NATIONAL COLLEGE OF ENGINEERING

(Affiliated to TRIBHUWAN UNIVERSITY)

DEPARTMENT OF CIVIL ENGINEERING
Talchhikhel, Lalitpur

A Final Year Project Report

on

Detailed Engineering Survey, Design and Cost Estimation of Road of Rajkulo Marg,

Nakhipot, Chainage (0+000 to 1+712)

[Code No: CE755]

Submitted by:

Amit Kumar Yadav (076BCE007)

Anurag Chunara (076BCE012)
Govinda Kumar Jaswal (076BCE027)
Krishna Kumar Shah (076BCE035)
Milan Lama (076BCE043)
Suman Katwal (076BCE085)

4th May 2024

 NATIONAL COLLEGE OF ENGINEERING
(Affiliated to TRIBHUWAN UNIVERSITY)
DEPARTMENT OF CIVIL ENGINEERING
Talchhikhel, Lalitpur

APPROVAL CERTIFICATE

The undersigned certify that they have read and recommended to the Institute of
Engineering for acceptance of a project entitled, “Detailed Engineering Survey, Design and
Cost Estimation of Road of Rajkulo Marg, Nakhipot” submitted by Amit Kumar Yadav
(076BCE007), Anurag Chunara (076BCE012), Govinda Kumar Jaswal (076BCE027),
Krishna Kumar Shah (076BCE035), Milan Lama (076BCE043), Suman Katwal
(076BCE085).

……………………………
Project Supervisor
Er. Neeva Dahal
Lecturer, Department of Civil Engineering
National College of Engineering

……………………………..
External Examiner
Er. Saroj Adhikari
Institute of Engineering

…………………………………..
Head of Department
Er. Bikram Bhusal
Department of Civil Engineering
National College of Engineering
i
 COPYRIGHT

The author provides approval for this project to be seen at ease at the National College of
Engineering's library and Department of Civil Engineering. Furthermore, the author has
authorised that the supervisor of the project work documented herein, or in their absence,
the Head of the Department of Civil Engineering, National College of Engineering, may
grant permission for extensive copying or use of the project work material for scholarly
purposes. It is forbidden to copy, publish, or utilise this project in any other way for profit
without the permission of Department of Civil Engineering of National College of
Engineering and the author's in written. Permission is required to duplicate or use the
content in this project in whole or in part and should be addressed to:

……………………………………..
Er. Bikram Bhusal
Head of Department
Department of Civil Engineering
National College of Engineering
Talchhikhel, Lalitpur

ii
 ACKNOWLEDGEMENT

It gives us immense pleasure to express our deepest sense of gratitude and sincere thanks
to our highly respected and esteemed supervisor Er. Neeva Dahal, for her valuable
guidance, encouragement and help for completing this work. Her useful suggestions for
this whole work and co-operative behavior are sincerely acknowledged. We would like to
express our sincere thanks to Head of Department of Civil Engineering, NCE, Er. Bikram
Bhusal, for giving us this opportunity to undertake this project entitled as “Detailed
Engineering Survey, Design and Cost Estimation of Road of Raj Kulo Marg
Nakhipot” and for his wholehearted support during this project.

We are also grateful to our teacher Mr. Nabin Nepal for his constant support and guidance
on handling the instruments. Also, we are grateful and happy to receive constant
encouragement, support, and guidance from all the faculty members of Department of
Civil Engineering who helped us to complete the project work successfully. We would also
like to express our sincere thanks to all the non-teaching staff of NCE and local people of
Nakhipot for their timely support and cooperation.

At the end we would like to express our sincere thanks to all our friends and others who
helped us directly or indirectly during this project work.

iii
 ABSTRACT

The project dealt with the detailed engineering survey and geometric design of road of
Rajkulo Marg, Nakhipot, Lalitpur, Nepal. The project work also included the estimation
and costing of the whole project along with the design of drainage system though the
locality. For the geometric design, a survey through the area was conducted using total
station and for the test of soil, CBR test was conducted following IS 2720. Technical
standards and guidelines of NRS 2070 are followed for the alignment selection, feasibility
study, geometric design.

The Profile and alignment were set using the software SMART ROAD 2018. Access road
was designed as flexible pavement as per Road Note 31 with cumulative number of
standard axle 9.15 msa. Road was designed for intermediate lane traffic with a total length
of 1.710 kms.

iv
 SAILENT FEATURES
Features Description
Name of the Road Rajkulo Marg, Nakhipot
Scope Detailed Engineering Survey, Design and Cost Estimation

Location
Province Bagmati
District Lalitpur
Municipality/VDC Lalitpur Metropolitan City
Length 1.710 Km
Starting Point Loha Chowk
Ending Point Shovanagar Marg

Geographical Features
Terrain Plain and Rolling
Altitude Range 1316 – 1350 m
Climate Humid Sub-Tropical
Geology Primarily composed of sedimentary rocks, including
sandstone and conglomerate (presence of loose and
boulder mix soil)
Meteorology Unevenly distributed precipitation controlled by monsoon

Design Standard and Geometrics

Standard NRS- 2071
Road Category District Road
Design Speed 20kmph
Right of Way 20m
Carriageway Width 5.5m
Camber 2.5%
Shoulder Width 0.75m
Maximum Gradient 12%
Minimum Gradient 0.5%
Minimum Radius 10m
Maximum Superelevation 7%
v
 TABLE OF CONTENTS

APPROVAL CERTIFICATE..................................................................................................i

COPYRIGHT........................................................................................................................ii

ACKNOWLEDGEMENT....................................................................................................iii

ABSTRACT..........................................................................................................................iv

TABLE OF CONTENTS......................................................................................................vi

ANNEXES...........................................................................................................................vii

LIST OF TABLES..............................................................................................................viii

LIST OF FIGURES..............................................................................................................ix

LIST OF ABBREVIATIONS.................................................................................................x

1. INTRODUCTION.........................................................................................................1

1.1. Background............................................................................................................1

1.2. Problem Statement.................................................................................................2

1.3. Objective of Study.................................................................................................3

1.4. Significance of Study.............................................................................................3

1.5. Scope......................................................................................................................3

2. LITERATURE REVIEW...............................................................................................5

2.1. Code and Specifications.........................................................................................5

3. METHODOLOGY......................................................................................................14

3.1. Location Selection...............................................................................................14

3.2. Topographic Maps Study.....................................................................................15

vi
 3.3. Reconnaissance....................................................................................................15

3.4. Data collection.....................................................................................................15

3.4.1. Traffic Volume Data.....................................................................................16
3.4.2. Road Survey.................................................................................................17
3.4.3. Hydrological Data........................................................................................17

3.5. Road Alignment...................................................................................................18

3.6. Geometric Design................................................................................................18

3.7. Pavement Design.................................................................................................20

3.7.1. Modified Proctor Test..................................................................................21
3.7.2. CBR Test......................................................................................................23

3.8. Drainage Design...................................................................................................32

3.8.1. Components of Highway Drainage System.................................................33
3.8.2. Side Drain....................................................................................................34
3.8.3. Analysis for Drainage System.....................................................................34

3.9. Software...............................................................................................................40

3.10. Estimation & Costing.......................................................................................40

3.10.1. Quantity Estimate.........................................................................................40
3.10.2. Cost Estimation............................................................................................41

4. RESULTS....................................................................................................................42

5. CONCLUSION AND RECOMMENDATION...........................................................43

5.1. Conclusion...........................................................................................................43

