR OF RURAL ROAD PROJECT FOR
RATAY(0+00) TO GHUNSA(2+000) IN
DOLAKHA DISTRICT
1.7.2 LOCATION:
1. Geological location:
Region: Central
Province: Bagmati
District: Dolakha
Municipality: Jiri municipality

2. Geographical Features
Terrain mountainous and steep
Climate cold
Types of soil Ordinary soil, disintegrated soil

3. Classification:
4. Type of road: village road
5. Existing type of road earthen

4.Status of road
i) starting point 3056785.955N, 423633.577E, 1963.226m
ii) ending point 3057475.728N,423675.934E, 1858.137m
iii) total length 2+000m
iv) Total Right of way 15m
v) Roadway width 4.0m
vi) Carriage way width 3m
vii) Shoulder width 0.5m

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 CHAPTER-2: LITERATURE REVIEW

According to (Nepal Road Standard, 2070), A Road system can be classified into 2 types.
i.e. Administrative classification and Technical or Functional Classification.

2.1 Administrative classification

The Administrative classification of roads is intended for assigning national importance

and level of government responsible for overall management and methods of financing.
According to this classification, roads are classified into:
National highway: National Highways are Main roads connecting East to West and North
to South of the nation.
Feeder roads: Feeder roads are important to travel of a localized nature. These serve the
community’s wide interest and connect district headquarters, major economic centers, and
tourism centers to National highways or other feeder roads. They are designated by the
letter “F” followed by a 3- digit number.
District roads: District roads are important roads within a district, serving areas of
production and markets and connecting with the main highways.
Urban roads: urban roads are the roads serving within the urban municipalities.

2.2 Technical or functional classification

For assigning various geometric and technical parameters for design, roads are categorized
into classes as follows:

Table 2.1 Types and its design speed

S.N. TYPES ADT (20 years) DESIGN SPEED OF ROADS IN

PLAIN TERRAIN

1. CLASS I >20,000 PCU 120 kmph

2. CLASS II 5000-20,000 PCU 100 kmph
3. CLASS III 2000-5000 PCU 80 kmph
4. CLASS IV <2000 PCU 60 kmph

5
According to Nepal Rural Road Standard 2071, the rural roads in Nepal are classified as
below:
1. District Road Core Network (DRCN)
2. Village Road

1. District Road Core Network (DRCN)

It is an important road joining nearest villages to the jiri bazar,

2. Village Road

Smaller roads not falling under the District Road Core Network category are Village
Roads, including other Agricultural Roads.
2.2 Pavement and their types

Based on the structural behavior of the materials used in the construction, pavements are
classified as:
2.2.1 Flexible Pavement: Flexible pavement is a type of road surface that consists of
layers, including a bituminous material surface course, base course, and subbase course.
The bituminous material, often asphalt, allows for plastic deformation. It is commonly
built on a gravel base, but can also be constructed directly on the subgrade. The design of
flexible pavement is based on load distribution through the layered system, with the
surface reflecting the deflection of subsequent layers. While the initial installation cost is
low, flexible pavement requires regular maintenance and repairs due to rapid deterioration,
including the formation of cracks and potholes caused by factors like poor drainage and
heavy traffic. eg: bituminous pavement

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2.2.2 Rigid Pavement: A rigid pavement is constructed from cement concrete or
reinforced concrete slabs. Grouted concrete roads are in the category of semi-rigid
pavements. The design of rigid pavement is based on providing a structural cement
concrete slab of sufficient strength to resist the loads from traffic. The rigid pavement has
rigidity and high modulus of elasticity to distribute the load over a relatively wide area of
soil.

2.2.2 Semi-Rigid Pavement: When bounded materials like pozzolanic concrete (lime-
fash-aggregate mix) lean cement concrete or soil cement are used in the base or subbase
courses the pavement layer has considerably higher flexural strength than the flexible

7
pavement layers. It has much lower flexural strength compared to concrete slabs but
derives the support from the lateral distribution of loads through the pavement depth as in
the flexible pavement.

2.2.3 Composite Pavement: Composite pavement is a type of road surface that combines
multiple materials to create a strong and durable structure. It typically consists of a flexible
upper layer, like asphalt, and a rigid lower layer, such as concrete. The combination of
materials provides benefits such as load distribution, resistance to deformation, and
durability. Composite pavement is designed to withstand heavy traffic and environmental
factors. Construction techniques and quality control are important for its successful
implementation. Overall, composite pavement offers a resilient and long-lasting road
surface.
2.3 Geometric design

Design of visible features of the highway such as alignment, sight distance, and
intersections. Highway Geometric design includes:
1. Cross section elements: camber, superelevation, extra widening, carriageway, shoulder

2. Elements of horizontal alignments: Horizontal curvature radius, transition curve, sight

distance
3. Elements of vertical alignments: Grades, vertical curves.

8
Factors affecting Geometric design:

1. Topography: The topography of the terrain condition influences the geometric design of
the highway.
2. Design Speed: The overall geometric design of a road is a function of design speed. It is
decided on the road's importance and the terrain type.
3. Traffic Factors: Traffic factors such as vehicular characteristics and human
characteristics control the design of highway geometrics. Vehicular characteristics include
static and dynamic characteristics. Human characteristics include physical, mental, and
psychological characteristics of the drivers anddestrians.

9
Volume and capacity factor: A reasonable value of traffic volume should be selected, to
make design. economical. The width of the carriageway is decided based on traffic
capacity.
4. Environmental and other factors: The geometric design of roads depends significantly
on the terrain conditions. The economy in the design usually dictates changing standards
to suit the terrain. The terrain is classified according to the percent slope of the country
across road alignment. Percent slope can be estimated by counting the number of 1m
contours crossed by a 100m long line. While classifying the terrain, short stretches of
varying terrain should be ignored.

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Table 2.2 Terrain Classification

S.N. Terrain type Percentage cross slope Degree

1. Plain 0-10 0-5.7

2. Rolling >10-25 >5.7-14
3. Mountainous >25-60 >14-31
4. Steep >60 >31

2.4 Vehicle Type And Dimension:

STATIC CHARACTERISTICS:

The maximum dimensions of vehicles considered for design of roads in Nepal are as
follows:
Maximum Width, 2.50 m
Maximum Height, 4.75 m
Maximum Length, 18.00 m
Maximum single axle load, 100 KN

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 2.5 DYNAMIC CHARACTERISTICS:
These includes acceleration, brake efficiency, power and speed

Table 2.3 Equivalency Factor

S.N Vehicle type Equivalent factor

1. Bicycle, motorcycle 0.5
2. Car, auto-rickshaw, SUV, light van and pick up 1.0
3. Light truck, tractor, rickshaw 1.5
4. Truck, bus, minibus, tractor with trailer 3.0
5. Non-motorized carts 6

Table 2.4 vehicle type and VDF (vehicle damage factor)

Vehicle type VDF Remark

Heavy truck 3 axle or more 6.0
Heavy Truck 2 axle 4.75 For hilly 3.5
Mini truck/tractor 1
Large bus 0.5
Bus 0.35

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2.5 Design standard

Design speed:

Design speed is the maximum permissible continuous speed of which vehicle at which it
can travel with safety on high speed when weather conditions and other factors are as per
standard. It is the most important factor controlling the geometric design of highways.
Design speed is decided based on the importance of the road (road class) and the type of
terrain. The design speed to be adopted for various classes of roads as is given in table (m
Kmph):
Table 2.4 Design speed

Road class Plain Rolling Mountainous Steep

I 120 100 80 60
II 100 80 60 40
III 80 60 40 30
IV 60 40 30 30

2.6 HORIZONTAL AND VERTICAL CURVES:

2.7 HORIZONTAL CURVATURE:

A horizontal highway curve is a curve in plan to provide change in direction to the central
line of a road. The purpose of introducing curves is to deflect a vehicle traveling along one
of the straights, 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 upgrading of the road alignment. The curves become compulsory if
we have to Ink some guide points (obligatory points), towns and some special locations
that are not connected by the direct routes, and sometimes to avoid geological features that
are unsuitable for the construction of roads. But 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 shown a higher accident
rate in the curve section than in tangent, and the rate of accident increases as the radius of
curvature is decreased. Vehicle operating costs are higher in the curvilinear nature of the

13
alignment. The essence of the curve also increases the total construction cost. But roads
are safer with some curves rather than only straight ones, as the attention of the driver is
enhanced by the presence of the ones. The journey time substantially increases in the roads
with low radius curves. Finally, design speed and topography have high deckling roles in
the provision of curves. More undulated and rugged terrain requires more curves. A
horizontal curve serves for a change in direction to the centerline of a road and safe
turning to the vehicles in the horizontal plane. For safe and smooth vehicular operation on
curves, the following provisions have been made in the design:
1. Minimum radius of curve

2. Superelevation

3. Extra Widening

4. Setback Distances

2.7.1 Minimum radius of the curve: On a horizontal curve, the effect of centrifugal force
is balanced by the effect of superelevation and side fiction. The minimum radius of the
horizontal curve, according to the Nepal Road Standard, is 40 m. Since the topographic
area of our site varies from moderate to steep terrain, in some cases this standard is not
maintained, so in critical conditions, it has been limited up to 12.5 m.
2.7.2 Super Elevation: Superelevation is the transverse slope along the width of the road
provided by raising the outer edge of the road concerning the inner edge, throughout the
length of the horizontal curve. It is provided to facilitate the safe passage of the vehicle in
a horizontal curve. The concept and formula for superelevation are discussed further.
At every horizontal section of a road, the radius of the horizontal curve (R) becomes low
as a result of which centrifugal force increases and acts outwards (i.e., away from the
center) in the horizontal direction on the outer wheel.
Expression for superelevation:

𝑣2
=e+f
𝑔𝑅

Where,

e = rate of superelevation

f = design value of the coefficient of lateral friction = 0.15

14
v = design speed of the vehicle, m/sec
R = radius of the horizontal curve, m
g= acceleration due to gravity = 9.8 m/sec2

Table 2.5: Limiting Superelevation

Max Superelevation Zone

e ≤ 0.07 Plain and rolling
e ≤ 0.07 Snowfall
e ≤ 0.1 Mountainous
e ≤ 0.04 Urban

2.7.3 Extra Widening: Extra Widening on the curves of the road refers to the additional
width of the carriageway that is required on a curved section of the road over and above
the width required on the straight section.
Additional width at the horizontal curve is required due to the following reasons.

1) Rigidity of wheelbase

2) Preferential use of outer lanes

3) More clearance between opposite vehicles

4) Difference in slip angle

Types of Extra Widening
i) Mechanical extra widening (Wm)

ii) Psychological extra widening (Ws)

Expression for Extra Widening

total extra widening = Mechanical widening + Psychological widening

We = Wm+ Wps

15
 +
𝑛𝑙2 𝑉
W =
2𝑅 9.5 √𝑅
c

Where,

n= no of lanes

L= length of wheelbase
R= Radius of curve
V= velocity of vehicle(km/hrs)

2.7.4 Sight Distance: The sight distance is defined as the actual distance along the road
surface in which a driver sitting at a specified height in a vehicle can see an object either
moving or stationary, on the road surface. On the straight road, there is no problem with
visibility but the sight distance may have been obstructed due to the following reasons:
1) Due to the sharpness of horizontal curves

2) Some object at the inner side of the road, obstructing the visibility

3) Due to summit of vertical curve

2.7.3 Classification: -

a) Stopping sight distance: It is the minimum distance required, within a vehicle moving
at designed speed can be stopped without colliding with a stationary object on the road
surface.
Factors influencing stopping sight. distance

1. Perception/Reaction time of driver: It is the process of gathering information from the

environment and the reaction time is time taken from the instant the object is visible to the
driver to when the brakes are applied. Total reaction time = perception time + break
reaction time
2. Speed of vehicle: Higher speed requires more stopping sight distance

3. The efficiency of brakes: It depends on the age of vehicle

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4. Frictional resistance between road and wheel of vehicles: For high frictional resistance,
less stopping distance is required.
5. Longitudinal gradient of road: While climbing up a gradient, vehicle stops immediately
so SSD required is less but in descending more SSD is required

Calculation of SSD

2
𝑉
SSD = 0.278t +
254(𝑓±𝑛)

where,

V = design speed in kmph

T = reaction time of the driver (2.5

seconds) f = coefficient of longitudinal
friction Table 2.6 Recommended sight
distance
Speed(kmph) 20 30 40 60 80 100 120
SSD in m 20 30 50 80 130 190 260

Overtaking sight distance: The minimum distance on a highway required by a vehicle or

driver to overtake a slow moving vehicle ahead that is travelling in the same direction
safely against approaching traffic in the opposite direction.

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Table 2.7 Recommended overtaking distance

Speed(kmph) 40 60 80 100 120

Min OSD in m 165 300 470 640 880

2.8 Lateral and vertical clearance:

1. Lateral clearance: Lateral clearance between roadside objects and the edge of the
shoulder should normally be as given below: Hill road- normally 1m but may be reduced
to a minimum 0.5 m in steep and difficult areas where the cost of providing the full
clearance is high. Terai road- normally 1.5m but may be reduced to a minimum of 1 m. As
per N.R.S. For culverts, the full roadway will be the width including the width of
shoulders. There were no crossings required for minor and major bridges.

