Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report
Government of Nepal Ministry of Federal Affairs and Local Development Central Level Project Implementation Unit Earthquake Emergency Assistance Project Lalitpur, Nepal
Earthquake Emergency Assistance Project (ADB Loan 3260-NEP)
Detailed Project Report
Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Ch. 0+000 to Ch. 29+290 Sindhuli
Section II: Detail Engineering Survey, Design and Estimate
VOLUME 1: MAIN REPORT
Prepared by: Joint Venture of: SILT Consultants, TSE, ECN, EC in association with Geocom International on behalf of AF-ITECO Ltd. Switzerland
October, 2016
Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report ACKNOWLEDGEMENT Joint Venture of SILT Consultants (P) Ltd, TSE, ECN, EC in association with Geocom International (P) Ltd, the Consultant would like to extend its gratitude to Decentralized Rural Infrastructure and Livelihood Project – Additional Financing (DRILP-AF), Central Implementation Support Consultant (CISC), Ekantakuna, Lalitpur, Nepal for providing an opportunity of Preparation of Detailed Project Report for Rehabilitation and Reconstruction of Pipal Bhanjyang – Haitar - Netrakali Road, Sindhuli district. Also, we would like to acknowledge all the members of CISC for their kind co-operation. We would further like to acknowledge DDG, SDE of DoLIDAR, DTO, personnel of DDC, CISC team, Engineer, Sub Engineer, the local people of the project area and all the individuals involved in this project works for their kind co-operation and help at every step of preparation of this report. Last but not least, team would like to be glad for the technical and supporting staffs of Joint Venture of SILT Consultants (P) Ltd, TSE, ECN, EC in association with Geocom International (P) Ltd. who have done remarkable assistance to complete the assignment.
Joint Venture of SILT Consultants (P) Ltd, TSE, ECN, EC in association with Geocom International (P) Ltd. October 2016
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Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report EXECUTIVE SUMMARY The detailed engineering survey, design and cost estimate for rehabilitation and reconstruction of Pipal Bhanjyang – Haitar - Netrakali Road has been prepared for ADB funded EEAP project following the principles of build back better. The road traverses through the Pipal Bhanjyang, Koldanda, Nibuwatar, Buktikhatar, Haitar, Simle, Majhitar etc. The proposed road is 29.29 km long. The existing road starts from Pipal Bhanjyang of Kamalamai Municipality and ends to Majhitar of Netrakali VDC. Existing road surface is earthen and condition is moderate and undulated. Stone pitching also observed in some stretches of existing road. There are few major landslides and erosion observed. The longitudinal grade is less than 12%. The existing road width of the alignment varies from 3m to 5m. During the design, existing road has been followed as far as possible; however the alignment has been shifted in some places especially at loops to maintain the geometric design parameters and at problematic areas of steep gradient. Nepal Rural Road Standard (2055) 2nd revision, December 2014 has been followed for the design. The maximum and minimum grade adopted in the design is 12% and 0.5% respectively. The average grade of the whole road alignment is 7%. Unnecessary heavy cut / fill has been avoided as far as possible. However, this could happen to some extent especially in loops, where the combined effect of design grade limitation and abrupt change of topography contour could induce such consequences and at sections with steep existing gradients. Bio-engineering works have been proposed in places prone to landslides and erosions. For spoil management, the proper locations along the site have been identified. For pavement design, CBR values have been calculated from the testing results of sub-grade material. 150 mm thick gravel sub-base for section I (Ch. 0+000 to 9+000) and 200 mm thick gravel sub-base for section II (Ch. 9+000 to 29+290) have been proposed in design. The design was reviewed during joint field verification by team of Consultant and CISC. The comments and feedback received by the consultants have been incorporated in preparing the final design. For those sections having gradient higher than 7%, cobble pavement has been proposed in the design. Total proposed cobblestones pavement is 11.156 km. The cost estimates are based on applicable DoLIDAR norms. In cases where DoLIDAR norms are not available, DOR norms have been used. The unit item rates for each item have been calculated on the basis of approved district rates of Sindhuli and Dhanusa for fiscal year 2072/73. Rates of construction materials like gabion, RCC pipes, HDP pipes etc are not mentioned in the district rate of Sindhuli, so that nearest and appropriate district (i.e. Dhanusa) rates have been applied. While calculating item rates, it is assumed that a qualified contractor will undertake construction following mechanized approach for road works. The total length of the project is divided in to two packages from ch. 0+000 to 14+400 for package 01 and ch. 14+400 to 29+290 for package 02. The base cost of civil works has been estimated to be NRs. 193,924,050.58 for contract package 01 and NRs. 219,583,979.43 for contract package 02. The total cost for rehabilitation and reconstruction to gravel / cobble standard including base cost, VAT, work charge staff, small miscellaneous items and physical contingency as per GON rules is calculated to be NRs. 244,344,303.73 for contract package 01 and NRs. 276,675,814.08 for contract package 02. The per km cost including base cost and VAT is NRs. 15,217,651.19 for contract package 01 and NRs. 16,664,197.23 for contract package 02. It is envisaged that the construction works can be completed within 18 months from award of contract and estimates are based on it. For budgetary purpose to take account of change in scope in accordance with GON financial rules a provision of 10% of the base cost estimate has been indicated in the budgetary cost estimate.
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Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report TABLE OF CONTENTS CHAPTER 1: INTRODUCTION 1.1 Project Background ...... 1 1.2 Project District and Proposed Road ...... 1 1.3 Scope of Works ...... 3 CHAPTER 2: ENGINEERING SURVEY AND STUDY 2.1 Desk Study ...... 4 2.2 Field Survey ...... 4 2.3 The Survey Team ...... 4 2.4 Topographical Survey ...... 4 2.5 Topography and Geomorphology ...... 5 2.5.1 Topography ...... 5 2.5.2 Geomorphology ...... 5 2.6 Vegetation Survey ...... 8 2.7 Construction Material Survey ...... 9 2.8 General Inventory ...... 10 2.9 General Alignment Description ...... 16 2.10 Land Use Pattern...... 16 2.11 Passing Bays and Bus Lay Bys ...... 17 2.12 Cross Drainage and Irrigation Crossing ...... 19 2.13 Retaining Structures ...... 22 2.14 Traffic Safety Measures ...... 23 2.15 Data Entry and Analysis ...... 23 CHAPTER 3: ROAD CORRIDOR COMMUNITY PROFILE 3.1 VDCs Along Road Corridor ...... 24 3.2 Cast Ethnicity ...... 24 3.3 Occupation ...... 25 3.4 Education and Health Status ...... 25 CHAPTER 4: DESIGN STANDARD AND PARAMETERS 4.1 Geometric Design Standard ...... 27 CHAPTER 5: ENGINEERING DESIGN 5.1 Road Classification ...... 30 5.2 Design Speed ...... 30 5.3 Right of Way ...... 30 5.4 Roadway Width ...... 30
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Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report 5.5 Extra Widening ...... 30 5.6 Sight Distance ...... 31 5.7 Horizontal Curvature ...... 31 5.8 Vertical Curvature ...... 31 5.9 Longitudinal Section ...... 31 5.10 Pavement Surface ...... 31 5.11 Cross Section ...... 31 5.12 Passing Bays and Bus Lay Bys ...... 31 5.13 Water Management Measures ...... 31 5.14 Side Drains ...... 32 5.15 Pavement Design ...... 32 CHAPTER 6: ENGINEERING DESIGN AND DRAWINGS 37 CHAPTER 7: ENGINEERING ESTIMATE 7.1 The Project Cost Estimate ...... 39 7.2 Quantity Estimate ...... 40 7.3 Analysis of Rates ...... 40 CHAPTER 8: ENVIRONMENT PROTECTION MEASURES 41 CHAPTER 9: CONCLUSION AND RECOMMENDATIONS 42 LIST OF TABLES Table 1: Lithostratigraphy of the Lesser Himalaya Rock Exposed along the Road Alignment 6 Table 2: Geology and Types of Soil along the Road Alignment ...... 7 Table 3: Cutting and Filling Slope for Different Types of Geology along the Road ...... 8 Table 4: Possible Quarry Sites ...... 9 Table 5: Sources of Construction Materials ...... 9 Table 6: Existing Gabion Wall ...... 10 Table 7: Existing Gabion Wall to be demolished ...... 12 Table 8: Existing Stone Masonry Wall ...... 13 Table 9: Existing Stone Masonry Wall to be demolished ...... 14 Table 10: Existing Side Drain to be demolished ...... 14 Table 11: Existing Pipe Culvert ...... 15 Table 12: Existing Slab Culvert ...... 16 Table 13: Existing Causeway ...... 16
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Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report Table 14: Land Use along the Road Alignment ...... 17 Table 15: Passing Bays ...... 17 Table 16: Proposed Pipe Culvert ...... 19 Table 17: Proposed Slab Culvert ...... 21 Table 18: Proposed Causeways ...... 21 Table 19: Demographic Features of Influenced Municipality and VDCs ...... 24 Table 20: Ethnic Features of the VDCs along the Road Corridor ...... 25 Table 21: Population aged 5 years and above by literacy status and sex ...... 26 Table 22: DoLIDAR Standard ...... 27 Table 23: Extra Widening ...... 30 Table 24: Laboratory CBR Test Results ...... 33 Table 25: Road sections with similar Sub grade Strength ...... 34 Table 26: Traffic Type and Volume ...... 34 Table 27: Cumulative number of commercial vehicles and equivalent standard axle at the end of design period (10 years) ...... 35 Table 28: Recommended Pavement Type and Thickness ...... 35 Table 29: Cost Estimate of Contract Package 01 (Ch. 0+000 to Ch. 14+400) ...... 39 Table 30: Cost Estimate of Contract Package 02 (Ch. 14+400 to Ch. 29+290) ...... 39 Table 31: Location of Landslides and Bio-Engineering Works ...... 41 Table 32: Environment Protection Measures ...... 41 LIST OF FIGURES Figure 1: Map of Nepal showing Sindhuli District ...... x Figure 2: Map of District Sindhuli showing VDC Boundary ...... xi Figure 3: Pipal Bhanjyang – Haitar - Netrakali Road Alignment ...... xii Figure 4: Typical Road Cross Section Showing Gabion Wall ...... 22 Figure 5: Typical Road Cross Section Showing Stone Masonry Wall ...... 23 Figure 6: Proposed Typical Drain ...... 32 Figure 7: Sample Sheet of Plan and Profile ...... 37 Figure 8: Sample Sheet of Cross Sections ...... 38
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Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report SALIENT FEATURES Features Description Name of the Road Pipal Bhanjyang - Haitar - Netrakali Road DRCN Road Code 20DR005 Scope Reconstruction and Rehabilitation Location Region: Central Development Zone: Janakpur District: Sindhuli Kamalamai Municipality, Dadhu Gurase VDC, Amale VDC, Municipality / VDC Bastipur VDC, Tamajor VDC and Netrakali VDC Pipal Bhanjyang, Koldanda, Nibuwatar, Buktikhatar, Haitar, Major Settlements Simle, Majhitar etc. Length 29.290 km Starting Point Pipal Bhanjyang, Kamalamai Municipality End Point: Majhitar, Netrakali VDC Beneficiaries Population in ZOI 15,451 Geographical Features Terrain Mid Hill Altitudinal Range 527 m to 1154 m Climate: Upper-tropical and Sub-tropical Basically characterized by Phyllite and Quartzite and the Geology: common soil types include colluvial and residual soils Meteorology: Unevenly Distributed Precipitation Controlled by Monsoon Design Standard Standard NRRS 2055, 2nd Revision December 2014 Existing Surface: Earthen surface Proposed Pavement: Gravel, Cobble Standard Geometrics Right Of Way: 10 m on either sides (Center line) Formation Width: 5.25 m (excluding drain) Carriage Way Width: 3.75 m Shoulder Width: 0.75 m on either side Maximum Gradient 12% Minimum Gradient 0.5% Lane Single Pavement Standard Gravel, Cobble for grade > 7% Gravel Length 18.134 km Cobble Length 11.156 km
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Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report Features Description Structures (Qty/No.) Drainage Structures a) Side Drain Throughout the alignment at hill side b) Pipe Culvert 84 c) Slab Culvert 1 d) Causeway 17 Structures a) Stone masonry Works 14,038.76 m3 b) Gabion Works 29,545.96 m3 Earth Work a) Excavation / Cutting 1,88,385.21 m3 b) Embankment / Filling 40,820.17 m3 Pavement a) Gravel Sub-Base 28,254.01 m3 b) Cobblestones 4,701.90 m3 Cost Estimate of Contract
Package 01 Base Cost 193,924,050.58 VAT (13%) 25,210,126.58 Total Cost including Base Cost and 219,134,177.16 VAT Cost per KM as per Base Cost and 15,217,651.19 VAT Work Charge Staff and Small 5,817,721.52 Miscellaneous Expenses (3%) Provision of Physical Contingency 19,392,405.06 (10%) Total Cost including Base Cost, 244,344,303.73 VAT, Work Charge Staff and Physical Contingency Cost Estimate of Contract
Package 02 Base Cost 219,583,979.43 VAT (13%) 28,545,917.33 Total Cost including Base Cost and 248,129,896.76 VAT Cost per KM as per Base Cost 16,664,197.23 and VAT
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Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report Features Description Work Charge Staff and Small 6,587,519.38 Miscellaneous Expenses (3%) Provision of Physical Contingency 21,958,397.94 (10%) Total Cost including Base Cost, 276,675,814.08 VAT, Work Charge Staff and Physical Contingency
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Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report
Figure 1: Map of Nepal showing Sindhuli District
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Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report
Figure 2: Map of District Sindhuli showing VDC Boundary
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Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report
Netrakali (End of Road Section)
BP Highway
Pipal Bhanjyang(ch.0+000)
Figure 3: Pipal Bhanjyang – Haitar - Netrakali Road Alignment
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Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report
ACRONYMS/ ABBREVIATIONS
ADB Asian Development Bank ADDI Appraisal Document for Donor Investment BS Baseline Survey CISC Central Implementation Support Consultants CE Community Empowerment DDC District Development Committee DoLIDAR Department of Local Infrastructure Development and Agricultural Roads DRILP-AF Decentralized Rural Infrastructure and Livelihood Project-Additional Financing DoR Department of Roads DoS Description of Services DPR Detailed Subproject Report DRCN District Road Core Network DTMP District Transport Master Plan DTO District Technical Office EIA Environmental Impact Assessment EEAP Earthquake Emergency Assistant Project GDP Gross Domestic Product GoN Government of Nepal ICD Institutional Capacity Development IEE Initial Environmental Examination IPDP Indigenous People Development Plan IRR Improved Rural Roads LEP Labor-based, Environmentally-friendly, and Participatory (approach) LSGA Local Self-Governance Act MoFALD Ministry of Federal Affairs and Local Development RP Resettlement Plan ToR Terms of Reference VDC Village Development Committee VOC Vehicle Operation Cost ZoI Zone Influence
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Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report
CHAPTER -1 INTRODUCTION
1.1 Project Background The rehabilitation and reconstruction of local roads network damaged due to major earthquake of 25 April 2015 and May 12 2015 has high priority for the Government of Nepal (GoN) . The Asian Development Bank (ADB) funded Earthquake Emergency Assistance by Project (ADB Loan 3260-NEP) is aimed to accelerate the recovery and reconstruction of the local roads damaged by the earthquake. The rehabilitation and reconstruction of about 385 km of rural roads damaged by the earthquake and landslides in 10 of the earthquake hit districts (Dolakha, Kavrepalanchowk, Laitpur, Chitwan, Sindhuli, Solukhumbu, Okhaldhunga, Ramechhap, Gorkha and Lamjung). Pipal Bhanjyang – Haitar - Netrakali Road of Sindhuli district is one of the roads proposed for rehabilitation and reconstruction under EEAP. AS part of the Technical Assistance from Swiss Agency for Development and Cooperation (SDC) also provided technical assistance to EEAP. AF-Iteco, Switzerland,currently providing services as Central Implementation Support Consultants (CISC) for Decentralized Rural Infrastructure and Livelihood Project-Additional Financing has been entrusted to act as Consultant for this project and has given the assignment for preparation of Detailed Project Reports for rehabilitation and reconstruction of selected 4 rural road subprojects of Cluster 3 (Solukhumbu, Okhaldhunga and Sindhuli Districts) to Joint Venture of SILT Consultants (P) Ltd, TSE, ECN, EC in association with Geocom International (P) Ltd 1.2 Project District and Proposed Road The Pipal Bhanjyang – Haitar - Netrakali Road lies in Sindhuli district. Sindhuli, the project district, is located in the Janakpur Zone of the Central Development Region of Nepal. The district is located within 27 20’ 39” to 28 6’ 24” latitude (North) and 86 0’ 21” to 87 0’ 1” longitude (East). The district borders with Sarlahi, Mahottari, Dhanusa Districts in South, Udayapur Districts in East, Makawanpur District in West and Kavreplanchowk, Ramechhap districts in North. General records of Sindhuli district are as under: Total area = 2,491 km2 Total population = 296,192 as per last census of 2011. Total male = 142,123 as per last census of 2011 Total female = 154,069 as per last census of 2011 Total household = 57,581 Population density / km2 = 119 Literacy rate = 60.50 % The road passes through the several settlements (Pipal Bhanjyang, Koldanda, Nibuwatar, Buktikhatar, Haitar, Simle, Majhitar etc.) along the road alignment. During the site observation of existing road pavement, it was found the earthen in entire length. Existing road is motorable with 3m to 5m width. The road traverses through the several settlements, natural rivers / kholsi and forest.
