Nepal Twenty Years Road Plan

Nepal Twenty Year Road Plan

Ministry of Physical Planning and Work Department of Roads

Nepal

Table of Contents

Road Year Road Plan 1

TABLE OF CONTENTS

VOLUME I – MAIN REPORT Page No. CHAPTER – 1 1. INTRODUCTION 1–1 1.1 Background 1–1 1.2 Objective of the Study 1–1 1.3 Methodology 1–1 1.4 The Report 1–2 1.5 Estimation of Cost 1–2 1.6 Review of the Report 1–3

CHAPTER – 2 2. NATIONAL ECONOMY AND ROADS SUB-SECTOR DEVELOPMENT 2–1 2.1 Economic Overview 2–1 2.2 Long Term Development Concept in the Ninth Plan 2–3 2.3 Development Targets in the 10th Five Year Plan 2–4 2.4 Road Network in Nepal 2–4 2.4.1 The Historical Perspective 2–4 2.4.2 Previous Strategies for the Extension of the Road Network 2–5 2.4.3 Extension of Road Network 2–6 2.4.4 Current Status of National Road Network 2–7 2.4.5 Distribution of Roads 2–8 2.4.6 Strategic Road Network 2–10 2.4.7 National Highways 2–10 2.4.8 Feeder Roads 2–10 2.4.9 District Headquarters Without Road Connection 2–12 2.4.10 Target and Progress of Road Construction 2–12

CHAPTER – 3 3. MOBILISATION OF FINANCIAL RESOURCES 3–1 3.1 Background 3–1 3.2 The Historical Perspective 3–1 3.2.1 Expenditure in Previous Plans 3–1 3.2.2 Budget Allocation Trend in Roads Sub-sector 3–2 3.2.3 Foreign Assistance in Road Sub-sector 3–4 3.3 Analysis of Development Budget for FY 2057/58 3–6

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3.4 Future Funding Opportunities 3–6 3.4.1 Foreign Assistance 3–6 3.4.2 Road Fund 3–7 3.4.3 HMG Contribution 3–8 3.4.4 Private Sector Finance 3–8 3.4.5 Other Sources of Roads Sub-sector Revenue 3–9 3.5 Projection of Availability of Fund in Roads Sub-sector 3–9 3.6 Fund Requirement 3–10

CHAPTER – 4 4. DEVELOPMENT OF STRATEGIC ROAD NETWORK (SRN) 4–1 4.1 Objectives of the Development of SRN 4–1 4.2 Strategies for the Achievement of the Objectives 4–1 4.2.1 Strengthening Political and Administrative Linkages 4–1 4.2.2 Poverty Alleviation 4–2 4.2.3 Development and Utilisation of Social, Economic and Cultural Potentials 4–2 4.2.4 Minimise Total Transportation Cost 4–3 4.2.5 Minimise Adverse Effects on the Environment 4–3 4.3 Development Programmes 4–4 4.3.1 Strengthening Political and Administrative Linkages 4–4 4.3.1.1 Connect by Road Unconnected DHs with SRN 4–4 4.3.1.2 Provide Road Connection to Unconnected DHs/Growth Centres with the Adjacent Road Network of the Neighbouring Country 4–4 4.3.2 Poverty Alleviation 4–5 4.3.2.1 Develop SRN in Undeveloped Areas 4–5 4.3.2.2 Maximum Use of Indigenous Consultants and Technology 4–6 4.3.2.3 Maximum Use of Local Labour, Materials and Expertise 4–6 4.3.2.4 Create Favourable Environment for the Maximum Use of Local Labour, Materials and Expertise 4–6 4.3.3 Develop and Use Social, Economic and Cultural Potentials 4–6 4.3.3.1 Provide Access to the Centres of Pilgrimage and Religion 4–6 4.3.3.2 Provide Access to the Areas of Hydropower Potentials 4–6 4.3.3.3 Provide Access to the Growth Centres of Trade, Industry and Commerce 4–6 4.3.3.4 Provide Access to the Centres of Tourism and Recreation 4–7 4.3.3.5 Provide Access to the Areas of Agricultural Potentials 4–7 4.3.3.6 Provide Access to the Areas of Mines and other Resources 4–7 4.3.3.7 Attract Private Sector in the Construction and the Maintenance of SRN 4–8 4.3.4 Minimise Total Transportation Cost 4–8 4.3.4.1 Project Traffic Volume, Identity Rational Level of Service and Corresponding Road Standard 4–8

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4.3.4.2 Adopt Philosophy of Stage Construction, if otherwise not warranted 4–8 4.3.4.3 Adopt Norms, Standards and Design Friendly with the Environment 4–8 4.3.4.4 Use Maximum Local Consultants, Contractors, Materials, Labour and Expertise in All stages of Design, Construction and Maintenance of SRN 4–8 4.3.4.5 Minimise Traffic Congestion and Delays 4–9 4.3.4.5.1 Extension of the Strategic Network 4–9 4.3.4.5.2 Improvement of Strategic Road Network 4–10 4.3.5 Minimise Adverse Effect on the Environment 4–14 4.3.5.1 Adopt Norms, Standards and Design Friendly with the Environment 4–14 4.3.5.2 Use Construction Materials and Technology having Least Adverse Effect 4–14 4.3.5.3 Assess the Probability and Magnitude of the Adverse Effects and Apply Suitable Mitigation Measures 4–14 4.4 Costing of the Construction of the Proposed Roads under SRN 4–14 4.4.1 Determination of the Road Lengths 4–14 4.4.2 Determination of the Costs 4–14 4.5 Prioritisation and Implementation 4–16 4.5.1 Screening 4–16 4.5.2 Prioritisation 4–16 4.5.2.1 Category I 4–16 4.5.2.2 Category II 4–17 4.5.2.3 Category III 4–19 4.5.2.4 Category IV 4–19 4.5.2.5 Model For Prioritisation 4–20 4.5.2.6 Implementation Plan 4–21 4.5.2.7 Expected Status of Strategic Road Network at the End of 20-Year Plan 4–27 4.5.2.8 Non-Strategic Roads 4–27

CHAPTER – 5 5. TRAFFIC STUDIES 5–1 5.1 Background 5–1 5.1.1 Economic Development 5–1 5.1.2 Land Use Plan and Development 5–1 5.1.3 Traffic Generation 5–2 5.2 Traffic Survey 5–2 5.2.1 Review of Traffic Data 5–2

5.2.2 Selection of Growth Rate 5–7

5.2.3 Forecast 5–7 5.3 Road Inventory 5–8

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5.4 Road Traffic Accident 5–9 5.4.1 Economic Losses 5–9 5.4.2 Traffic Management and Remedial Measures 5–10 5.4.3 Separate Budget Head 5–11 5.5 Road Capacity 5–11 5.6 Analysis and Improvement 5–12 5.6.1 Overall Situation 5–13 5.6.2 Critical Capacity Section 5–13 5.6.3 Traffic at 2007 5–13 5.6.4 Improvement Requirement 5–13 5.6.4.1 Widening National Highways 5–14 5.6.4.2 Widening Feeder Roads 5–16 5.6.4.3 Upgrading Feeder Roads 5–18

CHAPTER – 6 6. BRIDGES 6–1 6.1 Construction of Bridges 6–1 6.1.1 General 6–1 6.1.2 Cost of Bridges Under Construction 6–1 6.1.3 Unit Cost of New Bridges 6–1 6.1.4 Bridges along Roads Connecting District Headquarters 6–2 6.1.5 Bridges along Other Planned Strategic Fair-Weather Roads 6–3 6.1.6 Bridges along the Strategic Roads to be Upgraded 6–7 6.1.7 Total Construction Cost 6–8 6.1.8 Planwise Budget Requirement for the Construction of New Bridges 6–8 6.2 Maintenance and Rehabilitation of Bridges 6–9 6.2.1 General 6–9 6.2.2 Condition Survey of the Bridges 6–9 6.2.2.1 Methodology Proposed by PIP for Maintenance and Rehabilitation 6–10 6.2.2.2 Methodology Adopted for This Study for Maintenance and Rehabilitation Works 6–10 6.2.4 Maintenance of the Bridges 6–11 6.2.4.1 Routine and Recurrent Maintenance 6–11 6.2.4.2 Periodic Maintenance 6–11 6.2.5 Rehabilitation, Replacement and Major Repair Works 6–11 6.2.6 Provision for the Emergencies 6–12 6.2.7 Quantity Estimate 6–12 6.2.7.1 Bridges and Their Type 6–12 6.2.7.2 Routine and Recurrent Maintenance 6–13 6.2.7.3 Periodic Maintenance 6–13

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6.2.7.4 Replacement/Rehabilitation and Major Repair Works 6–13 6.2.8 Unit Cost 6–14 6.2.8.1 Periodic Maintenance 6–14 6.2.8.2 Replacement/Rehabilitation and Major Repair Works 6–14 6.2.9 Cost Estimate 6–14 6.2.10 Planwise Budget Requirement for Maintenance and Rehabilitation 6–16 6.3 Planwise Budget Requirement for Bridge Works 6–16

CHAPTER – 7 7. ROAD MAINTENANCE AND REHABILITATION/RECONSTRUCTION 7–1 7.1 Road Maintenance 7–1 7.1.1 Introduction 7–1 7.1.2 Categories for Maintenance 7–1 7.1.3 Previous Road Maintenance Practice 7–1 7.1.4 The Strategy of Maintenance 7–2 7.1.5 The Nepal Strategic Network (SRN) 7–2 7.1.6 Unit Costs for Maintenance 7–3 7.1.7 Routine Maintenance 7–4 7.1.7.1 Background 7–4 7.1.7.2 Routine Maintenance Plan 7–4 7.1.8 Recurrent Maintenance 7–4 7.1.8.1 Background 7–4 7.1.8.2 Recurrent Maintenance Plan 7–5 7.1.9 Major Works 7–5 7.1.9.1 Background 7–5 7.1.9.2 Major Works Plan 7–5 7.1.10 Bio-Engineering 7–6 7.1.10.1 Background 7–6 7.1.10.2 Bio-Engineering Plan 7–6 7.1.11 Urban Road Maintenance 7–6 7.1.11.1 Background 7–6 7.1.11.2 Urban Road Maintenance Plan 7–6

7.1.12 Emergency Maintenance 7–7

7.1.12.1 Background 7–7

7.1.12.2 Emergency Maintenance Plan 7–7

7.1.12.3 Equipment for Emergency Maintenance 7–7

7.1.13 Periodic Maintenance 7–8

7.1.13.1 Background 7–8

7.1.13.2 Periodic Maintenance Plan 7–8

7.2 Road Rehabilitation Plan 7–10

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7.2.1 Background 7–10

7.2.2 Road Rehabilitation Plan 7–10

7.3 Summary of Costs 7–10

CHAPTER – 8 8. ENVIRONMENTAL ASPECTS 8–1

8.1 Environmental Perspective 8–1

8.1.1 General 8–1

8.1.2 Road Related Environmental Issue 8–1

8.1.2.1 Construction and Operation of Road 8–1

8.1.2.2 Vehicular Population 8–2

8.1.3 Environmental Policy of the Government 8–2

8.1.4 Environmental Policy and Action Plan for the Roads Sub-sector 8–3

8.1.5 Environmental Consideration in National Transport Policy 8–4

8.1.6 Environmental Aspects as focused in the Priority Investment Plan (PIP) 8–5

8.1.7 Institutional Arrangements 8–7

8.1.7.1 Parliament 8–8

8.1.7.2 Parliamentary Committee on Natural Resources and Environment 8–8

81.7.3 The Cabinet 8–8

8.1.7.4 National Planning Commission 8–8

8.1.7.5 Environment Protection Council 8–8

8.1.7.6 Ministry of Population and Environment 8–8

8.1.7.7 Institutional Arrangement for the Roads Sector 8–9

8.2 Strategic Environmental Assessment 8–9

8.2.1 Introduction 8–9

8.2.2 Requirement of SEA for 20-Year Road Plan 8–9

8.2.3 Selected Roads and Environment Issues 8–10

VOLUME II – APPENDICES Appendix I : Development of Strategic Road Network Appendix II : Traffic Studies Appendix III : Bridges Appendix IV : Maintenance and Rehabilitation Appendix V : Mobilisation of Financial Resources Appendix VI : Terms of Reference

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Executive Summary

Twenty Year Road Plan i

EXECUTIVE SUMMARY 1. Nepal is a developing country facing major problems in its effort to make progress. The

country's slow economic growth rate has tremendously affected the living condition of the people. Due to low performance level of the economy, the per capita income is also very low US$220 per annum. As a result, the incidence of poverty is alarming (38%). The economic growth rate increased slowly only from mid 80's to mid 90's registering 3.9% between 1986-1990 and 4.7 between 1991-1994. It declined again to 3.9%. The Ninth Plan achieved only 4.4% growth rate against the target of 6.0%.

2. Nepal's development programmes have been highly supported by donors' assistance. His

Majesty's Government of Nepal is facing a number of constraints in managing the public resources, due to an excess expenditure, domestic inflation, reduction in service delivery and the declining performance of the public and private sectors.

3. The development of the country in a planned way was started with the inception of the First

Five Year Plan in 1956. The Ninth Plan is nearing completion and it has tried to fulfil the long-term development goal by formulating the 20-Year Development Concept (Ninth Plan-Twelfth Plan).

4. The Ninth Plan has envisaged a major long-term development objective of creating a

society that is cultured, modern and development-oriented endowed with skills for alleviating the prevailing widespread poverty in the country. In order to achieve this objective, the government has targeted to achieve the annual growth rate of 6 percent in the Ninth Plan, 7.0 percent in the Tenth Plan, 7.5 percent in the Eleventh Plan and 8.3 percent in the Twelfth Plan. Likewise, this plan has projected to reduce the poverty level of 42 % to 10 % at the end of 12th plan. But the result of the review has shown that the major target of the plan to reduce poverty level could not be achieved. The Tenth Plan is being finalised and it will be based upon the long-term development concept envisaged in the Ninth Plan. The major objective is to reduce the poverty level.