2. Vertical clearance: As per N.R.S. a vertical clearance of 5m should be ensured over

the full width of roadway at all underpasses, and similarly at overhanging cliffs. The
vertical clearance should be measured concerning the highest point of the carriageway ie.
the crown or the super elevated edge of the carriageway. However, in the case of overhead
wires, poles, etc. Clearance shall be at least 7m above the road surface.
3. Transition curve: It is provided to change the horizontal alignment from a straight
to a circular curve gradually and has a radius that decreases from infinity at a straight end
to the desired radius of a circular curve.
Types of transition curve

1. Spiral or clothoid

2. Bernoulli’s lemniscate

3. Cubic parabola

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Table 2.8 Recommended length of transition curve

R, m 20 30 50 60 80 100 150 200 250

L, m 20 30 35 40 45 50 60 70 80

2.9 Vertical Alignment: The vertical alignment is the elevation or profile of the center of
the road. The vertical alignment consists of grades and vertical curves and it influences the
vehicle speed, acceleration, stopping distance, sight distances and comfort in vehicle
movement at high speeds
Gradient: Gradient is the rate of rise or fall along the length of the road concerning the
horizontal.
Factors affecting gradient:

1. Topography

2. Characteristics of vehicle

3. Design speed

4. Damage

5. Cross-section

2.10 Types of gradient:

1. Ruling gradient: It is the maximum gradient within which the designer attempts to
design the vertical profile of a road.
2. Limiting gradient: Where the topography of a place compels adopting steeper
gradients than ruling gradients, limiting gradients are used given the enormous increase in
the cost of constructing the road with gentle gradients.
3. Exceptional gradient: In some extraordinary situations it may be unavoidable to
provide a still steeper gradient at least for short stretches and in such cases a steeper
gradient up to exceptional gradient may be provided.
4. Minimum gradient: It is desirable to have a certain minimum gradient on roads from a
drainage point of view.

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Table 2.9 Recommended minimum gradients:

Speed(kmph) 20 30 40 60 80 100 120

Min gradient % 12 10 9 7 6 5 4

Table 2.10 Recommended minimum gradients.

Gradient % 4 5 6 7 9 10 12
Maximum critical length (m) 600 450 400 300 200 150 150

2.11 Vertical curve: When two straight sections of a road in longitudinal profile meet at a
point, vertical curves are provided for smooth travel along the road. The vertical curve is
selected in such a way that the rate of change of grade throughout the curve is uniform.
The design of the vertical curve is controlled by the K-value and length of the curve,

Mathematically,

K=L/A

Where,

K= Maximum radius of curvature

L= length of vertical curve
A= Algebraic difference of longitudinal grades of the vertical alignment, %

2.12 Types of the vertical curve:

Summit curve: Summit curves are vertical curves with gradient upwards. They are formed
when
a) When a positive gradient meets another positive gradient

b) When a positive gradient meets a flat gradient

c) When an ascending gradient meets a descending gradient

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d) When a descending gradient meets another descending gradient

Table 2.11 The recommended value of k for summit curve:

Speed 20 30 40 60 80 100 120

(kmph)
K, / % 2 4 29 94 231 427 807

Valley curve: Main objective is to join two different grades of roads with smooth vertical
curves. Valley curve with convexity downward are formed in the following case
a) When a descending gradient meets another descending gradient

b) When a descending gradient meets a flat gradient

c) When a descending gradient meets an ascending gradient d) When ascending gradient

meets another ascending gradient

Table 2.12 Recommended minimum value of k for valley curve:

Speed 20 30 40 60 80 100 120

(kmph)
K, / % 2 6 17 42 111 236 441

2.13 Road Cross Section elements:

1. Carriageway width:

(src: Nepal Road Standard(NRS) 2070)

The Carriageway Width is the width of road including shoulders and auxiliary lanes
devoted to the use of vehicles. The width of the carriageway depends on the dimensions of
vehicles using the road, speed of travel, traffic - volume, and width of the shoulder. The
carriageway width of District Road (core network) is 3.75 m but can be reduced to 3m
where traffic volume is less than 100 motorized vehicles per day and where the traffic is
not likely to

21
increase, lane width may not be adequate for operation, therefore, should go for higher
lane width of 5.5 m Adopted Carriageway width for the proposed road is 5.5m

2. Shoulder Width:

Shoulder width is measured from the edge at the carriageway to the edge of the usable
formation. The width of shoulders on either side of the carriageway shall be at least 0.75m

Table: 2.13 The Width of shoulder for various classes of roads is given

Carriageway width (m) Shoulder Roadway

width (m) width (m)
District road Hill 5.5 (traffic > 400 vdp) 0.75 7.0
3.75 (traffic > 100 vdp) 0.75 5.25
3 (traffic > 100 vdp) 0.75 4.5
Terai 5.5 (traffic > 400 vdp) 1.0 7.5
3.75 (traffic > 100 vdp) 1.5 6.75
3 (traffic > 100 vdp) 1.5 6
Village road Hill 3 0.5 4
Terai 3 0.75 4.5

3. Camber or Crossslope or Cross- fall:

Camber is the slope provided to the road surface in the transverse direction and is
dependent upon the type of road and amount of rainfall expected. A one-sided outward
Camber of 2.5% is adopted for Bituminous roads. The objective behind the provision of
the camber is draining of the surface water quickly preventing infiltration of water into the
road subgrade.
Generally, three types of camber are used in roads. They are
i)Parabolic camber
ii) Straight line camber

iii) Mixed of the above two camber

22
According to NRS - 2027 (Second revision- 2070)

Pavement type Camber/cross slope

Earthen 5.0
Gravel 4.0
Bitumen (rural area) 3.0
Bitumen (urban area) 2.5
Cement concrete 1.5-2.0

Right of way (RoW):

Right of way depends on the importance of a road and possible future development.

Table 2.14 Recommended Total Right of Way

Right of way Setback distance Comment

from road land
boundary

District road 20 6 10m on either side

Village road 15 3 7.5m on either side

The minimum (including Shoulder) road formation width for this road section is 7 meters
(0.75 m shoulder on either side of the road). The right-of-the-way width for the Road
section is 20 m (10. m either side of the centreline of the road).

23
2.14 Roadway width

If the available existing roadway width is more than that stated below and the carriageway
is to be paved, the partial remaining roadway width between side drain/ditch and
pavement edge can be maintained as hard shoulder and earthen shoulder.
2.15 Pavement Design

Pavement is the most important component of the highway section. Therefore the overall
functioning of the highway system greatly relies on the performance of its pavement.
Pavement distress, life, cycle, and overall functioning are determined by the design
procedure. The design of flexible pavement involves the interplay of several variables,
such as wheel loads, traffic, climate, terrain, and subgrade conditions.
2.16 Subgrade

The subgrade in cut and fill should be well compacted to utilize its full strength and to
economize on the overall thickness of the pavement required. Heavy compaction is
recommended for the construction of expressways, National highways, and feeder roads as
well as urban roads. Current Standard Specification for Road and Bridge Works (SSBBW)
describes the provision of a Capping layer (Clause 1004), mechanical stabilization (Clause
1005), and Lime stabilization (Clause 1006) for the preparation of subgrade in different
soil conditions. The general Pavement Design Guidelines (Flexible Pavement)
requirements for the construction detail of subgrade should be referred to the Section 1000
of Standard Specifications for Road and Bridge Works.
Sub-Grade Analysis:

1. Sieve Analysis

2. Proctor Compaction test

3. CBR Test

24
2.17 Sieve Analysis

The sieve analysis is carried out to determine the suitability and adequacy of the gradation
of the respective coarse material and also to develop the gradation curve. Sieve analysis
was done for the sample base and the base course collected from the respective chainage.
The sieve analysis complies with the ASTM standard.
2.18 Proctor's compaction test:

The proctor's test is to determine the optimum moisture content and the corresponding
maximum dry density. The test was conducted for the sub grade soil by using a standard
proctor's compaction test instead of standard one such that three layers of compaction with
25 blows from a hammer of 5.5 pounds dropped from the height of 457 mm in a standard
mold was done.
2.19 CBR Test:

It is a penetration test for evaluating stability of soil subgrade and other flexible pavement
materials. The CBR is essentially an arbitrary strength test and hence cannot be used to
evaluate soil properties like cohesion or angle of internal friction.
CBR value is given by:

Gabr(2000) with the equation,

log10(CBR) = 1.40-0.55 log10 (PI)

From the correlation obtained, laboratory CBR value can be correlated with the value of
DCP in the field. From this correlation the DCP test values every location at the field close
to the CBR laboratory value with the real condition. Depending upon specific regional or
nationwide characteristics, most of the countries are practicing some empirical and
experience-based methods for the design of flexible pavements. Therefore, pavement
design is done by following
three methods:

i) DoR Pavement Design Guideline Method (Flexible Pavement)

ii) IRC Method for Flexible Pavement

25
iii) TRL Overseas Road Note 31 Method

2.20 TRL Overseas Road Note 31 Method

This Road Note gives recommendations for the structural design of bituminous surfaced
roads in a tropical and subtropical climate. It is aimed at highway engineers responsible
for the design and construction of new road pavements and is appropriate for roads that are
required to carry up to 30 cumulative equivalent standard axles in one direction.
2.21 Design Procedure

There are three main steps to be followed in designing a new road pavement.

These are

i) Estimating the amount of traffic and the cumulative number of equivalent standard axles
that will use the road over the selected design life.
ii) Assessing the strength of the subgrade soil over which the road is to be. built.
iii)Selecting the most economical combination of pavement materials and layer thickness
that will provide satisfactory service over the design life of the pavement using structural
catalogs
2.22 Traffic

The deterioration of paved roads caused by traffic results from both the magnitude of the
individual wheel loads and the number of times these loads are applied. For. pavement
design purposes, it is necessary to consider not only the total number of vehicles that will
use the road but also the wheel loads (or for convenience, the axle loads) of these vehicles.
The loads imposed by private cars do not contribute significantly to the structural damage.
For structural design, similar-sized vehicles can be ignored and only the total number and
the axle loading of the heavy vehicles that will use the road during their design life need to
be considered in this context, heavy vehicles are defined as those having a laden weight of
3000 kg or more.

26
2.23 Design Life

For most road projects an economic analysis period of between 10 and 20 years from the
date of opening is appropriate. Design life doesn't mean at the end of the period the
pavement will be completely worn out and in need of reconstruction. It means towards the
end of the period the pavement will need to be strengthened so that it can continue to carry
truffles satisfactorily for a further period.

2.24 Estimating Traffic Flows

To determine the total traffic over the design life of the road, the first step is to estimate
baseline traffic flows. The estimate should be the Annual Average Daily Traffic currently
using the route. The AADT is defined as the total annual traffic summed for both
directions and divided by 365. For long projects, large differences in traffic along the road
may make it necessary to estimate the flow at several locations. It should be noted that for
structural design purposes, the traffic loading in one direction is required and for this
reason, care is always required when interpreting ADT figures.

2.25 Traffic Counts

The counts are for seven consecutive days. The counts on some of the days are for a full
24 hours, some days 16-hour counts should be sufficient. These should be grossed up to
24- hour values in the same proportion as the 16-hour/24-hour split on those days when
full 24- hour counts have been taken. Counts are avoided at times when travel activity is
abnormal for a short period. If possible 7-day counts should be repeated several times
throughout the year.
2.26 Axle Loading

The damage that vehicles do to a road depends very strongly on the axle load of the
vehicles. For pavement design purposes, the damaging power of axles is related to a
Standard Axle of, 8.16 tones using equivalence factors which have been derived from
empirical studies.

27
2.27 Axle Load Survey

If no recent axle load data are available, it is recommended that axle load surveys of heavy
vehicles are undertaken whenever a major road project is being damaged. Axle load
surveys are carried out by weighing a sample vehicle at the roadside. The sample should
be chosen such that a maximum of about 60 vehicles per hour are weighed. The mean
equivalence factor for each type of class of vehicle traveling in each direction must then be
determined.

2.28 Cumulative Equivalent Standard Axles

The daily traffic flow for each class of vehicle and the average daily one-directional flow
for each class of vehicle are determined first. Then a forecast of the one-directional traffic
flow for each class of vehicle during design life is made. Then, the mean equivalence
factor of each class of vehicle and each direction from the results of this axle load survey.
Finally, the higher of the two directional values should be used for design.
Traffic classes

The given below table shows various traffic classes as per equivalent standards axles.

Table 2.15 Traffic Classes and Equivalent Standard Axles Range

S.N Traffic class Range (103 esa)

1 T1 <0.3
2 T2 0.3-0.7
3 T3 0.7-1.5
4 T4 1.5-3.0
5 T5 3.0-6.0
6 T6 6.0-10.0
7 T7 10.0-17.0
8 T8 17.0-30.0

28
Table 2.16 Subgrade Strength Classes as per CBR % Range

S.N Subgrade Strength Classes Range (CBR%)

1 S1 <2
2 S2 3-4
3 S3 5-7
4 S4 8-14
5 S5 15-29
6 S6 >30

2.29 Soil test

2. Feasibility for survey and soil test: A feasibility study for survey and soil testing is
crucial. This study examines the practicality and challenges of conducting surveys and
testing soil at a proposed site. It helps determine if the resources, technology, and
regulations are in place to gather accurate data for project planning. The study considers
factors like site selection, survey types, technical capabilities, costs, and potential
challenges. It ensures that the project team can make informed decisions about proceeding
with these essential preliminary steps, setting the foundation for a successful construction
project.

Table 2.17 Flexible and rigid pavement selection criteria

S.N TEST VALUE FOR FLEXIBLE VALUE FOR RIGID

PAVEMENT PAVEMENT
1 CBR Test 3 to 10 More than 10
2 Bearing capacity (5 to 10) KN/M2 or (1000 to Above 10 KN/M2 or 2000
test 2000) psf psf
3 Slit and clay test 20% to 40% <= 15%
4 Plasticity index (PI) 10 to 25 <= 5
5 Moisture content 10% to 25% 10% to 20%

29
Among these tests, the CBR test is the only test that can be carried out in the field. Plate
bearing test, Standard penetration test, Pressuremeter test, and Field vane shear test are
some of the other tests to find out the bearing capacity of soil. The CBR value can be
achieved by the CBR test or Dynamic cone penetration test. The reasons behind doing the
Dynamic cone penetration test value rather than other tests are:
1. There is no need for sampling in the DCPT test.