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Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report
Ch. 0+000 Ch. 1+500
Ch. 6+500 Ch. 13+300
Ch. 26+600 Ch. 29+200
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Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report
1.3 Scope of Works The detailed engineering survey, design and cost estimate for rehabilitation and reconstruction. of Pipal Bhanjyang – Haitar - Netrakali Road has been carried out by the Consultants. Accordingly the scope of works covers: c) Detailed engineering survey d) Detailed design the road to DOLIDAR’s NRRS 2055, 2nd Revision December 2014 e) Prepare drawings including alignment plan, design profile, design cross-section and typical drawings f) Prepare detailed cost estimate g) Prepare detailed project report (DPR)
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Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report
CHAPTER -2 ENGINEERING SURVEY AND STUDY
2.1 Desk Study During the process of desk study, the available reports and maps were collected and reviewed. All relevant guidelines, norms, specification were collected. Nepal Rural Road Standard (NRRS 2055) and DoLIDAR Norms & Specification has been studied and referred for adoption of design standard and specification. 2.2 Field Survey After the desk study, engineering team comprising of highway engineer, surveyor and supervisor had been mobilized in field. The team contacted DTO office and with co-operation with staffs of DTO, the team mobilized to the site. The DTO team at Sindhuli assisted the survey team. 2.3 The Survey Team The survey team for detailed survey work of Pipal Bhanjyang – Haitar - Netrakali Road constitute of TL/Road Engineer, Civil Engineer, Surveyor and Labours. The team members are: Mr. Prabhu Raj Pandey (TL/Road Engineer), Mr. Harish Thapa (Civil Engineer), Mr. Gokul Thapa (Surveyor) and Labours. 2.4 Topographical Survey Survey Procedure Detailed engineering survey was carried out for the design work of the road. The accuracy and effectiveness of design work depend on the accuracy of survey works, hence due care was given during survey works. The fieldwork consists of detailed engineering survey of the project road. The linear traverse method was adopted for the survey and topographical survey was conducted for the proposed alignment. The topographic survey of the sites was carried out in detail using TOTAL STATION and survey points were recorded. It was ensured that the density of the survey points was adequate to prepare the detailed topography of the site. Contours were thus generated on scale 1:1000 with the details like contours at interval of 1m, channel bifurcation and merging points, survey control point, settlements/villages, utility services, etc. The RL of center point of the cross section were measured using TOTAL STATION instrument readings. The observation of horizontal angles at each right and mean of two was done with both left and right faces and mean of two was used for calculation to eliminate errors due to eccentricity and centering. The TOTAL STATION instrument carried out profile leveling at an interval of 20 m and at all points where sudden changes of topography was observed. During the field works, all the data needed were recorded and registered. BM was established where deemed necessary and fixed.
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Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report
Instrument Station During survey, the instrument was placed on the site from where forward and backward is clearly seen while taking maximum detailed points for detailing. Bench Marks (BM) In this study, the local coordinates and Benchmark values have been used. The bench marks are used as reference point during construction phase. At site, the benchmarks have been placed in permanent structures and the Benchmark numbers has been clearly written with enamel paints (Refer annex 01 for details of bench mark data).
2.5 Topography and Geomorphology 2.5.1 Topography The road alignment lies in the Himalaya range. The road alignment starts from Pipal Bhanjyang (1154 m amsl) and ends at Majhitar (527 m amsl). The road alignment gently climbs down from Pipal Bhanjyang and follows the just below the ridge area and river valley. The road crosses Dhanman Khola, Tar Khola, Landi Khola, Baseri Khola, Lipe Khola, Rin Khola, Tamajor Khola.
The elevation of proposed road varies from 527m to 1154m from mean sea level. The project area is located in upper tropical and sub-tropical climatic zone. The proposed project site falls under sivalik and middle mountain physiographic region of Nepal (Topographic Survey Branch, Department of Survey, HMG, Nepal, 1983). The dominant rock types present in the Subproject area include of gneiss, schist, sandstone and conglomerate and the common soil types include colluvial, alluvial and residual soils. 2.5.2 Geomorphology Initially, the road alignment follows the fragile geological area of the Siwalik range and also passes through the rocky terrain of the Lesser Himalaya as well as residual soil and colluvial deposits. The road alignment passes through wet and dry cultivated land, grassland, forest.
The road alignment follows on the rocks of the Middle and Upper Siwaliks of the Siwalik Group and Benighat Slate, Kalitar Formation, Chisapani Quartzite and Kulikhani Formation. This road alignment passes through the regional thrust like Main Boundary Thrust (MBT) and Mahabharat Thrust (MT). The MBT separates the rocks of the Siwalik Group in south and Lesser Himalayan rocks in north whereas the MT separates the rocks of the Nawakot Complex in south and Kathmandu Complex in north.
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Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report
Table 1: Lithostratigraphy of the Lesser Himalaya Rock Exposed along the Road Alignment Group Formation Lithology Thickness Age (m) Upper Conglomertae 1500” Siwalik Middle Sandstone>>mudstone 3000 Neogene Lower Siwalik Mudstone>>sandstone 2000+ Main Boundary Thrust (MBT) Tistung Granite/ quarzite 1000 Kathmandu Markhu Marble/schist 500 Kulikhani Quartzite 2000 Chisapani Quartzite Quartzite 400 Pre- Kalitar Quartzite/schist 1000 Cambrian Bhaisedovan Marble 2000 Raduwa Schist 1000 MAHABHARAT THRUST(MT) Upper Robang Quartzite/schist 800 Nawakot Malekhu Limestone Quartzite, dolomite 1000 Pre- Benighat Slate Slate/limestone 3000 Cambrian
Engineering Geological study is done based on distribution of failures, soil and rock along the alignment. Information covers depth of soil, rock and soil type, geological structures, weathering grade. The road alignment passes through weathered rock and alluvial, colluvial, residual soil deposits. Thickness of alluvial, colluvial and residual soil deposits are excess of 5 m. Pipal Bhanjyang to Haitar Sector: The road alignment is about 22 km in length and passes gentle slope area along the river valley area. The road alignment runs on thick residual soil and alluvial deposits and very few locations covers the bedrock of conglomerate and sandstone of the Middle and Upper Siwaliks. Thicknesses of residual soil deposits and colluvial deposits as well as alluvial deposits are about 5 m. The hydrological condition of the road alignment is dry to wet. The land use pattern along the road alignment is cultivated land, forest and settlement but most of the alignment follows the cultivated land. The bedrocks of conglomerate and sandstone of the Middle and Upper Siwaliks are exposed along the road alignment but very few location bedrocks are exposed and covered by residual soil. The main cause of covering the residual soil deposits due to presence of the soft rocks in the valley side. The failures occurred along the road can be mitigated by, applying bioengineering as well as surface drainage, management and arrangement of the wall. The slope stability condition is more or less stable even the alignment runs on the residual soil deposits. Between the chainages road alignment has the low height cut slope on hill side so stability condition seems to be good but there is high possibility to occur the bank erosion due to bank undercutting along the river bank. High possibility to see the differential weathering pattern in the sandstone and mudstone of the Middle Siwalik as well as loose gravel bed and layers of sands and muds. Haitar to Majitar Sector: This complete section of the road is about 15 km and is passing 80% on residual soil/colluvial deposits and 20% only in the rocks of the Lesser Himalaya (quartzite, gneiss, slate) of the Kalitar, Kulikhani Formation and loose gravel bed of the Upper Siwalik. The road crosses MBT several times. The road follows gently topography and climbs down to Majhitar. Some cut slope failures are found along road alignment in hill side. These failures are developed due to weathering of rocks as well as presence of loose material deposits, undercutting slope by road cutting. Thickness of the residual soil deposits along
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Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report the road section is more than 5 m at places. At some places of the road alignment slate, gneiss and quartzite are exposed. These rocks are slightly to highly weathered. Two to three sets of the joints are well observed in rocks exposed along the road alignment. The stereographic projection of the discontinuities of the rock mass shows more or less stable condition. The persistency of the rocks mass is moderate to low. The hydrological condition is wet to dry. The land use pattern is dry cultivated land and forest and settlement. Table 2: Geology and Types of Soil along the Road Alignment Chainage Geology Types of Soil
0+000 - 0+400 Friable pebbly sandstone and Friable pebbly sandstone and mudstone / mudstone colluvial deposits
0+400 - 0+600 Friable pebbly sandstone and Colluvial deposits / residual soil mudstone 0+600 - 1+200 Friable pebbly sandstone and Friable pebbly sandstone and mudstone / mudstone colluvial deposits
1+200 - 1+400 Friable pebbly sandstone and Residual soil and alluvial deposits mudstone 1+400 - 3+000 Friable pebbly sandstone and Residual soil and alluvial deposits mudstone
3+000 - 3+600 Loose conglomerate Alluvial and residual soil deposits
3+600 - 4+000 Loose conglomerate Loose conglomerate and Residual soil
4+000 - 5+400 Loose conglomerate Alluvial and residual soil deposits
5+400 - 7+400 Loose conglomerate Loose conglomerate / alluvial and residual soil deposits
7+400 - 8+600 Loose conglomerate Alluvial and residual soil deposits
8+600 - 10+500 Loose conglomerate Loose conglomerate / alluvial and residual soil deposits
10+500 - 11+200 Loose conglomerate Alluvial and residual soil deposits
11+200 - 11+800 Loose conglomerate Loose conglomerate / alluvial and residual soil deposits
11+800 - 13+700 Loose sandstone and Alluvial and residual soil deposits mudstone
13+700 - 14+400 Loose sandstone and Loose sandstone and pebbly sandstone/ mudstone alluvial and residual soil deposits
14+400 - 17+400 Loose sandstone and Alluvial and residual soil deposits
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Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report
Chainage Geology Types of Soil mudstone
17+400 - 18+400 Loose conglomerate Loose conglomerate / alluvial and residual soil deposits
18+400 - 19+200 Loose conglomerate Alluvial and residual soil deposits
19+200 - 19+800 Loose conglomerate Loose conglomerate / alluvial and residual soil deposits
19+800 - 20+600 Loose conglomerate Alluvial and residual soil deposits
20+600 - 20+900 Loose conglomerate Loose conglomerate / alluvial and residual soil deposits
20+900 - 25+800 Loose conglomerate Alluvial and residual soil deposits
25+800 - 29+200 Loose conglomerate/slate/ Loose conglomerate / alluvial and residual quartzite soil deposits
29+200 - 32+200 Gneiss and schist Gneiss/schist
32+200 - 37+400 Loose conglomerate and Gneiss/schist quartzite and marble/schist
Table 3: Cutting and Filling Slope for Different Types of Geology along the Road S.N. Geological Classification Slope Grade Major Classification Minor Classification Cut Slope Fill Slope (V:H) (V:H) 1 Soil Colluviums 1:2-1:1 1:1.5 Residual 2 Rock Ordinary 1:1/4-1:1/8 1:1.5 Medium 1:1/12-1:1/16 3 Rock Hard Almost Vertical 1:1.5 Source: Nepal Road Standard 2070
2.6 Vegetation Survey Major Major Forest types found in the project area are upper-tropical and sub-tropical mixed broadleaved forest dominated by Shorea and Schima forest. However, the proposed road is not situated in any national park, buffer zone or conservation area. The major plant species found along the proposed road alignment are Sal, Chilaune, Malato, Sallo, Uttis, Kadam, Amala, Bayer, etc. The main wildlife species found in project area are Ghoral, Syal, Rato Badar, Ratuwa Mriga, Dumsi, Malsapro, Chituwa, etc.
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2.7 Construction Material Survey Construction material investigation was carried out around vicinity of the project sites along the road alignment. The investigation focused on locating prospective borrows areas of non-cohesive materials (colluvial and alluvial deposits). The prospective borrow sites were identified as sources of coarse aggregates. The construction material survey was carried out for the following purposes: Identification of location, estimation of quantity of sand, boulder, gravel and other possible construction material in and around the construction site. Site identification and determination of relevant materials available along river beds that can be used as concrete aggregates.