5.2. Recommendation.................................................................................................43

6. REFERENCES............................................................................................................44

vii
 ANNEXES
Annex I ROAD DESIGN.....................................................................................................46
Annex II QUANTITY ESTIMATION.................................................................................50
Annex III COST ESTIMATION..........................................................................................51

viii
 LIST OF TABLES

Table 2.1: Technical or Functional Road Classification.......................................................7

Table 2.2: Width of Carriageway..........................................................................................7
Table 2.3: Width of Carriageway as per IRC........................................................................8
Table 2.4: Width of Shoulder as per IRC..............................................................................8
Table 2.5: Right of Way........................................................................................................9
Table 2.6: Camber.................................................................................................................9
Table 2.7: Reccomended SSD Values for Different Speeds as per IRC.............................10
Table 2.8: Overtaking Sight Distance.................................................................................11
Table 2.9: Maximum Gradient............................................................................................12
Table 3.1: Traffic Volume Data...........................................................................................16
Table 3.2: Hydrological Data..............................................................................................17
Table 3.3: Calculation Table for CBR Test.........................................................................25
Table 3.4: CBR Value for Penetration.................................................................................26
Table 3.5: Rainfall Data......................................................................................................34
Table 3.6: Flood Discharge Table.......................................................................................35
Table 3.7: Catchment Area..................................................................................................36
Table 3.8: Calculation of Side Drain...................................................................................37
Table 3.9: Calculation of Hume Pipe..................................................................................38
Table 3.10: Abstract of Quantity.........................................................................................39
Table 3.11: Abstract of Cost................................................................................................39

ix
 LIST OF FIGURES

Figure 3.1: Work Flowchart.................................................................................................15

Figure 3.2: Penetration vs Load Graph for ch 0+500..........................................................26
Figure 3.3: Penetration vs Load Graph for ch 1+000..........................................................27
Figure 3.4: Penetration vs Load Graph for ch 1+500..........................................................27
Figure 3.5: Bituminous Roadbase/ Semi-Structural Surface...............................................29
Figure 3.6: Designed Pavement Thickness.........................................................................31
Figure 3.7: Cross-Section of Side Drain..............................................................................36
Figure 3.8: Hume Pipe Cross-Section..................................................................................38

x
 LIST OF ABBREVIATIONS

AMSL Average Mean Sea Level

BM Bench Mark
ch Chainage
cm Centimeter
DoR Department of Roads
E/W Earthwork
GoN Government of Nepal
IP Intersection Point
kg Kilograms
Km Kilometers
Kmph Kilometers per hour
m Meter
m2 /m2/ sqm Meter Square
m3 /m3/ cum Cubic Meter
MD Man-days
nos Numbers
NRs Nepalese Rupees
PCC Plain Cement Concrete
RCC Reinforced Concrete
RL Reduced Level
RoW Right of Way

xi
xii
 1. INTRODUCTION

1.1. Background

The road network in Nepal is a vital component of the country's transportation

infrastructure, serving as the primary mode of travel and commerce for its diverse
population. In the past, Nepal's transportation system was primarily dependent on
antiquated tracks and trails that linked towns, villages, and trade routes through the
untamed Himalayan landscape. For centuries, these routes enabled trade, pilgrimages, and
cross-cultural interactions, acting as vital links for isolated people. With the construction of
important highways and roads, Nepal's road network started to be modernized in the
middle of the 20th century. Completed in the 1950s with help from India, the Tribhuvan
Highway linked the southern plains to Kathmandu, giving vital access to the city and
promoting trade and transportation.

Due to its location between China and India, Nepal's road network is strategically
important. Trade and transit between the two regional heavyweights are facilitated by roads
that connect to important border crossings. Roads are also critical to Nepal's economic
development since they provide access to markets, tourist attractions, and basic services.
The hilly topography of Nepal presents considerable difficulties for the building and
upkeep of roads. Because of the topography of the nation, which includes small valleys,
swift-moving rivers, and steep slopes, building and maintaining roads is challenging and
expensive. In addition, the recurrent occurrence of natural calamities like earthquakes and
landslides exacerbate these difficulties.

Considering its geographical limitations, Nepal has improved and expanded its road system
with great success. The construction of major highways such as the Prithvi Highway,
Mahendra Highway, and East-West Highway aims to enhance connection among various
parts of the nation. Additionally, rural roads and trails have been constructed to provide
access to outlying towns and encourage economic growth.

1
Nepal's road infrastructure is affected by a number of issues, such as inadequate funding,
limitations in technical capability, and environmental concerns. Due to financial limitations
and logistical challenges, maintaining current roads especially in distant areas remains a
serious concern. Even though Nepal's road system has changed dramatically over time, the
country's institutional, economic, and geographic circumstances still present difficulties. It
is anticipated that persistent investment, ingenuity, and cooperation will propel additional
advancements in the nation's transportation network, bolstering its socio-economic
progress and enhancing its regional integration.

Road geometry design is the branch of road construction concerned with arranging the
physical elements of roads according to standards and constraints. The primary objective
of geometric design is to create a safe, efficient, and comfortable roadway that
accommodates the anticipated traffic volume and provides a smooth and visually appealing
transportation corridor. It encompasses various elements such as horizontal alignment,
vertical alignment, cross-section design, and intersection design.
A geometric road design can be divided into three main parts:
Alignment, Profile, Cross Section. Together they create a 3D layout of the road.

1.2. Problem Statement

The problem in the area of site i.e. Rajkulo Marg, is the need for an efficient and safe
geometric design for transportation infrastructure projects. As the populations grows, urban
areas expand, and transportation demands increase, it becomes crucial to develop road
networks, highways, and intersections that optimize traffic flow, enhance safety, and
accommodate various modes of transportation. The existing transportation infrastructure
often faces challenges such as inadequate capacity, congestion, suboptimal road
alignments, outdated designs, and insufficient consideration for pedestrians, cyclists, and
public transportation. These issues result in traffic bottlenecks, accidents, delays, and a
compromised overall transportation experience. The objective of this geometric design
project is to address these challenges and create a transportation system throughout
Rajkulo Marg that promotes efficiency, safety, and accessibility. The project aims to

2
optimize the layout, alignment, and configuration of transportation facilities, taking into
account the diverse needs of different users and the future growth of the region.

1.3. Objective of Study

The main objectives of the study is to estimate the overall cost of construction of road of
Rajkulo Marg, Nakhipot.
The specific objectives are enlisted as below:-
1) Designing effective drainage of the road
2) Designing flexible pavement

1.4. Significance of Study

The population of the several areas is increasing day by day which ultimate bringing the
increase in need of several facilities. So, main infrastructure needed is transportation for
improvement their lifestyle and economic status. Hence ,people get access to other
facilities as well through transportation. If we can design the proper alignment of road then
it will definitely help in the reduction of accidents and their severity. In addition to this, the
estimation of the construction will help government to organize the project in fluent
manner.

1.5. Scope

The scope of our project covers the planning and designing of the physical layout of the
road, including alignment, profile, cross-section, quantity estimation, cost estimation and
drainage. It is essential to adhere to relevant standards, religious things and regulations
while considering factors like terrain, traffic volume, safety, road's horizontal and vertical
alignment, including curves, gradients, and super elevation and sustainability throughout
the project.

Geometric Design covers the arrangement and measurements of the several cross-sectional
aspects of the road, such as the lanes, shoulders, medians, and roadside elements like curbs
3
drainage, etc. Hydrological studies of the area for details of the cross drainage and side
drain structures. And, Estimation of the cost of Construction Material, Equipment Hire
Cost, Labour Cost and estimation of the quantity of Earthwork, Drainage, Retaining
Structure etc. which covers the overall construction of the project.