2. In some places we are unable to take a sample of soil

3. DCPT test is an ex-situ test.

2.30 Dynamic cone penetration test

The Dynamic Cone Penetration Test provides a measure of a material's in-situ resistance
to penetration. The test is performed by driving a metal cone into the ground by repeatedly
striking it with a 17.6 lb (8 Kg)weight dropped from a distance of 2.26 feet (575 mm). The
penetration of the cone is measured after each blow and is recorded to provide a
continuous measure of shearing resistance up to 5 feet below the ground surface. Test
results can be correlated to California Bearing Ratios, in-situ density, resilient modulus,
and bearing capacity.
2.31 Procedure

The DCP apparatus consists of a 5/8"-inch diameter steel rod with a 60° conical tip. The
rod is topped with an anvil that is connected to a second steel rod. This rod is used as a
guide to allow an 8 kg hammer to be repeatedly raised and dropped from a height of
575mm. The connection between the two rods consists of an anvil to allow for quick
connections between the rods and efficient energy transfer from the falling weight to the
penetrating rod.

Once the test apparatus is assembled the DCP is placed at the test location and the initial
penetration of the rod is recorded to provide a zeroing scale. While holding the rod
vertically, the weight is raised to the top of the rod 575 mm above the anvil and dropped.
The penetration of the rod is measured after each drop. In cohesive soils, the penetration
rod may be rotated slightly to prevent the binding of the soil and the rod from influencing
test results. The test shall be terminated if the desired depth is reached or if the rod
penetrates less than 1/8-inch in 10 drops.

30
 Figure 2.7(a) Minnesota's DCPT Rig

2.32 California Bearing Ratio (CBR)

The California Bearing Ratio (CBR) test is an important test to ascertain the soil strength
to determine its viability for engineering purposes. This test computes the relative strength
of the soil specimen against a standard test sample. This test can be employed to
determine the viability of the subgrade as well as the materials used in the sub-base and
base course. The CBR value can be used to evaluate the thickness of the pavement.

2.33 Correlation between CBR and DCPT

Gabr (2000) with the equation,

log 10 (CBR) 1.40-0.55 log 10 (Pl)

31
From the correlation obtained, laboratory CBR value can be correlated with the value of
DCP in the field. From this correlation the DCP test values every location at the field close
to the CBR laboratory value with the real condition.

2.34 Drainage structure

Usually, drains are provided on one or both sides in embankments while drains are
provided on both sides in case of roads with cutting. Open drains are dangerous in the
places where space is restricted in cutting and hence covered drains are used with layers of
coarse sand gravel.

The term drainage is defined as the interception and removal of water from, over, and
under an area. Hence the highway drainage is the process of the removal of excess water
from the road surface and also from the road subgrade.
2.35 Requirements Of Good Highway Drainage System
Following are the essential requirements of a good highway drainage system:
(1) Adjoining land: The surface water from the adjoining land should be prevented from
entering the roadway.
(2) Camber: The road surface should be provided with suitable camber so as to drain
off quickly the water that falls on it without allowing the water to percolate.

(3) Cross-drainage works: The design of cross-drainage works should be such that the
overflowing of water on the road surface does not occur at the time of the highest flood.

(4) Gradient: The roads passing through zones of heavy rainfall should be provided with
minimum gradient even if it is not theoretically required.
(5) Highest flood level: The carriageway should be provided at least 600 mm higher than
the highest flood level (H.F.L..) of the surrounding area.

(6) Intercepting drains: Where the topography of the area is such that the water
flows towards the roadway itself, it becomes essential to construct intercepting drains
parallel to the ad, but outside the road limit, to intercept water before it reaches the
road

(7) Side drains: it is necessary to construct sufficiently wide and deep side drains with
suitable longitudinal slope to carry away all the water that accumulates to some
drainage

32
structure The water level in these drains should remain at all times below the subgrade
level

(8) Underground sources of water: All springs and underground sources of water should
be tapped and the water should be drained off by the sub-surface drainage system.

(9) Water-logged areas: It is necessary to take special precautions in case of water-

logged areas especially if detrimental salts are present or if flooding is likely to
occur.

2.36 Surface Drainage System

The main object of surface drainage is to remove rain water from the carriageway as
rapidly as possible so that traffic may move more safely and efficiently. For the purpose
of collecting the surface water, the longitudinal side drains or ditches are laid and the
water is then disposed-off to the nearest stream, valley or water course. The side drains are
usually V-shaped or trapezoidal, the capacity of trapezoidal shape being greater. They
should be preferably lined, if possible, with rubble masonry work which may either be
laid dry or joints filled with grout.
(1) Side drains for road in embankment:

For roads in embankment, the side drains are provided on one or both sides of the road
beyond the shoulder, as shown in fig. 2. The side drains are constructed at a minimum
distance of about 2 m from the edge of embankment so that the water flowing in the drains
does not enter the earthwork.

Fig 2.8(a) Road side drain for embankment filling road

These drains are also helpful in arresting the rain water falling on the adjacent land
parallel to the road and it is thus not allowed to reach the embankment, The water flowing
in the side drain can then be suitably disposed of without causing any harm to the
roadway.

(2) Side drains for road in cutting:

33
For roads in cutting, the side drains are provided on either side of the formation, as shown in
fig. 3. These drains are carefully designed and it is to be seen that they do not overflow
under any circumstances and make the roadway submerged in water.

Fig.2.8(b) Road side drain for road in cutting area

The open deep side drains may prove to be dangerous and unsightly especially in cases where
there is a restriction of space. In such circumstances, the covered drains or pipe drains or
ditches filed properly with suitable materials like coarse sand and gravel may be provided

From the road note 2 (Design Safe Side Drains, kartik 2053)

For designing the typical drainage section.

1. At first, we find the hydrological data or the rainfall intensity of the project site

2. We select the catchment area for the project side

3. Then we use the runoff coefficient based on the soil covers table

34
4. Find the discharge using the rational method formula

Discharge (Q) = (ClA)/360

Where

C = coefficient of rainfall
I = intensity of rainfall (mm/hrs)
A = Catchment area (in hectares)

5. Assume, the flow velocity according to the type of drainage and perform heat and
trial method until the gradient of road is greater than the slope of drain (i.e g%> S

Table 2.19 typical safe velocity for different materials

Bad material Safe velocity (m/s)
Loose clay or line sand Up to 0.5
Coarse sand 0.5-1.0
Fine sandy or stiff clay 1.0-1.5
Coarse gravel, rocky soil 1.5-2.5
Boulders, rock 2.5-5.0

6. Find the area using the discharge formula

Discharge(Q)=V/A
Where,
V = velocity of flow A = area of cross section of drainage

35
7. After that we find the depth of the water in the drainage (d), hydraulic radius (R),
and the slope of the drainage (S) using these formula
hydraulic radius (R)= A/P
slope of the drainage (S) = (𝑛𝑉2)2
𝑅3
Where, n = manning's coefficient P = wetted perimeter
V = Velocity flow
2.20 Manning, roughness coefficient
Types ‘n’
Closed conduits
Concrete pipe 0.011-0.018
Corrugated metal pipe 0.024
Cast iron pipe 0.013
Brick 0.014-0.017
Cement rubble masonry with natural floor 0.019-0.023
Open channels
Earthen, clean, recently completed 0.016-0.018
Earthen with short grass and weed 0.022-0.027
Gravelly soil, clean, uniform 0.022-0.025
Earthen fairly uniform sides, clean cobble bottom 0.030-0.040
Concrete formed no finish 0.013-0.017
Concrete bottom, dressed stone sides 0.015-0.017
Concrete rubble masonry 0.030-0.025
Brick 0.014-0.017
Mountain steam no vegetation in channel, steep banks, tree and
bushes along bank submerged at high stage
Bottom of gravel, cobble, few boulder 0.04-0.05
Bottom of cobble, with large boulder 0.05-0.07

2.36 Nepal Rural Road Standard 2071

S.N Design parameters Hill Village Comments
road(VR)

36
1 Design capacity-in both directions 100
(vpd/P.C.U per day)
(200)
2 Design speed (km per hour) 15
3 Road way width(m) 4 *Given road way width are
excluding drain, parapet and
top width of retaining wall

4 Carriageway width(m) 3 If a VR carries traffic

volume more than100
motorised vehicles per day
the carriageway width will
be 3.75m and other
parameters upgrades
accordingly

5 Shoulder Width, either side(m) 0.5

6 Total Right of Way(RoW)(m) 15
7 Setback distance from Road land 3
boundary/ RoW to building line on
either side(m)

8 Minimum safe stopping sight(m) 15 Since opposing vehicle

occupies the same lane in
single lane road . it should
be designed for
intermediate road.however
it is difficult in
hilly terrain

9 Lateral clearance between roadside Normalyy- 5m vertical clearance in

underpasses
object and the edge of the 1m
shoulder(m) Minimum-
0.5m

10 Minimum radius in horizontal 10

curve(m)
Hairpin Bends

Minimum spacing between Hairpin 100

Bends(m)
Minimum radius of curve(m) 10

37
 Minimum Road way width at apex 5 for
(m) roadway
11 width

Maximum gradient(%) 4
Minimum Gradient(%) 0.5 (max 1)

Maximum super elevation(%) 10

Minimum transition curve length(m) 15

12 Rulling Gradient(%) 7
13 Limiting Gradient(%) 10
14 Exceptional Gradient(%) 12
15 Limitation of maximum gradient 300
length (m) above average gradient of
7%

16 Maximum recovery gradient (%) to 4

be applied after gradient in excess of
7 % for a minimum recovery length
of 150m

17 Maximum Gradient at bridge 6

approach(%)
18 Minimum gradient of hill roads (for 0.5(max1)
better drainage)(%)
19 Cross slope in Earthen(existing) 5
carriageway
camber(%)
Gravel 4
Bituminous seal 4
coat
20 Passing Zone, Dimensions
(width*length)(m*m)

38
 Lay-bys,Dimension (width*Length) Additional
(m*m) 3m with
carriageway

21 Passing zone strips at interval of (m) 300

(maximum)
22 Carriageway width at 4.25
culvert/bridge(m)(single lane)
Carriageway width at 6
culvert/bridge(m)(intermediate lane)

23 Level of embankment above HFL(m) 0.5 1m is desirable but

minimum is 0.5m

39
2.37 Cost Estimation and Rate Analysis
2.38 BASIC DISTRICT RATES:
Approved district rates of dolakha of fiscal year 2080/081 were applied for rate analysis of
road sections.
2.39 UNIT RATE ANALYSIS:
One of the basic components for the cost estimate of the work is the analysis of rates for
individual items of work. The analysis of rate for each item of work includes the cost for
manpower, material and equipment. At this stage, lead distances have been considered as
the average for the road, based on potential materials sources. Panauti and Dolalghat areas
are the major source of natural materials (sand, boulder, gravel, aggregates, water etc.).
For the purpose of rate analysis, latest DOR norms were applied. Similarly, rates of
equipment were referred to latest DOR equipment rates, whereas rates of materials and
labour were taken from approved district rates of project road. In case of cost of materials
such as fuel (diesel, petrol, kerosene) the rates were taken from Nepal Oil Corporation
(NOC). For items not covered under these norms the unit rates have been analysed with
reference to similar works/projects or analysis based on standard work norms (materials,
equipment and labour).

40
2.40 QUANTITIES:
Existing road is an earthen road, somewhere gravelled, pitched and somewhere rigid
pavement is provided. Upgrading of the road has been proposed to the intermediate lane
standard (7.0 m roadway with including shoulder). However new alignment is proposed at
different sections. The quantity calculation for each item of work to be executed has been
done based on road inventory, surveys and investigation, detailed design and drawings
prepared for the proposed works. Basically, the quantity calculation of earthworks for
roadway excavation, structures and drainages is based on Highway: Design Software. The
quantity calculation for site clearance, dismantling items and cross drainage works is
based on the basis of details collected during road, inventory surveys, design and typical
drawings. Provision of subsoil drain (10 lower groundwater table) and capping layer has
to be made at swampy areas (if required). Similarly, quantity calculation for traffic and
road safety measures is based on inventory survey, drawings and DOR guidelines, as
appropriate. The quantity calculation of pavement works is based on horizontal an

41
vertical alignment design as well as road pavement design and drawings. Yet detailed
pavement design is not included at this level of study.

42
 CHAPTER3: METHODOLOGY
The following methods were carried out for the collection of data:
3.1 Primary data:

1. Detailed topographic survey

First of all, the BM was installed and coordinates of the BM was known and it
was transferred to the IP. The IP was set at every curve .Each IP has its own
coordinates and elevation. By transferring the coordinates of previous IP to
next IP , we get the coordinates of next IP along with the elevation and
distance between them. Then from each IP detailed survey was carried out. For
longitudinal profile, at each 5m the reading of elevation was taken with the
help of reflector and for cross section at every 20m interval left and right 20m
reading was taken. The reading was done by two methods (i) with the help of
reflector (ii) with the help of laser. Those places which were unreachable such
as cliffs, the reading was done with the help of laser. In this way, the IP was set
from Ratay to Ghunsa road depending on the curve and reading was done. This
process was done by following the principle of survey i.e. working from whole
to part.

2. Material availability survey

For material availability survey, the location of the place was determined and
its distance from road was measured. The types of material available in the
quarry such as sand/quarry/stones were determined and the accessibility is
checked. Then the approximate quantity of material available was estimated.

3. Cadastral and economic evaluation survey:

The cadastral survey was done on the communities that gets benefit after the
construction of road. The survey includes the interaction with the community
and asking various questions about person’s background, family background,
family economic activities, social activities, skills and training achieved of
family etc.

43
 4. Geological and soil stability:
The data was collected by locating instability area and checked if the area is
along, above or below the road. The material forming original slope, rock
weathering grade and hydrological conditions was determined. The dimension
of the failure was measured. Then the cause of failure was found out and
finally, the life progression of slide is determined.