Based on the construction material survey, different quarry sites are observed along the road alignment as well as at river bank, possible quarry sites are shown below in table: Table 4: Possible Quarry Sites Average Material Site Distance (i) Baseri khola, lipe khola, rin khola, tamajor khola outside of road alignment (ii) Dhanman khola, tar khola, Sand 10 km langdi khola along the road alignment (iii) Alternative source (marin khola, kamala mai khola etc) (i) Baseri khola, lipe khola, rin khola, tamajor khola outside of road alignment (ii)Dhanman khola, tar khola, Stone 10 km langdi khola, ch. 20+410-20+620 and ch. 20+800-21+160 along the road (i) Baseri khola, lipe khola, rin khola, tamajor khola outside of road alignment (ii) Dhanman khola, tar khola, Gravel 10 km langdi khola along the road alignment (iii) Alternative source (marin khola, kamala mai khola etc) 10 km up to Crushed Aggregate Kamalamai Khola Ch 0+000
The main source of construction materials is the Dhanman Khola, Tar Khola, Landi Khola, Baseri Khola, Lipe Khola, Rin Khola, Tamajor Khola. The materials from quarry side is also possible along the road but the quantity are less. The riverbed materials from the Dhanman Khola, Tar Khola, Landi Khola, Baseri Khola, Lipe Khola, Rin Khola, Tamajor Khola can be used. The volume of the construction materials is more than sufficient in quantity for the road construction. The possible areas are given below in Table: Table 5: Sources of Construction Materials S.N. Source Distance from Type of Current Borrow Geological Road Extraction Land Use area Instability Composition Hydrology 1 Dhanman Riverbed Gneiss-70%; Barren 200x3x2 Stable Khola, B-25%; C+P 60%; Quartzite and m3 S-15% schist- 30%
2 Tar Khola, Riverbed Gneiss-80%; Barren 110x4x2 Stable B-35%; C+P 50%; Quartzite and m3, S-15% schist- 20%
3 Landi Riverbed Gneiss-20%; Barren 200x2x2 Stable
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S.N. Source Distance from Type of Current Borrow Geological Road Extraction Land Use area Instability Composition Hydrology Khola, B-45%; C+P 50%; Quartzite and m3 S-5% schist- 70%
4 Baseri 10 km far from Gneiss-20%; Barren 200x2x2 Stable Khola, road alignment Quartzite and m3 riverbed schist- 70% 5 Lipe 10 km far from Gneiss-20%; Barren 200x2x2 Stable Khola, road alignment Quartzite and m3 riverbed schist- 70% 6 Rin Khola, 10 km far from Gneiss-20%; Barren 200x2x2 Stable road alignment Quartzite and m3 riverbed schist- 70% 7 Tamajor 10 km far from Gneiss-20%; Barren 200x2x2 Stable Khola road alignment Quartzite and m3 riverbed schist- 70% 2.8 General Inventory During the survey, retaining structures like gabion walls, gravity wall and breast wall along, several chainage were observed. During the design, priority has been given to protect the existing gabion walls as much as possible. Despite this, the retaining structures have to be dismantled while improving the grade of alignment as per NRRS. During the inventory survey, following items / works were undertaken: Identification of locations for alignment improvement Identification of locations for intersection improvement Identification of locations and type of cross drainage and side drainage structures Identification of locations and type of stability structures Identification of locations and type of road safety structures Identification of environmental mitigation measures During the inventory survey following retaining structures were observed along the road alignment listed as; Existing Gabion Wall: During the inventory survey, following gabion walls found in normal and workable condition. Minor repairing is required to make suitable with the design of the road. Table 6: Existing Gabion Wall Chainage Length Height S.N. Side Remarks From To (m) (m) 1 0+030 0+050 RHS 20.00 3.00 Retaining Wall 2 0+070 0+090 RHS 20.00 3.00 Retaining Wall 3 0+250 0+260 LHS 10.00 2.00 Retaining Wall 4 0+770 0+810 RHS 40.00 3.00 Retaining Wall 5 0+960 0+990 RHS 30.00 3.00 Retaining Wall 6 1+190 RHS 10.00 3.00 Retaining Wall 7 1+210 RHS 10.00 3.00 Retaining Wall 8 1+470 RHS 10.00 2.00 Retaining Wall 9 1+500 1+510 RHS 10.00 3.00 Retaining Wall 10 1+580 1+590 RHS 10.00 3.00 Retaining Wall
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Chainage Length Height S.N. Side Remarks From To (m) (m) 11 3+740 3+750 LHS 10.00 4.00 Retaining Wall 12 3+780 3+800 LHS 20.00 3.00 Retaining Wall 13 3+890 3+900 RHS 10.00 4.00 Breast Wall 14 4+060 4+080 LHS 20.00 4.00 Retaining Wall 15 4+510 LHS 10.00 2.00 Retaining Wall 16 4+560 LHS 10.00 4.00 Retaining Wall 17 6+400 LHS 10.00 3.00 Retaining Wall 18 7+260 7+300 LHS 40.00 3.00 Retaining Wall 19 7+320 7+350 LHS 30.00 6.00 Retaining Wall 20 7+470 7+620 LHS 150.00 3.00 Retaining Wall 21 7+750 7+760 LHS 10.00 8.00 Retaining Wall 22 8+340 8+370 LHS 30.00 2.00 Retaining Wall 23 8+480 LHS 10.00 2.00 Retaining Wall 24 8+520 LHS 10.00 4.00 Retaining Wall 25 8+580 LHS 10.00 2.00 Retaining Wall 26 8+600 8+610 LHS 10.00 3.00 Retaining Wall 27 8+630 LHS 10.00 3.00 Retaining Wall 28 9+020 9+030 RHS 10.00 2.00 Retaining Wall 29 9+100 LHS 10.00 2.00 Retaining Wall 30 9+150 9+180 LHS 30.00 2.00 Retaining Wall 31 9+350 9+360 LHS 10.00 2.00 Retaining Wall 32 9+400 9+460 LHS 60.00 2.00 Retaining Wall 33 9+500 LHS 10.00 2.00 Retaining Wall 34 9+570 9+580 LHS 10.00 4.00 Retaining Wall 35 9+700 9+720 LHS 20.00 4.00 Retaining Wall 36 10+810 LHS 10.00 3.00 Retaining Wall 37 10+870 LHS 10.00 3.00 Retaining Wall 38 11+070 11+120 LHS 50.00 3.00 Retaining Wall 39 11+170 LHS 10.00 4.00 Retaining Wall 40 11+190 LHS 10.00 2.00 Retaining Wall 41 11+330 LHS 10.00 2.00 Retaining Wall 42 11+480 11+490 LHS 10.00 3.00 Retaining Wall 43 11+530 LHS 10.00 2.00 Retaining Wall 44 11+690 11+780 LHS 90.00 3.00 Retaining Wall 45 11+800 11+820 LHS 20.00 2.00 Retaining Wall 46 11+860 LHS 10.00 4.00 Retaining Wall 47 12+000 LHS 10.00 4.00 Retaining Wall 48 12+090 12+100 LHS 10.00 4.00 Retaining Wall 49 12+290 12+320 LHS 30.00 2.00 Retaining Wall 50 12+360 12+370 LHS 10.00 4.00 Retaining Wall 51 12+400 12+430 LHS 30.00 6.00 Retaining Wall 52 12+450 12+470 LHS 20.00 2.00 Retaining Wall 53 12+610 12+630 LHS 20.00 3.00 Retaining Wall 54 13+250 LHS 10.00 2.00 Retaining Wall 55 13+780 13+790 RHS 10.00 2.00 Retaining Wall 56 13+880 13+890 LHS 10.00 3.00 Retaining Wall 57 14+030 LHS 10.00 4.00 Retaining Wall 58 14+060 14+080 LHS 20.00 3.00 Retaining Wall 59 14+200 LHS 10.00 2.00 Retaining Wall 60 14+270 14+290 LHS 20.00 6.00 Retaining Wall
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Chainage Length Height S.N. Side Remarks From To (m) (m) 61 14+360 14+370 LHS 10.00 4.00 Retaining Wall 62 14+410 14+450 LHS 40.00 7.00 Retaining Wall 63 14+540 14+550 LHS 10.00 3.00 Retaining Wall 64 14+640 14+650 LHS 10.00 4.00 Retaining Wall 65 14+760 14+790 LHS 30.00 2.00 Retaining Wall 66 14+840 14+850 LHS 10.00 3.00 Retaining Wall 67 14+990 15+030 LHS 40.00 7.00 Retaining Wall 68 15+470 LHS 10.00 3.00 Retaining Wall 69 15+520 LHS 10.00 4.00 Retaining Wall 70 15+770 LHS 10.00 4.00 Retaining Wall 71 15+950 15+970 LHS 20.00 3.00 Retaining Wall 72 16+010 LHS 10.00 3.00 Retaining Wall 73 16+800 LHS 10.00 3.00 Retaining Wall 74 17+180 17+200 LHS 20.00 4.00 Retaining Wall 75 18+220 18+230 RHS 10.00 2.00 Retaining Wall 76 18+840 18+880 LHS 40.00 5.00 Retaining Wall 77 19+530 19+550 LHS 20.00 2.00 Retaining Wall 78 19+880 19+900 LHS 20.00 3.00 Retaining Wall 79 20+630 20+660 LHS 30.00 3.00 Retaining Wall 80 20+950 20+960 LHS 10.00 3.00 Retaining Wall 81 21+160 21+220 LHS 60.00 2.00 Retaining Wall 82 21+310 21+330 LHS 20.00 1.00 Retaining Wall 83 21+350 21+370 LHS 20.00 2.00 Retaining Wall 84 21+480 21+520 LHS 40.00 4.00 Retaining Wall 85 21+590 21+600 LHS 10.00 3.00 Retaining Wall 86 21+620 LHS 10.00 4.00 Retaining Wall 87 21+710 21+720 LHS 10.00 3.00 Retaining Wall 88 22+180 22+210 LHS 30.00 3.00 Retaining Wall Total 1760.00
Following existing gabion walls are to be demolished due to the poor quality as well as not suitable with the design of the road. Table 7: Existing Gabion Wall to be demolished Chainage S.N. Side Length (m) Height (m) From To 1 0+230 0+240 LHS 10.00 2.00 3 0+630 0+660 LHS 30.00 3.00 5 0+780 0+800 RHS 20.00 5.00 6 0+880 0+890 RHS 10.00 3.00 8 1+330 1+350 RHS 20.00 2.00 9 1+800 1+810 RHS 10.00 2.00 10 3+880 3+890 LHS 10.00 2.00 11 4+280 4+290 LHS 10.00 2.00 12 4+650 4+660 LHS 10.00 5.00 13 6+900 6+910 LHS 10.00 2.00 14 7+420 7+450 LHS 30.00 2.00 15 7+770 7+780 LHS 10.00 6.00 16 8+000 8+010 LHS 10.00 4.00 17 8+240 8+250 LHS 10.00 2.00
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Chainage S.N. Side Length (m) Height (m) From To 18 8+380 8+400 LHS 20.00 2.00 19 8+470 8+480 LHS 10.00 2.00 21 8+990 9+010 RHS 20.00 2.00 22 9+040 9+060 RHS 20.00 2.00 23 9+200 9+210 RHS 10.00 4.00 24 9+310 9+320 LHS 10.00 2.00 25 9+660 9+670 LHS 10.00 2.00 27 9+880 9+890 LHS 10.00 2.00 28 9+910 9+920 LHS 10.00 2.00 29 10+290 10+300 LHS 10.00 6.00 30 10+580 10+590 LHS 10.00 3.00 31 11+660 11+670 LHS 10.00 3.00 32 11+890 11+900 LHS 10.00 4.00 33 13+800 13+820 RHS 20.00 3.00 34 13+960 13+970 LHS 10.00 3.00 37 14+260 14+270 LHS 10.00 4.00 38 15+190 15+200 RHS 10.00 6.00 40 15+500 15+510 LHS 10.00 5.00 41 15+700 15+710 RHS 10.00 4.00 46 15+980 16+000 LHS 20.00 6.00 47 20+270 20+310 LHS 40.00 4.00 51 21+100 21+110 LHS 10.00 4.00 52 21+440 21+450 LHS 10.00 3.00 53 21+510 21+520 LHS 10.00 5.00 56 21+660 21+670 LHS 10.00 4.00 57 22+220 22+230 RHS 10.00 2.00 58 22+310 22+330 LHS 20.00 5.00 Total 560.00
Existing Stone Masonry Wall: During the inventory survey, following stone masonry walls found in normal and workable condition. Minor repairing is required to make suitable with the design of the road. Table 8: Existing Stone Masonry Wall Chainage Length Height S.N. Side Remarks From To (m) (m) 1 0+280 0+300 LHS 20.00 2.50 Retaining Wall 2 0+300 LHS 10.00 2.00 Retaining Wall 3 0+340 LHS 10.00 1.50 Retaining Wall 4 0+380 0+390 LHS 10.00 3.00 Retaining Wall 5 0+490 LHS 10.00 2.00 Retaining Wall 6 1+240 RHS 10.00 1.50 Retaining Wall 7 1+630 1+670 RHS 40.00 2.00 Retaining Wall 8 2+580 RHS 10.00 1.50 Retaining Wall 9 2+590 LHS 10.00 2.50 Retaining Wall 10 3+450 3+460 RHS 10.00 1.50 Breast Wall 11 3+500 3+550 RHS 50.00 1.50 Breast Wall 12 3+690 3+720 LHS 30.00 4.00 Retaining Wall 13 4+570 4+580 LHS 10.00 4.00 Retaining Wall 14 5+780 5+790 LHS 10.00 2.00 Retaining Wall
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Chainage Length Height S.N. Side Remarks From To (m) (m) 15 6+850 RHS 10.00 Breast Wall 16 10+540 10+550 LHS 10.00 4.00 Retaining Wall 17 10+680 10+690 LHS 10.00 4.00 Retaining Wall 18 10+970 LHS 10.00 3.00 Retaining Wall 19 11+160 LHS 10.00 2.00 Retaining Wall 20 11+310 LHS 10.00 1.50 Retaining Wall 21 12+120 LHS 10.00 1.50 Retaining Wall 22 12+150 LHS 10.00 2.50 Retaining Wall 23 12+250 12+270 LHS 20.00 3.00 Retaining Wall 24 14+750 LHS 10.00 2.00 Retaining Wall 25 16+080 RHS 10.00 2.50 Retaining Wall 26 17+600 RHS 10.00 1.00 Breast Wall 27 18+370 18+380 RHS 10.00 4.00 Retaining Wall 28 19+750 19+760 RHS 10.00 2.00 Breast Wall 29 21+830 LHS 10.00 1.50 Breast Wall Total 400.00
Following existing stone masonry walls are to be demolished due to the poor quality as well as not suitable with the design of the road. Table 9: Existing Stone Masonry Wall to be demolished Chainage S.N. Side Length (m) Height (m) From To 1 0+280 0+310 RHS 30.00 2.00 3 0+330 0+340 LHS 10.00 2.00 5 0+450 0+460 LHS 10.00 3.00 6 0+660 0+690 RHS 30.00 2.00 8 1+210 1+220 LHS 10.00 3.00 9 3+880 3+890 RHS 10.00 2.00 10 4+300 4+330 RHS 30.00 3.00 11 8+420 8+430 RHS 10.00 2.00 12 11+490 11+500 RHS 10.00 2.00 13 11+530 11+580 RHS 50.00 2.00 14 14+050 14+060 RHS 10.00 2.00 15 16+280 16+290 RHS 10.00 5.00 16 16+810 16+830 LHS 20.00 6.00 17 19+090 19+100 RHS 10.00 2.00 18 19+600 19+620 RHS 20.00 2.00 Total 270.00
Existing Side Drain: Following existing side drains are to be demolished due to the poor quality as well as not suitable with the design of the road. Table 10: Existing Side Drain to be demolished Chainage S.N. Side Length (m) From To 1 0+230 0+270 Hill Side 40.00 3 0+970 1+010 Hill Side 40.00 5 1+130 1+160 Hill Side 30.00
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Chainage S.N. Side Length (m) From To 6 1+430 1+470 Hill Side 40.00 8 1+490 1+510 Hill Side 20.00 9 1+890 2+210 Hill Side 320.00 10 2+280 2+510 Hill Side 230.00 11 2+760 2+780 Hill Side 20.00 12 2+880 3+010 Hill Side 130.00 13 3+830 3+870 Hill Side 40.00 14 4+430 4+620 Hill Side 190.00 15 5+610 5+640 Hill Side 30.00 16 6+220 6+280 Hill Side 60.00 17 7+170 7+320 Hill Side 150.00 18 7+480 7+780 Hill Side 300.00 19 7+820 7+860 Hill Side 40.00 20 7+890 7+950 Hill Side 60.00 21 8+300 8+550 Hill Side 250.00 22 8+640 8+670 Hill Side 30.00 23 8+740 8+920 Hill Side 180.00 24 9+150 9+180 Hill Side 30.00 25 13+520 13+800 Hill Side 280.00 26 14+100 14+160 Hill Side 60.00 27 14+260 14+290 Hill Side 30.00 28 17+330 17+450 Hill Side 120.00 29 17+680 17+730 Hill Side 50.00 30 17+790 17+890 Hill Side 100.00 31 17+960 18+000 Hill Side 40.00 32 18+260 18+340 Hill Side 80.00 33 18+380 18+420 Hill Side 40.00 34 18+920 18+950 Hill Side 30.00 Total 3,060.00
Existing Pipe Culvert: Following existing pipe culverts are in normal and workable condition. Minor repairing is required to make suitable with the design of the road. Table 11: Existing Pipe Culvert Diameter Diameter Diameter Diameter S.N. Chainage (1200 mm) (900 mm) (600 mm) (300 mm) 1 0+288 1 2 0+976 1 3 1+420 1 4 1+920 1 5 2+589 1 6 2+813 1 7 3+117 1 8 4+977 1 9 4+917 1 10 5+238 1 11 5+556 1
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Diameter Diameter Diameter Diameter S.N. Chainage (1200 mm) (900 mm) (600 mm) (300 mm) 12 5+612 1 13 5+660 1 14 5+786 1 15 6+930 1 16 8+432 1 17 8+643 1 18 13+664 1 19 13+597 1 20 13+745 1 Total Nos 1 2 1 16
Existing Slab Culvert: Following existing slab culverts are in normal and workable condition. Minor repairing is required to make suitable with the design of the road. Table 12: Existing Slab Culvert S.N. Chainage Span x Height Remarks 1 11+165 6x3 2 12+108 5x3
Existing Causeway: Following existing causeways are in normal and workable condition. Minor repairing is required to make suitable with the design of the road. Table 13: Existing Causeway S.N. Chainage Length Remarks 1 1+820 8 2 2+743 6 3 3+408 12
2.9 General Alignment Description The road alignment gently climbs down from Pipal Bhanjyang and follows the just below the ridge area and river valley. The road passes through the several settlements (Pipal Bhanjyang, Koldanda, Nibuwatar, Buktikhatar, Haitar, Simle, Majhitar etc.) along the road alignment. Existing road pavement is earthen. Existing road is motorable with 3m to 5m width. The road traverses through the several settlements, natural rivers / kholsi, forest and barren land. In new design, the proposed road width shall be 5.25m except at extra widening, passing places and bus bays area. 2.10 Land Use Pattern The project road traverses from Pipal Bhanjyang to Netrakali through the settlement area, forest, barren land, cultivated land etc.