2. LITERATURE REVIEW

2.1. Code and Specifications

According to NRS 2070, the key components of geometric design in a highway project:

Horizontal Alignment: This refers to the horizontal layout or curvature of the roadway.
Engineers determine the alignment based on factors such as design speed, terrain, sight
distance, and land constraints. The design may include straight sections, curves, or a
combination of both, depending on the project requirements.

Vertical Alignment: The vertical alignment deals with the variations in the roadway's
elevation. It involves determining the appropriate grades and vertical curves to ensure
smooth and safe transitions between different elevations, such as hills, valleys, or changes
in grade. Proper vertical alignment design is crucial for maintaining adequate sight
distance and minimizing driver discomfort.

Cross-Section Design: The cross-section design defines the roadway's shape and
dimensions. It includes elements like the number and width of travel lanes, shoulders,
medians, and slopes. The design considers factors like traffic volume, vehicle types,
drainage requirements, and safety considerations.

Intersection Design: Highway projects often involve intersections where two or more
roadways meet. Intersection design focuses on creating efficient and safe traffic
movements. Factors considered include the type of intersection (e.g., signalized,
roundabout, or stop-controlled), turning radii, lane widths, sight distance, and pedestrian
and bicycle accommodations.

4
Access Management: Geometric design also involves planning for safe and controlled
access to and from the highway. Access points like driveways, ramps, and interchanges are
carefully designed to optimize traffic flow, minimize conflicts, and enhance safety.

Safety Considerations: Safety is a paramount concern in highway design. Geometric

design incorporates features like adequate sight distance, clear zones, appropriate roadside
barriers, signs, pavement markings, and lighting to enhance safety for all road users.

To carry out the geometric design of a highway project, engineers utilize specialized
software and design guidelines established by Nepal Road Standard-2070. These
guidelines provide specific design criteria and standards that ensure the roadway meets the
desired performance objectives.

Road Classification:
According to NRS 2070, road are classified into two types.
I. Administrative Classification :-
1. National Road :- These are the roads which connects east –west and north
to south of the country. They are designated letter ‘H’ which is followed by
2- digit number and they serve large portion of longer distance travel with
higher level of service.
2. Feeder Roads :- These are important roads for localized nature. They
connect district headquarters, major economic center, also tourism center
for National Highway and serve the community’s wide interest.
3. District Road :- They are the important road within the district which
serves areas of production and market and connect each other or with the
main highways.
4. Urban Road :- They are the roads serving with in the urban municipalities.

II. Technical or Functional Classification :-

For assigning various geometric and technical parameters for design,roads are categorized
into classes as given on Table 1.
Table 2.1: Technical or Functional Road Classification
Class Average Daily Traffic (ADT) Design Speed
5
 Class I (Highest 20000 PCU or more in 20 yrs. perspective period 120km/hr. (in plain terrain)
standard Road)
Class II 5000-2000 PCU in 20 yrs. perspective period 100km/hr. (in plain terrain)

Class III 2000-5000 PCU in 20 yrs. perspective period 80km/hr. (in plain terrain)

Class IV Less than 2000 PCU in 20 yrs. perspective period 60km/hr. (in plain terrain)

A. Cross-Section Elements :- Under cross section elements,the considerations for the

width of pavements, formation and land, the surface characteristics and cross slope
of pavements are included. The elements are given below:
1. Width of Carriageway or Pavement Width : It is a metallic strip of road used for
the vehicular traffic movement and the width of carriageway depends upon width
of pavement and number of lanes.
Table 2.2: Width of Carriageway

Single lane Intermediate lane Multilane Pavements Width per Lane

3.75 (Up to 3.0m in 5.5 3.5
difficult Terrain)
Source: NRS 2070

And the width for various carriageway of roads standard bythe Indian Road Congress(IRC)
is given in Table 3.
Table 2.3: Width of Carriageway as per IRC

Class of Road Width of Carriageway

1 Single lane road 3.75
2 Two lanes, without raised kerbs 7.0
3 Two lanes, with raised kerbs 7.5
4 Intermediate Carriageway (except on important roads) 5.5
5 Multi-lane Pavements 3.5 per lane

Source: NRS 2070

2. Shoulder :- Shoulders strip are provided on both sides of the pavement all along
the road in the case of undivided carriageway. The merits of shoulder are given
below:
 To stand traffic signals and signs

6
  It provides space for parking vehicle at emergency.
 Serves as extra lane during overtaking.
 Improve sight distance.

Table 2.4: Width of Shoulder as per IRC

Road Class Class I Class II Class III Class IV

Minimum Shoulder Width (m) 3.75 2.5 2.0 1.5
Source: IRC

3. Roadway Width: The total width of carriage way including separater plus
shoulder(at each side) of road is called road width.
i.e Roadway Width = Carriageway + 2 x Shoulder Width

4. Side slope or Fill or Cut: The minimum safe side slope must be provided for
cutting and filling portion of road to maintain traffic safety and required stability of
soil. And normally side slope are provided:
For Cut: 1.5:1
For Fill: 2:1

5. Right of Way: The area of land to be acquired for the road along its alignment is
called Right of Way. According to NRS-2070:
Table 2.5: Right of Way

Road Type Total Right of Way (m)

Highways 50
Feeder Roads 30
District Roads 20
Source: NRS 2070

6. Camber
i. All straight sections of roads shall have a camber or cross fall.
ii. On roads with undivided carriageways the camber shall be on both
directions from the center line of the road. On roads with divided with
divided carriageways unidirectional camber can be provided.

7
 iii. However, on some sections of hill roads with undivided carriageway a
unidirectional camber can be adopted. In this case the adverse effect of
negative camber on movements of vehicles on curves should be
properly checked.

Table 2.6: Camber

Pavement type Cement concrete Bituminous Gravel Earthen

Camber, % 1.5-2.0 2.5 4.0 5.0
Source: NRS 2070

On straight sections of the roads, shoulder should have a higher cross fall than that of the
carriageway by 0.5%. The camber slope proposed is 3% instead of 2.5% considering
workmanship during construction so that surface water is evacuated as soon as possible.

7. Sight Distance consideration: It is the actual distance along the road surface
which a driver sittng at a specified height in a vehicle can see the object either
miving or stationary on the road.
Classification :
i. Stopping Sight Distance (SSD)
ii. Overtaking Sight Distance (OSD)
iii. Sight Distance at Intersection
(i) Stopping Sight Distance : It is the minimum distance required within which a
vehicle moving in designed speed can be stopped without colliding with a
stationary object on the road surface.
2
v
L=
2g f

2
v
SSD = v * t +
2g f
If we consider gradient on n% , Then η
2
v
SSD = v * t +
2 g ( f ± n )ƞ

Where,
8
 l =braking distance
v = Speed of vehicle in m/s
SSD= Stopping sight distance
n= gradient
η= efficiency of brake
Table 2.7: Reccomended SSD Values for Different Speeds as per IRC

Design Speed (km/hr.) 20 25 30 40 5 60 65 80 100

0
SSD (in m) 20 25 30 45 6 80 90 12 180
0 0
Source: NRS 2070

(ii) Overtaking Sight Distance (OSD): The minimum distance on a highway

required by a vehicle/ driver to overtake slow moving vehicle ahead i.e
travelling in same direction safely against approaching traffic in the opposite
direction. Overtaking distance for various design speeds is given in the Table
5.8.9.2.