5. Subgrade soil test:

The subgrade of soil was determined with the help of DCPT machines. The test
was conducted at every 250m interval of road. The machine was placed on the
road and the initial reading was taken. After that, number of blows was done
on the pavement, reading was taken and when there were same difference in
the data, the blow was stopped and moved to next location.

3.2 Secondary data:

1. Traffic count survey:

For traffic count survey, the movement of vehicle was recorded 12 hours for 7
days. Different types of vehicles were classified. They are further divided in sub-
categories. For eg. Volume of vehicles is divided into truck, bus, car , utility
vehicles etc. and bus is divided in further categories such as big, mini, micro.
For the calculation of annual average daily traffic(AADT)=ADT*Adduction factor
This data was collected through police documents and we calculated the annual
average daily traffic.
2. Axle load survey
In this part, the recorded vehicles depending upon their size and types of axles are
converted and separated into different categories.
3. Hydrological survey:
The recorded rainfall of Jiri will be collected from Department of Hydrology and
Meteorology(DHM) and will be used for analysis and preparation of drainage
structures.

44
3.4 Design Method
3.4.1 Geometric design

At first we classify the road on the basis of road links and road beneficiaries to find the
type of road, and also find the maximum and minimum cross slope to find the terrain
types
find the terrain type as well and define the class of road using PCU value. For the design
of road, we will follow Nepal Rural Road Standard 2071. Depending on the code for
hill roads, design speed, roadway width, carriageway width, shoulder width, right of
way, minimum safe stopping gradient will be determined and used.
3.4.2 Pavement Design

After the calculation of CBR value and traffic volume analysis, the subgrade strength is
classified on the base of CBR value and traffic class according to traffic volume analysis.
road note 31 and IRC method will be used to define the thickness of different layers of
the pavement and pavement types.
3.4.3 Cross Drainage structure design
As per the code, the pipe culvert will be placed at 500 m interval. Other cross drainage
structures such as causeways, bridges will be installed if required.
3.4.4 Retaining Structures design

We use the standard gabion wall size of 2m*1m*1m of height 3m on the cut side of the
road.
3.4.5 Drainage structure design

After finding the peak intensity of rainfall and catchment area using GIS, approximate
value of coefficient of runoff is defined on the basis of soil type to find the required
discharge
Discharge=(CIA)/360
Discharge= v/a

45
3.4.6 Cost Estimation
After extracting the data of the quantities of different material using civil 3d and multiply
by individual district price rate of the material
Cost estimation=unit rate*quantity

3.4.7 Design Software

The surveyed data will be analysed with the help of computer software: Civil 3D.This
software will helps us to generate alignment, contour lines, surface, corridors, bridges,
and intersections. Different features of road such as drainage structures, retaining walls
will be also be generated through the software. In this software we input all the
parameters of geometric design such as coordinates of IPs curve radius, super elevation
camber, right of way etc. according to NRRS 2071. Then we design the plan profile and
cross section of the road.. We also input the thickness of different layers of the pavement
for the pavement design and for the side drain we input the size of side drain .
Furthermore for the retaining structure, a gabion wall of standard dimension on the cut
side of road and retaining wall is provided on the filling side of the road whenever
necessary. A pipe culvert is provided at every 500m distance interval as per NRS 2070.
For the calculation of catchment ArcGIS software is used.

46
 CHAPTER 4: DESIGN AND CALCULATIONS
4.1. FIELD SURVEY DATA OF INTERMEDIATE POINTS:

305678 1963.48
1 3 423633 1 bm
305678 423633.
2 6 6 1963.23 ip0
305678 423631. 1963.34
3 4 4 3 GP
305678 423631. 1963.34
4 4 5 4 GP
305678 423628. 1963.32
5 7 9 5 GP
305678 423625. 1963.29
6 9 7 5 RC1
305679 423622. 1963.18
7 1 6 5 D1
305679 1962.65
8 2 423623 9 DD0
305679 423622.
9 3 5 1963.06 D2
305678 423616. 1963.86
10 4 2 6 D3
305678 423615. 1963.56
11 5 7 3 DD1
305678 423615. 1963.94
12 5 7 9 D4
305677 423605. 1964.90
13 5 4 7 D5
305677 423604.
14 6 9 1964.51 DD2
305677 423604. 1964.87
15 6 8 7 D6
305676 423595. 1965.90
16 2 7 3 D7
305676 1965.48
17 3 423595 3 DD3
305676 423594. 1965.89
18 3 9 9 D8
305674 423586. 1966.86
19 8 7 3 D9
305674 423585. 1966.45
20 8 9 6 DD4
305674 423585.
21 8 7 1966.84 D10
305675 423598. 1966.10
22 3 2 7 R1
23 305676 423606. 1965.15 R2

47
 5 4 9
305677 423618. 1964.14
24 8 9 1 R3
305679 423636. 1962.02
25 9 9 4 R4
305681 1960.66
26 2 423646 7 R5
305681 423648. 1960.46
27 5 9 9 R6
305682 423644. 1960.47
28 1 1 6 R7
305682 423643. 1960.18
29 1 6 3 DD5
305682 423643.
30 1 3 1960.78 D12
305680 423632. 1961.71
31 7 2 2 D13
305680 423631. 1961.27
32 7 4 7 DD6
305680 423631. 1961.64
33 7 4 4 D14
305678 1963.55
34 2 423637 2 GP2
305677 423643. 1963.26
35 9 1 6 GP3
305677 423644. 1962.29
36 9 9 1 GP4
305677 423645. 1961.66
37 8 9 7 GP6
305677 423637. 1963.49
38 6 2 4 GP7
305677 423637. 1963.49
39 6 2 4 GP7
305677 423637. 1962.75
40 5 4 7 GP
305677 1963.04
41 7 423632 4 GP
305677 423627. 1961.80
42 6 4 4 CL
305677 423623. 1960.67
43 2 4 1 CL
305677 423623. 1960.67
44 2 4 2 CL
305676 423619. 1959.80
45 6 7 5 CL
305676 423616. 1958.94
46 1 2 1 CL
305675 423612. 1957.94
47 5 6 3 CL
305674 423609. 1957.32
48 9 3 4 CL
49 305673 423603. 1956.39 CL
48
 6 8 3
305673 423603. 1956.40
50 6 8 8 CL
305673 423601. 1956.45
51 4 7 2 ip1
305677 423630. 1962.72
52 6 6 5 GL
305678 423631. 1963.31
53 5 9 2 GL
305678 423626. 1963.64
54 0 9 9 GL
305677 423622. 1963.85
55 6 3 5 GL
305677 423617. 1964.16
56 4 8 6 GL
305677 423620. 1964.27
57 7 7 5 GL
305677 423622. 1960.93
58 3 9 1 GL
305677 423622. 1962.00
59 4 4 3 GL
305676 423620. 1960.03
60 8 8 2 GL
305673 1957.59
61 9 423604 1 GL
305676 423621. 1959.86
62 6 3 5 GL
305676 423622.
63 4 8 1958.89 GL
305676 423617. 1960.48
64 7 9 3 GL
305676 423618.
65 7 8 1959.9 GL
305676 423617. 1961.16
66 8 6 3 GL
305677 423615. 1963.79
67 1 4 6 GL
305676 1957.42
68 4 423624 3 GL
305677 423613. 1964.50
69 3 3 6 GL
305677 423609. 1964.57
70 9 3 3 GL
305676 423616. 1958.93
71 2 8 6 GL
305675 423610. 1958.06
72 5 7 9 GL
305675 423615. 1957.36
73 4 8 2 GL
74 305675 423617. 1956.69 GL
4 5 2

49
 305675 423619. 1954.85
75 3 8 7 GL
305675 423616. 1954.83
76 0 7 1 GL
305675 1955.33
77 1 423617 4 GL
305675 423616. 1956.46
78 2 2 8 GL
305671 423598. 1955.50
79 1 6 8 IP1CC
305675 1965.74
80 5 423601 5 GL
305674 1965.50
81 9 423598 1 GL
305674 423598. 1965.03
82 8 5 1 GL
305674 423596. 1966.31
83 6 1 1 GL
305671 423589. 1955.81
84 7 8 3 ip2
305672 423598. 1955.05
85 7 2 1 CL
305672 1954.93
86 2 423598 5 CL
305671 1954.88
87 5 423598 2 CL
305671 423597. 1954.77
88 4 9 8 GP
305671 423597. 1954.48
89 4 6 9 GP
305671 423597. 1954.29
90 2 4 6 GP
305671 423597. 1954.79
91 2 9 7 GP
305671 423596. 1953.71
92 6 8 8 VCGL
305671 1954.89
93 8 423598 4 VCGL
305671 423599. 1956.00
94 8 1 4 VCGL
305671 423598. 1955.68
95 6 8 3 VCGL
305671 423598.
96 6 1 1955.02 VCGL
305671 423596. 1953.26
97 2 4 8 VCGL
305671 423598. 1954.98
98 3 1 5 VCGL
305671 423597. 1954.52
99 1 6 6 VCGL
100 305671 423597. 1954.00 VCGL

50
 1 1 2
305671 423598. 1955.11
101 1 2 9 VCGL
305671 423598. 1955.23
102 0 3 3 VCGL
305671 423596.
103 0 3 1953.15 VCGL
305671 423599. 1956.05
104 4 2 8 GL
305671 423599. 1956.17
105 4 3 3 GL
305671 1956.84
106 5 423602 4 GL
305674 423602. 1959.09
107 6 2 6 GL
305674 423603. 1960.79
108 8 9 2 GL
305671 423596. 1953.46
109 7 6 7 GL
305671 423596. 1953.44
110 6 5 1 GL
305671 423596. 1953.26
111 3 4 6 GL
305671 423596. 1952.98
112 0 1 6 GL
305670 423595. 1952.47
113 8 6 4 GL
305670 423595. 1952.38
114 7 5 1 GL
305670 423595. 1952.14
115 7 3 9 GL
305670 423594. 1951.64
116 5 8 5 GL
305670 423594. 1951.38
117 5 5 3 GL
305670 423595. 1952.38
118 8 5 8 GL
305670 423594. 1951.62
119 6 7 7 GL
305671 423597. 1954.12
120 0 2 8 GL
305670 423560. 1954.81
121 2 7 5 ip3
305671 423574. 1960.85
122 5 8 3 GP
305671 423576. 1959.07
123 7 6 6 GP
305672 423578. 1959.23
124 0 4 1 GP
125 305672 423580. 1959.56 GP
4 1

51
 305671 1955.51
126 0 423582 7 GP
305670 1955.92
127 6 423579 5 GP
305670 423581. 1954.92
128 0 1 1 GP
305670 423582. 1955.39
129 3 3 2 GP
305670 423581. 1955.39
130 3 4 8 GP
305670 423582. 1955.60
131 6 8 2 GP
305670 423581. 1955.01
132 9 2 4 GP
305671 423579.
133 1 7 1956.04 GP
305671 1956.08
134 6 423581 5 GP
305671 1957.46
135 6 423579 3 GP
305671 423578. 1957.75
136 4 4 7 GP
305671 1955.09
137 6 423587 9 GP
305671 423585. 1956.12
138 8 3 3 GP
305671 423587.
139 2 2 1955.08 CL
305667 423562. 1951.60
140 5 2 5 ip4
305667 1952.73
141 3 423554 8 gl
305667 423563. 1950.68
142 4 3 1 GL
305668 423565. 1950.33
143 0 4 5 CL
305668 423565. 1950.33
144 0 4 8 CL1
305668 423567.
145 6 6 1949.17 CL2
305669 1950.09
146 1 423569 3 CL3
305669 423571. 1951.28
147 6 1 8 CL4
305670 423574. 1952.74
148 2 2 9 CL5
305670 423578. 1955.27
149 8 5 6 CL6
305671 423582. 1954.62
150 3 1 4 CL7
305667 423561. 1950.34
151 8 9 1 CL8
52
 305667 423566. 1949.35
152 9 9 4 CL9
153 305668 423568. 1949.68 GP
3 2
154 305669 423567. 1950.19 GP1
0 7 9
155 305668 423570. 1950.57 GP2
8 2 1
156 305669 423573. 1951.04 GP
8 6 6
157 305669 423570. 1952.05 GP1
9 8 2
158 305670 423581. 1955.05 GP2
9 7 2
159 305671 423585. 1958.96 GP3
9 3 4
160 305668 423575. 1946.05 ip5
6 3 8
161 305668 423569. 1948.04 GP
5 7 9
162 305668 423571. 1948.54 GP
5 7 6
163 305668 423572. 1946.27 GP
3 7 2
164 305668 423573. 1946.59 GP
2 9 9
165 305668 423573. 1947.31 GP
0 5 4
166 305667 423570. 1948.43 GP
8 9 6
167 305667 423573. 1947.98 GP
8 1 7
168 305667 423572. 1948.84 GP
5 5 5
169 305667 423569. 1949.44 GP
5 5 3
170 305667 423568. 1950.44 GP
3 3 2
171 305667 423575. 1947.57 GP
7 2 1
172 305667 423567. 1951.46 GP
0 3 8
173 305667 423574. 1948.26 GP
6 3 8
174 305667 423574. 1948.65 GP
3 4 4
175 305666 423570. 1950.64 GP
8 8 2
176 305668 423560. 1953.11 GP
2 1 5
177 305668 423560 1953.48 GP