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Table 14: Land Use along the Road Alignment Chainage Land Use Pattern 0+000-0+400 Forest / cultivated land 0+400-0+600 Cultivated land and settlements 0+600-1+200 Forest / cultivated land 1+200-1+400 Cultivated land and settlements 1+400-3+000 Cultivated land and settlements 3+000-3+600 Cultivated land and settlements 3+600-4+000 Forest / cultivated land 4+000-5+400 Forest / cultivated land 5+400-7+400 Forest / cultivated land 7+400-8+600 Cultivated land 8+600-10+500 Forest / cultivated land 10+500-11+200 Cultivated land 11+200-11+800 Forest / cultivated land 11+800-13+700 Cultivated land and settlement 13+700-14+400 Forest / cultivated land 14+400-17+400 Cultivated land and settlement 17+400-18+400 Forest / cultivated land 18+400-19+200 Cultivated land 19+200-19+800 Forest / cultivated land 19+800-20+600 Cultivated land 20+600-20+900 Forest / cultivated land 20+900-25+800 Cultivated land 25+800-29+200 Forest / cultivated land 29+200-32+200 Forest 32+200-37+400 Cultivated land and settlement 2.11 Passing Bays and Bus Lay Bys In general, passing bays are located at interval of 300m following the NRRS (2055) 2nd revision December 2014 and bus lay bys location are fixed along nearby major settlements. However, ensuring proper visibility and to minimize the maximum cut/fill due to extra width governed, the location of passing bays are shifted at several locations which do not comply the NRRS. Table 15: Passing Bays Length Width (m) S.N. Chainage Transition Length (m) (m) LHS RHS 1 0+320 12 1.75 9.00 2 0+605 12.00 1.75 9.00 3 0+930 12.00 1.75 9.00 4 1+250 12.00 1.75 9.00 5 1+750 12.00 1.75 9.00 6 2+010 12.00 1.75 9.00 7 2+320 12.00 1.75 9.00 8 2+630 12.00 3.00 9.00 9 3+090 12.00 1.75 9.00 10 3+340 12.00 1.75 9.00 11 3+630 12.00 1.75 9.00 12 3+970 12.00 1.75 9.00 17 | P a g e
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13 4+230 12.00 1.75 9.00 14 4+630 12.00 1.75 9.00 15 4+950 12.00 1.75 9.00 16 5+270 12.00 1.75 9.00 17 5+570 12.00 3.00 9.00 18 6+060 12.00 1.75 9.00 19 6+355 12.00 1.75 9.00 20 6+830 12.00 1.75 9.00 21 7+140 12.00 1.75 9.00 22 7+510 12.00 1.75 9.00 23 7+820 12.00 1.75 9.00 24 8+100 12.00 1.75 9.00 25 8+440 12.00 1.75 9.00 26 8+690 12.00 3.00 9.00 27 9+050 12.00 1.75 9.00 28 9+255 12.00 1.75 9.00 29 9+550 12.00 1.75 9.00 30 9+910 12.00 1.75 9.00 31 10+200 12.00 1.75 9.00 32 10+560 12.00 1.75 9.00 33 10+930 12.00 1.75 9.00 34 11+200 12.00 1.75 9.00 35 11+550 12.00 1.75 9.00 36 11+870 12.00 1.75 9.00 37 12+170 12.00 1.75 9.00 38 12+630 12.00 1.75 9.00 39 13+020 12.00 1.75 9.00 40 13+290 12.00 1.75 9.00 41 13+550 12.00 1.75 9.00 42 13+875 12.00 1.75 9.00 43 14+045 12.00 1.75 9.00 44 14+420 12.00 1.75 9.00 45 14+820 12.00 1.75 9.00 46 15+140 12.00 1.75 9.00 47 15+635 12.00 1.75 9.00 48 15+980 12.00 1.75 9.00 49 16+290 12.00 1.75 9.00 50 16+600 12.00 1.75 9.00 51 16+900 12.00 1.75 9.00 52 17+330 12.00 1.75 9.00 53 17+630 12.00 1.75 9.00 54 18+060 12.00 1.75 9.00 55 18+480 12.00 1.75 9.00 56 18+930 12.00 1.75 9.00 57 19+410 12.00 1.75 9.00 58 19+800 12.00 3.00 9.00 59 20+120 12.00 1.75 9.00 60 20+350 12.00 1.75 9.00 61 20+680 12.00 1.75 9.00
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62 20+990 12.00 1.75 9.00 63 21+280 12.00 1.75 9.00 64 21+755 12.00 1.75 9.00 65 22+040 12.00 1.75 9.00 66 22+490 12.00 1.75 9.00 67 22+800 12.00 3.00 9.00 68 23+430 12.00 1.75 9.00 69 23+690 12.00 1.75 9.00 70 24+020 12.00 1.75 9.00 71 24+634 12.00 1.75 9.00 72 24+980 12.00 1.75 9.00 73 25+370 12.00 1.75 9.00 74 25+680 12.00 1.75 9.00 75 26+040 12.00 1.75 9.00 76 26+380 12.00 1.75 9.00 77 26+745 12.00 1.75 9.00 78 27+215 12.00 1.75 9.00 79 27+785 12.00 1.75 9.00 80 27+995 12.00 1.75 9.00 81 28+220 12.00 1.75 9.00 82 28+755 12.00 1.75 9.00 83 29+250 12.00 1.75 9.00 2.12 Cross Drainage and Irrigation Crossing Depending upon the nature of road profile, type of natural drainage system, pipe culverts, slab culverts and causeways and are proposed in design which are as under: Pipe culvert (900 mm dia.) = 17 nos Pipe culvert (600 mm dia.) = 60 nos Pipe culvert (300 mm dia.) = 7 nos Slab Culvert = 1 nos Causeway = 17 nos
Table 16: Proposed Pipe Culvert Diameter Diameter Diameter S.N. Chainage Remarks (900 mm) (600 mm) (300 mm) 1 1+188 1 2 1+476 1 3 2+221 1 4 3+501 1 5 3+873 1 6 3+709 1 7 4+067 1 8 4+117 1 9 4+651 1 10 5+869 1 11 6+299 1 12 6+404 1 13 7+329 1
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14 7+622 1 15 7+995 1 16 8+526 1 17 8+573 1 18 8+801 1 19 9+281 1 20 9+661 1 21 9+708 1 22 9+882 1 23 10+156 1 24 10+239 1 25 10+542 1 26 10+618 1 27 10+676 1 28 10+813 1 29 11+037 1 30 11+825 1 31 11+995 1 32 12+278 1 33 12+384 1 34 12+530 1 35 12+601 1 36 13+385 1 37 14+848 1 38 15+149 1 39 15+243 1 40 15+348 1 41 17+098 1 42 18+516 1 43 18+685 1 44 18+885 1 45 19+250 1 46 19+479 1 47 19+521 1 48 15+243 1 49 15+348 1 50 20+938 1 51 21+360 1 52 21+507 1 53 21+591 1 54 21+620 1 55 21+712 1 56 21+940 1 57 22+045 1
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Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report
58 22+630 1 59 23+005 1 60 23+172 1 61 23+266 1 62 23+391 1 63 23+748 1 64 24+190 1 65 24+442 1 66 24+476 1 67 24+689 1 68 24+746 1 69 24+891 1 70 25+643 1 71 25+931 1 72 25+990 1 73 26+016 1 74 26+136 1 75 26+227 1 76 26+267 1 77 26+698 1 78 27+185 1 79 27+233 1 80 27+316 1 81 28+442 1 82 28+622 1 83 28+828 1 84 29+007 1 Total 17 60 7
Table 17: Proposed Slab Culvert Slab Culvert S.N. Chainage Remarks (6mx3m) 1 25+778 1
Table 18: Proposed Causeways S.N. Chainage L= 6 m L= 10 m L= 12 m L= 15 m L= 20 m L= 25 m 1 3+620 1 2 4+287 1 3 5+179 1 4 6+903 1 5 7+875 1 6 8+205 1 7 11+515 1 8 11+661 1 9 12+819 1
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10 14+563 1 11 14+769 1 12 19+891 1 13 21+195 1 14 22+201 1 15 23+112 1 16 23+600 1 17 24+115 1 Total 1 3 8 3 1 1 2.13 Retaining Structures Retaining structures are designed to restrain soil to unnatural slopes and are used to those areas where landscape of the lands needs to be reshaped. Stone masonry walls and gabion walls are proposed based on their appropriateness. Gabion Masonry Wall Based on the suitability of the kind of structures, gabion walls are proposed for high cut slopes and terraces, where higher walls are required. Also, the walls are proposed on the areas having poor foundation and seepage condition due to its flexibility for certain differential settlement and some slope movements. Besides, the wall is proposed on the hill sides to restrain against slope movement at landslide zones.
Figure 4: Typical Road Cross Section Showing Gabion Wall Stone Masonry Wall Stone Masonry gravity walls are designed on the valley side where the road section becomes narrow due to existing settlement to both sides. Besides, the walls are designed to the locations where rocks exists beneath the foundation as well as the wall is designed where the height of wall do not exceed more than 3m. For the slope and foundation width of the wall, DoLIDAR approach manual, Overseas Road Note 16, DRSP and RAIDP manual is followed.
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Figure 5: Typical Road Cross Section Showing Stone Masonry Wall 2.14 Traffic Safety Measures Traffic safety measures are important component for roads. Traffic safety is important to reduce the chance of accident occurring. For prevention of serious accidents in hill roads, safety barriers are essential. The delineator posts at the loops and steep valley slopes are significant for traffic safety purpose. 2.15 Data Entry and Analysis After the completion of topographical survey, confirmation was done ensuring the density of points is enough to produce contours at an interval of 1m. For some areas re-survey were done at the same time to increase the density of point to fill some voids. The data recorded in total station were extracted in excel sheet and with the help of SW-DTM inbuilt with Auto CAD, the data were processed. During this time, the redundant data were first eliminated from the list and final contour was drawn. Likewise, the existing road centerline and road edges were plotted on the contour with the help of SW- DTM. For the design of new alignment, profile and road width, SW-Road was used with necessary changes in alignment on the existing road alignment.