O.S.D. = 0.2798 V*b*t + 0.2798 V*b*T + 2*S + 0.2798 VT…………. (3.15)

Where, Vb = Speed of Overtaken Vehicle, km/h
t = Reaction time of driver = 2.5 sec
V = Design speed kmph

T=
√ 4S
A
S = Spacing of Vehicle = (0.2Vb+6)
A = Acceleration km/h/sec

Table 2.8: Overtaking Sight Distance

Speed, km/h 40 60 80 100 120

Minimum overtaking distance 165 300 470 640 880

Source: NRS 2070

9
 8. Horizontal Alignment details: When a highway changes its direction in horizontal
plane, a horizontal curve must be provided to bring about that change. And for
certain speed of vehicle the centrifugal force is dependent on the radius of
horizontal curve. It is provided for:
 Providing access to locality.
 For the speed control and make drivers alert along the straight route.
 Topographic consideration of terrain.

2
v ∗W
P=
gR

Where, P = Centrifugal force

W = Wight of vehicle in in kg
g = Acceleration due to gravity
R = radius in metre

 Types of Horizontal curve:

 Simple curve
 Reverse curve
 Compound curve

The formula used are;

∆
a. T= Rtan
2
∆ πR
b. Curve length=
180
∆
c. Long chord= 2*R*sin
2
∆
d. Apex distance (E) = R*(sec -1)
2
∆
e. Mid ordinate(m) = R*(1-cos )
2

10
 9. Vertical Alignment details: The vertical alignment is the elevation or profile of
the centre of the road. The vertica alignment consists of grades and vertical curves,
and it influences the vehicle speed, acceleration, stopping distance, sight distance
and comfort of vehicle mivements at high speeds and vehicle operation costs.
 Elements of Vertical Alighment are:
1. Gradient and its types: The gradient is the rate of rise or fall along the length of
the road with respective to the horizontal. It is expressed as a ratio of 1 in X (1
vertical unit to X to the horizontal units). It is also expressed as a percentage,
such as n% , the slope being (n) vertical units to 100 horizontal units. The types of
gradients are given below.
 Ruling Gradient
 Limiting Gradient
 Exceptional Gradient
 Minimum Gradient

Table 2.9: Maximum Gradient

Design Speed (km/hr.) 20 30 4 60 80 100 120

0
Maximum Gradient (%) 12 10 9 7 6 5 4
Source: NRS 2070

2. Momentum Grade: These are the grades on which the momentum gained by
the vehicles at the beginning of a steep climbing section is used to overcome the
road resistance due to grade.
Types of Resistance:
i. Rolling resistance.
ii. Wind resistance
iii. Rolling resistance
iv. Wind resistance

11
  Types of 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.
(i) Summit curves: It is the crest curve with convexity upward. The gradient is
from positive to negative.
i.e., Deviation angle ( N ) = n1-( -n2 ) = ( n1+ n2 )
(ii) Valley curve: Valley curves are the curves with convexity downwards. The
gradient is from negative to positive.

10. Super Elevation: To reduce the tendency of the vehicle to topple or skid, the edge
of the road pavement is raised with respect to the inner edge,thus tilting the road
surface from outer edge toward the inner edge. This lateral inclination of the road
surface is known as Super Elevation or banking.

Sample Calculations:
In our case, design procedures are same from the IRC guidelines mentioned above except
that the maximum allowable safe value of (e) and (f) are 0.1 (hilly) and 0.15 respectively.
Here, design speed (V) = 20 km/hr
Radius of curve(R) = 20m
2
(0.75 V )
Now, superelevation (e) =
127 R
(e) = 0.23 here, e > 0.07, so adopt e=0.07 and find f
2
v
Coefficient of friction (f) = −e = 0.24 > 0.15
127 R
Adapt, f=0.15
Hence, So, maximum allowable speed(V a)= √ 127(e+ f ) R
V a =16.71kmph

11. Extra Widening.

Extra widening is the additional width of the carriageway that is required on a curved
section of a road over and above that required on a straight alignment. It is required due to

12
two reasons, the first is the additional with required for a vehicle taking curve and the is the
tendency of the drivers to ply away from the outer edge of the carriageway.
Extra widening is designed considering two criteria:
1. Mechanical widening(considering length of wheel base of the design vehicle(I) and
radius of curve negotiating(R)
2. Psychological widening(considering psychology of the driver)
Here,
2
nl
Mechanical widening (Wm) =
2R
V
Psychological widening (Wps)=
9.5 √ R
Hence
Total widening (We) = Mechanical widening + Psychological widening.
= Wm + Wps
Where, n = number of traffic lanes.
L = length of wheel base= 6.1m
R = Radius of horizontal curve = 10 (minimum radius)

Sample Calculation for Extra Widening

2 2
nl 1.5∗6.1
Mechanical widening (Wm) = = =2.79m
2R 2∗10
V 5.55
Psychological widening (Wps)= = =0.184m
9.5 √ R 9.5 √ 10
Hence
Total widening (We) = Mechanical widening + Psychological widening.
= Wm + Wps = 2.79+0.184=2.97m

3. METHODOLOGY

For completing the work with better accuracy and for the implementation of our project in
stepwise manner, the methodology is picturized in figure 1 and followed this to get the best
outcome of our project in future.

13
 Geometric
Road Alignment Data Collection
Design

Pavement Design Drainage Design Software

Traffic
Volume Data

Estimating and
Costing
Road Survey

Hydrological
Data

Figure 3.1: Work Flowchart

3.1. Location Selection

The selection of road was done based on the consideration of requirement geometric
design on the road of Loha chowk, Nakhipot to the way of Rajkulo Marg which finally
connects to the Nakkhu corrider road for the easier and faster transportation of the products
and travelling of people of the locality.

14
 Photo 3.1 : Location of Site. (Source:Google
Earth)

3.2. Topographic Maps Study

The site was overviewed by using topographic maps of that area and the information was
collected like the curves that are needed for our project which helps easy from map survey.

3.3. Reconnaissance

Reconnaissance was done by visiting the site after the location was fixed to find out the
possible obstacles while the project was started and tally the details that we saw from the
topographic map.

3.4. Data collection

Road Survey Data was obtained by surveying in the area of Nakhipot using Total Station,
Prism, and other necessary instruments. Traffic Volume Data was obtained by mannually
15
counting number of vehicles like Motorbikes, Bus, Microbus, Trucks, etc. And
Hydrological Data was obtained from Department of Hydrology and Meteorology.

3.4.1. Traffic Volume Data

Traffic volume was counted manually in different chainage along the alignment at different
time intervals. Traffic Volume Count was conducted of 24 hours on Monday and Saturday
and on rest of the days 16 hours data was collected.

Following is the Traffic Volume Data obtained.