5. Over the years, the country has made an impressive development in the field of road

transport. The length of roads constructed so far has reached more than 15000 km in 2000 A.D. from a meagre length of 376 km in 1951. The road density for 1000 population and 100 square km are 6.68 and 10.4 respectively. These figures are comparatively lower than the other SAARC countries.

6. For the road development, roads sub-sector received a substantial portion of the public

investment. The trend of the budget allocation shows that the budget for the annual roads sub-sector from 2048 to 2058 increased by 12%, while its share in the total national budget declined from 10% in the period 2048-2049 to about 8% in the period 2055-2056.

7. The recent roads budget allocation is characterised by a large number of construction

projects (ongoing as well as new undertakings) which are persistently under-funded. Consequently, the budget allocation per project has been declining alarmingly over the

Executive Summary

Twenty Year Road Plan ii

years. There is an urgent need for concentrating resources in a limited number of prioritised road projects to ensure that the projects are completed within a reasonable period of time.

8. The foreign assistance in the roads sub-sector at the current prices has increased from

around Rs.1.3 billion in the fiscal year 2048/49 to over Rs.3.16 billion in the fiscal year 2055/56, registering an annual average increase of almost 14 percent. Besides this, the ratio of foreign loan to grant is steadily increasing.

9. The 20-Year Road Plan has adopted five main objectives for the development of the

Strategic Road Network (SRN). These are: (a) strengthening political and administrative linkages, (b) poverty alleviation, (c) development and utilisation of social, economic and cultural potentials, (d) minimisation of total transportation cost and (e) minimisation of adverse effects on the environment.

10. In order to achieve the above objectives the following strategies have been formulated.

These are : (a) connect by road the district headquarters, (b) provide road links to the district headquarters with adjacent road network of the neighbouring country, (c) provide road access to centres of pilgrimage, areas with hydropower potential, flourishing centres of trade, industry and commerce, centres of tourism and recreation, areas of agricultural potentials, areas of mines and other resources and attract the private sector in the construction, maintenance and operation of SRN, (d) provide reasonable level of service, (e) adopt philosophy of stage construction, if otherwise not warranted, (f) adopt norms, standards and designs conducive to the environment, (g) maximum use of local materials, labour and expertise in all stages of design, construction and maintenance, (h) minimise traffic congestion and delays, (i) use construction materials and technology having least adverse effects, (j) assess the probability and magnitude of the adverse effects and apply suitable mitigation measures and (k) improvement of strategic road network.

11. Under each strategy definite programmes for the extension of strategic road network in the

20-Year Plan have been worked out. Out of 17 district headquarters which are not yet connected by road, 12 will have road connection in the 10th Plan and the remaining 5 is planned to be linked by road in the 11th Plan. The total length of the roads planned for construction is 4040 km. Regionwise distribution of these roads is presented in the table given below:

Regions Eastern Central Western Midwestern Far western Total (km)Roads (km) 1516 813 610 805 296 4040

Distribution of the roads and the budget allocation for the same in the different plan periods are presented in the table given below:

Plan Periods 10th 11th 12th 13th TotalRoad (km) 988 1133 1040 879 4040Budget (Mil. Rs.) 13560 7735 7860 6998 36153

The expected status of the Strategic Road Network having different surface at the end of the next 20 years is given in the following table:

Executive Summary

Twenty Year Road Plan iii

Type of Roads Blacktopped Gravelled Earthen Total in KmExpected Present Status (km) 3257 1254 655 5166Planned in 20 Years (km) 190 1939 1911 4040Total (km) 3447 3193 2566 9206

12. Similarly, for the improvement of the Strategic Road Network, three categories of the

improvement activities have been formulated. They are: (a) provision of traffic management facilities, (b) widening of roads, (c) upgrading of roads. The plans have been worked out showing physical and financial targets. The summary of the plans for widening and upgrading of roads are given in the following tables.

Summary of Plans for Widening of Roads

Plan Period 10th 11th 12th 13th TotalLength of Roads (km) 105.75 126 41.05 101.27 374.07Amount (Mil. Rs.) 426.32 183.60 56.47 147.55 813.94

Summary of Plans for Upgrading of Roads

Plan Period 10th 11th 12th 13th Total

Length of Blacktop

Road (km) Gravel

149

512

41

536

-

518

-

563

190

2129

Total (Mil. Rs.) 8512.87 8169.82 7997.88 8070.42 32750.99

13. The construction of the Bagmati Corridor Road is proposed considering the technical problem as well as the high cost of widening the sections of highways lying in route to Birgunj from Kathmandu. This will not only shorten the travel distance substantially but will reduce the vehicle operating cost.

14. The rate of annual traffic growth has been determined based on the comparison of traffic

studies conducted by different consultants and agencies. The traffic growth rate has been assumed to be 5.5% in the 10th Plan, 6% in the 11th &12th Plans and 6.5% in the 13th Plan.

15. Since the traffic forecasts made on the basis of a few traffic records (mostly less than 5

year period) may not be very reliable, a mid-term review of traffic forecasts should be made at the end of 11th Five Year Plan. This is required for carrying out the development programmes proposed for 12th and 13th Five Year Plans.

16. Considering the existing traffic situation and traffic forecasts, it is found that the

Kathmandu-Bhaktapur and Kathmandu-Naubise sections of National Highways are in need of immediate widening upto four lanes or the construction of by-pass roads.

17. Traffic counting and origin-destination survey programmes taken up annually by the

Department of Roads should be extended to cover all links of Strategic Road Network in order to establish the volume of traffic on the given road link including other data base.

Executive Summary

Twenty Year Road Plan iv

18. Widening of the Strategic Road Network is proposed on the basis of normal traffic forecast and lane capacity of the roads, whereas upgrading is proposed on the basis of threshold traffic levels.

19. In order to cater to the fast growth of traffic near and around the towns and cities separate

a master plan study is required. 20 For a long term traffic management i.e. handling of traffic problems including control of

overloading, use of old vehicles and accidents etc., a traffic management cell comprising of the representatives of the Department of Transport Management and Department of Roads and the Traffic Police should be created. The cell should be made responsible for handling the traffic problems efficiently.

21. For the traffic management in the towns, cities, markets, road junctions etc., a strong traffic

management should be enforced. If the problem of traffic is not solved by this alternative, then only widening of the road or other alternatives should be considered. This will help to save the scarce resources of the country.

22. The programme of constructing bridges has been divided into four parts. They are (a)

bridges under construction, (b) bridges along roads connecting the district headquarters, (c) bridges along the strategic road planned for construction in fair weather standard and (d) bridges along strategic roads which are to be upgraded to all weather standard in 20-year period.

23. The construction of bridges under construction will be completed within the 10th Plan period

and the fund required is 1,142 million rupees. 24. The construction of 123 bridges lying on the roads linking the district headquarters is

planned to be completed by the end of 11th Plan period. The estimated cost is 2612 million rupees.

25. The bridge construction programme along other planned fair weather roads is divided into

Phase 1 and Phase 2. The number of bridges to be constructed under Phase I is 57 and the cost estimated is 2342 million rupees. The number of bridges under Phase II is 153 and the cost estimated is 1669 million rupees.

26. The study has envisaged to construct a number of bridges with a total length of

200 m per year along other strategic roads to be upgraded to all weather type. The total cost of these bridges is estimated to be 1480 million rupees.

27. Routine and recurrent maintenance and minor repair works of bridges, is presently being

carried out by the Department of Roads under the road maintenance programme. Hence, a separate budget allocation for these works has not been made. Periodic maintenance of the existing bridges is envisaged to be carried out two times within the 20-Year-Plan period. The estimated cost of periodic maintenance is 218 million rupees.

28. It has been planned to replace all expansion joints and bearings within 20 years. The cost

estimated is 1,369 million rupees.

Executive Summary

Twenty Year Road Plan v

29. All timber bridges along the strategic roads are to be replaced by RCC bridges. The replacement cost is estimated to be 100 million rupees.

30. Repair of cracks and spalling are proposed to be carried out within the 10th Plan. The

estimated cost for this work is 50 million rupees. 31. The consultant proposes to purchase Bailey bridges and store them in safe places so that

they could be used in an emergency. It is also estimated that every year 50m long bridge will need reconstruction. The amount required to purchase Bailey bridges and the reconstruction of 50m long bridges is estimated to be 137 million rupees in 20 year period.

32. The total budget requirement for maintenance, major repair, rehabilitation and replacement

works is estimated to be 1723 million rupees. The fund requirement for construction and maintenance is shown in table given below:

Planwise Budget Requirement for Construction and Maintenance

S. No

Particulars Planwise Cost (Mil. Rs.)

10th Plan 11th Plan 12th Plan 13th Plan Total1 Cost of New Bridges 3259 2044 1050 1105 74582 Cost of Maintenance and

Rehabilitation of Existing Bridges

583 366 379 395 1723

Total 3842 2410 1429 1500 9181 33. The previous practice of construction without planned maintenance led to early

rehabilitation or reconstruction. This proved burdensome to the state as the cost of rehabilitation/reconstruction is 3 to 5 times more than the maintenance cost. Realising this fact, the Government changed that practice and introduced the policy of planned maintenance. Donors are supporting the Department of Roads for the implementation of this policy through institutional strengthening and specific projects.

34. Certain road links of the Strategic Network were built to the standard higher than required from the economic point of view. Economic consideration may not justify to maintain these road links to the same standard. As these roads are the part and parcel of the Strategic Road Network, it may not be acceptable, socially as well as politically, not to maintain them to the same standard. Considering this as well as the policy of the Department of Roads of planned maintenance and cyclic maintenance, the strategy of the Preservation of Asset has been adopted for the maintenance of the Road Network. Accordingly, the Maintenance Plans have been worked out. This approach adopts the policy of maintaining the Strategic Road Network close to the constructed standard as far as possible irrespective of traffic flows in the network.

35. It has been strongly suggested that the construction of new roads, as well as the works of rehabilitation and upgrading of the existing roads in future must conform to the standard dictated by the economic consideration.

36. The Maintenance plans (physical targets) have been developed based on:

• Expected status of Strategic Road Network at the end of 9th Five Year Plan

Executive Summary

Twenty Year Road Plan vi

• Construction of new road approx. 200 km per year

• Upgrading of existing network (e.g. from earthen to gravel and from gravel to black top

surface)

• Cyclic concept of recurrent and periodic maintenance.

37. The Maintenance plans including physical target and financial plan for different categories of maintenance work, namely routine, recurrent, major works, bioengineering, urban road maintenance, emergency and periodic maintenance have been worked out. The summary of the costs of these activities is presented in table given below.

Summary of Costs of Maintenance and Rehabilitation (Mil. Rs.)

Five Year Plan

Activity 10th 11th 12th 13th Total

Routine Maintenance 621.35 766.52 914.39 1063.64 3365.20

Recurrent Maintenance 769.56 879.20 1000.25 1121.99 3789.00

Major Works 1420.35 1677.90 1935.45 2193.00 7226.70

Bio-engineering 79.04 96.74 114.44 132.14 422.36

Urban Road Maintenance 250.00 - - - 250.00

Emergency Maintenance 58.17 65.99 73.82 81.64 279.62

Equipment & Spare Parts Purchase 600.00 600.00 150.00 150.00 1500.00

Periodic Maintenance 2027.40 2478.80 2916.80 3321.80 10744.80

Sub-total 5825.87 6565.15 7105.15 8064.21 27560.38

Road Rehabilitation 3109.24 3109.24 3109.24 3109.24 12436.96

Total 8935.11 9674.39 10214.39 11173.45 39997.34

38. The environmental assessment of all the development projects is required by the

Environment Protection Act, 2053, regulated by Environment Protection Regulations, 2054 (1st Revision, 2055). The type of assessment depends upon the location, size and nature of the project. The roads selected for the implementation for the next 20 years come under environment assessment (Environmental Impact Assessment, EIA or Initial Environmental Examination, IEE) depending upon the location and category of the roads (as defined in the Nepal Roads Classification) prior to their construction. The environmental assessments are required to be approved by the Ministry of Physical Planning and Works in the case of the IEEs and by the Ministry of Population and Environment in the case of EIAs.

39. For the projection of the availability of the resources for roads sub-sector the following

three sources have been considered. A. The foreign contribution to the roads development budget is expected to remain at

the current level during the Tenth Plan period based upon the commitment already made by different donors. It is assumed that foreign assistance will continue for later plans as well but in reduced amount.

Executive Summary

Twenty Year Road Plan vii

B. The government has taken steps required to establish a Road Fund Board consisting of public and private representatives under the Road Board Act. The Road Management and Finance Fund Reform Implementation Committee (RMFRIC) has estimated that the expected revenue for the Road Fund will be Rs.1,000 million for the f.y. 2057/58. It has projected that the road fund will increase by 10 percent per annum. The present study indicated that the average traffic growth is expected to be 6%. Based on that assumption, the Road Fund Revenue has been projected to increase by 6% per annum. The planwise estimates of the revenue for the proposed Road Fund during 20-year period are summarised below:

Plan At 10% p.a. At 6% p.a. X 7387 6334 XI 11897 8476 XII 19160 11343 XIII 30858 15179 Total 69303 41332

C. Two assumptions were considered for the projection of the availability of the

government budget for the 20 Year Plan period. (i) The government budget remains in the present scale. (ii) HMG's budget contribution will increase by 2 % per annum considering the

responsiveness of roads development budget in GDP targeted growth rate.

Planwise estimates of HMG budget is presented below. Plan At 2 % growth rate p.a At no growth X 10758 10134 XI 11878 10134 XII 13114 10134 XIII 14479 10134 Total 50229 40536

40. It is not possible to forecast the magnitude of the private sector's contribution in the roads

sub-sector. It has to be considered project-wise only. The Consultant is of the view that the Kathmandu-Terai direct link is the most promising venture for private investment, considering the substantial benefits it is likely to yield.