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CHAPTER -3 ROAD CORRIDOR COMMUNITY PROFILE
3.1 VDCs Along Road Corridor The proposed Pipal Bhanjyang – Haitar – Netrakali Road is of 29.29 km length. The Pipalbhanjyang – Haitar – Netrakali Road lies in north-western part of Sindhuli district in Central Development Region, Nepal. This road links Bhadrakali, Amale, Bastipur, Tamajor and Netrakali VDCs to district headquarter as well as the rest of the country through B.P. Highway. The road starts at Pipal Bhanjyang of Bhadrakali VDC and ends at village at Ch 29+290. The alignment passes through Kol Danda, Dhanmana, Bhotesangra, Nibuwatar, Simaltar, Satepantar, Salbesi, Khattar villages of Bhadrakali VDC, Simle, Rajabas of Amale VDC, Saurada, Haitar, Chalisebagar, Khadka Tole, Chandanpur, Dumri villages of Bastipur VDC, Koltar, Solubhanjyang, Chaukitar villages of Tamajor VDC, and ends at Aapdada Belbote of Netrakali VDC. The detail survey and design team has selected the alignment considering the demand of local people and following the existing trail. The alignment passes through private and public land plots. According to the Population Census 2011 of Nepal, the total population of the Sindhuli district is 296192 consisting of 142123 male and 154069 female. The average household size is 5.14. The combined population of the affected municipality and VDCs is 15451 with an average family size of 5.40. The percentage of male and female population is 46.61 and 53.39 respectively. Table shows the population composition of affected VDCs. Table 19: Demographic Features of Influenced Municipality and VDCs Population Average V.D.C. Households Household Total Male Percentage Female Percentage Size 1 Amale 415 2,261 1,047 46.31 1,214 53.69 5.45 2 Bastipur 545 3,029 1,366 45.10 1,663 54.90 5.56 3 Bhadrakali 848 4,415 2,074 46.98 2,341 53.02 5.21 4 Netrakali 606 3,400 1,612 47.41 1,788 52.59 5.61 5 Tamajor 445 2,346 1,102 46.97 1,244 53.03 5.27 Total 2,859 15,451 7,201 46.61 8,250 53.39 5.40 Source: Census 2011, Central Bureau of Statistics, Nepal
3.2 Cast Ethnicity The project side is totally Tamang dominated area with almost two third of the population, and remaining population are of newars, chhetri, brahmin, kami, sunuwar, damai, thami, sarki, gharti and others. Table shows the details of the population based on ethnicity.
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Table 20: Ethnic Features of the VDCs along the Road Corridor
-
VDC Hill
Total
Kami Sarki
Dholi
Magar Thami
Newar
Bhujel
Gharti/ Others
Damai/
Tamang
Sunuwar
Chhetree
Musalman
Brahman
Amale Total 2261 1921 82 39 122 66 31 Male 1047 891 39 22 45 33 17 Female 1214 1030 43 17 77 33 14 Bastipur Total 3029 1726 343 286 77 215 34 328 20 Male 1366 786 152 124 36 89 20 151 8 Female 1663 940 191 162 41 126 14 177 12 Bhadra Total 4415 1878 843 516 371 231 212 109 155 59 41 kali Male 2074 864 397 251 165 116 101 58 72 32 18 Female 2341 1014 446 265 206 115 111 51 83 27 23 Netrakali Total 3400 2931 336 17 31 1 20 38 11 15 Male 1612 1387 161 9 14 0 10 16 7 8 Female 1788 1544 175 8 17 1 10 22 4 7 Tamajor Total 2346 1937 33 177 30 114 45 10 Male 1102 903 14 94 14 48 22 7 Female 1244 1034 19 83 16 66 23 3 121 11 Total 15451 10393 9 1029 786 301 525 435 189 329 79 38 11 7 Male 7201 4831 563 506 351 152 230 202 92 151 42 16 7 58 Female 8250 5562 656 523 435 149 295 233 97 178 37 22 4 59 3.3 Occupation The people here have major occupation as agriculture and livestock farming which contribute almost half of the district's economy. People depend on subsistence agriculture, however more than three quarter of the population in the area cannot meet their subsistence requirements for their small size of land holdings. They rear goat, pig, poultry and buffaloes for household use. They visit out of their village for wage labour and some of them, like all other castes, have been in foreign land for better earning. Occupational caste households are distributed in almost all the settlements. They have the lowest status in all sectors, i.e. they lack land resources, livestock, education, sufficient income, access to all services and facilities. The major cereal crops grown here are maize, wheat and millet. The cash crops grown are potato and oil seed. 3.4 Education and Health Status Considering the population above 5 years of age, total literacy rate of the Sindhuli district is 60.53 % with male 69.80 % and female 52.10 %. Average literacy rate of the total affected VDCs is 52.44 with male literacy rate of 65.15 and that of female is 46.49 %. Following table shows the literacy rate of influenced VDCs.
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Table 21: Population aged 5 years and above by literacy status and sex Population Population who are Literacy aged 5 Can Can Can't Literacy S.N. VDC Sex not years read read read rate stated & above & write only & write Sindhuli District Total 265,265 160,558 8,344 96,176 187 60.53 Male 126,320 88,173 4,148 33,918 81 69.80 Female 138,945 72,385 4,196 62,258 106 52.10 Amale Total 2,004 1,219 159 626 0 60.83 1 Male 920 651 70 199 0 70.76 Female 1,084 568 89 427 0 52.40 Bastipur Total 2,699 1,532 58 1,109 0 56.76 2 Male 1,195 811 29 355 0 67.87 Female 1,504 721 29 754 0 47.94 Bhadrakali Total 4,048 2,651 20 1,377 0 65.49 3 Male 1,876 1,430 10 436 0 76.23 Female 2,172 1,221 10 941 0 56.22 Netrakali Total 2,976 1,174 148 1,653 1 39.45 4 Male 1,399 679 80 640 0 48.53
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CHAPTER - 4 DESIGN STANDARD AND PARAMETERS
4.1 Geometric Design Standard The geometric design standards and parameter are strictly followed from NRRS published by DoLIDAR 2nd Revision December 2014, with the salient features, as outlined in the table below. The design standards adopted for the upgrading of the road are that of fair weather earthen road with low traffic volume. The roads can be upgraded in a compatible manner as the traffic volume increases and availability of resources justify additional inputs. Table 22: DoLIDAR Standard Design Standards Remarks S.N. Road Components Hills 1. Carriageway Width (m) 3.00 Traffic < 100 VPD 3.75 Traffic>100VPD<400VPD 2. Shoulder Width (m) 0.75 On both sides 3. Roadway Width (m) Traffic < 100 VPD (see 4.50 Excludes width of drain, parapet & retaining wall notes below) 5.25 top Traffic>100VPD<400VPD 4. Right of Way (m) 10m RoW on either side from the road 20.00 centerline 5. Design Speed 25 Ruling 20 Minimum 6. Stopping Sight Distance (m) 20.00 9. Radius of Horizontal Curves
(m) ≥20.00
Ruling 12.50
Minimum 10. Hairpin Bends
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Design Standards Remarks S.N. Road Components Hills Desirable Spacing (m) 100 m spacing is desirable but may be less as 100 per site condition. Minimum Radius (m) 12.5 Exceptional Case: 8.5m Minimum Roadway width at For curves with radius <12.5m provide 7.00 5.5 apex(m) width 11. Gradient (%) Ruling 7 Limiting 10 Exceptional Up to 15% in hill roads for short stretch of 50m 12 in unavoidable situation except in hairpin bends. Maximum for Bridge approach 6 Minimum in hill roads 0.50 12. Extra Widening (m) For curve radius ≤ 20m 1.5 For curve radius 20 -60 m 0.60 For curve radius > 60 m Nil 13. Camber Minimum (%) Earthen Roads Hills: Unidirectional camber sloping either 5 towards hill side or valley side
Gravel Roads Hills: Unilateral camber in carriageway sloping 4 towards hill side
Bituminous Roads Hills: Unilateral camber in carriageway sloping 3 towards hill side
14. Passing Zone/Bus Lay Byes Passing zones: width of carriage way width 5.5m and length about 12 m along outside edge and 30 m along inside ie. Towards the carriageway side and each end tapered gradually towards the carriageway. Bus Lay Bys: minimum width additional 3 m (i.e. total minimum carriageway width is 6m) and length about 12 m along outside edge and 30 m along inside i.e. Towards the carriageway side and each end tapered gradually towards the carriageway. 15. Traffic Signs and Road As detailed in the NRRS 2013
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Design Standards Remarks S.N. Road Components Hills Safety 16. Carriageway Width ( Cross-Drainage Structures) Culvert 6.50 Distance between parapet walls 17. Road Side Drains Hill roads: trapezoidal stone masonry drain (1:4) of size 1mx0.5m through-out the road length as required Built up areas: Drain as specified in DoLIDAR Technical Guideline with adequate cover slabs for crossings. Surfacing Options 1. Gravel Surface Hill roads : 150 mm gravel sub-base from Ch. 0+000 to Ch. 9+000 200 mm gravel sub-base from Ch. 9+000 to Ch. 29+290
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CHAPTER - 5 ENGINEERING DESIGN
The design parameters adopted for Pipal Bhanjyang – Haitar - Netrakali Road follow DoLIDAR Nepal Rural Road Standard (2055), 2nd Revision December 2014. 5.1 Road Classification The proposed road has been classified as District Road Core Network (DRCN) and assigned Code No. is 21DR025. 5.2 Design Speed The design speed has a crucial role in geometric parameters of the roads. The design speed depends on various factors like; super elevation, sight distance, radius and length of horizontal curve, extra widening of pavement, and the length of vertical curve (summit and valley) etc. According to the design standards followed, the ruling design speed adopted 25km/hr in flat section. However at hairpin bends, horizontal curve and steep sections, the adopted design speed as per NRRS is 20km/hr. 5.3 Right of Way As per the design standard of DoLIDAR, right of way adopted for Garma – Nele - Bogal Road is 10 m either side. 5.4 Roadway Width Roadway width adopted for the proposed road is 5.25m. It includes 3.75 m width Carriageway width and 0.75m of shoulder on either side. 5.5 Extra Widening It is necessary to widen the carriage way at sharp horizontal curves for the free movement of vehicles. Only mechanical widening has been proposed to compensate the extra width occupied by the vehicle on the sharp curve. For this, the inner part of the curve is proposed for widening as per NRRS as listed below in table. Table 23: Extra Widening
Radius Extra widening SN. From To (m) 1 0 20 1.5 2 20 60 0.6 3 60 1000 0
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5.6 Sight Distance Since, the road is located in hill area; stopping sight distance must be secured properly. In this project, a minimum of 20 m is secured for design speed 20 km/hr and 25 m is secured for the flat section having design speed of 25 km/hr. 5.7 Horizontal Curvature In each intersection, points are provided. As per the DoLIDAR Standards, the minimum radius of horizontal curve is taken as 12.5m. 5.8 Vertical Curvature Vertical curves are provided as per the NRRS of DoLIDAR standard. 5.9 Longitudinal Section A general minimum gradient of 0.5% was adopted in very flat conditions. Maximum grade of 12% permissible as per the DoLIDAR Standard was adopted. The gradient at loop should be up to 4% but due to geography of the alignment at loops, this gradient of 4% is difficult to maintain. However, the grade permissible by the design guidelines is maintained. 5.10 Pavement Surface Gravel surface has been proposed for the entire alignment of the road. 150 mm thick gravel sub-base at (Ch. 0+000 to 9+000) 200 mm thick gravel sub-base at (Ch. 9+000 to 29+290) 5.11 Cross Section The cross section at every 20m chainage point was considered to obtain the existing ground condition. The cross section design was carried out taking plan and profile under consideration. 5.12 Passing Bays and Bus Lay Bys For passing bays, width of carriage way width is 5.5m and length about 12 m along outside edge and 30 m along inside i.e. towards the carriageway side and each end tapered gradually towards the carriageway. For bus lay bys, minimum width is additional 3 m (i.e. total minimum carriageway width is 6m) and length about 12 m along outside edge and 30 m along inside i.e. towards the carriageway side and each end tapered gradually towards the carriageway. The passing bay and bus lay bys has been proposed in such a way that no additional retaining structure is required. 5.13 Water Management Measures An utmost consideration is given to water management during design and their estimate. Depending upon the nature of existing natural channel and road profile, appropriate cross drainage types are proposed for water management. For this, pipe culverts, slab culverts, causeways and irrigation crossings are proposed in along the road as per need. For surface water management, side drainage towards hill side with varying sizes are proposed along the whole road stretches and the hill side camber principle is adopted for proper management of surface water. The minimum size of cross drainage adopted pipes of 600 mm except for irrigation channel. For crossing of irrigation channel, the minimum diameter of pipes proposed is 300mm.
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5.14 Side Drains Side drains are required to prevent structural damage to the road. The water collected from surface runoff is required to be collected and drain off from nearby rivulet, culverts or cross drainage to protect the exiting road structures. For this, different kinds of side drains could be used as appropriate. In this project, stone masonry trapezoidal type side drainage is proposed along the whole stretches towards hill side since the road is designed with only one camber slope towards hill side. Both side cambers have been provided only at the settlement / market area. The total width of drainage proposed is 1m in width and depth 0.5m. Also, covered type side drain has been proposed in settlement/ market area. The size of the cover is proposed as 1.0X0.50X0.10m. Further, cascade type side drainage is proposed along the road stretches having its gradient greater than 5%. The typical drawing for side drains is included in Volume 3 drawings.
Figure 6: Proposed Typical Drain 5.15 Pavement Design Introduction: The road from Pipal Bhanjyang – Haitar – Netrakali is proposed building back better under DRLIP-AF, i.e, one step better than the existing condition. At present approximately 9 km stretch of road is graveled starting from Pipal Bhanjyang and the rest portion is earthen road with gravel surfacing at selected stretches only. Road pavement is most important component of highway. Therefore the overall functioning of highway system is greatly relying on the performance of its pavement. The flexible pavement design is governed by several factors such as traffic, wheel load, climate, terrain and sub grade condition. Road pavements are designed for certain duration of time (Design life) considering the influencing factors mentioned above. The design life does not mean that at the end of period the pavement will be completely worn out and in need of reconstruction; it means that the towards the end of period the pavement will need to be strengthened so that it can continue to carry traffic satisfactorily for a further period.
Pavement design for Pipal Bhanjyang – Haitar – Netrakali road is carried out as per guide lines recommended in “Pavement Design Guidelines (Flexible Pavement)”,Planning, Monitoring and Evaluation Unit, DoR and Road Note 31(TRL,UK). Pavement design have been carried out for full pavement layers like sub base, base course and surface dressing as riding surface. Since at present the proposed road have been planned upgrading to gravel surfacing, only sub base as
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The ten percentile value of CBR test results is 10.45%. Hence, the adopted sub grade CBR value for the pavement design of Pipal Bhanjyang – Haitar – Netrakali road is 10 %. Hence sub grade materials of Pipal Bhanjyang – Haitar – Netrakali road falls in S4 (8% to 14%) class according to RN 31.