Name of the Road = Rajkulo Marg to Nakhipot Corridor
Date = 01/11/2023 to 01/17/2023
District = Lalitpur
Table 3.10: Traffic Volume Data

Fast Moving Vehicle

Date Total Remarks
Truck Bus MicroBus Car Bike
01/11/2023 416 2.6 130.0 41.6 574.6 1164.8 Thursday
01/12/2023 409.5 2.6 123.5 45.5 572.0 1153.1 Friday
01/13/2023 370.5 0.0 117.0 13.0 455.0 955.5 Saturday
01/14/2023 403.0 2.6 126.1 32.5 585.0 1149.2 Sunday
01/15/2023 481.0 2.6 130.0 54.6 643.5 1311.7 Monday
01/16/2023 396.5 2.6 118.3 31.2 578.5 1127.1 Tuesday
01/17/2023 403.0 2.6 126.1 28.6 573.3 1133.6 Wednesday
Total 2880 15.6 871 247 3981.9 7995
AADT 411 2 124 35 569 1142
Conversion
3 3 1.5 1 0.5
Factor
PCU 1234 6 187 35 284 1746

Total Vehilcle Average CVPD (Above 3 Tonne) = 476

Passenger Car Unit = 1746

16
3.4.2. Road Survey

The data was collected of Nakhipot area using Total Station. And was used for the
geometric design of the road which includes cross-section, plan, profile, etc. The data
obtained is shown in ANNEX I.

3.4.3. Hydrological Data

For the drainage design data was collected from Department of Hydrology and
Meteorology, Nepal.

Table 3.11: Hydrological Data

Year Peak Rainfall (mm)

2009 607.33
2010 827.01
2011 977.336
2012 461.096
2013 419.266
2014 587.276
2015 913.25
2016 1077.156
2017 1667
2018 1562.706
2019 776.6
2020 989.566
2021 716.66
2022 190.166
Average Rainfall ( x ) 840.887

17
 Standard Deviation (σ) 410.398

3.5. Road Alignment

It consist of formation of plan, longitudinal profile, cross section, side drainage, cross
drainage and retaining structures. Plan is obtained by plotting the detail data obtained from
survey in Smart Road software. Element dimensions were given as input to get profile and
cross section. Discharge from hydrological data was used for drainage design. Location of
cross drainage was obtained from longitudinal profile and designed by Smart road.
Retaining structure was placed if height of fill is greater than 2 meters from Smart road.

3.6. Geometric Design

 Carriageway
The carriageway width adopted for intermediate lane is 5.5m (According to NRS
2070)
 Shoulder
The width of the shoulders on either side of the carriageway should be at least
0.75m. (NRS-2070)
 Medians
For roads with 4 or more lanes, it is recommended to provide medians or traffic
separators. Median should be as wide as possible. As per NRS-2070, a minimum
median width of 5m is recommended.But a width of 3m can be adopted in areas
where land is restricted.
 Formation or Roadway Width
Formation width shall be a total of carriageways,medians and shoulders.
i.e Roadway Width = Carriageway + 2 x Shoulder WidthCamber
 Camber
According to NRS 2070,for Bituminous road surface 2.5% camber should be
provided.
18
  Superelevation
a) Superelevation is provided on horizontal curves. Value of superelevation is
calculated using following formula:
e=(V2/127R)-f
Where,
e - Value of superelevation
R - Radius of horizontal curve
V - Design Speed, km/hr
f - Co-efficient of lateral friction, depends on the vehicle speed
b) Maximum superelevation to be provided is limited to:
• In plain and rolling terrain 7%
• In snow bound areas 7%
• In hilly areas not bound by snows 10%
Minimum value of superelevation should be equal to the rate of camber of the
pavement.
 Side slope or Fill or Cut:
The minimum safe side slope must be provided for cutting and filling portion of
road to maintain traffic safety and required stability of soil. And normally side
slope are provided:
For Cut: 1.5:1
For Fill: 2:1
 Right of Way
The area of land to be acquired for the road along its alignment is called Right of
Way. According to NRS-2070 for
Highways 50 m
Feeder Roads 30m
District Roads 20m
From SMART ROAD SOFTWARE-2018
For Design speed 20km/hr,it gives 10m ROW on either side of road.
 Road Drainage
For long life of pavement and other components of a highway system, the subgrade
should be kept at optimum moisture level and avoided to be over wetted. Water
19
 should be drained away from the road and ground surface as well as under the
surface by a system of surface and subsurface drainage.
 Vertical Alignment
Maximum gradient = 12%
Minimum Gradient = 0.5%
Hair pin bend = 4% (max)
Best Gradient = 7% (or below)
From SMART ROAD SOFTWARE-2018
For 12% gradient,Design Speed = 20km/hr
Minimum radius of curve = 10m (i,e.for 20km/hr)
Fig: Typical Cross-Section of Road

In summary, for design purpose the following are the adopted parameters:
Width of Carriage Way = 5.5m(Intermediate, NRS-2070)
Camber Slope = 2.5%(For Bituminous Road Surface)
As per SMART ROAD-2018,
Design Speed = 20km/hr
Maximum Gradient = 12%
Minimum Gradient = 0.5%
Maximum gradient for hair pin bend = 4%
Minimum radius of the curve = 10m

20
3.7. Pavement Design

Pavement Design was done by Pavement Design Guidelines and Road Note 31.
Economical design is then accepted.The obtained pavement was entered in Smart Road.

Flexible pavements are taken into consideration during the design phase. These are
pavements with bituminous surfacing and granular base and sub-base courses that adhere
to DoR regulations for road and bridge works or IRC standards. Three layers of the flexible
pavement with stresses and strains at critical locations have been modelled. The three types
of pavement distress that emerge from applying traffic loads repeatedly are taken into
consideration to properly evaluate the performance aspect:
 Vertical compressive strain at the top of the subgrade. If the strain is excessive, the
subgrade will deform resulting in permanent deformation at the pavement surface
during the design life.
 Horizontal tensile strain at the bottom of the bituminous layer. Large tensile strains
cause fracture of the bituminous layer during the design life.
 Pavement deformation within the bituminous layer.

The following input parameters are considered to choose the appropriate

design for the given traffic and soil strength:

 Design traffic in terms of cumulative number of

standard axles
 CBR value of subgrade

3.7.1. Modified Proctor Test

At first 5kg of oven dried sample passed through the 4.75mm sieve (fine particles) was
taken in a tray. Then about 6% of water of total weight of sample was poured on it and
mixed properly by hand. Then, after this the weight of clean mold without collar was taken
(W1) and again collar was attached. Then the soil was compacted in the mold on 5 layer by
giving 25 uniformly distributed blow with the rammer having weight of 4.54 kg. Again the
collar was removed and extra soil was trimmed off to make it level with the top of mould.

21
And, the weight of moisture cap was taken (W3) and certain amount of compacted sample
was put on it and again weighted (say W4) and it was kept on oven for 24 hrs maintaining
temperature of 1050C and 1100C. After 24 hrs it was taken out of oven and again its weight
was taken (say w5). The same process is continued by adding 2% of water to remaining
soil sample until the we got the indication of maximum dry density (MDD) and optimum
moisture content (OMC).

From Modified Proctor test, for chainage 0+500, 1+000, 1+500, the OMC were found to
be 7%, 8% and 9%, respectively.

Chainage 0+500

Chainage 1+000

Chainage 1+500

22
3.7.2. CBR Test

CBR stands for California Bearing Ratio. The test is an empirical test that determines the
shear strength of a soil. The California Bearing Ratio test is penetration test meant for the
evaluation of subgrade strength of roads and pavements. The results obtained by these tests
are used with the empirical curves to determine the thickness of pavement and its
component layers. This is the most widely used method for the design of flexible
pavement. The California Bearing Ratio(CBR) test is a measure of resistance of a material
to penetration of standard plunger under controlled density and moisture conditions. It was
developed by the California Division of Highways as a method of classifying and
evaluating soil- subgrade and base course materials for flexible pavements. CBR test may
be conducted in remoulded or undisturbed sample.
It is the ratio of force per unit area required to penetrate a soil mass with standard circular
piston at the rate of 1.25 mm/min. to that required for the corresponding penetration of a
standard material.