41. The following probable sources of additional revenue can be investigated.

• Land development tax

• Lease out the Right of Way (ROW) land

• Revenuesa from auction of trees/timber, fruit, etc located within the ROW.

The leasing out of the Right of Way (ROW) land is a very attractive idea because this will not only generate additional revenue but with also protect the road from encroachment and also helps to prevent the opening of unauthorised access through it.

Executive Summary

Twenty Year Road Plan viii

42. The consultant has considered the availability of fund in the following two assumptions:

(a) HMG's contribution will grow by 2% per annum and the revenue of the Road Fund

will grow by 6% per annum.

(b) HMG's contribution will grow by 2% but the revenue of Road Fund will increase by

10% per annum.

43. The estimated fund requirement for the implementation of the plan is given below.

Summary of Expenditure (Financial Plans) (Mil. Rs.)

Plan 10th 11th 12th 13th Total

Extension of the Network 13560 7735 7860 6998 36153

Improvement of the Network 8959 8373 8074 8238 33644

Maintenance and Rehabilitation of Roads 5826 6565 7105 8064 27560

New Construction and Maintenance of Bridges 3842 2410 1429 1500 9181

Grand Total 32207 25103 24488 24820 106618

44. The estimated availability of the total fund and total expenditure is presented in table given below.

Planwise Summary of Available Fund and Expenditure (Mil. Rs.)

Plan 10th 11th 12th 13th Total

Availability of Fund

Scenario (a)

Scenario (b)

24592

25645

20354

23775

24457

32274

29658

45337

99061

127032

Expenditure 32207 25103 24488 24820 106618

Excess/Deficit (a) Scenario

(b) Scenario

-7615

-6562

-4749

-1328

-31

+7786

+4838

+20517

-7557

+20414

45. The above tables show that in the case of (a) the expected availability of fund will not be sufficient to cover the planned expenditure for 3 Plans (10th, 11th and 12th) without the additional assistance from the donors. And in the case of (b) the additional assistance from the donors is necessary for first 2 Plans (10th and 11th). The magnitude of the assistance required for the plans is decreasing.

LIST OF ABBREVIATIONS

AADT - Annual Average Daily Traffic AH - Arniko Highway AWBT - All Weather Blacktop BOT - Build-Operate-Transfer BUMP - Bridge Upgrading and Maintenance Project CDR - Central Development Region DH - District Headquarters DOLIDAR - Department of Local Infrastructure Development and Agricultural

Roads DOR - Department of Roads DR - District Roads EDR - Eastern Development Region EWH - East West Highway

FR - Feeder Roads

FWDR - Far-Western Development Region HMG/N - His Majesty's Government of Nepal MHEWH - Mid Hill East West Highway MOF - Ministry of Finance MOPPW - Ministry of Physical Planning and Works MRCU - Maintenance and Rehabilitation Co-ordination Unit MWDR - Mid-Western Development Region NH - National Highways NP - National Park NPC - National Planning Commission NRN - National Road Network NRS - Nepal Road Statistics OR - Other Roads PIP - Priority Investment Plan RMFRIC - Road Management and Finance Reform Implementation Committee ROW - Right of Way RSSDU - Road Sector Skills Development Unit SRN - Strategic Road Network TOR - Terms of Reference UR - Urban Roads WDR - Western Development Region

List of Tables

Twenty Year Road Plan I

LIST OF TABLES S.No. Table

No. Description Page

No. 1 2.1 Performance of the Nepalese Economy 2–1 2 2.2 Social Sector Performance 2–2 3 2.3 Long-term Projection of Major Macroeconomic Indicators 2–3 4 2.4 Targets and Progress in the 9th Plan 2–4 5 2.5 Major Macroeconomic Indicators for the 10th Plan 2–4 6 2.6 Extension of Road Network by Pavement Type and Road Density 2–6 7 2.7 Extension of National Road Network 2–7 8 2.8 National Road Network by Pavement Type and Classification for Development

Regions 2–8

9 2.9 Length of Roads according to the Development Regions and Physiographic Zones 2–9 10 2.10 Details on National Highways 2–10 11 2.11 Feeder Roads of Nepal 2–11 12 2.12 District Headquarters Without Road Connection 2–12 13 2.13 Target and Progress in 7th , 8th and 9th Plans 2–13 14 2.14 Target and Progress of Construction of Roads in First Three Years of the Ninth Plan 2–14 15 3.1 Actual Development Spending, from Plan I to Plan VIII 3–1 16 3.2 Growth of Public Spending 3–2 17 3.3 Annual Allocation of Development Budget by Activities, 2051-2057 3–3 18 3.4 Annual Actual Expenditure, 2052-2057 3–3 19 3.5 Budget Allocation for Routine Road Maintenance 3–4 20 3.6 Budget Allocation with Sources 3–5 21 3.7 Itemwise Budget Allocation with Sources 3–5 22 3.8 Development Budget Allocation in FY 2057/58 3–6 23 3.9 Estimate of Total Road Fund Revenue 3–8 24 3.10 Projection of HMG's Component of Roads Development Budget, at 2057 prices 3–8 25 3.11 Projected Availability of Fund 3–9 26 3.12 Availability of Fund 3–10 27 3.13 Summary of Expenditure (Financial Plans) 3–10 28 3.14 Planwise Summary of Available Fund and Expenditure 3–10 29 4.1 Roads Planned for Connecting Unconnected DHs 4–4 30 4.2 Roads to Connect Unconnected DHs with China Border 4–5 31 4.3 Roads Planned for Poverty Alleviation 4–5 32 4.4 Access Roads to the Centres of Pilgrimage and Religion 4–6 33 4.5 Access Roads to the Areas of Hydropower Potentials 4–6 34 4.6 Access Roads to the Growth Centres of Trade 4–6 35 4.7 Access Roads to the Centres of Tourism and Recreation 4–7 36 4.8 Access Road to the Agricultural Potential Area 4–7 37 4.9 Access Road to Cement Industry 4–7 38 4.10 Parallel Service Roads 4–9 39 4.11 Bypass Roads 4–9 40 4.12 Shortcut Links and Fast Track Roads 4–10 41 4.13 Ring Roads 4–10 42 4.14 Financial Plan for the Construction of Traffic Management Facilities 4–11 43 4.15 Plan for Widening of National Highways 4–11 44 4.16 Plan for Widening of Feeder Roads to Intermediate Lane (5.5m) 4–12 45 4.17 Plan for Widening of Feeder Roads to Two-Lane (7.0m) 4–12 46 4.18 Summary Plan for Widening of Roads 4–12 47 4.19 Plan for Upgrading Earth to Gravel Road 4–13 48 4.20 Plan for Upgrading Gravel to Blacktop Road 4–13

List of Tables

Twenty Year Road Plan II

S.No. Table

No. Description Page

No. 49 4.21 Plan for Upgrading District HQs Connecting Roads 4–14 50 4.22 Summary of Plans for Upgrading 4–14 51 4.23 Regionwise Costs of the Proposed Roads 4–15 52 4.24 Roads under Category– I 4–17 53 4.25 Roads under Category II 4–18 54 4.26 Roads under Category III 4–19 55 4.27 Roads under Category IV 4–20 56 4.28 Roads for 10th Five Year Plan 4–23 57 4.29 Roads for 11th Five Year Plan 4–24 58 4.30 Roads for 12th Five Year Plan 4–25 59 4.31 Roads for 13th Five Year Plan 4–26 60 4.32 Planwise Expenditure for Extension of the SRN (Mil. Rs.) 4–26 61 4.33 Planwise Expenditure for Development of the SRN (Mil. Rs.) 4–26 62 4.34 Expected Status of Strategic Road Network at the End of 20 Year Plan 4–26 63 5.1 Comparison of Traffic Volume Between 1986 and 1993 5–2 64 5.2 Traffic Forecast for 1999 and 2010 A.D. 5–3 65 5.3 Projected Increases of Traffic Volume and Road Link 5–5 66 5.4 Forecast of Total Traffic Volume for the Whole Project Area of Kanti

Rajpath 5–5

67 5.5 Time Trend Traffic Growth upto 2000 A.D. (056-57 B.S.) (Manual Traffic Count on Annual Basis)

5–6

68 5.6 Time Trend Traffic Growth upto 1998 A.D. (B.S. 054/55) (Automatic Logger Count) 5–7 69 5.7 Carriageway Width 5–8 70 5.8 Terrain Classification 5–8 71 5.9 Road Traffic Accident Record 5–9 72 5.10 Design Capacity of Roads 5–12 73 5.11 Widening National Highways 5–15 74 5.12 Widening Feeder Roads 5–17 75 5.13 Upgrading Feeder Roads from Gravel to Blacktop 5–19 76 5.14 Upgrading Feeder Roads from Earth to Gravel 5–20 77 6.1 Planwise Cost of Bridges Along Roads Connecting District Headquarters 6–2 78 6.2 Cost Estimate of Bridges Along Planned Roads in Phase I 6–4 79 6.3 Cost Estimate of Bridges Along Planned Roads Phase II 6–6 80 6.4 Construction Cost of Bridges 6–8 81 6.5 Planwise Budget Requirement for New Bridges 6–9 82 6.6 Distribution of Bridges According to Urgency Rating 6–10 83 6.7 Cost Estimation of Periodic Maintenance 6–15 84 6.8 Cost Estimate of Replacement/Rehabilitation Works 6–15 85 6.9 Total Estimate for Maintenance/Rehabilitation Works 6–16 86 6.10 Planwise Budget Requirement for the Maintenance and Rehabilitation 6–16 87 6.11 Summary of Cost 6–17 88 7.1 Status of Strategic Road Network at the End of 9th Five Year Plan 7–2 89 7.2 Unit Cost for Routine Maintenance (Rs./km/year) 7–3 90 7.3 Unit Cost for Recurrent Maintenance. (Rs./km/year) 7–3 91 7.4 Unit Cost for Periodic Maintenance. (Rs./km) 7–3 92 7.5 Routine Maintenance Plan 7–4 93 7.6 Recurrent Maintenance Plan (5 Year Planwise) 7–5 94 7.7 Major Works Plan 7–5 95 7.8 Bio-engineering Plan 7–6 96 7.9 Urban Road Maintenance Plan 7–6 97 7.10 Plan for Emergency Maintenance 7–7

List of Tables

Twenty Year Road Plan III

S.No. Table No.

Description Page No.

98 7.11 Plan for Purchase of Equipment and Sparing Parts 7–8 99 7.12 7–8 100 7.13 7–9 101 7.14 7–9 102 7.15 Periodic Maintenance Plan (5 Year Planwise) 7–9 103 7.16 Plan for Rehabilitation 7–10 104 7.17 Summary of Costs of Maintenance and Rehabilitation (Mil. Rs.) 7–10 105 8.1 Vehicles Registration in Nepal as up End of Asadh 2057 8–2 106 8.2 Environmental Policy and Action Plan for the Road Sector 8–4 107 8.3 Physiographic Divisions 8–5 108 8.4 Land Systems By Physiogaphic Regions of Nepal 8–6 109 8.5 National Parks and Wild Life Conservation Areas of Nepal 8–7 110 8.6 Environmental Requirement 8–11

ACKNOWLEDGEMENT

Preparation of 20 Year Road Plan is a complex issue, which requires thinking from

different angles. Without interactions among Government and non-government's

organisations, departments, distinguished personalities of the society, etc, handling of

this complex issue would have been not possible. Therefore, during preparation of the

report various departments, organisations, distinguished personalities, etc were

contacted for their views. The present report is the outcome of their valuable comments

and suggestions. Nepal Engineering Consultancy Services Centre (NEPECON) Ltd. is

greatly indebted and expresses its humble gratitude to all of them. In spite of our best

desire, due to lack of space the names of the organisations and distinguished

personalities are not placed here. The list of the names of organisations and

distinguished personalities is presented at the end of this report.

The hard work rendered by every member of the team is worth for special mention here.

NEPECON acknowledges that without their persistent effort, completion of this

assignment would have been not possible. NEPECON feels great pleasure to express

its sincere thanks to every member of the team.

Chapter–1 Introduction

Twenty Year Road Plan 1– 1

CHAPTER – 1

1. INTRODUCTION

1.1 Background

At the recommendation of the World Bank report "A National Transport System in Nepal" published in 1965, the Department of Roads has prepared a 20-Year Perspective Road Plan for the period of 1965-1985. This served as a guideline for the development of roads. After the expiry of the term of this plan, need for the second plan for the next twenty years was realised, but it was not fulfilled. Though late, the government decided to prepare the second 20-Year Plan. The present study is an outcome of this decision. This task of making this study was entrusted to Nepal Engineering Consultancy Services Centre Ltd. (NEPECON) by the Department of Roads, His Majesty's Government of Nepal.

1.2 The Objective of the Study

The main objective of the study is to prepare a 20-Year Strategic Road Plan covering the 10th, 11th, 12th, and 13th Five Year Plans. The objective included preparation of the plan for: 1. Extension/Improvement of Strategic Road Network

2. Maintenance and rehabilitation of strategic roads including bridges

3. Revenue and budget forecasts for the implementation of this plan

In addition to the above, there are other objectives like exploration of possibilities for additional generation of fund, review of the capability of the DOR for the execution of planned works, review of the current administrative procedures to cope up with the anticipated requirements etc.

1.3 Methodology

For the preparation of this plan, various Government agencies such as National Planning Commission, Departments of Roads, Department of Customs, Department of Mining and Geology, Electricity Development Department, Department of Local Infrastructure Development and Agricultural Roads (DOLIDAR), Central Bureau of Statistics, etc. were contacted for collecting the pertinent data and also for knowing their views. Available documents related to previous plans and strategies were studied.