53
 5
305669 423565. 1950.40
178 3 3 5 GP
305668 423557. 1953.19
179 2 5 3 GP
305668 423554. 1954.13
180 1 9 6 GP
305668 423580. 1945.50
181 3 7 1 GP
305668 423580. 1945.29
182 6 8 8 GP
305668 423582. 1944.97
183 2 3 1 GP
305668 1945.01
184 5 423583 7 GP
305668 423585. 1944.71
185 7 5 6 GP
305667
186 8 423581 1945.7 GP
305667 423579. 1946.10
187 6 5 1 GP
305667 423581. 1945.31
188 8 7 5 GP
305667 423580. 1946.06
189 1 2 1 GP
305667 423580. 1945.80
190 2 6 9 GP
305666 423580. 1946.05
191 9 2 8 GP
305666 1946.30
192 5 423581 8 GP
305666 423580. 1947.09
193 3 3 9 GP
305669 423580. 1947.88
194 1 9 1 CL
305669 423586. 1945.16
195 3 3 3 CL
305668 423579.
196 5 4 1945.03 CL
305668 423583. 1946.93
197 9 3 1 GP
305669 1947.37
198 1 423578 6 GP
305669 423581. 1948.76
199 3 2 7 GP
305669 423586. 1945.28
200 5 1 5 GP
305669 423513. 1959.69
201 5 1 5 GP
305669
202 5 423529 1960.64 GP

54
 305670 423533. 1963.43
203 4 3 3 GP
204 305669 423538. 1958.72 GP
9 9 4
205 305667 423542. 1955.38 GP
9 3 9
206 305667 423537. 1956.07 GP
8 7 3
207 305670 423568. 1952.21 GP
0 9 4
208 305668 423614. 1943.06 ip6
7 7 9
209 305668 423608. 1942.54 CL
8 3 2
210 305669 423603. 1943.48 CL
1 1 8
211 305669 423597. 1943.39 CL
5 8 3
212 305669 423592. 1947.56 CL
9 8 3
213 305668 423613. 1942.82 GP
5 1 9
214 305668 423610. 1942.75 GP
5 3 4
215 305668 423605. 1942.41 GP
6 9 6
216 305668 423603. 1943.92 GP
8 6 4
217 305669 423600. 1943.10 GP
2 5 4
218 305669 423597. 1943.50 GP
4 5 3
219 305669 423592. 1947.77 GP
7 4 7
220 305669 423589. 1947.25 GP
8 3
222 305670 423583 1953.64 GP
2
223 305670 423585. 1953.88 GP
3 9
224 305669 423610. 1942.98 GP
2 2 4
225 305669 423609 1942.58 GP
2 7
226 305669 423606. 1943.91 GP
2 6 4
227 305670 423574. 1952.21 GP
3 6 8
228 305670 423574. 1952.66 GP
6 6 8
229 305670 423578. 1955.96 GP

55
 8 6
305670 423578. 1955.68
230 8 6 8 GP
305668 423612. 1942.92
231 8 3 9 GP
305670 423575. 1951.37
232 0 5 8 GP
305668 423611. 1942.24
233 4 9 6 GP
305668 423611. 1941.59
234 3 7 8 GP
305668 423611. 1941.23
235 2 5 8 GP
305668 423618. 1942.89
236 7 3 1 GP
305668 423620. 1942.36
237 7 4 4 GP
305668 1942.03
238 8 423621 5 GP
305668 423619. 1942.56
239 6 1 1 GP
305668 423621. 1941.44
240 8 6 7 GP
305668 423622. 1941.27
241 7 3 5 GP
305668 423621. 1941.89
242 5 1 5 GP
305668 423622. 1941.55
243 4 1 6 GP
305668 423622. 1941.75
244 6 1 9 GP
305668 1941.52
245 5 423605 4 GP
305668 423571. 1946.55
246 4 8 9 GP
305668 1941.95
247 5 423606 4 GP
305668 423606. 1941.26
248 4 5 7 GP
305668 423607. 1942.25
249 4 4 1 GP
305669 423610. 1942.70
250 2 1 3 GP
305669 423609. 1942.84
251 2 8 9 GP
305669 423609. 1944.99
252 2 8 8 GP
305667 423601. 1938.55
253 4 6 8 ip7
305667 423607. 1937.71
254 4 7 8 CL

56
 305667 423612. 1936.57
255 8 8 2 CL
305668 1936.46
256 0 423618 3 CL
305668 423624. 1934.53
257 1 4 8 CL
305668 423630. 1936.38
258 2 5 2 CL
305668 423636. 1933.91
259 4 9 1 CL
305668 423642. 1934.76
260 5 8 8 CL
305668 423648. 1935.30
261 8 5 5 CL
305668 423651. 1935.93
262 8 1 1 GP
305668 1935.74
263 8 423646 6 GP
305668 423642.
264 7 9 1934.73 GP
305668
265 5 423636 1935.07 GP
305668 423633. 1932.79
266 2 4 7 GP
305668 423628. 1936.58
267 3 6 4 GP
305668 423629. 1934.73
268 1 2 7 GP
305668 1934.73
269 0 423624 9 GP
305667 423617. 1936.46
270 9 9 6 GP
305668 1937.04
271 2 423621 2 GP
305667 423614. 1936.04
272 8 8 6 GP
305667 423610. 1937.92
273 8 8 4 GP
305667 1936.75
274 5 423612 9 GP
305667 423608. 1937.66
275 7 2 3 GP
305667 1937.93
276 2 423608 3 GP
305667 423606. 1939.35
277 6 6 3 GP
305667 423603. 1938.33
278 1 9 2 GP
305667 423601. 1938.49
279 0 8 9 GP
305663 423597. 1942.01
280 7 1 6 GP
57
 305666 423601. 1939.32
281 6 2 3 GP
305666 423601. 1939.64
282 7 9 5 GP
305666 423599. 1938.77
283 9 9 8 GP
305666 423598. 1941.87
284 8 5 9 GP
305667 423597. 1942.77
285 0 4 3 GP
305668 423604. 1942.18
286 5 6 4 GP
305668 423603.
287 5 4 1942.3 GP
305668 423602.
288 5 9 1942.51 GP
305668 423625. 1939.65
289 4 9 1 GP
305668 423625. 1939.50
290 4 9 7 GP
305668 423636. 1936.65
291 7 5 9 GP
305668 423638. 1936.48
292 7 1 7 GP
305667 423623. 1932.56
293 1 8 3 IP8
305667 423626. 1930.37
294 4 5 5 CL
305667 423630. 1935.94
295 9 5 9 CL
305668 423632. 1936.31
296 6 5 9 CL
305667 423623. 1933.04
297 3 9 3 GP
305667 423623. 1931.48
298 5 9 5 GP
305667 423623. 1931.10
299 6 9 6 GP
305667 423623. 1932.37
300 7 9 3 GP
305668 423633.
301 2 5 1933.06 GP
305667 423632. 1935.83
302 9 2 7 GP
305667 423630. 1934.35
303 7 8 6 GP
305667 1932.61
304 2 423627 4 GP
305668 423630. 1936.94
305 3 4 2 GP
306 305667 423624. 1931.85 GP

58
 4 3 8
305667 423627. 1935.58
307 8 7 4 GP
305667 423631.
308 6 9 1933.65 GP
305667 423627. 1932.32
309 1 9 7 GP
305667 423630. 1933.12
310 4 6 1 GP
305667 423629. 1931.26
311 2 3 4 GP
305667 423632. 1933.48
312 7 8 9 GP
305667 423629. 1931.63
313 2 9 5 GP
305667 423633. 1933.24
314 8 2 4 GP
305667 1933.80
315 7 423634 3 GP
305667 1933.23
316 0 423626 2 GP
305667 423630.
317 2 9 1931.22 GP
305666 423623. 1932.90
318 8 8 8 GP
305667 423629.
319 1 9 1931.37 GP
305667 423614. 1934.94
320 1 9 7 GP
305667 423620. 1932.91
321 3 6 8 GP
305667 423624. 1931.53
322 7 8 7 GP
305668 423628. 1936.68
323 3 4 9 GP
305668 423653. 1933.34
324 2 3 3 ip9
305668 423655. 1934.05
325 8 2 2 CL
305669 423658. 1934.70
326 3 3 3 CL
305669 423658. 1934.72
327 3 3 2 CL
305669 423662. 1933.73
328 9 1 7 CL
305669 423666. 1932.12
329 8 7 8 CL
305670 423667.
330 0 4 1933 GP
305669 423662. 1934.54
331 7 8 8 GP

59
 305670 423663. 1934.60
332 1 6 4 GP
305669 423660. 1934.12
333 4 7 8 GP
305669 423658. 1933.08
335 1 7 5 GP
305669 423654. 1935.71
336 0 4 4 GP
305668 423656. 1934.92
337 7 9 6 GP
305668 423652.
338 5 1 1933.08 GP
305668 423655. 1933.58
339 5 5 5 GP
305667 423651. 1930.02
340 9 9 5 GP
305668 423656. 1933.38
341 4 3 8 GP
305668 423658. 1932.74
342 5 7 9 GP
305668 423650. 1932.35
343 4 2 8 GP
305668 423649. 1931.16
344 3 1 4 GP
305668 1931.06
345 3 423649 6 GP
305668 423650.
346 5 2 1933 GP
305669 423654. 1940.46
347 8 9 3 GP
305668 423651. 1933.58
348 6 4 3 GP
305670 423653.
349 4 9 1943.11 GP
305668 423650. 1934.30
350 7 6 2 GP
305669 423654. 1940.65
351 7 9 2 GP
305670 1936.19
352 3 423667 2 GP
305670 423672. 1936.63
353 5 5 9 GP
305671 423670. 1938.76
354 0 4 4 GP
305671 423656. 1945.12
355 3 3 5 GP
305671 423670. 1938.62
356 0 5 8 GP
305664 423678.
11 4 9 1921 IP11
12 305657 423705. 1919.54 IP12