C.B.R. = (Test load/Standard load) X 100

The California Bearing Ratio or CBR test is performed in construction materials

laboratories to evaluate the strength of soil subgrades and base course materials. Those
who design and construct engineer highways, airport runways and taxiways, parking lots,
23
and other pavements rely on CBR test values when selecting pavement and base
thicknesses. At first 5 kg of oven dried sample was passed through the 4.75 mm sieve (fine
particles)and it was taken on a tray. Then the water up to optimum moisture content was
sprayed over it and mixed it properly by hand. And, the weight of clean mold along with
base plate without collar was taken (say W1). After this spacer disc was put inside the
mould and one filter paper over it and also the collar is attached too. Then moist sample of
soil was compacted on it by making 5 layer with 56 uniformly distributed blow by using
4.89 kg rammer. The collar was again removed and the extra layer was cut to make it level
by blade. The spacer disc from the bottom of mould was taken out and the mold was
reversed. After this mold was placed over it and slotted weight was put over the top of
mold and it was to take the Penetration and load value on CBR machine.

Photo 3.2 : Soil Extraction for CBR Test

24
 Photo 3.3 : Unsieved Sample No 2 left to dry

Photo 3.4 : Weighing Mould with Base Plate

25
 Photo 3.5 : Sample taken out from Mould

Table 3.12: Calculation Table for CBR Test

CBR VALUE AT SECTION (0+000 CBR VALUE AT SECTION (0+500 CBR VALUE AT SECTION(1+000
Penetration TO 0+500) TO 1+000) TO 1+500)
SN of plunger, Load
Proving Load LOAD IN Proving Load LOAD IN Proving LOAD IN
(mm) Division division Division in
Ring in KN KG Ring in KN KG Ring KG
KN

1 0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

2 0.5 4.20 21.00 1.23 125.87 4.00 20.00 1.18 119.88 4.40 22.00 1.29 131.87

3 1 7.60 38.00 2.23 227.77 7.40 37.00 2.18 221.77 7.60 38.00 2.23 227.77

4 1.5 11.20 56.00 3.29 335.66 11.00 55.00 3.23 329.66 11.20 56.00 3.29 335.66

5 2 13.80 69.00 4.06 413.58 13.60 68.00 4.00 407.58 13.80 69.00 4.06 413.58

6 2.5 16.00 80.00 4.70 479.51 15.80 79.00 4.65 473.52 17.00 85.00 5.00 509.48

7 3 17.80 89.00 5.23 533.46 17.80 89.00 5.23 533.46 18.00 90.00 5.29 539.45

8 3.5 19.20 96.00 5.64 575.41 19.40 97.00 5.70 581.41 19.60 98.00 5.76 587.40

9 4 20.80 104.00 6.12 623.36 20.60 103.00 6.06 617.37 20.80 104.00 6.12 623.36

10 4.5 21.80 109.00 6.41 653.33 21.80 109.00 6.41 653.33 21.60 108.00 6.35 647.34

11 5 23.60 118.00 6.94 707.28 23.40 117.00 6.88 701.28 24.00 120.00 7.06 719.27

12 5.5 25.40 127.00 7.47 761.22 26.80 134.00 7.88 803.18 26.40 132.00 7.76 791.19

26
13 6 28.40 142.00 8.35 851.13 28.20 141.00 8.29 845.14 28.00 140.00 8.23 839.14

14 6.5 33.80 169.00 9.94 1012.97 29.80 149.00 8.76 893.09 30.40 152.00 8.94 911.07

15 7 40.40 202.00 11.88 1210.76 31.20 156.00 9.17 935.05 32.60 163.00 9.58 977.00

16 7.5 47.20 236.00 13.88 1414.56 33.40 167.00 9.82 1000.98 34.80 174.00 10.23 1042.94

The CBR for penetration 2.5 mm is more than 5 mm hence, the CBR value for chainages
0+500, 1+000 and 1+500 are found to be 35%, 34.56% and 37.19%, respectively.

Table 3.13: CBR Value for Penetration

PENETRATION CBR VALUE CBR VALUE CBR VALUE

(mm) for 0+500, % for 1+000 ,% for 1+500 ,%
2.5 35.00 34.56 37.19
5 34.42 34.13 35.00

CBR GRAPH 1
1500.00
1400.00
1300.00
1200.00
1100.00
1000.00
900.00
800.00
700.00
600.00
500.00
400.00
300.00
200.00
100.00
0.00
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5 6 6.5 7 7.5 8

Figure 3.2: Penetration vs Load Graph for ch 0+500

27
 1100.00

1000.00

900.00

800.00

700.00

600.00

500.00

400.00

300.00

200.00

100.00

0.00
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5 6 6.5 7 7.5 8

Figure 3.3: Penetration vs Load Graph for ch 1+000

CBR GRAPH 3
1100.00

1000.00

900.00

800.00

700.00

600.00

500.00

400.00

300.00

200.00

100.00

0.00
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5 6 6.5 7 7.5 8

Figure 3.4: Penetration vs Load Graph for ch 1+500

28
 Flexible pavement Design
Design is done using the following equation;
365∗( ( 1+ r )n−1 )∗A∗D∗F
N=
r
Where,
N = the cumulative number of standard axles to be carried for the design in terms of msa.
A = Initial traffic in the year of completion of construction in terms of number of
commercial vehicle per day.
D = Lane Distribution Factor
F = Vehicle Damage Factor
n = Design life in years
r = Annual Growth Rate of Commercial vehicle (in the absence of detain traffic study, r
can be taken as 7% i.e. 0.07)
The traffic in the year of completion is estimated using the following formula:
A= p(1+r) x
Where,
p = number of commercial vehicles as per the last count.
x = number of years between the last traffic count and the year of completion of
construction.

29
 From Graph,
For 87.5%,CBR value=36.28%
CBR Value % equal or greater than
35 33
34.56 67
37.19 100

For Pavement Design:

Carriageway width= 5.5m
Design CBR of subgrade soil=36.28%
Design life(n)=20years
Lane distribution Factor(D)=0.75(Intermediate Road)
Annual growth rate(r)= 7%
Construction Time Period(x)=2years
Vehicle damage factor(F)=1.5
A= p(1 + 𝑟)x
=475(1 + 0.07)2
=544 cvpd
20
365∗( ( 1+0.07 ) ∗544∗0.75∗1.5)
N=
0.07
=9158414.763 s.a. (9.15m.s.a.)

30
 Figure 3.5: Bituminous Roadbase/ Semi-Structural Surface

31
From figure,
For N=9.15m.s.a &CBR=36.2%
• Traffic class=T6
• CBR subgrade class=S6

32
Pavement composition
• Bituminous surface=50mm
• Granular road base=150mm
Hence , total pavement
thickness=200mm

Figure 3.6: Designed Pavement Thickness

3.8. Drainage Design

In Nepal, monsoon is major source of rainfall in summer and approximately 80% of the
total annual rainfall occurs from June to September, whereas western wind is mainly
responsible for winter precipitation and limited precipitation occurs in from November to
February. The main purpose of the hydrological studies carried out is to evaluate the
general hydrographic and hydrological characteristics of the basin and the estimation of the
maximum discharge at various return periods in various streams that cross the alignment,
that require the cross-drainage structures.
Proper managed drainage system is proposed for this road to drain off surface water.
Longitudinal and cross drain are included in design estimate. Providing the side drain
means draining off the surface water from the road itself. Side drains are provided on both

33
sides of the gully cutting in order to have better drainage. Almost whole length of the road
alignment is proposed with adequate longitudinal drains as necessary.
3.8.1. Components of Highway Drainage System
1. Surface Drainage System
2. Subsurface Drainage System

3.8.1.1. Surface Drainage System

A part of rainwater falling on the road surface and adjoining area, is lost by evaporation
and percolation. The remaining water is known as surface water. Removal and diversion of
this surface water from highway and adjoining land is known as surface drainage. The
water from the pavement surface is immediately removed by providing camber and cross
slope to the pavement. The camber and slope depend upon the type of the pavement and
the intensity of rainfall. The road surface is made impermeable to prevent infiltration of
water.