Based upon the above approach, a tentative draft of the plan was prepared and the draft was discussed in a seminar held on 10th Baishakh 2058. The participants of the seminar were legislators, policy makers, senior engineers from the DOR and DOLIDAR, planners, consultants, contractors and others. The comments/suggestions received during the seminar were very useful for the preparation of this 20-Year Plan. The valid comments/suggestions have been incorporated in this report.



1.4 The Report

This report comprises of two volumes. Volume I is the main report and Volume II contains Appendices. Volume I contains 8 chapters and the contents of each chapter are briefly described below.

The first chapter of the report describes general background of the study, objectives and the basic approach, which was adopted for the preparation of the plan.

The second chapter contains a brief review of the economy of the country along with the development of road network. Mobilisation of financial resources and the budget requirement for the implementation of the Plan have been provided in the third chapter. Extension and improvement of the Strategic Road Network (SRN) are discussed in the chapter four. Approaches used to develop the SRN have also been discussed in this chapter. Placement of various roads for construction in different five year plans including the resources requirement have also been presented in it. Similarly, the plan for network improvement (widening and upgrading of strategic roads) with 5-year planwise budget requirement has been shown.

The fifth chapter of the report contains traffic studies of various roads under SRN. It also explains the methodology for forecasting the traffic growth rate for the 20-Year Plan. The findings of the traffic studies served as a base for the planning of upgrading and widening of roads under SRN.

The sixth chapter deals with the planning of the construction of new bridges and maintenance and rehabilitation of existing bridges in different five year plans. The method adopted for the identification of bridges, the prioritising criteria for their implementation in different five year plans have also been described in this chapter. Strategy related to the maintenance of bridges has been presented. The cost of new construction, maintenance and rehabilitation of bridges has been given planwise.

Road maintenance is a pivotal activity of road management. Various types of road maintenance and road maintenance strategy for SRN are presented in the seventh chapter. Budget requirements for various types of maintenance, rehabilitation of roads and their allocation in five year planwise are also presented.

The eight chapter contains environmental considerations to be made during the planning and construction of a road. Institutional arrangement involved in addressing environmental aspects is also described in this chapter.

The TOR, based on which this study was conducted, is provided in Appendix VI.

1.5 Estimation of Cost The estimation of costs of all items of work is derived from the unit costs calculated on the basis of unit prices of f.y. 2057/58 for the 20-Year Plan. The estimated figures taken from the previous feasibility/detail studies are adjusted to the base fiscal year 2057/58 prices.



1.6 Review of the Report

This report is prepared on the basis of available information, data etc. which are not supposed to be sufficient for conducting such a study. In most of the related sectors, there are no long-term plans as such. The traffic data on the existing roads are not enough to forecast long-term traffic level on the strategic roads. Taking the above facts into consideration, the consultant strongly recommends that the report should be reviewed periodically and updated.

Chapter – 2: National Economy and Road Subsector Development

Twenty Year Road Plan

2 – 1

CHAPTER – 2 2. NATIONAL ECONOMY AND ROADS SUB-SECTOR DEVELOPMENT 2.1 Economic Overview

Nepal is a developing country having a per capita income of US$ 220 only. It is, therefore, one of the poorest countries of the world. The country's slow pace of growth in the economy has over the years adversely affected the living condition of the people. The overall investment opportunities/activities are relatively stagnant following the low absorptive capacity, uneven income distribution, acute unemployment problem and declining factor productivity in all major fronts of the economy.

Due to low performance level of the economy, the per capita income of the people is considerably low (US $220 per annum). The incidence of poverty is alarming (38%). Nepal's development programmes are highly supported by donors assistance (6 % of the GDP). Out of this, the share of assistance in development projects is even larger (19 %). On the other hand, the government expenditure in the public sector is significantly higher (one fifth of the GDP at factor cost). The unduly high domestic expenditure rendered it difficult to mange the public resources.

Nepal's economic growth from late 80's to mid 90's was marginally satisfactory. During this period, the growth rate increased slowly from mid 80's to mid 90's (3.9 % between 1986-1990 and 4.7 between 1991-1994). But after this it declined notably (3.9 %). In the years following 1999 and 2000 Nepal was worst hit due to poor performance of the overall economy. In Table 2.1, economic performance of Nepal is summarised and presented as under.

Table 2.1 : Performance of the Nepalese Economy

Performance Indicator Year 1999-2000 Annual Growth Rate/Percent Per

Annum at Constant Price In Million

US $ % GDP 1986-90 1991-94 1995-2000

GDP at Factor Cost, 1984/Price GDP at Prod. Price Gross Domestic Investment Gross National Savings Current Account Balance

47574928

956701

-256

96.5100.0

19.414.3-5.2

3.9 4.7

19.8 12.3 -7.7

4.7 5.6

21.06 14.3 -7.7

3.93.9

22.8214.3-8.6

Note : Gross domestic investment and savings are computed as % of GDP

Source : Nepal Rastra Bank, Kathmandu



2 – 2

As can be noticed, Table 2.1 indicates the deficit over expenditure and the decline in growth of the national economy. The major causes of this decline, as may be reiterated, are low factor endowment, inefficient management, low cost recovery of development projects and lack of institutional support etc. The low growth rate resulted in a decline in project implementation and delivery of services. The social sector performance of Nepal's economy is summarised and presented in Table 2.2.

Table 2.2: Social Sector Performance

Item Year

1992-97South Asia

1992-97Population : - Total Population In Million - Growth Rate (%) - Urban - Fertility Rate Poverty : (%) - Head Count Index - Urban Count Index - Rural Count Index - Income : GNP Per Capita ($) Consumer Price Index (1995 = 100) - Income/Consumption Distribution: Gini Index Lowest Quartile Highest Quartile - Social Sector Expenditure : Health (% of GDP) Education (% of GNP)

22.3

2.510.94.4

42.023.044.0

220

114

36.77.6

44.8

1.22.8

1281.3

1.527.03.5

---

380

117

---

0.83.0

Source : World Development Report -The World Bank 1999



2 – 3

2.2 Long Term Development Concept in the Ninth Plan

Nepal has adopted a planned approach to development. The endeavour for planned development was initiated with the inception of the First Five Year Plan in 1956. Since then eight periodic plans, 7 Five Year and 1 Three Year Plans, have so far been completed. The Ninth Plan is almost complete. The Ninth Plan has initiated a long-term concept for the development of the country.

The Ninth Plan has envisaged a major long-term development objective of creating a society that is cultured, modern, development-oriented and endowed with skills for alleviating the prevailing widespread poverty in the country. In order to achieve this objective, the plan recognised the need to broaden the sources of high growth in order to achieve a high and sustainable growth rate and to trickle down the effects of growth on the majority of the population by fully utilising as well as investing available resources in the infrastructure and social sectors. It is targeted to achieve 6 percent per annum growth rate in the Ninth Plan, 7.0 percent in the Tenth Plan, 7.5 percent in the Eleventh Plan and 8.3 percent in the Twelfth Plan, thus making the average growth rate of 7.2 percent during the 20 year period. The long-term projection of major macroeconomic indicators such as GDP, structure of GDP, investment, national savings, poverty and unemployment are summarised in the Table 2.3.

Table 2.3 : Long-term Projection of Major Macro-economic Indicators

S.N. Plan Period Ninth

Plan

Tenth

Plan

Eleventh

Plan

Twelfth

Plan

1. Gross Domestic Product (% p.a)

(at factor cost)

1.1 Agriculture sector growth rate (%)

1.2 Non- Agriculture sector growth

rate (% p.a)

6.0

4.0

7.3

7.0

5.0

8.2

7.5

5.0

8.8

8.3

5.0

9.7

2.

Contribution to Gross Domestic Product

2.1 Agriculture sector (% p.a)

2.2 Non- agriculture sector (% p.a)

38.0

62.0

34.0

66.0

30.0

70.0

25.0

75.0

3. Investment (as percentage of GDP) 25.0 27.0 31.0 34.0

4. National Saving (as percentage of

GDP)

Growth rate per annum (%)

17.0

8.8

20.0

10.0

25.0

12.0

30.0

12.0

5. Poverty and unemployment

A. People living below poverty line (%)

B. Unemployed population (%)

C. Underemployed population (%)

32.0

4.0

32.0

23.0

3.6

23.0

15.0

3.3

15.0

10.0

3.0

10.0

Source: The Ninth Plan, 1998, National Planning Commission



2 – 4

2.3 Development Targets in the 10th Five Year Plan

A concept paper for the 10th Plan has been issued by the National Planning Commission. It is based upon the long-term development concept (20-Year) formulated in the 9th Plan. The 10th Plan is in the final stage of preparation

The following table shows the progress achieved against the set targets of some of the major macro economic indicators of the 9th Plan.

Table 2.4 : Targets and Progress in the 9th Plan

S. No. Indicator Target Progress1 Gross Domestic Product (%, p.a.)

1.1 Agriculture sector growth rate (%) 1.2 Non-agriculture sector growth rate (%)

6.0 4.0 7.3

4.43.05.3

2 Investment (As percentage of GDP) 25.0 25.83 National Savings (As percentage of GDP) 17.0 19.64 People living below poverty line (%) 32 38

The main objective of the 10th Plan has also been fixed as the reduction of the poverty level of the people. The major macro economic indicators targeted to be achieved in the 10th Plan vis-à-vis 9th Plan achievements are given in Table 2.5.

Table 2.5 : Major Macroeconomic Indicators for the 10th Plan

S. No. Indicators 9th Plan 10th Plan

1 Per annum growth rate (at factor cost)

1.1 Agriculture sector growth rate (%)

1.2 Non-Agriculture sector growth rate (%)

4.4

3.0

5.3

6.2

4.1

7.3

2 National Savings (As percentage of GDP) 19.6 22.7

3 Investment (As percentage of GDP) 25.8 26.8

4 People living below poverty line (%) 38 30

In the roads sub-sector, the 10th Plan envisaged to connect additionally 12 more district headquarters leaving 5 more district headquarters to be link in the 11th Plan. To achieve the goal and objectives a number of strategies have been formulated keeping in view the problems and shortcomings faced during the implementation of the 9th Plan.

2.4. Road Network in Nepal 2.4.1 The Historical Perspective

The history of the development of roads in Nepal is not very long. Information available so far reveals that the first motorable road was constructed in the Kathmandu Valley in 1924. This was the only part of the country served by the road worthy of the name. It was obviously in 1924 that the first road development programme was initiated in the country.



2 – 5

For the first time in the road transport development, a 42 km long all weather gravel road linking Amlekhganj with Bhimphedi was built in 1929. After the dawn of democracy in 1951, the need of linking Kathmandu with the Terai was felt quite urgent. The first long distance road to link Kathmandu with the Terai was taken up in 1953 with the Indian assistance. This 115 km long road between Thankot of Kathmandu and Bhainse was opened to traffic in 1956. The decade of 1960-1970 witnessed a considerable expansion of road network with assistance from some bilateral agencies (Bajracharya & Shrestha, 1981). The Government of China constructed the Kathmandu-Kodari road in 1966. The Indian Government built the Sunauli-Pokhara road in 1971 and the Kakarvita-Dhalkebar sector of the East-West Highway in 1972. The USSR helped Nepal to construct the 109 km stretch of the East-West Highway. British Government built the Butwal-Narayangadh sector of East-West Highway. In spite of continued inflow of external assistance for the last 50 years, the dependence on such assistance is on the increase. This may be due to several reasons. One of the reasons is HMG/N's failure to evolve a reliable mechanism to assess as well as prioritise its foreign assistance needs and the tendency to accept whatever is offered. Over the years, Nepal has made an impressive development in the road transport. The total length of roads constructed has now reached to 15308 km with 4522 km blacktop, 3646 gravel and 7140 km fair weather roads in the year 2000 (NRS, Final Report, June 2000, NEPECON) from meagre 376 km in 1951. The present road network has 30% blacktop, 27% gravel and 43% earthen road. A number of east-west and north-south highways and feeder roads have already been completed. The construction of many other roads are in progress. During the previous plans, His Majesty's Government of Nepal (HMG/N) has accorded high priority to road transport development. Roads sub-sector received a substantial portion of the public investment in the last three decades. It still accounts for about 8% of the total development budget and 74% of the development budget of the transport sector. In short, a major portion (about 25%) of the investment under previous plans went to the development of transport, mainly roads.

2.4.2 Previous Strategies for the Extension of the Road Network

Immediately after the advent of democracy in 1951, it was felt that a reliable road network was needed. For the development of the country, promotion of national integrity and efficient administration, a fast and reliable means of communication was required. The best alternative could not be other than road transport. It was also realised that road links to the neighbouring countries were required for the development of trade, commerce, industry and other sectors. Taking these facts into consideration, the government had formulated the strategies for the development of the road network in the country. They were:

Establish road link from Kathmandu to the nearest Indian border town.



2 – 6

Construct the East-West Highway.

Construct a link road to China border i.e. Arniko Highway.

Establish link roads to economically vital centres within the country.

Construct access roads to regional, zonal and district headquarters through the

East-West Highway.

2.4.3 Extension of Road Network

The extension of road network has significantly increased after the advent of the democracy thereby increasing the road density of the country as well. Table 2.6 presents the length of roads according to pavement type and road density in Nepal from 1st Five Year Plan through 9th Five Year Plan. Table 2.6 : Extension of Road Network by Pavement Type and Road Density

Plan

Length of Roads, km Road Density (km)

Blacktop Gravel Earth TotalPer 10000

Population

Per 100 km2

land

2007 B.S. 5 83 288 376 0.47 0.26

2012 B.S. 137 122 365 624 0.74 0.44

First - - - 1193 1.25 0.84

Second - - - 2049 1.95 1.45

Third 821 435 1474 2730 2.37 1.88

Fourth 1549 667 957 3173 2.47 2.2

Fifth 2044 564 2332 4940 3.38 3.4

Sixth 2724 918 2283 5925 3.63 4.08

Seventh 3164 2243 3443 8851 4.65 6.01

Eighth 3655 3011 5048 11714 5.41 7.96

Ninth

(3 years only)

4522 3646 7140 15308 6.68 10.4

Source: 1. The Ninth Plan, 1998, National Planning Commission

2. Nepal Road Statistics, Final Report, June 2000, NEPECON

Despite the impressive progress made so far in the extension of road network, road density in Nepal is still less than those of other developing countries. The yearwise growth of strategic roads and total road length are given in Table 2.7.