60
 9 3
305654 423749. 1907.71
13 3 5 3 IP13
305648 423786. 1897.65
14 6 9 1 IP14
305637 423866. 1887.52
15 4 5 3 IP15
305630 423854. 1886.67
16 6 5 9 IP16
305627 423867. 1877.48
17 0 7 2 IP17
305615 423901. 1882.77
18 3 4 4 IP18
305606 1885.03
19 4 423906 2 IP19
305601 423891. 1883.00
20 1 1 4 IP20
305597 423886. 1877.42
21 9 1 2 IP21
305583 423919. 1860.09
22 9 9 8 IP22
305542 424071. 1859.24
23 8 9 8 IP23
305543 423994. 1868.13
24 1 6 7 IP24
305670 423678. 1930.98
25 1 6 4 IP10
305669 423675. 1928.60
359 5 9 9 CL1
305668 423674. 1927.31
360 9 7 7 CL2
305668 423673. 1926.47
361 3 9 5 CL3
305667 423672. 1925.54
362 7 1 7 CL4
305667 423668. 1924.43
363 2 8 4 CL5
305666 423664. 1921.18
364 1 4 5 CL6
305663 1920.04
1100 9 423656 1 CL7
305663 423660. 1921.57
1101 4 4 9 CL8
305663 423664. 1922.37
1102 2 9 3 CL9
305663 423669. 1922.58
1103 1 7 5 CL10
305663 423674. 1922.71
1104 4 8 1 CL11
305663 423680. 1921.94
1105 5 8 4 CL12
1106 305663 423685. 1921.62 CL13
61
 2 1 2
305662 423686. 1921.38
1107 7 6 6 CL14
305662 423690. 1921.04
1108 0 8 4 CL15
305660 423700. 1920.11
1110 7 9 5 CL17
305660 423701. 1919.77
1111 0 9 1 CL18
305659 423703. 1919.06
1112 2 7 3 CL19
305661 423694. 1918.76
1113 4 5 6 CL20
305658 423704. 1919.36
1114 5 8 5 CL21
305653 423756. 1904.04
1300 6 1 7 CL22
305653 423760. 1903.42
1301 1 8 6 CL23
305652 423766. 1902.94
1302 4 7 2 CL24
305651 423771. 1902.51
1303 9 1 1 CL25
305651 423775. 1901.91
1304 4 9 7 CL26
305650 1901.44
1305 8 423780 4 CL27
305650 423782. 1900.65
1306 4 1 9 CL28
305649 423785. 1899.18
1307 8 8 4 CL29
305649 423786. 1898.62
1308 2 8 8 CL30
305648 423787. 1897.49
1400 2 1 4 CL31
305647 423787. 1897.18
1401 8 6 8 CL32
305647 423788. 1896.86
1402 2 3 9 CL33
305646 423791. 1896.06
1403 5 5 5 CL34
305645 423794. 1895.89
1404 8 3 2 CL35
305645 423799. 1895.58
1405 1 8 1 CL36
305644 423803. 1895.19
1406 5 8 6 CL37
305644 423808. 1894.92
1407 0 1 6 CL38
305643 423811. 1894.71
1408 7 8 5 CL39
1409 305643 423816 1894.40 CL40
62
 1 9
305642 423820. 1894.19
1410 7 2 5 CL41
305642 423824. 1894.91
1411 3 5 3 CL42
305642 1894.69
1412 0 423828 3 CL43
305641 423832. 1893.40
1413 7 1 5 CL44
305641 423834. 1893.09
1414 3 7 2 CL45
305641 423837. 1892.82
1415 0 5 4 CL46
305640 423839. 1892.42
1416 7 6 8 CL47
305640 1891.63
1417 5 423841 9 CL48
305640 423841. 1890.84
1418 1 9 1 CL49
305639 423844. 1890.56
1419 7 7 9 CL50
305639 423845. 1889.91
1420 4 7 4 CL51
305639 423846. 1889.88
1421 2 9 4 CL52
305638 423848. 1889.54
1422 9 3 5 CL53
305638 423849. 1889.32
1423 6 7 5 CL54
305638 423851. 1889.18
1424 3 8 3 CL55
305638 423852. 1888.95
1425 1 7 2 CL56
305637 423854. 1888.40
1426 8 1 2 CL57
305637 423855. 1888.19
1427 5 2 9 CL58
305637 423857. 1888.04
1428 4 2 6 CL59
305637 423857. 1887.85
1500 1 7 4 CL60
305636 1887.46
1501 5 423859 9 CL61
305635 423858. 1887.01
1502 7 8 4 CL62
305634 423857. 1886.90
1503 8 8 5 CL63
305634 423855. 1886.68
1504 2 9 6 CL64
305633 1886.18
1505 1 423854 2 CL65
1506 305631 423857. 1885.29 CL66
63
 8 3 8
305631 423860. 1883.58
1607 0 9 1 CL67
305630 423861. 1882.61
1608 4 5 8 CL68
305629 423864. 1880.21
1609 2 7 4 CL69
305629 423862. 1881.01
1610 8 5 2 CL70
305628 423864. 1879.83
1611 6 6 4 CL71
305627 423864. 1878.56
1612 9 7 4 CL72
305627 423864. 1877.83
1613 3 8 5 CL73
305626 423864. 1877.34
1700 8 3 9 CL74
305626 423864. 1877.94
1701 4 3 6 CL75
305626 423862. 1878.12
1702 0 9 4 CL76
305625 423861. 1878.43
1703 6 5 6 CL77
305625 423860. 1878.79
1704 1 6 9 CL78
305624 423859. 1878.95
1705 6 5 6 CL79
305624 1879.26
1706 1 423859 9 CL80
305623 423858. 1879.46
1707 6 6 4 CL81
305622 1879.71
1708 9 423859 5 CL82
305622 423859. 1879.98
1709 6 4 1 CL83
305622 423859. 1880.09
1710 1 9 8 CL84
305621 423861. 1880.51
1711 6 1 7 CL85
305621 423862. 1880.30
1712 4 5 3 CL86
305620 423865. 1880.72
1713 8 6 5 CL87
305620 423872. 1880.81
1714 2 8 2 CL88
305620 423869. 1880.98
1715 4 2 5 CL89
305619 423875. 1881.03
1716 6 3 5 CL90
305619 423877. 1881.36
1717 0 8 8 CL91
1718 305618 423878. 1881.59 CL92
64
 5 7 9
305618 423879. 1881.29
1719 0 2 8 CL93
305617 423881. 1880.89
1720 4 1 5 CL94
305617 1880.65
1721 0 423883 9 CL95
305616 423884. 1880.55
1722 6 9 7 CL96
305616 423887. 1880.35
1723 2 7 9 CL97
305615 423889. 1880.85
1724 8 4 9 CL98
305615 423894. 1881.06
1725 5 8 1 CL99
305615 423896. 1881.29
1726 2 3 5 CL100
305657 423710. 1917.62
12000 9 9 9 CL101
305657 1916.81
12002 7 423714 2 CL103
305657 423717. 1916.63
12003 3 4 3 CL104
305657 423719. 1916.25
12004 0 7 1 CL105
305656 423722. 1915.75
12005 7 3 5 CL106
305658 423707.
12016 2 9 1918.07 CL107
305656 423725. 1912.84
12019 4 1 9 CL110
305656 423729. 1912.08
12020 2 3 9 CL111
305655 423733. 1911.52
12021 9 7 2 CL112
305655 423737. 1910.91
12022 5 5 8 CL113
305655 423742. 1910.53
12023 2 6 1 CL114
305654 423745. 1909.97
12024 8 9 9 CL115
305654 423748. 1909.52
12025 6 1 1 CL116
305615 423896.
18027 0 4 1882.91 CL117
305614 423895.
18028 6 9 1883.2 CL118
305614 423895. 1883.31
18029 2 2 1 CL119
305613 423895. 1883.68
18034 7 7 7 CL120
18038 305613 423898. 1883.73 CL121
65
 2 4 3
305612 423899. 1884.02
18039 7 5 1 CL122
305611 423899. 1884.70
18041 9 7 9 CL124
305611 423898. 1884.84
18042 2 9 1 CL125
305610 423899.
18043 5 3 1885.1 CL126
305609 423898.
18044 5 6 1885.4 CL127
305608 423899.
18045 9 1 1885.81 CL128
305607 423898. 1885.95
18046 9 7 4 CL129
305607 423899. 1886.40
18047 3 8 5 CL130
305606 423900. 1886.42
18048 7 3 1 CL131
305606 1885.53
19024 3 423901 8 CL132
305605 423903. 1884.87
19025 8 6 3 CL133
305606 423919. 1884.31
19026 8 4 7 CL134
305605 423905. 1883.99
19027 4 2 4 CL135
305604 423906. 1883.32
19028 5 7 7 CL136
305603 423907. 1882.71
19029 5 9 2 CL137
305602 423906. 1881.91
19030 6 5 6 CL138
305601
19031 9 423905 1881.09 CL139
305601 423902. 1879.89
19032 3 8 5 CL140
305600 423900. 1879.68
20000 8 6 9 CL141
305600 423897. 1879.36
20001 3 9 8 CL142
305599 423893. 1879.05
20002 8 8 5 CL143
305599 423889. 1878.92
20003 4 8 3 CL144
305598 423881. 1878.77
20004 9 8 1 CL145
305598 423873. 1878.58
20005 1 5 6 CL146
305599 423885. 1878.43
20006 1 1 9 CL147
20007 305598 423877. 1878.27 CL148
66
 4 4 7
305597 423869. 1878.07
20008 7 4 6 CL149
305597 423868. 1877.97
20009 3 5 8 CL150
305596 423870. 1876.56
20010 9 5 6 CL151
305596 423881. 1874.34
20011 0 7 5 CL152
305595 423889.
20012 5 6 1872.06 CL153
305595 423893. 1870.64
20013 1 5 2 CL154
305593 423903. 1868.77
21000 7 9 9 CL155
305592 423909. 1867.98
21001 9 5 1 CL156
305591 423914. 1866.98
21002 8 4 3 CL157
305590 423916. 1865.91
21003 6 8 1 CL158
305589 423917. 1864.71
21004 5 8 2 CL159
305588 423917. 1864.26
21005 2 8 4 CL160
305587 1863.13
21006 2 423917 1 CL161
305585 423916. 1862.54
21007 9 1 4 CL162
305584 423913. 1861.76
21008 4 8 4 CL163
305542 424026.
21011 4 4 1860.31 CL164
305583 423915. 1860.03
22000 4 7 3 CL165
305582 423916. 1859.90
22001 8 4 1 CL166
305582 423917. 1859.47
22002 0 9 9 CL167
305581 423919. 1859.21
22003 5 6 1 CL168
305580 423924. 1858.81
22004 7 6 8 CL169
305578 423935. 1858.42
22005 9 9 2 CL170
305579 423929. 1857.83
22006 7 6 4 CL171
305578 423940.
22007 2 1 1856.88 CL172
305577 423944.
22008 8 7 1856.5 CL173
22009 305577 423951 1855 CL174
67
 0
305575 423967.
22010 4 1 1854.89 CL175
305576 423957.
22011 2 8 1854.5 CL176
305574
22012 2 423972 1854.2 CL177
305573 423972.
22013 4 4 1853.82 CL178
305572 423972.
22014 5 9 1853.68 CL179
305571 423974. 1853.48
22015 6 5 8 CL180
305570 423979. 1853.09
22016 8 3 1 CL181
305568 423990.
22017 8 6 1852.89 CL182
305569 423984.
22018 9 6 1852.74 CL183
305566 423999. 1852.47
22019 9 9 6 CL184
305566 1853.19
22020 0 424005 9 CL185
305567 423995. 1852.98
22021 8 7 8 CL186
305565 424011. 1852.62
22022 1 3 1 CL187
305563 424018.
22023 8 7 1852.53 CL188
305562 424026. 1852.12
22024 2 6 7 CL189
305561 424031.
22025 1 4 1852 CL190
305559 424031.
22026 8 3 1851.26 CL191
305558 424028. 1850.89
22027 4 9 1 CL192
305557 424023. 1849.56
22028 2 2 5 CL193
305555 424020. 1848.91
22029 4 3 6 CL194
305553 424019. 1848.32
22030 6 2 1 CL195
305552 1848.54
22031 2 424023 3 CL196
305550 424024. 1847.25
22032 9 4 8 CL197
305549 424016. 1846.99
22033 8 7 7 CL198
305549 424034.
22034 6 2 1846.78 CL199
22035 305549 424048. 1844.55 CL200
68
 3 9 2
305549 424061.
22036 0 8 1844.37 CL201
305548 424073. 1841.46
22037 9 6 3 CL202
305549 424089. 1840.43
22038 0 1 7 CL203
305549 424103. 1839.89
22039 4 7 8 CL204
305549 424114. 1838.07
22040 2 4 3 CL205
305548 424116. 1838.44
22041 1 9 5 CL206
305546 424114. 1838.94
22042 9 6 7 CL207
305545 424114. 1840.14
22043 9 4 2 CL208
305545 424113. 1841.08
22044 0 9 7 CL209
305544 424111.
22045 1 4 1841.49 CL210
305543 424111. 1842.55
22046 4 7 8 CL211
305542 424113. 1842.84
22047 6 6 1 CL212
305541 424105. 1845.04
22048 9 4 8 CL213
305542 424092. 1844.87
22049 1 9 5 CL214
305542 424111. 1845.02
22050 1 4 9 CL215
305543 424078. 1853.49
22051 2 8 5 CL216
305542 424065. 1858.05
22052 4 2 4 CL217
305542 424048. 1859.26
22053 3 2 5 CL218
305546 423972.
77701 9 3 1861 gp
305543 423999.
77702 8 6 1864.22 gp
305537 424191.
77703 5 1 1838 gp
305543
77704 8 424027 1853 gp
305565 423891.
77705 4 3 1877 gp
305556 423945.
77706 2 6 1855 gp
305550
77707 0 424000 1854 gp
77708 305556 424046. 1847 gp
69
 4 2
305552 424095.
77709 2 8 1847 gp
305561 424129.
77710 6 2 1841 gp
305550 423818.
77711 4 3 1881 gp
305572
77712 9 424096 1846 gp
305579 423902.
77713 8 8 1868 gp
305572 423980.
77714 3 5 1853 gp
305568 424096.
77715 6 8 1844 gp
305572 423918.
77716 8 1 1862 gp
305576 424010.
77717 1 5 1853 gp
305571 424123.
77718 8 5 1844 gp
305564 424211.
77719 7 9 1842 gp
305575 424200.
77720 3 9 1843 gp
305585 424002.
77721 9 6 1857 gp
305589 423846.
77722 6 1 1875 gp
305595 424065.
77723 0 6 1855 gp
305587
77724 8 423990 1858 gp
305597 423982.
77725 8 1 1864 gp
305600 423932.
77726 7 1 1876 gp
305597 423822.
77727 6 3 1882 gp
305604 423877.
77728 8 3 1889 gp
305609 423929.
77729 3 5 1878 gp
305611
77730 6 423812 1897 gp
305613 423870.
77731 3 9 1888 gp
305634
77732 4 423840 1889 gp
305635 423780.
77733 6 2 1899 gp
77734 305635 423874. 1883 gp
70
 3 4
305631
77735 3 423925 1876 gp
305643 423717.
77736 9 2 1932 gp
305648 423776.
77737 3 8 1902 gp
305650 423834.
77738 4 1 1895 gp
305652
77739 5 423938 1887 gp
305643 423838.
77740 1 9 1890 gp
305667 423747.
77741 8 3 1913 gp
305668 423782.
77742 0 8 1899 gp
305666 423848.
77743 0 2 1890 gp
305663
77744 2 423739 1911 gp
305662 423781.
77745 9 9 1907 gp
305662 423848.
77746 6 6 1896 gp
305657 423760.
77747 3 9 1903 gp
305652 423870.
77748 5 2 1890 gp
305645 423980.
77749 0 9 1873 gp
305637 423930.
77750 6 6 1877 gp
305630 423882.
77751 9 7 1880 gp
305661 423709.
77752 6 8 1914 gp
305648 423754.
77753 0 6 1912 gp
305647 423783.
77754 8 7 1900 gp
305639 423817.
77755 1 5 1896 gp
305667 423678.
77756 1 4 1928 gp
305664 423659.
77757 3 2 1920 gp
305657 423661.
77758 2 9 1937 gp
305651 423692.
77759 7 3 1934 gp
77760 305664 423701. 1920 gp
71
 8 6
305660 423792.
77761 7 4 1907 gp
305658 423686.
77762 4 9 1933 gp
305659 423848.
77763 4 9 1892 gp
305659 423798.
77764 0 6 1893 gp
305659 423930.
77765 1 4 1883 gp
305652 423750.
77766 3 6 1917 gp
305652 423658.
77767 5 5 1937 gp
305654 423860.
77768 8 3 1889 gp
305656 423958.
77769 4 8 1879 gp
305648 423803.
77770 6 8 1895 gp
305647 423750.
77771 8 8 1914 gp
305648 423879.
77772 6 5 1889 gp
305661 423846.
77773 6 4 1894 gp
305642 424000.
77774 9 8 1868 gp
305640 423857.
77775 3 8 1887 gp
305641 423942.
77776 4 5 1874 gp
305620 424063.
77777 6 6 1856 gp
305620 424041.
77778 4 8 1857 gp
305618 423834.
77779 1 7 1898 gp
305599 424082.
77780 4 3 1854 gp
305601 424021.
77781 3 5 1861 gp
305601 424008.
77782 7 3 1864 gp
305603 423961.
77783 7 4 1874 gp
305604 423924.
77784 5 3 1880 gp
305609 423871.
77785 9 8 1895 gp
77786 305610 423802 1903 gp
72
 9
305592 423981.
77787 7 3 1858 gp
305600 423868.
77788 6 5 1884 gp
305603 423874.
77789 0 5 1888 gp
305599 423828.
77790 3 8 1885 gp
305588 423865.
77791 4 1 1872 gp
305587 423893.
77792 7 7 1869 gp
305584 423896.
77793 6 1 1868 gp
305581 423888.
77794 9 6 1872 gp
305567 423898.
77795 0 7 1875 gp
305551 423947.
77796 7 6 1863 gp
305538 423940.
77797 3 3 1878 gp
305538 423984.
77798 0 8 1869 gp
305536 424004.
77799 7 3 1870 gp
305536 424094.
77800 1 2 1858 gp
305535 424069.
77801 6 9 1862 gp