The surface drainage may be divided into three categories as:

3.8.1.2. Drainage in rural highway

There is the provision of side drains in these areas which are generally open, unlined and
trapezoidal cut to suitable cross section and longitudinal slopes. Camber is applied to the
pavement to drain the surface water and has to drain across the shoulders which are
provided with more cross slope. 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.

3.8.1.3. Drains in Urban Street

In urban roads, underground longitudinal drains are provided due to the limitation of land
width, the presence of foot path, dividing island and other road facilities. This is provided
where there is lesser number of natural water courses and in the presence of impervious

34
surfaces. Water is collected in the catch pits at suitable intervals and lead through
underground drainage pipes.

3.8.1.3.1 Drainage in hill roads

In hill roads, there are complex drainage problems. Water flowing down the hill has to be
efficiently intercepted and disposed of downhill side by constructing suitable cross
drainage works. Catch water drains at the upper hill side, sloping drains and cross slopes
are provided to drain out the water whereas side drains are provided only at the hill side. If
hill roads are not properly drained, rockslides and slips may occur blocking the road during
monsoon season. The shape of the side drains is made in such a way that vehicles can park
at that space during emergency, crossing or parking

3.8.2. Side Drain

At locations where the road profile gradient is greater than 5 per cent, rainwater may flow
longitudinally along the road, scouring weak surfaces and forming a gully along the road.
In such cases, drains are provided to guide the rainwater to the nearest cross drainage
structure or gully. They are generally earthen drains with dry masonry scour checks, spaced
at a distance of 5m to 15m depending on the longitudinal gradient or lined drains made of
cement masonry. Outlets to side drains are designed in such a manner that scouring by the
water flow is prevented. Estimation of Runoff is necessary to design the size of Road Side
Drain. Runoff is that balance of rain water, which flows or runs over the natural ground
surface after losses by evaporation, interception and infiltration.

3.8.3. Analysis for Drainage System

The subgrade should be kept at optimum moisture level and avoided to be wetted for long
life of pavement and other component of roads. For Design of surface drainage, we need
the runoff quantity of water. It can be divided into two parts:
Hydrological analysis & Hydraulic analysis

35
a) Hydrological analysis
Hydrological analysis can be done by the process of Rational Method with the formula:
Q = 0.278*C*I*A
Where, Q = run-off in m3/s
C = run-off coefficient
I = intensity of rainfall in millimeter per hour (mm/hr)
A = catchment area in sq km

b) Hydraulic analysis
After determining the design runoff (Q), hydraulic design of drains is done. This design is
done based on the principles of flow through open channels. The area of cross section A of
the channel (m2) for the discharge (Q, m3/s ) and allowable velocity of flow (V, m/s) on the
side drain is given by the following relation:
Q = A*V
Where, Q discharge in m3/s
A =area of cross-section in m2
V= allowable velocity in m/s
Then, A = Q/V
The velocity of the unlined channel must be high enough to prevent silting but should not
be too high to cause erosion. The allowable velocity of flow depends on the soil type of the
open side drain. The desirable values of velocity of flow are 0.3 to 0.5 m/sec (for sand and
silt), 0.6 to 0.9 (for loam), 0.9 to 1.5 (for clay), 1.2 to 1.5 (for gravel) and 1.5 to 1.8 m/sec
(for good soil covered with well-established grass).
The velocity of flow of water along the drain is determined from Manning's formula. It
depends on its longitudinal slope. Assuming uniform and steady flow through channel of
uniform cross section and slope.

Manning's equation:
2 1
1
V= * R 3 * S2
n
where,
n = Manning's rugosity coefficient

36
R = Hydraulic radius (m)
S= longitudinal slope of channel

Design of longitudinal drain and cross-drain

Year Peak Rainfall (mm)
2009 607.33
2010 827.01
2011 977.336
2012 461.096
2013 419.266
2014 587.276
2015 913.25
2016 1077.156
2017 1667
2018 1562.706
2019 776.6
2020 989.566
2021 716.66
2022 190.166
Average Rainfall 840.887
Standard 410.398
Deviation

Calculation of Side-Drain
Chainage Area(hectare)
0+000 - 0+463 1.98
0+463 - 1+127 6.54
1+127 - 1+712 6.81

Using Gumble Method

Number of recorded year (n) = 14
Mean of rainfall data ( x ) = 840.887
Standard deviation of data (σ) = 410.379
Reduced mean (Y n) = 0.51

37
Reduced standard deviation ( Sn)= 1.00951

Return Reduced Frequency Maximum 24hr Remarks

Period(T) Variate(Y ) T Factor(K) Rainfall(R ) mm
24

2 0.3665 -0.142 782.5721

5 1.4999 0.9806 1243.3046
10 2.2504 1.7240 1548.3807
25 3.1985 2.6632 1933.8083 Side drain
50 3.9019 3.3600 2219.7604
100 4.6001 4.0516 2503.57

Here,
Y =¿
T

YT−Yn
K=
Sn
R24 = x +Kσ
Maximum rainfall of return period 25 year is 1933.8083 mm
The rainfall intensity for return period of 25 year is 8.057 cm/hr

B=0.5m

Q = 2.778CiA

6.54
= 2.778*0.3*8.057*( )
100
Q = 0.439 m /sec
3

Also,

38
 1
Q = A R2 /3 S 1/ 2,where n=0.022 ,So=0.05
n
A = By = 0.5y
A By 0.5 y
R= = =
P B+ 2 y 0.5+2 y
Then, using manning equation
1
Q = A R2 /3 S 1/ 2
n
1 0.5 y
0.439 = *0.5y* *0.051 /2
0.022 0.5+2 y

On solving,
Y = 0.5136
Adopting depth (y) = 0.6m
Width (B) = 0.5m
Maximum slope (So) = 5%

Calculation of side drain

S. Descripti Dept Base Are Wetted Hydraul Flow Slop Velocit Discharg Chaina
N on h widt a Perimet ic Roughne e y e ge
(d) h (A) er Radius ss (So) (v) (Q)
m (b) M2 (P) (R) (n) % m/ Cum/
m m sec sec