2 – 7

Table 2.7 : Extension of National Road Network

Year Strategic

Roads(km)

(Growth)%

All Roads(km)

Growth (%)

2037 3536 5021 2038 3570 1.0 5270 5.0 2039 3683 3.2 5546 5.2 2040 3742 1.6 5717 3.1 2041 3793 1.4 5925 3.6 2042 3835 1.1 6039 1.9 2043 3850 0.4 6306 4.4 2044 3863 0.3 6611 4.8 2045 3933 1.8 6681 0.01 2046 3951 0.5 6706 0.0 2047 3958 0.2 8328 24.2 2048 4031 0.2 8851 6.3 2049 4112 1.8 9534 7.7 2050 4254 2.0 9781 2.6 2051 4310 3.5 10724 9.6 2052 4510 1.3 11237 4.8 2053 11714 4.2 2054 13223 12.9 2055 4740 13709 3.7 2056 13849 1.0 2057 4977 15308 5.6

Source: 1. Statistical Year Book of Nepal (Various Issues), CBS 2. Nepal Road Statistics (Various Issues), DOR 3. Nepal Road Statistics, Final Report, June 2000, NEPECON.

The growth of strategic roads was highest in 1994 (3.5%) and lowest during 1990 and 1991 (0.2%) only.

2.4.4 Current Status of National Road Network

The National Road Network comprises of National Highways, Feeder roads, Urban roads, District roads and Village roads. The National Highways together with the Feeder roads constitute the Strategic Road Network (SRN) of the country. The Strategic Road Network is the backbone of the National Road Network. The construction and maintenance of the strategic roads fall on the responsibility of the Department of Roads (National Transport Policy, 2001). While district roads together with village roads constitutes the District Road Network. At present the National Road Network has altogether 15,308 km roads including 4,522 km blacktop, 3,646 km gravel and 7,140 km earth roads.



2 – 8

Put alternatively, the National Road Network comprises 15308 km roads including 4977 km strategic roads, 1984 km urban roads and 8347 km district roads. Thus, the strategic, urban and district roads share 32.5%, 13% and 54.5% respectively in the National Road Network. Table 2.8 presents the detailed information about this network.

Table 2.8 : National Road Network by Pavement Type and Classification

for Development Regions

Development Region

Pavement Type

National Highways

Feeder Roads

District Roads

Urban Roads

Total

Eastern Blacktop 506 147 68 128 849 Gravel 117 69 652 146 984 Earth 45 90 1164.8 167 1466.8 Total 668 306 1884.8 441 3299.8

Central Blacktop 658 377 303.8 592.5 1931.3 Gravel 63 137.2 1057.8 315.2 1573.2 Earth 6 136.3 2314.9 182.3 2639.5 Total 727 650.5 3676.5 1090 6144

Western Blacktop 479 241 34 179 933 Gravel 7 96 230.5 49 382.5 Earth 0 130 992.1 123 1245.1 Total 486 467 1256.6 351 2560.6

Mid-Western Blacktop 341 40.2 15 19 415.2 Gravel 52 118.8 259 32 461.8 Earth 181 248.5 660.5 12 1102 Total 574 407.5 934.5 63 1979

Far-Western Blacktop 340 0 42.5 11 393.5 Gravel 0 79 145.5 20 244.5 Earth 148 123.8 406.8 8 686.6 Total 488 202.8 594.8 39 1324.6

Nepal Blacktop 2324 805.2 463.3 929.5 4522 Gravel 239 500 2344.8 562.2 3646 Earth 380 728.6 5539.1 492.3 7140 Total 2943 2033.8 8347.2 1984 15308

Source: Nepal Road Statistics, Final Report, June 2000, NEPECON.

2.4.5 Distribution of Roads

Because of varied topography and settlement patterns, the distribution of roads in all Development Regions and physiographic zones of the country is not even. The Central Development Region (CDR) has the highest road network followed by Eastern (EDR), Western (WDR), Midwestern (MWDR) and Far Western Development Regions (FWDR) of the country. Similarly, the Terai has the highest road network followed by hills and mountains. Furthermore, the distribution of roads in the same physiographic zones of



2 – 9

different Development Regions is also different. The road density per 10,000 population and 100 square km of land are 6.68 and 10.4 respectively in Nepal. The road density per 10,000 population in the mountains in CDR is 8.4, which is higher than the national average whereas FWDR has 3.07 only. The distribution of roads according to the Development Regions and physiographic zones is shown in Table 2.9.

Table 2.9: Length of Roads according to the Development Regions and Physiographic Zones

Development

Region

Physiographic

Zones

Road Length (km) Road Density (km)

BT GR ER Total

Length

per 10000

popn

Length

per 100

km2

EDR

Terai 671 797 872 2340 6.89 32.2

Hills 178 183 528 889 5.06 8.3

Mountains 0 4 66 70 1.64 0.71

Total 849 984 1466 3299 5.91 11.6

CDR

Terai 154 95 238 487 7.75 32.3

Hills 1120 509 1016 2645 7.66 10.3

Mountains 658 968 1386 3012 8.4 7.6

Total 1932 1572 2640 6144 7.76 14.8

WDR

Terai 397 290 156 843 4.78 16.0

Hills 536 93 1089 1718 5.82 9.2

Mountains 0 0 0 0 - -

Total 933 383 1245 2561 5.4 8.6

MDR

Terai 368 377 374 1119 9.03 15.3

Hills 47 85 728 860 5.72 6.3

Mountains 0 0 0 0 - -

Total 415 462 1102 1979 6.47 4.7

FWDR

Terai 208 178 215 601 6.37 12.4

Hills 185 67 348 600 7.4 8.9

Mountains 0 0 124 124 3.07 1.6

Total 393 245 687 1325 6.14 6.8

Nepal

Terai 2302 2610 3003 7915 7.05 23.3

Hills 2066 937 3709 6712 6.41 8.9

Mountains 154 99 428 681 3.9 1.3

Total 4522 3646 7140 15308 6.68 10.4

Source: Nepal Road Statistics, Final Report, June 2000, NEPECON



2 – 10

2.4.6 Strategic Road Network

The Strategic Road Network is the backbone of the National Road Network. Although the strategic roads constitute 33 percent of the National Road Network, it plays a very important role in terms of the movement of men and materials. The strategic roads have high traffic volume in comparison to district roads. At present, the Strategic Road Network consists of 15 National Highways and 51 Feeder roads totalling 4977 km. Definition of Strategic Road Network is given in Appendix I.7.

2.4.7 National Highways

There are 15 National Highways (NHs) in Nepal with total length 2943 km of about 3200, of which 2324 km (73%) is bituminous. The name, origin, destination and length of National Highways are illustrated in Table 2.10.

Table 2.10: Details of National Highways

No. Ref.No. Name Origin Destination Length (km)

1 H01 Mahendra RM Kakarbhitta Gadda Chauki 1,024

2 H02 Tribhuvan RP Tribhuvan Statue Birgunj 159

3 H03 Arniko RM Maitighar Kodari 113

4 H04 Prithivi RM Naubise Pokhara 173

5 H05 Narayanghat-Mugling Road Narayanghat Mugling 36

6 H06 BP Rajmarg Bitthmod Dhulikhel 205*

7 H07 Mechi RM Kechna Taplejung 267

8 H08 Koshi RM Rani Hile 111

9 H09 Sagarmatha RM Kadmaha Chowk Gaighat 28

10 H10 Siddartha RM Belhiya Pokhara 183

11 H11 Rapti RM Ameliya Musikot 196*

12 H12 Ratna RM Jamuniya Bangesimal 113*

13 H13 Karnali RM Birendranagar Jumla 210*

14 H14 Mahakali RM Mohana Bridge Darchula 320*

15 H15 Seti RM Sayaule Bazar Silgadhi 64

+ excluding section between Pathlaiya and Hetauda

* includes length of roads under construction or planned

Source: Nepal Road Statistics, Final Report, June 2000, NEPECON.

2.4.8 Feeder Roads

Feeder roads (FRs) include Feeder roads (major) and Feeder roads (minor). There are altogether 51 Feeder roads totalling 2034 km in length. The information about the length, origin and destination of the FRs is presented in Table 2.11.



2 – 11

Table 2.11: Feeder Roads of Nepal

S. No. Ref.No. Name (With Origin and Destination)

Development Region Total (km)

1 F01 Birtamod-Chandragadhi Eastern 13

2 F02 Damak-Gauriganj Eastern 22 3 F03 Bhardaha-Rajbiraj Eastern 18

4 F04 Rupani-Malhaniya Eastern 23

5 F05 Chaurahawa-Mardar Eastern 27

6 F06 Nawalpur-Malongwa Central 27

7 F07 Chandranigahapur-Gaur Central 44

8 F08 Birdaghat-Harpur Central 23

9 F09 Sunwal-Parasi Western 9

10 F10 Jitpur-Khunuwa Western 33

11 F11 Gorusinge-Sandhikharka Western 69

12 F12 Chanua-Krishnanagar Western 20

13 F13 Bhalubang-Rolpa via Chakchake Mid-Western 108

14 F14 Chakchake-Pyuthan Mid-Western 23

15 F15 Lamahi-Tulsipur via Ghorahi Mid-Western 47

16 F16 Bhurigaun-Gulariya Mid-Western 32

17 F17 Junga-Rajapur Mid-Western 28

18 F18 Birgunj-Kalaiya Central 12

19 F19 Bhainse-Bhimphedi Central 12

20 F20 Palung-Kulekhani Central 21

21 F21 Tripureshwor-Dhunche Central 117

22 F22 Balkhu-Dakchhinkali Central 16

23 F23 Satdobato-Tikabhairab Central 12

24 F24 Satdobato-Fulchowki via Godavari Central 22

25 F25 Maharajgunj-Budhanilkantha Central 5

26 F26 Chabahil-Sankhu Central 13

27 F27 Jorpati-Sundarijal Central 7

28 F28 Bhaktapur-Nagarkot Central 23

29 F29 Banepa-Khopasi Central 10

30 F30 Panchkhal-Helambu Central 31

31 F31 Dolalghat-Chautara Central 25

32 F32 Lamosangu-Ramechhap Central 130

33 F33 Tamakoshi-Jiri Central 38

34 F34 Malekhu-Dhading Central 20

35 F35 Ambukhaireni-Gorkha Central 25

36 F36 Dumbre-Besishar Western 43

37 F37 Bharatpur-Bypass Central 5

38 F38 Fikkal-Pashupatinagar Eastern 11

39 F39 Biratnagar-Rangeli Eastern 24

40 F40 Hile-Terathum Eastern 48

41 F41 Pokhara-Sarangkot Western 5

42 F42 Pokhara-Beni via Baglung Western 90

43 F43 Burtung-Tamghas Western 80

44 F44 Bhairahawa-Padaria Western 23

45 F45 Lumbini-Taulihawa Western 25

46 F46 Nepalgunj-Gulariya Mid-Western 35

47 F47 Chinchu-Jajarkot Mid-Western 107

48 F48 Surkhet-Dailekh Mid-Western 64

49 F49 Khodpe-Chainpur Far-Western 110

50 F50 Santbanj-JhulaghatFar-Western

42

51 F51 Silgadhi-SanfebagarFar-Western

67 Source: Nepal Road Statistics, Final Report, June 2000, NEPECON.



2 – 12

2.4.9 District Headquarters Without Road Connection

There are still 17 district headquarters with no road connection to date despite the priority

given by the government to connect them with road. These are shown in Table 2.12.

Table 2.12 : District Headquarters Without Road Connection

S. N. District Zone Development

Region

District HQs

1 Sankhuwasabha Koshi Eastern Khandbari

2 Bhojpur Koshi Eastern Bhojpur

3 Khotang Sagarmatha Eastern Diktel

4 Solukhumbu Sagarmatha Eastern Salleri

5 Manang Gandaki Western Chame

6 Mustang Dhaulagiri Western Jomsom

7 Rukum Rapti Mid Western Musikot

8 Dolpa Karnali Mid Western Dunai

9 Humla Karnali Mid Western Simikot

10 Mugu Karnali Mid Western Gamgadhi

11 Jumla Karnali Mid Western Jumla

12 Kalikot Karnali Mid Western Manma

13 Jajarkot Bheri Mid Western Jajarkot

14 Bajhang Seti Far Western Chainpur

15 Bajura Seti Far Western Martadi

16 Achham Seti Far Western Mangelsen

17 Darchula Seti Far Western Darchula

2.4.10 Target and Progress of Road Construction

Physical target and progress in new construction of the roads during Sixth, Seventh and

Eighth Plans are shown in Table 2.13. During the Seventh Plan, only 59 percent progress

was achieved with the construction of 1169 km (207 km BT, 659 km GR and 303 km ER) of

roads in total against the target of 1981 km (43 km BT, 734 km GR and 815 km ER).

Achievements according to the above road categories were 48%, 90% and 37%.

respectively. 15 bridges were constructed against the target of 23 bridges.



2 – 13

Table 2.13 : Target and Progress in 7th, 8th and 9th Plans

Target

(km)

Progress

(km) Percent

The Seventh Plan

Blacktop 432 207 48

Gravel 734 659 90

Earthen 815 303 37

Total 1981 1169 59

The Eighth Plan*

Blacktop 187 491 263

Gravel 379 768 203

Earthen 1212 1604 132

Total 1778 2863 161

The Ninth Plan**

Blacktop 740 465 62

Gravel 1225 1065 87

Earth 952 1067 112

Total 2917 2596 89

* Progress of the Eighth Plan includes the construction of roads which are

not planned.