73
4.2: Subgrade soil data from DCPT test of different chainage

Chainage 0+000m

NO. OF DEPTH OF 1.4-

DIFFERENCE(CM) PI(CM) CBR AVG
BLOWS PENETRATION(CM) 0.55*

1 4.1 3.4 4.10 1.063 11.560 7.180

1 5.1 1.00 5.10 1.011 10.253
1 6.6 1.50 6.60 0.949 8.897
1 7.7 1.10 7.70 0.912 8.174
1 8 0.30 8.00 0.903 8.004
1 8.4 0.40 8.40 0.892 7.792
1 9.1 0.70 9.10 0.873 7.456
1 10.1 1.00 10.10 0.848 7.041
1 10.5 0.40 10.50 0.838 6.892
1 11.5 1.00 11.50 0.817 6.556
1 12 0.50 12.00 0.806 6.404
1 12.9 0.90 12.90 0.789 6.154
1 13.7 0.80 13.70 0.775 5.954
1 14.7 1.00 14.70 0.758 5.728
1 16.5 1.80 16.50 0.730 5.375
1 18.5 2.00 18.50 0.703 5.047
1 20.5 2.00 20.50 0.679 4.770

Chainage 0+250m

NO.
DEPTH OF CUM
OF DIFFERENCE(C 1.4-
PENETRATION(C PI(CM) NO. OF CBR AVG
BLOW M) 0.55*LOG10(PI)
M) BLOW
S
6.08
1 4.9 4.9 4.900 1.020 10.481 9
1 6.5 1.6 6.500 0.953 8.972
1 8.7 2.2 8.700 0.883 7.643
1 11.6 2.9 11.600 0.815 6.525
1 14.6 3 14.600 0.760 5.749
1 17.6 3 17.600 0.715 5.188
1 19.6 2 19.600 0.689 4.889
1 22.6 3 22.600 0.655 4.521
1 23.4 0.8 23.400 0.647 4.435
1 24.4 1 24.400 0.637 4.334
1 25.4 1 25.400 0.627 4.240

74
Chainage 0+ 500m.

C
U
NO
M
.
DEPTH OF PI( N 1.4- A
OF DIFFERE CB
PENETRAT C O. 0.55*LO V
BL NCE(CM) R
ION(CM) M) OF G10(PI) G
O
BL
WS
O
W
6.
10. 0
5.0 36 2
1 5 3.40 00 2 1.016 5 7
7.4 8.3
1 7.4 2.40 00 4 0.922 55
9.7 7.1
1 9.7 2.30 00 6 0.857 99
14.
20 5.8
1 14.2 4.50 0 0.766 38
14.
90 5.6
1 14.9 0.70 0 0.755 85
15.
30 5.6
1 15.3 0.40 0 0.748 03
16.
10 5.4
1 16.1 0.80 0 0.736 48
17.
10 5.2
1 17.1 1.00 0 0.722 71
17.
30 5.2
1 17.3 0.20 0 0.719 37
17.
70 5.1
1 17.7 0.40 0 0.714 71
18.
10 5.1
1 18.1 0.40 0 0.708 08
18.
30 5.0
1 18.3 0.20 0 0.706 78
18.
60 5.0
1 18.6 0.30 0 0.702 32
18.
90 4.9
1 18.9 0.30 0 0.698 88
75
76
chainage 0+750m

CUM
NO.
DEPTH OF NO. 1.4-
OF DIFFERENCE(C PI(C
PENETRATION(C OF 0.55*LOG10( CBR AVG
BLOW M) M)
M) BLO PI)
S
W
4.67
1 4.20 3.2 4.20 1.057 11.408 5
1 5.60 1.40 5.60 0.988 9.739
1 7.00 1.40 7.00 0.935 8.614
1 8.80 1.80 8.80 0.881 7.595
1 10.60 1.80 10.60 0.836 6.856
1 11.10 0.50 11.10 0.825 6.685
1 14.00 2.90 14.00 0.770 5.883
1 15.00 1.00 15.00 0.753 5.664
1 17.70 2.70 17.70 0.714 5.171
1 19.70 2.00 19.70 0.688 4.876
1 22.30 2.60 22.30 0.658 4.554
1 24.70 2.40 24.70 0.634 4.305
1 27.00 2.30 27.00 0.613 4.100
1 30.50 3.50 30.50 0.584 3.834
1 34.70 4.20 34.70 0.553 3.571
1 41.70 7.00 41.70 0.509 3.228
1 47.30 5.60 47.30 0.479 3.012
1 51.50 4.20 51.50 0.459 2.874
1 54.50 3.00 54.50 0.445 2.786
1 57.50 3.00 57.50 0.432 2.705
1 61.50 4.00 61.50 0.416 2.607
1 67.00 5.50 67.00 0.396 2.487
1 76.50 9.50 76.50 0.364 2.312
1 80.50 4.00 80.50 0.352 2.248
1 82.00 1.50 82.00 0.347 2.225
1 83.50 1.50 83.50 0.343 2.203

77
Chainage 1+000m
CUM
NO.
DEPTH OF NO. 1.4-
OF DIFFERENCE(C PI(C
PENETRATION(C OF 0.55*LOG10( CBR AVG
BLOW M) M)
M) BLO PI)
S
W
10.85 4.23
1 4.6
3.4 4.60 1.035 1 6
1 8.3 3.70 8.30 0.895 7.843
1 10.5 2.20 10.50 0.838 6.892
1 12.7 2.20 12.70 0.793 6.207
1 15.5 2.80 15.50 0.745 5.563
1 19.4 3.90 19.40 0.692 4.917
1 24.5 5.10 24.50 0.636 4.325
1 26.2 1.70 26.20 0.620 4.168
1 27.6 1.40 27.60 0.608 4.050
1 29 1.40 29.00 0.596 3.942
1 30.1 1.10 30.10 0.587 3.862
1 31.5 1.40 31.50 0.576 3.766
1 32.7 1.20 32.70 0.567 3.690
1 34.1 1.40 34.10 0.557 3.606
1 36.1 2.00 36.10 0.543 3.494
1 40.1 4.00 40.10 0.518 3.298
1 45.5 5.40 45.50 0.488 3.077
1 50.5 5.00 50.50 0.463 2.905
1 55.4 4.90 55.40 0.441 2.761
1 59.5 4.10 59.50 0.424 2.655
1 63.3 3.80 63.30 0.409 2.566
1 67.7 4.40 67.70 0.393 2.473
1 71.2 3.50 71.20 0.381 2.405
1 74.4 3.20 74.40 0.371 2.348

78
Chainage 1+250m
NO. CUM
DEPTH OF 1.4-
OF DIFFERENCE(C PI(CM NO.
PENETRATION(C 0.55*LOG10(P CBR AVG
BLOW M) ) OF
M) I)
S BLOW
1 4.2 3.5 4.20 1.057 11.408 4.944
1 8.3 4.1 8.30 0.895 7.843
1 11.3 3 11.30 0.821 6.619
1 14.2 2.9 14.20 0.766 5.838
1 17.2 3 17.20 0.720 5.254
1 20.2 3 20.20 0.682 4.809
1 22.7 2.5 22.70 0.654 4.510
1 25.3 2.6 25.30 0.628 4.249
1 28.2 2.9 28.20 0.602 4.003
1 30.8 2.6 30.80 0.581 3.813
1 33.4 2.6 33.40 0.562 3.647
1 35.8 2.4 35.80 0.545 3.510
1 36.8 1 36.80 0.539 3.458
1 37.4 0.6 37.40 0.535 3.427
1 38.4 1 38.40 0.529 3.378
1 39.4 1 39.40 0.522 3.330

Chainage 1+500m
CUM
NO.
DEPTH OF NO. 1.4-
OF DIFFERENCE(C PI(C
PENETRATION(C OF 0.55*LOG10( CBR AVG
BLOW M) M)
M) BLO PI)
S
W
12.41 6.37
3.6
1 2.8 3.60 1.094 7 3
1 6 2.40 6.00 0.972 9.376
1 7.5 1.50 7.50 0.919 8.293
1 8.7 1.20 8.70 0.883 7.643
1 9.6 0.90 9.60 0.860 7.240
1 10.2 0.60 10.20 0.845 7.003
1 11 0.80 11.00 0.827 6.718
1 11.7 0.70 11.70 0.812 6.494
1 12.7 1.00 12.70 0.793 6.207
1 13.7 1.00 13.70 0.775 5.954
1 15.2 1.50 15.20 0.750 5.623
1 16.9 1.70 16.90 0.725 5.305
1 18.5 1.60 18.50 0.703 5.047
1 22.2 3.70 22.20 0.660 4.566
1 24.3 2.10 24.30 0.638 4.344
1 25.3 1.00 25.30 0.628 4.249
1 26.3 1.00 26.30 0.619 4.159
1 27.3 1.00 27.30 0.610 4.075

79
Chainage 1+750m
NO. CUM
DEPTH OF
OF DIFFERENCE(C PI(CM NO. 1.4-
PENETRATION(C CBR AVG
BLOW M) ) OF 0.55
M)
S BLOW
10.98
4.5
1 3.5 4.50 1.041 3 4.929
1 8.1 3.60 8.10 0.900 7.949
1 10.1 2.00 10.10 0.848 7.041
1 13.1 3.00 13.10 0.786 6.102
1 15.2 2.10 15.20 0.750 5.623
1 18.2 3.00 18.20 0.707 5.093
1 20.2 2.00 20.20 0.682 4.809
1 22.2 2.00 22.20 0.660 4.566
1 24.2 2.00 24.20 0.639 4.354
1 25.6 1.40 25.60 0.625 4.222
1 27.1 1.50 27.10 0.612 4.091
1 29.5 2.40 29.50 0.592 3.905
1 32.6 3.10 32.60 0.568 3.696
1 35.7 3.10 35.70 0.546 3.516
1 39 3.30 39.00 0.525 3.349
1 41.9 2.90 41.90 0.508 3.219
1 43.9 2.00 43.90 0.497 3.138
1 45.9 2.00 45.90 0.486 3.062

Chainage 2+000m
CUM
NO.
DEPTH OF NO. 1.4-
OF DIFFERENCE(C PI(CM
PENETRATION(C OF 0.55LO CBR AVG
BLOW M) )
M) BLO G
S
W
10.25 5.19
5.1
1 3.6 5.10 1.011 3 7
1 7.6 2.50 7.60 0.916 8.233
1 9.6 2.00 9.60 0.860 7.240
1 11.8 2.20 11.80 0.810 6.463
1 13.8 2.00 13.80 0.773 5.930
1 15.8 2.00 15.80 0.741 5.505
1 18.6 2.80 18.60 0.702 5.032
1 21.5 2.90 21.50 0.667 4.647
1 24.3 2.80 24.30 0.638 4.344
1 27.3 3.00 27.30 0.610 4.075
1 29.6 2.30 29.60 0.591 3.898
1 31.9 2.30 31.90 0.573 3.740
1 33.9 2.00 33.90 0.558 3.617
1 36.2 2.30 36.20 0.543 3.489
1 38.2 2.00 38.20 0.530 3.387
1 40.2 2.00 40.20 0.518 3.294

80
 CHAINAGE PI(CM) CBR%
0+000 11.17 7.18
0+250 16.3 6.089
0+500 14.9 6.027
0+750 36.78 4.675
1+000 36.27 4.236
1+250 25.23 4.944
1+500 15.04 6.375
1+750 25.39 4.929
2+000 22.84 5.197
Table 4.: PI of different chainage are given below and CBR.

Table : 87.5 percentage value table for CBR value

SN Test CBR Result in % No equal or greater than % of equal or greater than

1 7.180 1 11.11
2 6.375 2 22.22
3 6.089 3 33.33
4 6.027 4 44.44
5 5.197 5 55.55
6 4.944 6 66.66
7 4.929 7 77.77
8 4.675 8 88.88
9 4.236 9 100

From the graph, the 87.5 percentile value = 4.346%

81
 Table: Existing field data of traffic volume count and the calculation of
AADT and CCPD

motorized vehicle
Two-Axle, non-
2-axle, 6 3-axle,
Two- 2 axles, 2 Six-Tire, moto
tire,(dual single- TO
Axle, or 3 Single- rized
rear trailer TA
Four Tire wheel Unit vehic
tires) trucks. L
Trucks le
type of bus car Bike tractor truck cycle
vehicl fro
e/date fro fro fro
fro fro fro m fro fro
m sta m m
m m m En m m
En rtin En En
star end star di star star
din g din din
ting ing ting n ting ting
g poi g g
poi poi poi g poi poi
poi nt poi poi
nt nt nt poi nt nt
nt (A) nt nt
(A) (B ) (A) nt (A) (A)
(B) (B) (B)
(B)
1st
5 4 8 5 20 25 4 3 3 4 1 81
day
2nd
4 4 7 6 23 18 5 2 4 2 0 75
day
3rd
6 6 9 10 21 19 4 4 3 5 0 87
day
4th
5 6 8 9 26 22 2 3 5 2 1 88
dav
5th
5 5 6 7 20 16 4 3 4 4 2 74
day
6th
5 5 9 8 23 19 3 3 3 4 1 82
day
7th
6 4 7 9 29 20 5 4 5 6 3 95
dav
58
total 70 108 301 49 54 8
2
AADT 10 15 43 7 8 1 83
11
CVPD 30 15 21.5 21 24 0.5
1.5
equiva
lent 3 1 0.5 3 3 0.5
factor

Computation of Design Traffic

The design traffic is considered in terms of the cumulative number of standard axles to be
carried during the design life of the pavement. This can be computed as:
Cumulative number (Ns) = 365∗¿ ¿
Where,
82
Annual growth rate of commercial vehicle(r) = 5%
Design life in year (n) = 15 years
Land Distribution Factor (LDF) = 1.0
Vehicle Damage Factor (VDF) = 0.5
Design traffic at the end of construction period in terms of standard axle A = P (1+r ) y
= 124 CPVD