The lab test reports of Maximum Dry Density (MDD) and CBR test are attached in relevant appendix and summary of test results are tabulated in the following table: Table 24: Laboratory CBR Test Results CBR at 95 % S. N. Chainage MDD OMC MDD 1 0+400 1.961 10.46 11.8 2 4+045 2.098 7.52 11.7 3 5+300 1.992 9.87 10.1 4 7+750 1.989 9.72 10.8 5 12+000 1.980 9.40 10.6 6 18+300 1.920 11.40 12.60 7 26+100 1.841 9.00 11.00 8 35+850 1.980 8.70 14.80
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Table 25: Road sections with similar Sub grade Strength Effective Design Section From To Length CBR 0+000 - 3+000 3000 5-7 I 11+000 - 12+000 1000 II 3+000 - 11+000 8000 15-29 12+000 - 22+000 10000
Traffic The loading and type of vehicle that will use the road plays a vital road in pavement design. Hence the prediction of traffic volume anticipated during pavement design life is essential for pavement design. Road pavement failure is mainly due to traffic movement both from the magnitude of the individual wheel loads and the numbers of times these load are applied. The loads imposed by passenger cars do not contribute significantly to the structural damage of the pavement. Vehicles that should be considered for pavement design are defined as those having an unladen weight of 3000kg or more. The total number of anticipated commercial vehicles during design life is converted in to the cumulative equivalent standard axle of 8160 kg. The local concerned authorities were consulted for the prediction of expected traffic in Pipal Bhanjyang – Haitar – Netrakali road. The road is assumed to be build after 2 years and comes in operation. Analyzing the information and suggestions provided the expected traffic at the opening of road after construction is assumed as follows: Table 26: Traffic Type and Volume S. N. Vehicle Type No per Day Both Way Remarks 1 Bus 14 2 Truck/Tipper 22 3 Tractor 25 4 Jeep 18 Total 79
Due to lack of sufficient information the traffic growth rate and vehicle damaging factor are adopted as recommended in “Pavement Design Guidelines (Flexible Pavement)”, Planning, Monitoring and Evaluation Unit, DoR.
With this assumption cumulative number of traffic for the period of 10 years is calculated initiating from the time of proposed road operation. The following formula is used for calculating the traffic volume in different years. A = P x (1+r) n Where, A= traffic at the end of n years P= present volume of traffic r= growth rate n= no. of years The cumulative traffic projected for the design period of 10 years and corresponding cumulative equivalent standard axle is presented in the following table:
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Table 27: Cumulative number of commercial vehicles and equivalent standard axle at the end of design period (10 years) Cum S. N. Description VDF esa Remarks Traffic 1 Bus
Big 0.5 7.06E+04 3.53E+04
2 Truck
Heavy 3.5 1.11E+05 3.88E+05 Hill road
3 Tractor 1 1.26E+05 1.26E+05
Total 5.50E+05
Flexible Pavement Design Hence, according to chart 1of Road Note 31for cumulative equivalent standard axle of 0.6 x 106 esa (T2), the pavement thickness required for different sections is;
Section I (S4 - CBR value 8 to 14%); Sub-base with 30% min. CBR - 175 mm Base course with 80% min. CBR - 150 mm Surface Dressing (DBST) - Yes ------Total 325 mm
Cobblestone Pavement Cobblestone pavement has been proposed in design where longitudinal grade is greater than 7% which consists of 125 mm thick gravel sub-base, 50 mm thick granular bedding (sand) and 80 mm thick cobblestones. 20 cm thick stone pitching (edge stone / kerb stone) has also been proposed at edge of the shoulder in valley side. Hammer dressed cobblestones and edge stone / kerb stone shall be applied. Manual “Cobblestones Pavement in Nepal”, December 2014 has been used for design and cost estimate. Total length of cobblestones pavement is 11.156 km
Recommendation and Conclusion Based on pavement design analysis guidelines recommended in TRL, Road Note 31 and usual practice followed in different projects of DoR and Dolidar following recommendations are concluded for Pipal Bhanjyang – Haitar – Netrakali Road Project; Table 28: Recommended Pavement Type and Thickness Base Sub S. N. Section Surfacing Course(mm) Base(mm) 1 0+000 to 9+000 150 150 DBST 2 9+000 to 37+000 150 200 DBST
- Since at present only sub base will be provided, the recommended sub base as gravel riding surface is rounded to meet the minimum required gravel thickness and withstand against gravel loss due to traffic action, rainwater and wind erosion. - For quality assurance plan and material specification it is recommended to follow the standard specification of Road and Bridges, DoR. - Pavement thickness from one type to another should be constructed providing transition length.
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- Sub grade formation level should be compaction according to requirements mentioned in specification. - If required it is recommended to strengthen the section of weak sub grade by providing 15 cm thick capping layer. Hence, Provision for 15cm thick Capping layer is provided for section with weaker sub grade. - Base course and sub base materials should comply with the requirements mentioned in specification, DoR. The CBR value of 80% and 30% are recommended for base course and sub base materials respectively. - Gravel riding surface need frequent maintenance and repair in order to make it serviceable throughout the year.
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CHAPTER - 6 ENGINEERING DESIGN AND DRAWINGS
The engineering design is prepared based on Nepal Rural Road Standards published by DoLIDAR. Despite this at some locations, the design differed with the guidelines set by DoLIDAR due to the nature of topography, settlement and local issues. The engineering drawings are prepared with the use of Auto CAD as drafting tools. In drawings, plan profile and cross-sections are published and presented for the whole length of road. However, for the road structures like; passing bys, retaining walls, cross drainage, side drains, traffic safety etc. only typical standard drawings with necessary detailing are shown in drawings. For scaling of the drawing, given ToR and standard practices are followed. All required drawings are placed in “Volume3: Design Drawing”. Some typical sample of plan, profile and sections are placed below
Figure 7: Sample Sheet of Plan and Profile
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Figure 8: Sample Sheet of Cross Sections
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CHAPTER - 7 ENGINEERING ESTIMATE
7.1 The Project Cost Estimate The cost of the project has been worked out based on the quantity estimate and rates of work items. The detailed project cost estimate in two contract packages has been provided in Volume 2: Cost Estimate. Table 29: Cost Estimate of Contract Package 01 (Ch. 0+000 to Ch. 14+400) Part Description NRs. Part 1 GENERAL 6,496,765.88 Part 2 SITE CLEARANCE 3,646,947.99 Part 3 EARTHWORK 18,677,336.73 Part 4 STRUCTURES (STABILITY, CROSS DRAINAGE AND SIDE 108,376,177.18 DRAINAGE) Part 5 PAVEMENT WORKS 40,983,794.64 Part 6 ROAD FURNITURE AND TRAFFIC SAFETY MEASURES 9,414,272.96 Part 7 BIO-ENGINEERING WORKS 5,732,767.71 Part 8 DAY WORKS 595,987.50 A Base Cost (Part 01 to 08) 193,924,050.58 B VAT (13% of A) 25,210,126.58 C Total Cost including Base Cost and VAT (A+B) 219,134,177.16 D Cost per KM as per Base Cost and VAT (C / total km) 15,217,651.19 E Work Charge Staff and Small Miscellaneous Expenses (3% of A) 5,817,721.52 F Provision of Physical Contingency (10% of A) 19,392,405.06
G Total Cost including Base cost, VAT, Work Charge Staff and Small 244,344,303.73 Miscellaneous Expenses and Physical Contingencies (C+E+F) Table 30: Cost Estimate of Contract Package 02 (Ch. 14+400 to Ch. 29+290) Part Description NRs. Part 1 GENERAL 3,918,717.79 Part 2 SITE CLEARANCE 2,465,996.31 Part 3 EARTHWORK 27,059,371.11 Part 4 STRUCTURES (STABILITY, CROSS DRAINAGE AND SIDE 130,982,091.60 DRAINAGE) Part 5 PAVEMENT WORKS 42,109,274.46 Part 6 ROAD FURNITURE AND TRAFFIC SAFETY MEASURES 12,358,048.51
39 | P a g e Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report Part 7 BIO-ENGINEERING WORKS 94,492.15 Part 8 DAY WORKS 595,987.50 A Base Cost (Part 01 to 08) 219,583,979.43 B VAT (13% of C) 28,545,917.33 C Total Cost including Base Cost and VAT (A+B) 248,129,896.76 D Cost per KM as per Base Cost and VAT (C / total length) 16,664,197.23 E Work Charge Staff and Small Miscellaneous Expenses (3% of A) 6,587,519.38 F Provision of Physical Contingency (10% of A) 21,958,397.94
G Total Cost including Base cost, VAT, Work Charge Staff and Small 276,675,814.08 Miscellaneous Expenses and Physical Contingencies (C+E+F) 7.2 Quantity Estimate For estimating the cost of the project, detailed quantity estimation had been done for each item of works to be included in the project activities. The detail quantity estimates have been provided in Volume 2 Cost Estimate and the sheets of quantity estimation. The quantities of earthwork, embankment filling, backfilling, stone masonry walls, gabion walls, drain and pavement are calculated by design software. Cross drainage structures and others are calculated separately. 7.3 Analysis of Rates For estimating the cost of each item of works, prevailing norms of DoLIDAR and DOR for rate analysis has been used throughout. Rate analysis of each of the items has been carried out according to the approved norms of DoLIDAR and approved district rates of Sindhuli and Dhanusa of fiscal year 2072/2073.
40 | P a g e Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report
CHAPTER - 8 ENVIRONMENT PROTECTION MEASURES
During field visit, few minor slides / erosions were observed. The location requires special consideration during construction period. Gabion walls and toe walls have been proposed in the design as noted essential during the site visit. Also, bioengineering works has been proposed in other locations where landslides have occurred though small in scale. In many locations, where erosion has been witnessed, gabion breast walls have been proposed. Table 31: Location of Landslides and Bio-Engineering Works Chainage Slope S. No Length (m) Quantity (m2) From To Height (m) 1 3+990 4+300 310.00 15.00 4,650.00 2 6+630 6+790 160.00 12.00 1,920.00 3 6+870 6+900 30.00 10.00 300.00 4 7+040 7+115 75.00 10.00 750.00 5 9+980 10+025 45.00 15.00 675.00 6 10+310 10+320 10.00 15.00 150.00 7 11+940 11+980 40.00 10.00 400.00 8 12+000 12+080 80.00 15.00 1,200.00 9 12+285 12+520 235.00 15.00 3,525.00 10 12+565 12+580 15.00 10.00 150.00 11 19+870 19+890 20.00 10.00 200.00 Total 1020.00 137.00 13,920.00
Suitable materials obtained from excavation will be used for embankment filling, and backfilling of structures. Despite this, the surplus excavated materials obtained will be disposed at construction site as required. Wherever possible, the surplus spoil will be used to fill eroded gullies, quarries and depressed areas. Dry stone toe walls are required in some locations for disposal of spoils. The excavated materials accumulated from hill slopes can be filled in valley side (cut and fill process). In general, these materials remain extra after filling valley side. Hence extra materials will need to be deposit in safe locations. For this purpose, there are some open spaces in between starting and ending part of the road as well as open space. As per findings of field visit, following environmental protection measures have been proposed in design and cost estimate: Table 32: Environment Protection Measures S.N. Environmental Protection Measures 1 Provision of spoil mass transportation up to nearby tipping sites 2 Bio-engineering works along with small slope protection civil structures 3 Inlet and outlet protection works of cross drainages / culverts to mitigate the damage to cultivated land, private property etc 4 Provision of breast walls in potential and existing landslide area 5 Proper drainage management to protect the road and roadside slope from adverse effect of accumulated water
41 | P a g e Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report
CHAPTER - 9 CONCLUSION AND RECOMMENDATIONS