1 R-Drain 0.6 0.5 0.3 1.7 0.1764 0.022 1 1.429 0.428 0+000-
0+463

2 R-Drain 0.6 0.5 0.3 1.7 0.1764 0.022 2 2.022 0.606 0+463-
0+535

3 R-Drain 0.6 0.5 0.3 1.7 0.022 12 4.952 1.485 0.535-

0.1764 0+764

39
4 R-Drain 0.6 0.5 0.3 1.7 0.1764 0.022 6 3.502 1.050 0+764-
0+999

5 R-Drain 0.6 0.5 0.3 1.7 0.1764 0.022 2 2.0.22 0.606 0+999-
1+127

6 R-Drain 0.6 0.5 0.3 1.7 0.1764 0.022 2 2.022 0.606 1+127-
1+712

Where, R-Drain = Rectangular Drain

Area(A) = bd
Wetted perimeter(P) = b+2d
A bd
Hydraulic radius(R) = =
P b+2 d
1 2 /3 1 /2
Velocity(v) = R S
n
1 2 /3 1/ 2
Discharge(Q) = AR S
n
S. Description Dia Flow Area Wetted Wetted Hydraulic Roughness Slope(So) Velocity Discharge Ch
N (d) depth (A) Area perimeter Radius(R) Coefficient % (v) (Q)
m (0.75d) M2 (Aw) (Pw) m (n) m/sec Cum/sec
m M2 m

1 Pipe culvert 0.9 0.675 0.636 0.512 1.885 0.271 0.014 0.03 5.18 2.647 0+2

2 Pipe culvert 0.9 0.675 0.636 0.512 1.885 0.271 0.014 0.03 5.18 2.647 1+0

40
Calculation of Hume Pipe

Where,
Area(A)=πd 2/4

Φ
Cos =1-2
2
Φ =240=4.188 radian
2
D
Wetted Area(Aw)=
8(Φ−sin Φ)
ΦD
Wetted Perimeter(Pw)=
2
Aw
Hydraulic radius=
Pw
1 2 /3 1 /2
Velocity(v)= R S
n
1 2/ 3 1/ 2
Discharge(Q)= AR S
n

3.9. Software

The alignment, plan, profile, cross-section and quantity estimation was done using the
software SMART ROAD-2018.

41
3.10. Estimation & Costing

The estimation will be done after the completion of above works and at last the final report
will be prepared.

3.10.1. Quantity Estimate

The required quantity for the Geometric Design of Road like Earthwork, Drain, Retaining
Structure, etc is shown in ANNEX III.

Table 3.14: Abstract of Quantity

Abstract of Quantity
Description Quantity (m3) Unit
Ordinary Fill Volume 5933.800 m3
Ordinary Cut Volume 6989.000 m3
Structure Cut Volume 712.800 m3
BackFill Volume 1131.800 m3
Drain Cut Volume 424.000 m3
Left Drain Volume 913.000 m3
Masonary Retaining Wall (Left) Volume 986.400 m3
Masonary Retaining Wall (Right) Volume 1079.400 m3
Masonary Breast Wall (Left) Volume 606.400 m3
Masonary Breast Wall (Right) Volume 300.800 m3
Bituminous surface 470.808 m3
Granular road base 1412.425 m3
Site Clearance 17120.300 m2
pipe culvert with catchpit 8.170 m

3.10.2. Cost Estimation

The required data for cost estimation of road like rate analysis and summary of rates is
shown in ANNEX IV.
Table 3.15: Abstract of Cost

SN Description Quantity Unit Rate Amount Remarks

Ordinary Fill
1 Volume 5933.800 m3 175.088 1038934.208
Ordinary Cut
2 Volume 6989.000 m3 47.581 332545.356
42
 Structure Cut
3 Volume 712.800 m3 47.581 33915.915
4 BackFill Volume 1131.800 m3 2922.150 3307289.370
5 Drain Cut Volume 424.000 m3 47.581 20174.450
12510.75 11422314.75
6 Left Drain Volume 913.000 m3 0 0
Right Drain 12510.75
7 Volume 345.565 m3 0 4323277.337
Masonary
Retaining Wall
8 (Left) Volume 986.400 m3 2318.575 2287042.205
Masonary
Retaining Wall
9 (Right) Volume 1079.400 m3 2318.575 2502669.855
Masonary Breast
Wall (Left)
10 Volume 606.400 m3 2318.575 1405983.880
Masonary Breast
Wall (Right)
11 Volume 300.808 m3 2318.575 697445.909
14 Bituminous surface 470.808 m3 8176.228 3849433.488
15 Granular road base 1412.425 m3 3250.590 4591214.581
17120.30
16 Site Clearance 0 m2 0.109 1860.549
Pipe culvert with
17 catchpit 8.170 m 6477.284 52919.407
Sub Total 35867021.26
VAT @ 13% 4662712.764
Total including VAT 40529734.02
Cost per KM of Road 23673910.06

43
 4. RESULTS

1. From Modified Proctor Test (AASHTO T180) OMC for chainage 0+500, 1+000,
1+500, the OMC were found to be 7%, 8% and 9%, respectively.
2. CBR value for chainage 0+500, 1+000, 1+500, the OMC were found to be 35%,
34.56% and 37.19%, respectively.
3. A bituminous road pavement of thickness 150mm (Bituminous Road base) and
50mm (Flexible Bituminous Surface) was obtained.
4. For Drainage Design, 0.439 cumecs discharge was obtained and size of the
drainage i.e. width = 0.5m and depth = 0.6m
5. The total quantity of cut volume is 6989 m³ and fill volume is 5933 m³.
6. The total cost of the road per km is NRs 2,36,73,910.06.

44
 5. CONCLUSION AND RECOMMENDATION

5.1. Conclusion

The detail design and estimate of the road section from Rajkulo Marg to Nakhipot Corridor
has been a major necessity for better services to the road users in that region. Our team has
carried out this detailed engineering survey and design of the segments of road. In this
project, detailed alignment, and engineering design of a hill road section of 1.712 km
length was carried out. The road section contributes to easy transportation access which
helps local people and contributes to the economic development of Lalitpur District.

The alignment selected for this road, in general is successful as it considers topographic
conditions, engineering and geological features and road design parameters passes through
stable terrain. The environmental protection measures are also considered. The selected
alignment does not possess major hydrological problems. Designed drainage can resist
scouring and erosion problems. There are no other problems, and this road alignment
seems as one of the most economical and stable routes.

A bituminous road pavement of thickness 150mm (Bituminous Road base) and 50mm
(Flexible Bituminous Surface) has been designed. Detailed drainage structures have been
also designed. The total quantity of cut volume is 6989 m³ and fill volume is 5933 m³. The
total cost of the road per km is NRs 2,36,73,910.06.

5.2. Recommendation

Since the road lies in Hilly terrain, it should be provided with adequate barriers. Speed
limits should be properly implemented using traffic signs, speed breaker etc. to ensure
safety in sharp turnings. Slope protection and Road Protection structure such as Gabion
Walls, Retaining Wall etc. should be built. Road construction in hills of our country has
become serious from bio-engineering point of view. Therefore, special attention should be
given for slope stability, soil erosion and siltation problems.

45
 6. REFERENCES

1. Government of Nepal. (2013, July). Nepal Road Standard 2070. Babarmahal,

Kathmandu.
2. IRC:73-1980. Geometric Design ofDstandards for Rural (Non- Urban) Highways.
3. Department of Road (2075).Norms for Rate Analysis of Road and Bridge Works).
4. District Rate(2080-2081). Lalitpur-District-Rate-2080-81.
5. Marsani, A., & Shrestha, D.K. (2014). Transportation Engineering Volume II.
Bhotahity: Heritage Publishers and Distributors.

46
 ANNEX I ROAD DESIGN
Annex I ROAD DESIGN

47
 ROAD PLAN
AND
TERRAIN

48
 Road
Plan And Profile

49
 Road
Cross-Section

50
 ANNEX II QUANTITY
ESTIMATION
Annex II QUANTITY ESTIMATION

51
 ANNEX III COST
ESTIMATION
Annex III COST ESTIMATION

52