83
Present traffic(p) = 10*3 +15*1 +43*0.5 +7*3 +8*3+1*0.5=112cpvd
A= P(1+r)2 = 124 cpvd
n
365∗[ ( 1+ r ) −1]
cumulative Number (Ns) = ∗A∗LDF∗VDF
r
365∗[ (1+ 0.05 )15−1 ]
¿ ∗124∗1∗0.5
0.05

= 0.488 msa

4.4 Design of pavement layer’s thickness

4.4.1 TRT Overseas Road note 31 Method
Selection of traffic class and sub-grade strength class
From the above calculation of traffic volume and CBR we get,
CBR% = 4.675%
From the Road Note 31,
Traffic class = T2 and sub grade strength class = S2 (from table)
From the design catalogue chart,
we use chart 1 then,
Granular sub base (GS) =200mm
Granular road base (GB) =150mm
Surface dressing =20mm
Total thickness of the pavement =350mm

According to IRC Guidelines 2001 (IRC 37-2001):

Wearing course=20mm
Granular base=225mm
Granular sub-base=255mm
Total thickness= 480mm

84
 Recorded
Rainfall Data,
Daily
maximum
hourly data

Peak
Year Rainfall
(mm)
2009 774.8
2010 958.1
2011 973.1
2012 773.1
2013 637.2
2014 789.07
2015 723.1
2016 986.09
2017 952.6
2018 880.1
2019 848.7
2020 1021.8
2021 747.1
2022 641.390
2023 838.870
2024 542.400
Average
817.970
Rainfall
Standard
140.336
Deviation

*Take Peak rainfall from : https://www.worldweatheronline.com/

85
 Peak Rainfall Intensity (mm)
1200

1000

800

600

400

200

0
2009201020112012201320142015201620172018201920202021202220232024

Peak Rainfall Intensity (mm)

86
No. of Reduced Reduced
Years of Mean, Standard
Record (n) Yn Deviation, Sn
0 0.49522 0.94963
10 0.49522 0.94963
11 0.49969 0.96753
12 0.50348 0.98327
13 0.50699 0.99712
14 0.51 1.00951
15 0.51285 1.02055
16 0.51542 1.03058
17 0.5177 1.03972
18 0.51978 1.04806
19 0.52177 1.05575
20 0.52352 1.06282
21 0.52519 1.06938
22 0.52673 1.07547
23 0.52819 1.08115
24 0.52959 1.08648
25 0.53084 1.09143
26 0.53202 1.09615
27 0.53326 1.10048
28 0.53419 1.10471
29 0.53533 1.1086
30 0.53616 1.11238
31 0.53714 1.11588
32 0.53803 1.11927
33 0.53889 1.12245
34 0.53959 1.12557
35 0.54026 1.12849
36 0.54107 1.13127
37 0.54177 1.13391
38 0.54243 1.13649
39 0.54294 1.139
40 0.54363 1.1413

87
 No. of Recorded
Year (n)= 16 nos.
Mean of Rainfall
Data (x̄ )= 817.970 mm
Standard Deviation of Data
(σ)= 140.336 mm
Reduced Mean
(Yn)= 0.51542 mm
Reduced Standard Deviation
(Sn)= 1.03058 mm

Reduce Frequen
Return Maximum 24
d cy
Period Hr Rainfall Remarks
Variate( Factor
(T) (R24 ), mm
YT) (K)
2 0.3665 -0.1445 797.6931
5 1.4999 0.9553 952.0336
Side
10 2.2504 1.6835 1054.2204 Drain
20 2.9702 2.3819 1152.2405
25 3.1985 2.6035 1183.3338 Crossing
50 3.9019 3.2860 1279.1174
100 4.6001 3.9635 1374.1938

Rainfall Intensity for side

drain= 43.926 mm/hr
Rainfall Intensity for Cross
drainage= 49.306 mm/hr

*The return period for side drain is taken as 10 yrs and for cross drainage structure is taken as 25 yrs

88
Catchment Length = 1000 m
Breadth of Catchment = 300m
Catchment area for cross drainage = 0.3 sq.km
Runoff coefficient for side drain = 0.3
Runoff coefficient for cross drainage = 0.25
Design Discharge for side drain (Qd) = 0.553 m3/sec
Design Discharge for cross drainage (Qc) = 1.028 m3/sec

Coefficient of Runoff for Loam cover land, predominantly cultivated soil (C1) = 0.3
Coefficient of Runoff for forest area (C2) = 0.1
Coefficient of Runoff for Bitumen pavement cover (C3) = 0.9
Catchment Area of Loam cover land with cultivated soil (A1) = 0.03 sq.km
Catchment Area of Forest (A2) = 0.04 sq. km
Catchment Area of Bitumen pavement cover (A3) = 0.004 sq.km
Average Coefficient of Runoff (C) = A1*C1+A2*C2+A3*C3/A1+A2+A3
(C) = 0.22 [for cross drainge stractures]

Catchment Area of Bitumen pavement cover (A1) = 0.001

total catchment area for side drain (A) = 0.151 sq.km

Catchment Area of loam cover land (A2) = 0.15

total catchment area for side drain(A)= 0.151 sq.km

Average Coefficient of Runoff (C) = A1*C1+A2*C2/A1+A2

(C) = 0.29 [for side drain]

89
 Using Manning's Formula
V = 1/n*R2/3 *S1/2
Where,
V = velocity in m/sec
n = coefficient of surface roughness
R = Hydraulic Radius in meters = Aw/Pw
Aw = Area of flow cross section in m2
Pw = Wetted Perimeter in m
S = Slope of energy slope of channel, which is roughly taken as slope of culvert bed and drain in %

Discharge Calculation for Side Drain

Manning's Dept Wetted Hydraulic Bed
Width Area(Aw), Velocity Discharge
SN Coefficien h (D), Perimeter Radius Slope Remarks
(B), m m2 (V) (Q)
t (n) m (Pw), m (R),m (S)

Rectangular
1 0.014 0.4 0.45 0.18 1.3 0.138 0.03 3.311 0.596
Drain

Discharge Calculation for cross Drain

Manning's Wetted Hydraulic Bed
Dia (d), Area(Aw), Velocit Discharge
SN Coefficient Perimeter Radius Slope Remarks
m m2 y (V) (Q)
(n) (Pw), m (R),m (S)
pipe
2 0.014 0.9 0.636173 1.979203372 0.321429 0.01 3.352 2.132 culvet(5)

90
 Geological Instability Survey

Rock Failure General Failure

Type of Hydrological Cause of
Chainage Material Weatherin Dimensions Slope Stability Type of Mechanis History of Failure
Instability Condition Failure
g Grade (m) Failure m

Moves every year with diminishing

Stable on
Shear initial mechanism; stable slope
IP11 + 5.6 m Rock slide Residual soil High Well-drained 3.1 x 6 undisturbed hill Fall Groundwater
failure formed or naturally well-stabilized
slope
land progression

Moved for the first time this year

Stable on
Soil slide Slightly Monsoon Shear Surface water (mention specific year if possible);
IP11 + 4 m Residual soil 6x2 unstable hill Fall (rock)
(with rock) weathered saturation failure erosion further movement expected by less
slope
serious mechanisms

Moved for the first time this year

Moderately Gentle slope Shear (mention specific year if possible);
IP16 + 15.6 m Rock slide Residual soil Grassland 4x2 Fall Surface water
weathered (<35°) failure stable slope formed or naturally well-
stabilized land progression

Material Availability Survey

91
 CHAPTER 4: RESULT AND DISCUSSIONS
4.1 Geometric design:

A benchmark point was strategically placed near the main highway with an elevation
of 1963.25 meters. This benchmark serves as a reliable reference for all subsequent
elevation measurements along the road, ensuring accuracy and facilitating easy
correction of any measurement errors that may arise. Along the road route, 24
intersection points (IPs) were established excluding the benchmark, each carefully
marked to document the road's alignment and characteristics. The survey revealed
that the road initially descends in elevation in its early stretch, with IP22 recording
the lowest elevation of 1847.098 meters.
4.2 Cadastral Survey:

A socio-economic survey for a road project provides valuable insights that enhance project
planning and design. It helps in optimizing road routes and traffic flow through origin-
destination (OD) studies, which analyze travel patterns and improve route efficiency.
Moreover, they lead to cost savings by focusing resources on critical areas, promote
public support through community engagement, and help forecast future transportation
needs to accommodate growth and development.

4.3 Material availability survey data:

The survey data has revealed valuable insights into the availability of essential
construction materials along the project road. Stones, gravel, and sand are locally
accessible resources that can significantly contribute to the road's construction and
maintenance. At specific distances from reference points (IP2, IP11, IP14+261.365m,
and IP23), distinct quantities of these materials have been identified. For instance,
approximately 3 tones of stones are readily extractable at 5m from IP2, while further
along at 20m from IP11, there exists a potential source of 5-6 tones of stones.
Moreover, sand and aggregate can be sourced from the nearby river starting from
IP14+261.365m, and sand and stones are available approximately 13.44m from IP23
along the river bank. These findings underscore the feasibility of utilizing locally
available materials, which not only reduces transportation costs but also minimizes
environmental impact associated with material extraction and transportation. By
integrating these resources into the road construction plan, the project stands to
benefit from enhanced cost-effectiveness, logistical efficiency, and environmental
sustainability. Moving forward, careful planning and adherence to environmental
regulations will be crucial to responsibly manage the extraction and utilization of
these natural resources, ensuring the long-term viability and resilience of the road
infrastructure.
4.4 Soil subgrade:

A CBR range of 4.236% to 7.180% was observed. This indicates a variation in the soil's
strength across the sampled locations. The 87.5th percentile CBR value was determined
to be 4.675%. This value represents the point below which 87.5% of the samples fall,
providing a benchmark for the relative strength of the soil.

92
4.5 RAINFALL DATA SURVEY
From 2009 to 2024, there was award trend in peak rainfall, indicating increased intensity
of heavy rainfall events. However, a significant decrease in rainfall was recorded in 2024.
Overall, peak rainfall showed high variability from year to year, reflecting fluctuating
weather patterns and potential climate influences. 2020 recorded the highest peak rainfall,
while 2024 experienced the lowest peak rainfall.

93
4.5 Traffic flow volume:

The project road is an earthen road that currently does not see any vehicular traffic due to
its condition. To assess potential future usage and design considerations, a traffic count
survey was conducted on a parallel road, which serves as a comparable route in terms of
traffic patterns and vehicle types. The survey data revealed a significant presence of trucks
and buses on this parallel road, particularly during peak hours from 11 am to 1 pm. These
heavy vehicles, such as buses carrying an average of 30 passengers and trucks transporting
loads exceeding 10 tones, constitute a substantial portion of the traffic flow. Additionally,
the survey identified other types of vehicles utilizing the road, including jeeps, SUVs, and
motorcycles. Understanding these traffic dynamics is crucial for evaluating the potential
load and stress the project road might face if vehicular access is anticipated in the future,
necessitating appropriate design considerations for durability and safety.
4.6 Geological data

The soil along the road is generally stable, but a specific type of instability observed is soil
erosion, leading to a shallow slide. The original slope is composed of residual soil, which
remains at its place of formation rather than being transported from elsewhere. The
dimensions of the failure area are 5 meters in length, 6 meters in width, and 2 meters in
depth, indicating the size of the slide and the volume of soil involved. The slope above the
slide area is gentle, suggesting a relatively flat or mild incline, which typically has less
potential for severe erosion or instability. However, the slope below the slide is unstable,
meaning it is more prone to further movement or erosion due to factors like steeper angles
or less cohesive soil. The overall failure is categorized as a soil fall, where soil detaches
and falls primarily due to erosion. This mechanism of failure involves the gradual removal
of the top layer of soil by natural forces, leading to the eventual collapse or slide. Thus,
while the general soil along the road is stable, the described scenario highlights a specific
area of concern where soil erosion has caused a shallow slide, emphasizing the need for
attention to slope stability and erosion control measures.

94
 CHAPTER 5: CONCLUSION
The road project starts with a benchmark at 1963.25 meters elevation near the main
highway, ensuring accurate measurements. Surveyed with 24 intersection points (IPs), the
road descends to 1847.098 meters at IP22, with focus on 5 hairpin bends and 20-meter
roadside detailing. The cadastral survey reveals a local economy centered on agriculture
and livestock, supported by a significant cow farm. Demographically, many young adults
migrate for work or education, contrasting with an aging population needing specific
infrastructure. Material surveys confirm accessible stones, gravel, and sand for cost-
effective road construction. Soil analysis indicates moderate strength (CBR 1.87 cm),
crucial for road design, while traffic surveys highlight potential heavy vehicle use, guiding
durability planning. Geological concerns include soil erosion and a shallow slide,
prompting slope stability measures. These findings inform comprehensive planning for
sustainable road development and community well-being.
The project road shows significant potential for development as a trekking route, capable
of attracting a large number of tourists. Our comprehensive surveys, including
topographic, cadastral, material availability, geological, and soil tests, indicate that the
land is stable with minimal erosion and weathering of rocks. Building materials are readily
accessible, further facilitating the project's execution. Moreover, local communities stand
to benefit substantially from the road's development, promising significant economic
gains.

95
96
97
 Reference
Guragain, B. (2016). Economic condition of Nepal. Kathmandu: Devkota Publications.
Nepal Road Standard, N. (2070).
Nepal Rural Road Standard, N. (2071). 32.

Research, I. J. (2014). Role of road transport in economic development. Development of roads,

12-14. (i, 2053)

Ministry of Works and Transport (2053). Design Safety Side Drains.

Transport Research Laboratory(1993).Road Note 31

98