The road serves as the main access to different parts of the district. The people will be encouraged in getting the better benefit of the road which results in better living standard of the local people. All the settlements along the proposed road alignment and its neighborhood have immense potential of vegetable, fruit and other cash crops production. People can increase the production of cereal crops and cash crops so that it can be exported. This will increase the cash flow in the area. Hence, the road is recommended for construction. The detailed survey, design and study revealed many facts of the alignment and based on close observation and analysis, it is recommended that: Alignment passes through steep terrain thus retaining structures are necessary. Drain should be constructed along the alignment for sustainability (in term of damage) of road Pavement should be Gravel / Cobble Standard
42 | P a g e Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report Annex 01: Bench Mark and D-Cards BM No Northing (N) Easting (E) Elevation Bench Mark Fixed on: BM 01 3016480.00 394520.00 920.00 Top of Stone Masonry Wall BM 02 3016500.719 394497.044 920.441 Top of Stone Masonry Wall BM 03 3016479.212 394527.23 921.80 Top of Stone Masonry Wall BM 04 3017025.455 394266.689 824.125 Top of Stone Masonry Wall BM 05 3017120.084 394037.902 797.227 Top of Stone Masonry Wall BM 07 3017866.424 393664.347 774.814 Top of Stone Masonry Wall BM 08 3018440.114 394259.058 721.367 Big Boulder BM 09 3018492.198 393027.396 715.608 Big Boulder BM 10 3016479.212 394527.23 921.8 Top of Stone Masonry Wall BM 11 3019304.116 392192.053 710.854 Big Boulder BM 11A 3019347.513 391936.817 694.29 Big Boulder BM 11B 3019500.197 391426.86 651.54 Big Boulder BM 11C 3019544.463 391127.415 630.221 Big Boulder BM 12 3019471.754 390730.328 602.523 Big Boulder BM 12A 3019710.16 390445.449 581.265 Big Boulder BM 13 3019790.089 389961.333 575.527 Top of Stone Masonry Wall BM 14 3019785.850 389621.562 579.123 Top of Stone Masonry Wall BM 15 3019799.493 389285.268 569.408 Top of Stone Masonry Wall BM 16 3019857.957 389087.798 533.810 Top of Stone Masonry Wall BM 17 3020124.962 388717.47 542.277 Big Boulder BM 18 3020183.033 388332.906 566.874 Big Boulder BM 19 3020838.46 387839.205 581.974 Top of Stone Masonry Wall BM 20 3021041.945 387149.401 603.854 Top of Stone Masonry Wall BM 21 3021205.973 386621.676 646.143 Big Boulder BM 22 3021302.424 386449.551 687.793 Top of Stone Masonry Wall BM 23 3021722.609 386166.964 671.077 Big Boulder BM 24 3021463.808 386184.223 715.46 Big Boulder BM 25 3021395.576 385906.584 772.962 Top of Stone Masonry Wall BM 26 3021658.219 385928.347 812.252 Top of Stone Masonry Wall BM 27 3021718.754 385635.834 869.161 Top of Stone Masonry Wall BM 29 3021814.565 384994.458 940.933 Top of Stone Masonry Wall BM 30 3021871.392 384726.234 953.077 Top of Stone Masonry Wall BM 31 3022196.264 384432.677 692.536 Top of Stone Masonry Wall BM 32 3022365.434 384280.047 967.354 Big Boulder BM 33 3022404.971 383956.953 944.842 Top of Stone Masonry Wall BM 34 3022361.815 383706.502 919.696 Top of Stone Masonry Wall
43 | P a g e Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report BM 35 3022584.949 383397.903 860.173 Top of Stone Masonry Wall BM 36 3022634.507 383278.279 847.167 Gabion Wall BM 37 3022473.978 383040.959 867.609 Stone BM 38 3022547.715 382582.868 852.756 Top of Stone Masonry Wall BM 39 3022744.776 382436.118 866.021 Big Boulder BM 40 3023104.063 382193.209 856.784 Big Boulder BM 41 3023226.274 381958.071 898.295 Big Boulder BM 42 3023255.785 381539.203 893.914 Big Boulder BM 43 3023173.942 381089.157 899.951 Big Boulder BM 44 3023173.909 380838.677 904.706 Big Boulder BM 45 3023319.133 380363.235 936.187 Big Boulder BM 46 3023444.589 379805.33 942.104 Big Boulder BM 47 3023456.188 379488.658 959.566 Big Boulder BM 48 3023500.538 379119.191 1024.262 Big Boulder BM 49 3023598.86 378978.609 1036.714 Big Boulder BM 50 3023762.179 378561.017 1099.628 Big Boulder BM 51 3023793.232 378280.263 1137.291 Big Boulder BM 52 3023753.605 378020.198 1153.673 Big Boulder BM 53 3024044.926 377669.025 1052.514 Big Boulder BM 54 3024216.39 377716.901 983.32 Big Boulder BM 55 3024392.645 377342.118 976.598 Big Boulder BM 56 3024598.654 377396.745 921.302 Big Boulder BM 57 3025017.103 377571.793 935.954 Big Boulder BM 58 3024969.186 377343.822 958.692 Big Boulder BM 59 3025017.527 377117.064 1016.363 Big Boulder BM 60 3025248.501 376813.665 1052.776 Big Boulder BM 61 3025085.741 376537.791 1049.952 Big Boulder BM 62 3025266.527 376331.422 1082.288 Rock BM 63 3025106.104 375930.748 1045.923 Rock BM 64 3025065.069 375674.025 1029.914 Top of Stone Masonry Wall BM 65 3025120.75 375273.236 984.272 Rock BM 66 3025263.203 375528.274 942.388 Rock BM 67 3025444.634 375456.677 893.995 Big Boulder BM 68 3025462.217 375308.773 874.675 Big Boulder
44 | P a g e Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report Annex 02: Vertical Curve Data VERTICAL CURVE DATA VIP VIP BVC MVC EVC Length No. Chainage Elevation Chainage Elevation Chainage Elevation Chainage Elevation 1 0+000.00 919.837 1 0+000.00 919.837 0+000.00 919.837 0+112.84 917.71 2 0+087.84 920.693 50 0+062.84 920.449 0+087.84 919.886 0+112.84 917.71 3 0+153.29 912.883 20 0+143.29 914.076 0+153.29 912.983 0+163.29 912.089 4 0+209.39 908.428 20 0+199.39 909.222 0+209.39 908.378 0+219.39 907.434 5 0+305.09 898.913 20 0+295.09 899.907 0+305.09 899.145 0+315.09 898.848 6 0+369.56 898.493 20 0+359.56 898.558 0+369.56 898.343 0+379.56 897.826 7 0+439.87 893.804 20 0+429.87 894.471 0+439.87 893.952 0+449.87 893.729 8 0+498.77 893.36 20 0+488.77 893.435 0+498.77 893.079 0+508.77 892.162 9 0+802.62 856.957 20 0+792.62 858.155 0+802.62 857.058 0+812.62 856.161 10 0+892.30 849.818 100 0+842.30 853.798 0+892.30 849.316 0+942.30 843.829 11 1+098.21 825.156 20 1+088.21 826.354 1+098.21 825.329 1+108.21 824.651 12 1+259.28 817.014 20 1+249.28 817.519 1+259.28 816.841 1+269.28 815.817 13 1+472.27 791.526 20 1+462.27 792.723 1+472.27 791.778 1+482.27 791.339 14 1+523.85 790.56 20 1+513.85 790.747 1+523.85 790.459 1+533.85 789.967 15 1+586.14 786.865 20 1+576.14 787.458 1+586.14 786.812 1+596.14 786.059 16 1+680.54 779.254 20 1+670.54 780.06 1+680.54 779.157 1+690.54 778.06 17 1+820.30 762.565 20 1+810.30 763.759 1+820.30 762.915 1+830.30 762.77 18 1+853.14 763.239 20 1+843.14 763.034 1+853.14 763.117 1+863.14 762.956 19 2+012.74 758.719 20 2+002.74 759.002 2+012.74 758.664 2+022.74 758.216 20 2+146.34 751.999 20 2+136.34 752.502 2+146.34 752.038 2+156.34 751.65 21 2+307.05 746.395 20 2+297.05 746.744 2+307.05 746.355 2+317.05 745.886 22 2+386.34 742.359 20 2+376.34 742.868 2+386.34 742.425 2+396.34 742.113 23 2+560.83 738.068 0 2+560.83 738.068 2+560.83 738.068 2+396.34 742.113 24 2+870.91 728.549 0 2+870.91 728.549 2+870.91 728.549 3+092.50 723.852 25 3+082.50 724.259 20 3+072.50 724.462 3+082.50 724.208 3+092.50 723.852 26 3+214.50 718.883 20 3+204.50 719.29 3+214.50 718.925 3+224.50 718.644 27 3+415.86 714.065 20 3+405.86 714.304 3+415.86 714.303 3+425.86 714.779 28 3+465.91 717.64 20 3+455.91 716.926 3+465.91 717.76 3+475.91 718.834 29 3+534.11 725.78 35 3+516.61 723.691 3+534.11 725.15 3+551.61 725.347 30 3+645.21 723.03 20 3+635.21 723.278 3+645.21 722.794 3+655.21 721.839 31 3+705.71 715.825 20 3+695.71 717.016 3+705.71 716.225 3+715.71 716.234 32 3+742.01 717.31 20 3+732.01 716.901 3+742.01 717.016 3+752.01 716.543 33 3+874.01 707.19 20 3+864.01 707.957 3+874.01 707.4 3+884.01 707.261 34 3+904.81 707.41 20 3+894.81 707.339 3+904.81 707.235 3+914.81 706.78 35 4+034.06 699.27 20 4+024.06 699.9 4+034.06 699.128 4+044.06 698.071 36 4+072.28 694.686 20 4+062.28 695.885 4+072.28 695.152 4+082.28 695.352 37 4+103.84 696.788 30 4+088.84 695.789 4+103.84 696.514 4+118.84 696.69 38 4+284.80 695.61 20 4+274.80 695.675 4+284.80 695.863 4+294.80 696.555 39 4+332.76 700.142 20 4+322.76 699.197 4+332.76 699.94 4+342.76 700.28 40 4+504.31 702.503 80 4+464.31 701.952 4+504.31 703.344 4+544.31 706.417 41 4+605.36 712.39 30 4+590.36 710.922 4+605.36 711.837 4+620.36 711.647 42 4+650.96 710.131 20 4+640.96 710.626 4+650.96 710.345 4+660.96 710.492 43 4+689.60 711.526 20 4+679.60 711.165 4+689.60 711.449 4+699.60 711.579 44 4+862.94 712.444 20 4+852.94 712.391 4+862.94 712.387 4+872.94 712.268 45 4+948.80 710.932 30 4+933.80 711.196 4+948.80 710.549 4+963.80 709.137 46 5+137.88 688.302 20 5+127.88 689.499 5+137.88 688.549 5+147.88 688.093 47 5+183.94 687.339 20 5+173.94 687.548 5+183.94 687.636 5+193.94 688.317 48 5+249.80 693.777 50 5+224.80 691.333 5+249.80 693.116 5+274.80 693.578 49 5+647.68 690.617 60 5+617.68 690.855 5+647.68 690.035 5+677.68 688.052 50 5+733.24 683.303 20 5+723.24 684.158 5+733.24 683.484 5+743.24 683.174 51 5+810.10 682.312 20 5+800.10 682.441 5+810.10 682.044 5+820.10 681.113 52 6+070.38 651.1 20 6+060.38 652.299 6+070.38 651.15 6+080.38 650.1
45 | P a g e Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report 53 6+158.94 642.244 20 6+148.94 643.244 6+158.94 642.369 6+168.94 641.745 54 6+258.69 637.271 20 6+248.69 637.77 6+258.69 637.097 6+268.69 636.076 55 6+306.44 631.566 20 6+296.44 632.761 6+306.44 631.742 6+316.44 631.077 56 6+395.94 627.191 20 6+385.94 627.68 6+395.94 627.505 6+405.94 627.959 57 6+438.69 630.476 40 6+418.69 628.939 6+438.69 629.997 6+458.69 630.096 58 6+512.04 629.081 20 6+502.04 629.271 6+512.04 629.003 6+522.04 628.577 59 6+620.94 623.591 20 6+610.94 624.095 6+620.94 623.689 6+630.94 623.481 60 6+694.29 622.781 20 6+684.29 622.891 6+694.29 622.56 6+704.29 621.785 61 6+813.09 610.946 20 6+803.09 611.942 6+813.09 610.896 6+823.09 609.748 62 6+904.00 600.056 20 6+894.00 601.254 6+904.00 600.598 6+914.00 601.026 63 6+933.24 602.891 20 6+923.24 601.921 6+933.24 602.572 6+943.24 602.585 64 7+090.74 598.076 20 7+080.74 598.382 7+090.74 598.001 7+100.74 597.469 65 7+178.94 592.721 20 7+168.94 593.328 7+178.94 592.841 7+188.94 592.592 66 7+262.64 591.641 20 7+252.64 591.77 7+262.64 591.54 7+272.64 591.107 67 7+394.46 584.596 20 7+384.46 585.13 7+394.46 584.434 7+404.46 583.413 68 7+458.94 576.97 20 7+448.94 578.153 7+458.94 577.147 7+468.94 576.494 69 7+509.78 574.552 20 7+499.78 575.028 7+509.78 574.47 7+519.78 573.75 70 7+613.32 566.244 35 7+595.82 567.648 7+613.32 566.623 7+630.82 566.355 71 7+658.64 566.531 30 7+643.64 566.436 7+658.64 566.875 7+673.64 568.001 72 7+706.32 571.204 35 7+688.82 569.489 7+706.32 570.851 7+723.82 571.508 73 7+834.66 573.436 20 7+824.66 573.262 7+834.66 573.279 7+844.66 572.981 74 7+882.40 571.266 20 7+872.40 571.721 7+882.40 571.406 7+892.40 571.372 75 7+999.58 572.506 20 7+989.58 572.4 7+999.58 572.722 8+009.58 573.475 76 8+050.00 577.39 20 8+040.00 576.421 8+050.00 576.849 8+060.00 576.193 77 8+203.89 558.972 20 8+193.89 560.169 8+203.89 559.571 8+213.89 560.169 78 8+266.66 566.488 20 8+256.66 565.291 8+266.66 566.26 8+276.66 566.773 79 8+323.84 568.116 20 8+313.84 567.831 8+323.84 568.344 8+333.84 569.312 80 8+423.27 580.011 20 8+413.27 578.815 8+423.27 579.69 8+433.27 579.924 81 8+691.39 577.672 75 8+653.89 577.999 8+691.39 576.651 8+728.89 573.26 82 8+772.14 568.171 30 8+757.14 569.936 8+772.14 568.65 8+787.14 568.322 83 8+907.66 569.535 60 8+877.66 569.233 8+907.66 568.561 8+937.66 565.943 84 9+037.69 553.965 20 9+027.69 555.162 9+037.69 554.068 9+047.69 553.181 85 9+084.09 550.325 20 9+074.09 551.109 9+084.09 550.222 9+094.09 549.128 86 9+273.33 527.666 20 9+263.33 528.863 9+273.33 528.01 9+283.33 527.844 87 9+370.82 529.4 30 9+355.82 529.133 9+370.82 529.661 9+385.82 530.711 88 9+418.32 533.55 30 9+403.32 532.239 9+418.32 533.053 9+433.32 532.874 89 9+532.29 528.413 100 9+482.29 530.667 9+532.29 528.91 9+582.29 528.146 90 9+734.81 527.333 50 9+709.81 527.466 9+734.81 528.112 9+759.81 530.317 91 9+841.88 540.115 20 9+831.88 538.921 9+841.88 539.863 9+851.88 540.301 92 9+943.32 542 20 9+933.32 541.814 9+943.32 542.252 9+953.32 543.193 93 10+058.02 555.678 20 10+048.02 554.485 10+058.02 555.33 10+068.02 555.479 94 10+158.76 553.677 20 10+148.76 553.876 10+158.76 553.747 10+168.76 553.758 95 10+269.16 554.574 50 10+244.16 554.371 10+269.16 555.269 10+294.16 557.559 96 10+357.31 565.099 20 10+347.31 563.905 10+357.31 564.835 10+367.31 565.238 97 10+446.79 566.347 20 10+436.79 566.208 10+446.79 566.218 10+456.79 565.969 98 10+539.08 562.857 20 10+529.08 563.235 10+539.08 563.073 10+549.08 563.342 99 10+586.12 565.137 20 10+576.12 564.652 10+586.12 565.031 10+596.12 565.199 100 10+807.36 566.511 70 10+772.36 566.294 10+807.36 567.489 10+842.36 570.642 101 10+959.41 584.457 30 10+944.41 582.687 10+959.41 583.879 10+974.41 583.916 102 11+114.41 578.862 20 11+104.41 579.223 11+114.41 578.656 11+124.41 577.676 103 11+157.89 573.706 20 11+147.89 574.892 11+157.89 574.002 11+167.89 573.706 104 11+183.72 573.706 20 11+173.72 573.706 11+183.72 573.823 11+193.72 574.176 105 11+242.06 576.447 60 11+212.06 575.038 11+242.06 576.207 11+272.06 576.896 106 11+513.92 580.518 20 11+503.92 580.368 11+513.92 580.615 11+523.92 581.056 107 11+585.68 584.382 70 11+550.68 582.497 11+585.68 583.861 11+620.68 584.181 108 11+668.73 583.905 20 11+658.73 583.962 11+668.73 584.042 11+678.73 584.397