**Estimate based on the progress during first three years of the Ninth Plan

Sources: 1. Annual Progress Reports

2. Economic Survey (Various Issues), Ministry of Finance

A significant progress was made in the construction of roads during the Eighth Plan. During this plan, 2863 km of roads, which included 491 km blacktop, 768 km gravel and 1604 km earth roads, were constructed against the target of 1778 km including 187 km blacktop, 379 km gravel and 1212 km earth roads. However, these figures also included the construction of not planned roads. Thus, 161 percent (including the construction of unplanned roads) progress was achieved against the target of the plan. Similarly, 50 bridges were constructed against the target of 25 bridges thereby representing 200 percent progress against the target.

The target and achievement in the construction of roads in the first three years of the current Ninth Plan is presented in Table 2.14. It reveals that it may not be possible to achieve the stipulated target during this plan. It is estimated that about 89% progress will be achieved during this plan.



2 – 14

Table 2.14: Target and Progress of Construction of Roads in First Three Years of the Ninth Plan

Road

Category

Target of

the Ninth

Plan (km)

Progress (km) Progress in

the Ninth

Plan* (km)

Progress in

Percentage 2054/55 2055/56 2056/57

Total in

the First

Three

Years

Blacktop 740 131 69 80 279 465 62

Gravel 1225 182 221 235 639 1065 87

Earth 952 208 197 235 640 1067 112

Total 2917 521 487 550 1558 2596 89

*Estimate for the entire Ninth Plan period based on the progress during the first three

years

Source: 1. The Ninth Plan, 1998, National Planning Commission

2. The Annual Progress Reports

Chapter – 3 : Mobilisation of Financial Resources

Twenty Year Road Plan 3 – 1

CHAPTER – 3 3. MOBILISATION OF FINANCIAL RESOURCES 3.1 Background

Almost all developing countries face the paucity of adequate resources for developing as well as maintaining an appropriate road network. The pace of development of the road network, therefore, is determined by the availability of resources in a country. As the resource base is narrow, it may take several years to develop and implement a required appropriate road network with an adequate maintenance system in developing countries like Nepal.

3.2 The Historical Perspective 3.2.1 Expenditure in Previous Plans

Since the initiation of the planned approach to economic development in Nepal in 1956, the transport sector, roads sub-sector in particular, has received priority in all previous periodic plans. Accordingly, budgets have been allocated and spent in the roads sub-sector. Similarly, the roads sub-sector has received a significant portion of the total foreign assistance in the country. Table 3.1 shows the actual development spending planwise.

Table 3.1: Actual Development Spending, from Plan I to Plan VIII

(Mil. Rs. at Current Prices)

5 year Plan

Total Public

Spending

(1)

Spending in

Transport

(2)

Spending in Roads

(3)

Spending in Bridges

(4)

Roads Sub-

Sector Total (5)

Share of (2) in (1)

(%)

(6)

Share of (5) in (1)

(%)

(7)

Share of (5) in (2)

(%)

(8) Plan I 330 87.2 n.a. n.a. 54 26.4 16.4 61.9Plan II 670 86.2 n.a. n.a. 63.4 12.9 9.5 73.5Plan III 1740 631.2 n.a. n.a. 557.3 36.3 32.0 88.3Plan IV 2570 1370.5 n.a. n.a. 1061.1 53.3 41.3 77.4Plan V 8828.4 2368.4 1844.2 121.9 1966.1 26.8 22.2 83.0Plan VI 22092.5 3817.3 2774.7 250 3024.7 17.3 13.7 79.2Plan VII 48345.5 6365.0 4799.3 300.8 5100.1 13.2 10.5 80.1Plan VIII 111919.8 20491.5 15379.7 1693.8 17073.5 18.31 15.26 83.32Grand Total

196496.2 35217.3 24797.9 2366.5 28900.2 17.9 14.7 82.0

Source: Various Plan Documents, National Planning Commission

It is evident that out of Rs. 196.5 billion, total development expenditure in 8 plans completed so far, about Rs. 35.3 billion was spent in the transport sector and Rs. 28.9 billion was spent in the roads sub-sector for the development of roads. This shows that the roads sub-sector accounts for 14.7 percent of the total development budget and 81.9 percent of the development expenditure in transport sector during that period. The share of



roads sub-sector expenditure in total development expenditure during the period varied from 9 per cent in the Second Plan to 41 per cent in the Fourth Plan. Similarly, the share of roads sub-sector expenditure in the transport sector expenditure in that period varied from 61 per cent in the First Plan to 88 per cent in the Fifth Plan. The growth of public spending from Plan I to Plan VIII in the roads sub-sector is presented in Table 3.2.

Table 3.2 : Growth of Public Spending

(Growth in Percentage over Previous Plan) Total Public Spending

Spending in Transport

Spending in Roads

Spending in Bridges

Spending in Roads Subsector

Plan II 103.0 -1.1 n.a. n.a 17.4Plan III 159.7 632.3 n.a. n.a 779.0Plan IV 47.7 117.1 n.a. n.a 90.4Plan V 243.5 72.8 n.a. n.a 85.3Plan VI 150.2 61.2 50.5 105.1 53.8Plan VII 118.8 66.7 72.9 20.3 68.6Plan VIII 131.5 221.9 220.4 463.1 234.7Average 136.4 167.3 114.6 196.2 189.9

The growth rate of expenditure in the roads sub-sector in the previous plans is of fluctuating nature. The rate of growth at current prices varies from 17 percent in the Second Plan to 779 percent in the Third Plan. The second highest growth rate is observed in the Eighth Plan, which is 234 percent increase over the previous plan. On the whole, the average growth rate of public spending on roads is about 189 per cent per plan at current prices during the 8 previous periodic plans, while that of total public spending is 136 per cent. Thus, the spending in roads has surpassed the growth rate of total public spending made so far during the previous 8 plans.

3.2.2 Budget Allocation Trend in Roads Sub-sector

Resource allocation for the roads sub-sector consists of regular and development budgets. The regular budget takes into account the routine maintenance and administrative expenses. This is spent centrally, at regional level and also at the division level. On the other hand, the development budget consists of programmes for new construction, upgrading and rehabilitation, recurrent and periodic maintenance of roads and bridges, equipment purchase and training, etc. According to the DOR, the annual roads sub-sector budget from 1991 through 1999 increased by 12 %; while its' share in the total national budget declined from 10 % during 1991-1992 to about 8 % during f.y. 1998-1999. If this trend continues, the total annual budget of the road sector is expected to be Rs.6.01 billion by the end of Ninth Plan (Year 2059). The study of the level, growth and composition of the budget for roads indicates that budget allocation is characterised by a large number of construction projects (ongoing and new undertakings) which are persistently under-funded. Consequently, the budget allocation per project has been declining alarmingly over the years. The analysis of the budget allocation for roads highlights the urgent need to concentrate on resource allocation



in a limited number of prioritised road projects with clearly identifiable benefits. This requires the allocation of adequate funds to the prioritised roads and bridges to ensure that the projects are completed within a reasonable period of time. Development budget allocation and expenditure during the period 2051-2057 are summarised in the Table 3.3 and Table 3.4. During this period, reconstruction/rehabilitation and maintenance of roads were the major items which received about 53 percent of roads budget. Construction of new roads was the next major item which received one third of roads budget. The share of foreign assistance in the roads total budget was about two thirds (grant 27 percent and loan 39 percent) and the remaining was financed by HMG's own sources.

Table 3.3: Annual Allocation of Development Budget by Activities, 2051-2057

(Mil. Rs.)

Headings 2051/52 2052/53 2053/54 2054/55 2055/56 2056/57 2057/58

Highways 268.600 270.500 324.305 340.000 390.263 595.482 985.570

Feeder Roads 669.000 654.200 604.185 770.245 842.500 1009.869 1352.720

Tourism Roads 0 0 0 8.000 8.000 14.000 31.000

Urban Roads 80.000 71.000 90.000 72.000 60.000 80.000 71.500

Maintenance and

Reconstruction

1685.500 2305.008 2814.741 2833.963 3328.250 2657.051 1847.520

Bridges 313.300 409.900 442.745 505.000 428.513 317.890 697.400

Miscellaneous 48.700 286.845 289.625 119.115 79.000 97.320 157.075

Total 3065.100 3997.453 4565.601 4648.323 5136.526 4771.612 5142.785

Table 3.4: Annual Actual Expenditure, 2052-2057

(Mil. Rs.)

Headings 2052/53 2053/54 2054/55 2055/56 2056/57 2057/58+

Highways 206.993 1162.473 820.690 413.552 457.033 985.570

Feeder Roads 594.082 412.634 638.031 612.311 802.701 1352.720

Tourism Roads 0 0 5.496 11.727 12.670 31.000

Urban Roads 60.253 70.693 75.290 59.997 64.000 71.500

Maintenance and

Reconstruction

1897.661 2962.557 3035.991 3184.708 2289.246 1847.520

Bridges 293.373 226.712 317.890 322.533 608.726 697.400

Miscellaneous 45.059 144.304 97.320 66.860 85.255 157.075

Total 3097.421 4979.373 4990.708 4671.688 4319.631 5142.785

Source: “Red Book” (Various Issues), Ministry of Finance

Note: + Allocated Table 3.5 illustrates the trend of budget allocation on routine maintenance of roads during the period between 2051 and 2058.



Table 3.5: Budget Allocation for Routine Road Maintenance

(Mil. Rs.) Fiscal Year Regular 2051/52 402052/53 38.62053/54 402054/55 402055/56 402056/57 302057/58 302058/59 30

Source: "Red Book" (Various Issues), Ministry of Finance

As can be seen from Table 3.5, the budget allocation for routine maintenance of the roads has decreased slowly in real terms during this period. Given the extension of road network and increase of labour cost, it is necessary to raise the budget for routine road maintenance in proportion to the increase in cost.

3.2.3 Foreign Assistance in Roads Sub-sector

Foreign assistance has played a significant role in the development of the country in general and for the development of the roads sub-sector in particular. The significant portion of foreign assistance has been mobilised for the development of road network in Nepal. Most of the roads that form part of Strategic Road Network of the kingdom were constructed with foreign assistance. Lately, foreign assistance has been mobilised not only for the construction of new roads but also for the maintenance, upgrading, rehabilitation and reconstruction works. Nepal has heavily relied on the foreign assistance for financing the development as well as maintenance of the road network and this dependency is on the increase over the years. During the initial years of the planned endeavour for economic development, infrastructure sectors received more foreign assistance than social service sectors . But later, the trend of sectoral distribution of foreign assistance reveals that there is a noticeable shift from giving priority to the physical infrastructure sectors like roads to social and allied sectors.

The inflow of foreign assistance was quite erratic up to f.y. 2029-30, but thereafter a consistently increasing trend for supporting roads development has been witnessed. In the 2030's and 2040's, foreign assistance has been at the level of supporting about two-thirds of Nepal’s roads budget (World Bank, 1993).

The budget allocation with sources for the last 8 years is presented in Table 3.6. Table 3.7 indicates the proportion of sources itemwise for last 2 years. The foreign assistance in the roads sub-sector at current prices has increased from around Rs. 1.3 billion in f.y. 2048/49 to over Rs. 3.16 billion in f.y. 2056/2057, representing an annual average increase of almost 14 percent. The share of foreign assistance in total roads budget ranged between 51 per cent in f.y. 2048/49 to 67.5 per cent in f.y. 2055/56.

Besides the large proportion of foreign assistance, the ratio of foreign loan to grant is steadily increasing.

In spite of a noticeable shift in the priority of the foreign assistance to social services, it is anticipated that the volume of foreign assistance in the total roads budget will remain at the current level in future also.



Table 3.6 : Budget Allocation with Sources (Mil. Rs.)

Item 2048/49 049/50 2050/51 2051/52 2052/53 2053/54 2054/55 2055/56 Road Development 2400 2800 2634 3115 3887 4667 4662 5145

Regular Budget 161 118 118 148 174 172 178 184 Total Road Budget 2561 2927 2751 3264 4061 4839 4840 5328

HMG-Contribution 1246 1126 947 1012 1725 1706 1713 1733

Donor's Contribution 1315 1793 1816 2156 2321 3132 3127 3595

[ % ] [ 51.35 ] [ 61.26 ] [ 66.01 ] [ 66.01 ] [ 57.15 ] [ 64.73 ] [ 64.60 ] [ 67.47 ] Total National Budget 264118 30898 33597 39060 46542 50724 57707 69693

% Allocation on Road [ 9.69 ] [ 9.47 ] [ 8.19 ] [ 8.36 ] [ 8.73 ] [ 9.94 ] [ 8.39 ] [ 7.65 ]

Source : Department of Roads, Ministry of Finance and Priority Investment Plan

Table 3.7: Itemwise Budget Allocation with Sources

Year 2054-2055 (Mil.Rs.)

Item Total HMG Foreign Grant Foreign Loan A. Regular Expenditure - MOWT - DOR - Routine Maintenance - Dept. of Transport Management

178 5

156 40 16

178 5

156 40 16

- - - - -

- - - - -

B. Development Expenditure : - New Construction % - Reconstruction and Maintenance % - Bridges % - Miscellaneous % Grand Total

4662 1190

[ 25.53 ] 2834

[ 60.78 ] 505

[ 10.83 ] 133

[ 2.86 ] 4840

1536 625

[ 52.55 ] 728

[ 25.69 ] 129

[ 25.52 ] 53

[ 30.90 ] 1713

1114 281

[ 23.61 ] 509

[ 17.96 ] 321

[ 63.39 ] 3

[ 1.88 ] 1114

2013 284

[ 23.84 ] 1597

[ 56.35 ] 55

[ 10.89 ] 78

[ 58.22 ] 2013

Year 2055-2056 Item Total HMG Foreign Grant Foreign Loan

A. Regular Expenditure - MOWT - DOR - Routine Maintenance - Dept. of Transport Management

184 5

161 40 17

184 5

161 40 17

- - - - -

- - - - -

B. Development Expenditure : - New Construction % - Reconstruction and Maintenance % - Bridges % - Miscellaneous % Grand Total

5145 1301

[ 25.28 ] 3328

[ 64.69 ] 429

[ 8.33 ] 87

[ 1.69 ] 5328

1550 505

[ 38.84 ] 833

[ 25.01 ] 156

[ 36.40 ] 56

[ 64.37 ] 1733

1225 266

[ 20.45 ] 670

[ 20.13 ] 268

[ 62.43 ] 21

[ 24.14 ] 1225

2370 530

[ 40.71 ] 1826

[ 54.86 ] 5

[ 1.17 ] 10

[ 11.49 ] 2370

Note : Number in parentheses denotes % of the total

Source:DOR, Ministry of Finance,Foreign Aid Division and Economic Survey Report-2056.



3.3 Analysis of Development Budget for FY 2057/58

The overall allocation of the development budget in FY 2057/58 is presented in Table 3.8. This shows the main activities and funding sources of the development budget in that fiscal year. The total budget is Rs.5326.16 million of which Rs. 5142.78 million (96.6%) is allocated for the development budget. The remaining Rs. 183.37 million (3.4%) is the regular budget. Of the development budget, 28% has been proposed to be financed from the foreign loans, 33% from the foreign grants, and the remaining from HMG's own source.

Table 3.8: Development Budget Allocation in FY 2057/2058

(Mil Rs.)

Activities HMG Foreign Rs. Total

Rs. % Grant % Loan % Total % Rs. % New Construction and Upgrading

848.890 17 998.500 19 593.400 12 1591.900 31 2440.790 47

a) National Highways

293.270 6 436.500 8 255.800 5 692.300 13 985.570 19

b) Feeder Roads

527.620 10 504.500 10 320.600 6 825.100 16 1352.720 26

c) Tourism Roads

6.500 0 7.500 0 17.000 0 24.500 0 31.000 1

d) Urban Roads 21.500 0 50.000 1 0 0 50.000 1 71.500 1Reconstruction & Maintenance

659.820 13 544.900 11 642.800 12 1187.700 23 1847.520 36

Bridges 386.700 8 136.600 3 174.100 3 310.700 6 697.400 14Miscellaneous 91.675 2 37.400 1 28.000 1 65.400 1 157.075 3Total 1987.085 39 1717.400 33 1438.300 28 3155.700 61 5142.785 100

Source: "Red Book", 2000, Ministry of Finance

3.4 Future Funding Opportunities 3.4.1 Foreign Assistance

Foreign assistance contributes about two thirds of the total roads development budget and expenditure during the recent years. It is expected that the foreign contribution to the roads development budget will remain at the current level during the Tenth Plan also. It is rather difficult to estimate the volume of foreign contribution in later plans. However, it is assumed that foreign assistance will be available for upcoming plans as well in the same scale. Based on the commitments already made, the sources of foreign assistance and the cost of road development projects are presented briefly below:

• World Bank/IDA : Periodic maintenance, upgrading, new construction and

rehabilitation of roads under Road Maintenance and Development Project, • ADB : Upgrading and maintenance of the existing road network under Road

Network Development Project, • India : Construction of Mahendranagar-Tanakpur link road, • China : Construction of Syaprubeshi - Rasuwagadhi road, • UK : Construction of Hile -Bhojpur and Basantpur - Khandbari roads,



• Switzerland : Maintenance of Arniko Highway and maintenance capability building of the DOR (SMD Process),

• Japan : Construction of Dhulikhel-Sindhuli-Bardibas road

3.4.2 Road Fund

The Road Fund Board Act has already been approved by His Majesty's Government for creating a mechanism for charging fee from road users and earmarking fund for the maintenance of roads. In this light, work is in progress for the establishment of a Road Fund Board under this Act consisting of public and private representatives.

The sources of the revenue as per the proposed Road Fund are the following:

• fuel levy on diesel and petrol, • road tolls, • vehicle license fee, • international transit fees, etc.

According to the estimate made by Road Management and Finance Reform Implementation Committee (RMFRIC) in 2057, the breakdown of revenue for the F.Y. 2057/2058 is as follows:

• Petrol levy at Rs. 2.0 per litre Rs. 120 million

• Diesel levy at Rs. 1.5 per litre Rs. 500 million

• Road toll Rs. 192 million

• Vehicle license fee Rs. 70 million

• Counterpart funding by districts and municipalities Rs. 118 million

Total Rs. 1,000 million

The revenue collected in the Road Fund is proposed to be spent on the following activities:

• Routine, recurrent, emergency and periodic maintenance of all roads, initially roads under SRN,

• Road rehabilitation, reconstruction and upgrading,

• Counterpart funding for donor financed road maintenance activities,

• Selected road safety programmes,

• Enforcement of axle load control measures,

• Research related to maintenance and rehabilitation of roads,

• Administrative expenses of the Board.

Given the projected growth in the sale of the petroleum products and vehicles each year, the revenue in the Road Fund is estimated to grow by 10 percent per annum. The present study indicates that the traffic growth is expected to be 6% in an average. Based on that indication, the Road Fund Revenue will increase by 6% per annum. The estimate of the total revenue from the proposed Road Fund in the above two scenarios are summarised in Table 3.9 below.



Table 3.9: Estimate of Total Road Fund Revenue (Mil. Rs.) at 2057 Prices

Plan

At 10% Growth Rate

p.a.

At 6% Growth Rate

p.a. X 7387 6334 XI 11897 8476 XII 19160 11343 XIII 30858 15179

Total 69303 41332 The annual estimate of the revenue of the Road Fund is given in Appendix V.1.

3.4.3 HMG Contribution

During the recent years, HMG has been contributing about one third of the total roads development budget. Given the shift of donors' emphasis away from the infrastructure sectors to the social sectors, HMG's contribution can be expected to increase.

Two scenarios are investigated for the projection of the availability of the budget for the 20-Year Plan period. (i) HMG's budget remains in the same scale as it is at present. (ii) HMG's budget contribution will increase by 2 % per annum considering the

responsiveness of the roads development budget to the GDP targeted growth rate. Planwise estimates for two cases are presented in Table 3.10. The annual estimates are presented in Appendix V.2.

Table 3.10 Projection of HMG's Component of Roads Development Budget, at 2057 prices,

(Mil. Rs.) Plan at 2 % growth rate p.a at no growth/stage

X 10758 10134XI 11878 10134XII 13114 10134XIII 14479 10134

Total 50229 40536

3.4.4 Private Sector Finance

Till now, the private sector has not come forward for the investment in roads. This is understandable as the investment in this sector is not so lucrative due to many uncertainties. In this situation, it is but natural that the private sector should be very reluctant to invest in this sector. Initially, it is advisable that the Government should join hands with the private sector on the basis of public-private partnership in investing in the construction, maintenance and operation of roads considering these activities as pilot projects. Once the private sector becomes confident, then it will start investing in the road sector on Build-Operate-Transfer (BOT) system.



According to a study undertaken by NEPECON for the MOPPW, the followings roads have been identified as potential ones for private sector financing.

• Kathmandu -Terai direct links,

• Kathmandu -Naubise Alternative road,

• Bypass and some urban roads,

• Kathmandu-Outer Ring Road,

• Janakpur -Jayanagar Road,

• Birgunj Multimodel Road.

Among the above identified roads, the Kathmandu-Terai direct link is the most promising one for public-private investment at the moment.

A detailed feasibility study should be conducted before inviting private investors for investing in the above mentioned road project under BOT concept.

3.4.5 Other Sources for Roads Sub-sector Revenue

In the context of the shortage of resources and heavy dependency on the foreign

assistance to develop and maintain the road network appropriately, it may be necessary

to seek other sources of finance for the development of the road network in Nepal. The

other possible sources can be:

• Land development tax,

• Lease land of the Right of Way (ROW),

• Revenues from auction of trees/timber, fruit, etc located within the ROW.

Leasing land out of the ROW will not only generate additional revenue but will also protect it from encroachment. It will also help to prevent the opening of unauthorised access through it.

3.5 Projection of Availability of Fund in Roads Sub-Sector

Based on the above projections, the planwise availability of budget from different sources are considered in two scenarios:

a. The availability of fund from HMG's contribution increasing at 2% per annum and Road Fund revenue at 6% per annum is presented in Table 3.11.

Table 3.11: Projected Availability of Fund (Mil. Rs.)

Plan 10 11 12 13 Total

HMG Budget 10758 11878 13114 14479 50229

Road Fund 6334 8476 11343 15179 41332

Donors' Contribution 7500 - - - 7500

Total 24592 20354 24457 29658 99061



b. The availability of the fund from HMG's contribution increasing at 2% per annum and Road Fund revenue at 10% per annum is presented in Table 3.12.

Table 3.12: Availability of Fund (Mil. Rs.)

Plan 10 11 12 13 Total HMG Budget 10758 11878 13114 14479 50229 Road Fund 7387 11897 19160 30858 69303 Donors' Contribution 7500 - - - 7500 Total 25645 23775 32274 45337 127032

3.6 Fund Requirement

The estimated costs for new construction, maintenance and rehabilitation of roads and bridges as well as the upgrading of roads are shown in the following tables.

The planwise summary of these costs (expenditures) are presented in Table 3.13.

Table 3.13 : Summary of Expenditures (Financial Plans)

(Mil. Rs.)

Plan 10th 11th 12th 13th Total Extension of the Network

13560 7735 7860 6998 36153

Improvement of the Network

8959 8373 8074 8238 33644

Maintenance and Rehabilitation of Roads

5826 6565 7105 8064 27560

New Construction and Maintenance of Bridges

3842 2410 1429 1500 9181

Grand Total 32207 25103 24488 24820 106618

The planwise fund availability and expenditure is presented below in Table 3.14.

The 3.14: Planwise Summary of Available Fund and Expenditure (Mil. Rs.)

Plan 10th 11th 12th 13th Total Availability of Fund Scenario (a) Scenario (b)

24592 25645

20354 23775

24457 32274

29658 45337

99061

127032 Expenditure 32207 25103 24488 24820 106618 Excess/Deficit (a) Scenario (b) Scenario

-7615 -6562

-4749 -1328

-31 +7786

+4838 +20517

-7557 +20414

The planwise graphical representations of the available fund and expenditure in the 20-Year Plan for the above two scenarios are shown in Figures 3.1 and 3.2.



It can be seen from the above tables that in the case of (a) the expected availability of fund will not be sufficient to cover the planned expenditure for three consecutive Plans (10th, 11th and 12th) without the additional assistance from the donors. And in the case of (b) the additional assistance from donors is necessary for the first two Plans (10th and 11th). Besides, the Road Fund will have to contribute to the maintenance of local roads (district and urban). This will naturally reduce its contribution to the maintenance, rehabilitation and upgrading of the strategic roads. In this context, it is quite evident that the Nepalese private sector should be induced to invest in the road sector in order to reduce the dependency on the foreign donors.

In case, the available fund will not be sufficient to finance the implementation of the plan, it is suggested that the plan of upgrading of roads linking the district headquarters should be scaled down in the initial plans and increased in the later plans to make adjustment with the availability resources.

Chapter – 4 : Development of Strategic Road Network (SRN)


4 – 1

CHAPTER – 4 4. DEVELOPMENT OF STRATEGIC ROAD NETWORK (SRN) 4.1 Objectives of the Development of SRN The objectives of the development of SRN (See Appendix I.7 for Definitions) in 20-Year Road Plan are:

Strengthening political and administrative linkages,

Poverty alleviation,

Development and utilisation of social, economic and cultural potentials,

Minimisation of total transportation cost,

Minimisation of adverse effects on the environment.

4.2 Strategies for the Achievement of the Objectives The strategies adopted for realising each objective are given below separately. 4.2.1 Strengthening Political and Administrative Linkages

The district headquarters (DH) of a district is a centre of all political and administrative activities of the district. When a road connects the district headquarters with the SRN, communication of the district with the rest of the country becomes easy. This will have a positive effect on the mobility and socio-economic activities of the people of the district. Above all, this will generate positive thinking, nationality and the feeling of unity among the people, which is very important for national integration. There are some DHs close to the northern border of Nepal. The establishment of road link with border areas of the neighbouring country will facilitate the trade between the two countries. This will enhance the living standard of the people in those areas. Furthermore, these roads will help promote the tourism industry of the country.

For materialising of these ideas, the following strategies are adopted:

• Connect by road unconnected DHs with SRN,

• Provide road connections to unconnected DHs/growth centres with the adjacent road

network of the neighbouring country.



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4.2.2 Poverty Alleviation Road network functions as a catalytic agent to promote socio-economic activities in other sectors like agriculture, trade and commerce, industries etc and also plays an important role in poverty reduction. People get employment in construction and maintenance of the road network. At the same time it also facilitates other sectors to generate employment in their own areas. This emphasises the need that other sectors should also come up with their own programmes along with the construction of the road. Employment is one of the main factors contributing to poverty alleviation. For this, there should be a policy to develop roads in undeveloped areas with maximum use of local labour, materials and expertise. The construction of roads in stages through labour-intensive method will be a suitable option for this purpose. For the implementation of this policy, necessary amendments in the existing rules, regulations and procedures may be required. Similarly, some amendments in the rules and regulations are required for introducing a new culture-industrial culture among the labour class people for engaging them in various economic activities: The following strategies are adopted to achieve the objective of poverty alleviation:

• Develop SRN in undeveloped areas,

• Maximum use of indigenous consultants and technology,

• Maximum use of local labour, materials and expertise,

• Create favourable environment for maximum use of local labour, materials and

expertise.