46 | P a g e Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report 109 11+799.14 590.322 20 11+789.14 589.83 11+799.14 590.234 11+809.14 590.461 110 11+963.36 592.599 20 11+953.36 592.46 11+963.36 592.681 11+973.36 593.067 111 12+056.51 596.957 48 12+032.51 595.834 12+056.51 596.676 12+080.51 596.957 112 12+114.03 596.957 20 12+104.03 596.957 12+114.03 597.255 12+124.03 598.149 113 12+211.76 608.607 90 12+166.76 603.243 12+211.76 605.93 12+256.76 603.263 114 12+300.08 598.119 20 12+290.08 599.307 12+300.08 598.26 12+310.08 597.494 115 12+378.11 593.242 35 12+360.61 594.336 12+378.11 593.689 12+395.61 593.936 116 12+453.51 596.23 30 12+438.51 595.636 12+453.51 596.529 12+468.51 598.021 117 12+566.42 609.711 25 12+553.92 608.219 12+566.42 609.469 12+578.92 610.235 118 12+679.13 614.432 20 12+669.13 614.013 12+679.13 614.028 12+689.13 613.235 119 12+752.03 605.709 20 12+742.03 606.906 12+752.03 605.99 12+762.03 605.636 120 12+827.24 605.157 20 12+817.24 605.23 12+827.24 605.472 12+837.24 606.345 121 12+904.52 614.334 80 12+864.52 609.584 12+904.52 613.399 12+944.52 615.342 122 13+041.72 617.792 20 13+031.72 617.54 13+041.72 617.927 13+051.72 618.586 123 13+199.04 630.281 20 13+189.04 629.487 13+199.04 630.131 13+209.04 630.473 124 13+234.92 630.971 20 13+224.92 630.779 13+234.92 631.121 13+244.92 631.763 125 13+334.28 638.837 20 13+324.28 638.045 13+334.28 638.662 13+344.28 638.929 126 13+401.90 639.458 20 13+391.90 639.366 13+401.90 639.627 13+411.90 640.227 127 13+465.45 644.347 30 13+450.45 643.193 13+465.45 644.158 13+480.45 644.744 128 13+563.12 646.93 20 13+553.12 646.666 13+563.12 647.162 13+573.12 648.121 129 13+616.03 653.232 20 13+606.03 652.041 13+616.03 653.135 13+626.03 654.033 130 13+690.84 659.227 20 13+680.84 658.426 13+690.84 659.301 13+700.84 660.323 131 13+777.09 668.68 20 13+767.09 667.584 13+777.09 668.476 13+787.09 668.961 132 13+816.42 669.784 20 13+806.42 669.503 13+816.42 669.913 13+826.42 670.579 133 13+865.54 673.688 20 13+855.54 672.893 13+865.54 673.789 13+875.54 674.885 134 13+914.53 679.553 35 13+897.03 677.458 13+914.53 679.324 13+932.03 680.732 135 14+019.24 686.605 30 14+004.24 685.595 14+019.24 686.269 14+034.24 686.273 136 14+218.00 682.204 20 14+208.00 682.425 14+218.00 682.147 14+228.00 681.753 137 14+344.96 676.477 20 14+334.96 676.928 14+344.96 676.531 14+354.96 676.243 138 14+504.35 672.751 20 14+494.35 672.985 14+504.35 672.65 14+514.35 672.112 139 14+562.76 669.017 40 14+542.76 670.296 14+562.76 669.733 14+582.76 670.602 140 14+610.06 672.766 20 14+600.06 671.973 14+610.06 672.815 14+620.06 673.753 141 14+700.92 681.734 20 14+690.92 680.747 14+700.92 681.671 14+710.92 682.467 142 14+771.72 686.926 20 14+761.72 686.193 14+771.72 686.99 14+781.72 687.915 143 14+879.69 697.605 20 14+869.69 696.616 14+879.69 697.546 14+889.69 698.357 144 15+238.08 724.573 20 15+228.08 723.821 15+238.08 724.527 15+248.08 725.14 145 15+341.59 730.445 46 15+318.59 729.14 15+341.59 730.717 15+364.59 732.84 146 15+508.19 747.791 0 15+508.19 747.791 15+508.19 747.791 15+650.49 760.209 147 15+640.49 759.649 20 15+630.49 758.753 15+640.49 759.565 15+650.49 760.209 148 15+885.35 773.352 70 15+850.35 771.393 15+885.35 773.718 15+920.35 776.776 149 15+991.57 783.743 20 15+981.57 782.765 15+991.57 783.68 16+001.57 784.47 150 16+075.48 789.844 20 16+065.48 789.117 16+075.48 789.961 16+085.48 791.039 151 16+218.62 806.955 20 16+208.62 805.76 16+218.62 806.846 16+228.62 807.713 152 16+372.49 818.616 20 16+362.49 817.858 16+372.49 818.508 16+382.49 818.942 153 16+443.22 820.922 30 16+428.22 820.433 16+443.22 821.249 16+458.22 822.719 154 16+488.80 826.381 20 16+478.80 825.183 16+488.80 826.281 16+498.80 827.18 155 16+559.82 832.052 50 16+534.82 830.056 16+559.82 831.799 16+584.82 833.037 156 16+688.20 837.109 20 16+678.20 836.715 16+688.20 837.17 16+698.20 837.749 157 17+226.40 871.54 20 17+216.40 870.9 17+226.40 871.599 17+236.40 872.415 158 17+445.60 890.73 20 17+435.60 889.855 17+445.60 890.525 17+455.60 890.786 159 17+501.40 891.04 20 17+491.40 890.984 17+501.40 891.224 17+511.40 891.833 160 17+831.53 917.218 20 17+821.53 916.425 17+831.53 917.318 17+841.53 918.409 161 17+878.45 922.807 20 17+868.45 921.616 17+878.45 922.692 17+888.45 923.54 162 18+110.98 939.85 20 18+100.98 939.117 18+110.98 939.739 18+120.98 940.137 163 18+171.01 941.575 20 18+161.01 941.288 18+171.01 941.751 18+181.01 942.567 164 18+259.33 950.338 20 18+249.33 949.346 18+259.33 950.117 18+269.33 950.448
47 | P a g e Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report 165 18+805.12 956.341 50 18+780.12 956.066 18+805.12 955.668 18+830.12 953.924 166 18+853.20 951.692 30 18+838.20 953.142 18+853.20 952.503 18+868.20 953.486 167 18+932.20 961.142 30 18+917.20 959.348 18+932.20 960.738 18+947.20 961.321 168 19+101.83 963.166 20 19+091.83 963.047 19+101.83 962.939 19+111.83 962.377 169 19+163.93 958.267 20 19+153.93 959.056 19+163.93 958.398 19+173.93 958.002 170 19+252.24 955.927 20 19+242.24 956.192 19+252.24 956.238 19+262.24 956.906 171 19+383.34 968.761 40 19+363.34 966.803 19+383.34 968.074 19+403.34 967.971 172 19+514.45 963.58 20 19+504.45 963.975 19+514.45 963.805 19+524.45 964.086 173 19+567.58 966.271 25 19+555.08 965.638 19+567.58 965.866 19+580.08 965.284 174 19+721.45 954.127 20 19+711.45 954.916 19+721.45 954.172 19+731.45 953.519 175 19+884.83 944.186 50 19+859.83 945.707 19+884.83 944.912 19+909.83 945.568 176 19+969.70 948.878 20 19+959.70 948.325 19+969.70 948.587 19+979.70 948.266 177 20+092.52 941.357 45 20+070.02 942.735 20+092.52 941.065 20+115.02 938.811 178 20+237.95 924.903 20 20+227.95 926.034 20+237.95 925.045 20+247.95 924.342 179 20+366.98 917.658 20 20+356.98 918.219 20+366.98 917.596 20+376.98 916.849 180 20+410.00 914.176 0 20+410.00 914.176 20+410.00 914.176 20+376.98 916.849 181 20+463.50 910.383 20 20+453.50 911.092 20+463.50 910.263 20+473.50 909.193 182 20+521.96 903.427 20 20+511.96 904.617 20+521.96 903.525 20+531.96 902.628 183 20+824.33 879.273 20 20+814.33 880.072 20+824.33 879.174 20+834.33 878.078 184 20+931.71 866.442 20 20+921.71 867.637 20+931.71 866.541 20+941.71 865.645 185 20+994.50 861.437 20 20+984.50 862.234 20+994.50 861.385 21+004.50 860.432 186 21+073.53 853.491 20 21+063.53 854.496 21+073.53 853.585 21+083.53 852.861 187 21+186.85 846.347 50 21+161.85 847.923 21+186.85 846.707 21+211.85 846.212 188 21+288.97 845.795 20 21+278.97 845.849 21+288.97 845.689 21+298.97 845.316 189 21+360.46 842.373 20 21+350.46 842.852 21+360.46 842.659 21+370.46 843.04 190 21+418.00 846.209 20 21+408.00 845.542 21+418.00 846.018 21+428.00 846.112 191 21+567.73 844.76 20 21+557.73 844.857 21+567.73 844.621 21+577.73 844.107 192 21+619.53 841.376 20 21+609.53 842.029 21+619.53 841.838 21+629.53 842.573 193 21+827.29 866.239 30 21+812.29 864.444 21+827.29 865.351 21+842.29 864.482 194 21+965.90 850.003 20 21+955.90 851.174 21+965.90 850.155 21+975.90 849.442 195 22+087.72 843.163 30 22+072.72 844.005 22+087.72 842.924 22+102.72 841.366 196 22+203.42 829.305 30 22+188.42 831.102 22+203.42 830.198 22+218.42 831.082 197 22+247.49 834.526 20 22+237.49 833.341 22+247.49 834.426 22+257.49 835.311 198 22+374.21 844.47 20 22+364.21 843.685 22+374.21 844.359 22+384.21 844.81 199 22+475.39 847.909 20 22+465.39 847.569 22+475.39 848.121 22+485.39 849.098 200 22+518.68 853.057 20 22+508.68 851.868 22+518.68 852.716 22+528.68 852.882 201 22+628.04 851.146 20 22+618.04 851.321 22+628.04 851.389 22+638.04 851.941 202 22+752.87 861.074 20 22+742.87 860.279 22+752.87 861.014 22+762.87 861.631 203 22+858.55 866.963 20 22+848.55 866.406 22+858.55 866.525 22+868.55 865.768 204 22+952.12 855.781 60 22+922.12 859.366 22+952.12 856.469 22+982.12 854.949 205 23+111.30 851.365 20 23+101.30 851.642 23+111.30 851.633 23+121.30 852.16 206 23+239.78 861.585 40 23+219.78 859.994 23+239.78 860.878 23+259.78 860.349 207 23+344.90 855.088 60 23+314.90 856.942 23+344.90 855.687 23+374.90 855.628 208 23+593.32 859.561 20 23+583.32 859.381 23+593.32 859.766 23+603.32 860.561 209 23+778.52 878.083 20 23+768.52 877.083 23+778.52 877.976 23+788.52 878.656 210 23+898.24 884.945 20 23+888.24 884.372 23+898.24 885.1 23+908.24 886.14 211 23+954.45 891.661 40 23+934.45 889.271 23+954.45 891.392 23+974.45 892.974 212 24+139.33 903.801 30 24+124.33 902.816 24+139.33 903.576 24+154.33 903.887 213 24+212.39 904.222 20 24+202.39 904.164 24+212.39 904.454 24+222.39 905.209 214 24+302.42 913.111 65 24+269.92 909.902 24+302.42 911.629 24+334.92 910.392 215 24+585.22 889.451 20 24+575.22 890.288 24+585.22 889.533 24+595.22 888.941 216 24+690.93 884.061 25 24+678.43 884.698 24+690.93 884.319 24+703.43 884.457 217 24+748.33 885.881 20 24+738.33 885.564 24+748.33 886.092 24+758.33 887.043 218 24+817.62 893.931 20 24+807.62 892.769 24+817.62 893.702 24+827.62 894.176 219 25+052.00 899.684 20 25+042.00 899.439 25+052.00 899.535 25+062.00 899.331 220 25+135.40 896.744 20 25+125.40 897.097 25+135.40 896.941 25+145.40 897.181
48 | P a g e Pipal Bhanjyang – Haitar - Netrakali Road Rehabilitation and Reconstruction Project Detail Engineering Survey, Design and Cost Estimate – Main Report 221 25+355.92 906.391 25 25+343.42 905.844 25+355.92 906.285 25+368.42 906.515 222 25+510.63 907.926 40 25+490.63 907.728 25+510.63 908.377 25+530.63 909.927 223 25+628.93 919.761 50 25+603.93 917.26 25+628.93 919.446 25+653.93 921.004 224 25+766.13 926.581 20 25+756.13 926.084 25+766.13 926.457 25+776.13 926.581 225 25+787.45 926.581 20 25+777.45 926.581 25+787.45 926.879 25+797.45 927.775 226 25+838.08 932.626 20 25+828.08 931.432 25+838.08 932.376 25+848.08 932.822 227 26+006.93 935.931 20 25+996.93 935.735 26+006.93 935.807 26+016.93 935.631 228 26+232.54 929.152 110 26+177.54 930.805 26+232.54 930.198 26+287.54 931.683 229 26+515.19 942.158 60 26+485.19 940.778 26+515.19 941.576 26+545.19 941.209 230 26+575.85 940.24 20 26+565.85 940.556 26+575.85 940.278 26+585.85 940.076 231 26+700.54 938.198 20 26+690.54 938.362 26+700.54 938.538 26+710.54 939.396 232 26+751.96 944.357 20 26+741.96 943.159 26+751.96 944.231 26+761.96 945.049 233 26+833.68 950.013 20 26+823.68 949.321 26+833.68 950.139 26+843.68 951.209 234 27+193.86 993.107 20 27+183.86 991.911 27+193.86 992.919 27+203.86 993.552 235 27+355.61 1000.305 20 27+345.61 999.86 27+355.61 1000.392 27+365.61 1001.097 236 27+459.49 1008.537 0 27+459.49 1008.537 27+459.49 1008.537 27+573.81 1019.717 237 27+541.81 1015.887 64 27+509.81 1013.03 27+541.81 1016.13 27+573.81 1019.717 238 27+592.91 1022.003 20 27+582.91 1020.806 27+592.91 1021.9 27+602.91 1022.789 239 27+781.91 1036.859 40 27+761.91 1035.287 27+781.91 1036.565 27+801.91 1037.254 240 27+849.70 1038.198 20 27+839.70 1038 27+849.70 1038.347 27+859.70 1038.992 241 28+217.36 1067.382 54 28+190.36 1065.239 28+217.36 1067.655 28+244.36 1070.617 242 28+274.93 1074.279 20 28+264.93 1073.081 28+274.93 1074.153 28+284.93 1074.972 243 28+575.82 1095.129 0 28+575.82 1095.129 28+575.82 1095.129 28+748.27 1109.656 244 28+728.27 1107.265 40 28+708.27 1105.673 28+728.27 1107.465 28+748.27 1109.656 245 28+762.31 1111.335 20 28+752.31 1110.139 28+762.31 1111.232 28+772.31 1112.119 246 28+800.05 1114.295 20 28+790.05 1113.511 28+800.05 1114.398 28+810.05 1115.493 247 28+949.53 1132.203 90 28+904.53 1126.812 28+949.53 1131.395 28+994.53 1134.362 248 29+203.92 1144.406 60 29+173.92 1142.967 29+203.92 1144.652 29+233.92 1146.831 249 29+290.00 1151.364 0 29+290.00 1151.364 29+290.00 1151.364 29+233.92 1146.831
49 | P a g e