4.2.3 Development and Utilisation of Social, Economic and Cultural Potentials

In many areas of Nepal, the social, economic and cultural potentials have not yet been explored. Due to the absence of road network, the potentials that are explored are not developed and used. Such potentials exist in the sectors of religion, mines, agriculture, forestry, hydropower, natural beauties, cultural heritage, trade and industry and so on. If viable road network is developed in those areas, it will generate income for the people and to the nation as a whole. This will provide a firm platform for further development in other areas also. Therefore, the strategy is to provide road access to the:

• Centres of pilgrimage and religion,

• Areas of hydropower potential,

• Growth centres of trade, industry and commerce,

• Centres of tourism and recreation,

• Areas of agricultural potentials,

• Areas of mines and other resources and,



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• Attract private investors in the construction, maintenance as well as operation of SRN.

4.2.4 Minimise Total Transportation Cost

Due to complex geographical features of the country and the diverse weather conditions of the country, reduction of transportation cost is a big challenge. The construction and the maintenance costs of road in such difficult areas are very high and the volume of the traffic on those roads is low. It is obvious that for the reduction of the total transportation cost, efforts should be made to lower the costs of the construction and maintenance of the road and at the same time the volume of the traffic should be increased on the roads, For this, traffic generating activities in other related sectors like agriculture, tourism, trade and industry etc. need to be intensified. For the reduction in the costs of the construction and the maintenance of the strategic roads, the following strategies are adopted:

• Project the volume of traffic on the road, identify rational level of service to be

provided and corresponding road standard,

• Adopt the philosophy of stage construction, if otherwise not warranted,

• Adopt norms, standards and designs that are friendly with the environment,

• Use maximum local materials, labour and expertise in all stages of design,

construction and maintenance,

• Minimise traffic congestion and delays.

4.2.5 Minimise Adverse Effects on the Environment Road construction is an introduction of a new element in nature. Therefore, some adverse effects on the environment are unavoidable. These effects should be minimised and kept within the limit through rational planning and design based on suitable norms and standards and the use of appropriate construction technology. The adaptation of this approach will not only make the road conducive to environment, but will also contribute in to the reduction of the overall transportation cost. The following strategies are adopted to achieve this objective;

• Adopt norms, standards and design friendly with the environment,

• Use the construction materials and technology having least adverse effects,

• Assess the probability and magnitude of the adverse effects and apply suitable

mitigation measures.



4 – 4

4.3 Development Programmes Within the framework of the objectives and corresponding strategies, definite programmes have been worked out. These programmes are given below.

It is to be noted, however, that some programmes given under certain objective may be equally related to other objectives as well.

4.3.1 Strengthening Political and Administrative Linkages 4.3.1.1 Connect by Road Unconnected DHs with SRN

The roads planned for connecting unconnected DHs with SRN are presented in Table 4.1.

Table 4.1 : Roads Planned for Connecting Unconnected DHs

S.

No. Name of the Roads/Sections Category

Length (km)

District Headquarters

Districts

1 Piluwa Khola- Khandwari FR 38 Khandwari Sakhuwasabha 2 Gaighat – Diktel FR 100 Diktel Solukhumbu 3 Lguwaghat – Bhojpur FR 54 Bhojpur Bhojpur 4 Okhaldhunga – Salleri FR 43 Salleri Solu 5 Khudi – Chame FR 65 Chame Manang 6 Beni – Jomsom FR 80 Jomsom Mustang 7 Jajarkot – Dunai FR 144 Dunai Kalikot 8 Tila – Jumla FR 72 Jumla Jumla 9 Tila – Manma FR 20 Manma Kalikot 10 Jumla – Gamgarhi FR 50 Gamgarhi Mugu 11 Gamgarhi – Simikot FR 110 Simikot Humla 12 Babla – Martadi FR 28 Martadi Bajura 13 Chamelia – Darchula FR 17 Darchula Darchula 14 Chhinchu – Jajarkot FR 18 Jajarkot Jajarkot 15 Salyan – Musikot FR 18 Musikot Rukum 16 Sanfe – Mangalsen FR 13 Mangalsen Achham 17 Khodpe – Bajhang FR 21 Chainpur Bajhang Total 891 km

4.3.1.2 Provide Road Connections to Unconnected DHs/Growth Centres with the Adjacent

Road Network of the Neighbouring Country

Road connections from the Nepalese border with China to DHs/important places

adjacent to the China border have been identified. They are presented in Table 4.2.



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Table 4.2 : Roads to Connect Unconnected DHs with China Border

S.No Names of the Roads/Sections Category Length (km) Remarks

1 Taplejung – Olangchungola – China Border

FR 192

2 Khandwari – Kimathanka – China Border

FR 290

3 Dolkha – Singti – Lamabagar – China Border

FR 88

4 Syaprubesi – Rasuwagarhi – China Border

FR 22

5 Jomsom – China Border FR 115 6 Simikot – China Border FR 88 Total 795 km

4.3.2 Poverty Alleviation 4.3.2.1 Develop SRN in Undeveloped Areas

The roads connecting unconnected DHs, Mid Hill East West Highway (MHEWH), Hulaki roads and some other important roads come under this strategy. Roads planned under this strategy are presented in Table 4.3. Roads linking unconnected DHs are already shown in Table 4.1.

Table 4.3 : Roads Planned for Poverty Alleviation

S.

No. Name of the Roads/Sections Category Lengths (km) Remarks

1 Phidim – Terhathum NH 76 Parts of Mid-Hill East-West Highway (MHEWH)

2 Bhojpur – Diktel NH 83 3 Diktel – Halesi NH 64 4 Halesi – Hilepani – Tokselghat NH 45 5 Tokselghat – Khurkot NH 77 6 Baglung – Bametaksar NH 75 7 Bametaksar – Burtibang NH 34 8 Burtibang – Talkot – Lukumgaun NH 53 9 Lukumgaun – Jajarkot NH 127 10 Kuralu(Chhinchu – Jajarkot Road) –

Badabhairab NH 26

11 Tult – Chalsa – Banatoli – Kalika NH 74 12 Dodhara-Chandani FR 20 Administrative

Link 13 Hulaki Road ♣

(E-42, C-115, W-18, MW-28, FW –31)

FR

234 Postal road in different development regions

Total 988 km

♣ E, C, W, MW and FW stand for Eastern, Central, Western, Midwestern and Far Western Development Regions respectively. The figure indicates the road length in the respective Development Regions.



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The following strategies and the strategies discussed under 4.3.4 and 4.3.5 are applicable to all programmes identified here.

4.3.2.2 Maximum Use of Indigenous Consultants and Technology 4.3.2.3 Maximum Use of Local Labour, Materials and Expertise 4.3.2.4 Create Favourable Environment for Maximum Use of Local Labour, Materials and

Expertise 4.3.3 Develop and Utilise Social, Economic and Cultural Potentials 4.3.3.1 Provide Access to the Centres of Pilgrimage and Religion

The roads planned under this strategy are given in Table 4.4.

Table 4.4 : Access Roads to the Centres of Pilgrimage and Religion

S. No.

Name of the Roads/Sections Category Length

(km) Remarks

1 Ramdhuni – Chatara – Dharan FR 5 These roads are important from tourist point of view also

2 Greater Janakpur Area Circumambulatory Road

FR 80

3 Jomsom – Muktinath FR 26 4 Lumbini Circumambulatory Road FR 12 5 Bhingri – Swargadwari FR 7 6 Dang – Swargadwari FR 45 Total 175 km

4.3.3.2 Provide Access to the Areas of Hydropower Potentials Roads planned under this strategy are presented in Table- 4.5

Table 4.5 : Access Roads to the Areas of Hydropower Potentials

S.

No. Name of the Roads/ Sections Category

Length (km)

Remarks

1 Nunthala – Lamidanda – Namche Bazar

FR 115 These roads are important from tourist point of view as well.

2 Manma – Gadwali FR 483 Patan – Pancheswor FR 62 Total 225 km

4.3.3.3 Provide Access to the Growth Centres of Trade, Industry and Commerce

It is assumed that the provision of north-south roads up to the border with neighbouring countries enlisted in Table 4.2 will promote trade and support domestic industries. In addition to above roads, the roads planned under this strategy are presented in Table 4.6.



4 – 7

Table 4.6 : Access Roads to the Growth Centres of Trade

S

No.

Name of the Roads/ Sections Category Length

(km) Remarks

1 Gopetar - Chyangthapu FR 37 Trade + Tourism 2 Khurkot – Manthali FR 11 Trade 3 Khurkot – Nepalthok NH 32 Part of Jaleswor- Bardibas

Dhulikhel Road.

4 Sindhuli – Khurkot NH 39

Total 119 km

4.3.3.4 Provide Access to the Centres of Tourism and Recreation

The roads planned under this strategy are presented in Table 4.7.

Table 4.7 : Access Roads to the Centres of Tourism and Recreation

S.

No. Name of the Roads/Sections Category Length (km) Remarks

1 Fikkal – Shree Antu FR 16 Tourism 2 Shree Antu – Baudh Dham FR 22 Tourism 3 Ilam – Maipokhari – Sandakpur FR 72 Tourism 4 Kichak Badh-Mechi Rajmarg FR 3 Tourism 5 Mulpani – Changu Narayan- Nagarkot FR 15 Tourism 6 Burtibang – Dhorpatan FR 40 Tourism 7 Syangja – Panchmul FR 33 Tourism 8 Juphal – Jajarkot Dunai Road FR 4 Tourism 9 Talarauna Khola (Achham) – Khaptad FR 20 Tourism 10 Bhatgaun – Kotbhairab – Khaptad National

Park. FR 10 Tourism

Total 235 km

4.3.3.5 Provide Access to the Areas of Agricultural Potentials

The road planned under this strategy is given in Table 4.8.

Table 4.8 : Access Road to the Agricultural Potential Area

S. No.

Name of the Road Category Length

(km)Remarks

1 Kusma – Falebansh FR 20 Irrigation Project

4.3.3.6 Provide Access to the Areas of Mines and Other Resources

The road placed in Table 4.9. is planned for connecting a mine area, where a cement factory is proposed.

Table 4.9 : Access Road to Cement Industry

SN Name of the Road Category Length (km) Remarks 1 Jitpur – Sitapur FR 39 Cement Factory



4 – 8

4.3.3.7 Attract the Private Sector in the Construction and the Maintenance of SRN

For attracting the private investors, the creation of mutually beneficial environment is a prerequisite. For this, sharing of experience with other countries is required and necessary amendment in the existing acts and rules, if so required, is to be made. The Bagmati Corridor Road may be taken up as a pilot project for implementation with public- private partnership for mutual benefit.

4.3.4 Minimise Total Transportation Cost

4.3.4.1 Project Traffic Volume, Identify Rational Level of Service and Corresponding Road Standard

The design parameters of the road under consideration should be based on the appropriate level of service to be provided on the road corresponding to the estimated volume of the traffic on it.

Necessary research works are required to be conducted for finding appropriate solutions to problems in this context.

4.3.4.2 Adopt Philosophy of Stage Construction, if otherwise not warranted

Where the traffic volume is not high, but road connection is necessary for social justice, national integrity and regional balance, philosophy of stage construction combined with the affordable risk management policy should be rationally continued (See Appendix I.8).

An extensive study of the roads already constructed based on this philosophy is proposed to be conducted. Further continuation of this philosophy will depend on the result of the study.

4.3.4.3 Adopt Norms, Standards and Design Friendly with the Environment

The prevailing norms and standards may need some amendment for making them compatible with the existing conditions.

A detailed study and research work are proposed under this strategy.

4.3.4.4 Use Maximum Local Consultants, Contractors, Materials, Labour and Expertise in All Stages of Design, Construction and Maintenance of SRN

Maximum use of the local consultants, contractors, local materials, labour and technology in all stages of design, and construction and maintenance of SRN will reduce the construction and maintenance costs of SRN, which, in turn, will reduce the total transportation cost and at the same time contribute to poverty alleviation.

A detailed study and research works are proposed for identifying appropriate specifications and technology for using labour intensive methods of execution of works. Similarly, a study is also required for making necessary amendment in the existing rules and procedures to facilitate the adaptation of the labour-intensive methods of the execution of road works in the country.



4 – 9

4.3.4.5 Minimise Traffic Congestion and Delays The programmes proposed under this strategy are divided in two groups. They are: -

Extension of the Strategic Network (Construction of new roads) and

Improvement of the Strategic Network. The programmes under each group are presented below. For details see Chapter 5. 4.3.4.5.1 Extension of the Strategic Network

a. Provision of Parallel Service Roads Parallel Service Road is proposed and given in Table 4.10.

Table 4.10 : Parallel Service Roads

S. No.

Names of the Roads/Sections Category Length (km) Remarks

1 Ringroad Service Track in Kathmandu

UR 50 Traffic management

b. Provision of Bypass Roads The planned bypass roads are provided in Table 4.11.

Table 4.11: Bypass Roads

S.

No. Names of the Roads/ Sections Category Length (km) Remarks

1 Biratnagar Bypass Road NH 18 Traffic Congestion 2 Katari – Murkucha – Chatara –

Dharan NH 115 Traffic Congestion

3 Road Linking Multimodel Project at Birgunj

NH 22 Traffic Congestion

4 Pathalaiya – Hetauda Bypass NH 29 Traffic Congestion 5 Narayanghat – Mugling Bypass NH 36 Traffic Congestion 6 Mugling – Naubise Bypass NH 83 Traffic Congestion 7 Kathmandu – Naubise – Bypass

Road NH 26 Traffic Congestion

8 Surya Binayak Bypass Road* NH 10 Traffic Congestion 9 Hetauda Bypass Road NH 15 Traffic congestion

Total 235 km *Instead of this bypass road, the widening of the Tinkune-Surya Binayak section of Arniko Highway has been proposed for implementation as it is the cheaper option. (Refer 4.3.4.5.2).



4 – 10

c. Provision of Shortcut Links and Fast Tracks Short links and fast track roads are presented in Table 4.12.

Table 4.12 : Shortcut Links and Fast Track Roads

S.

No. Name of the Roads/Sections Category

Length (km)

Remarks

1 Damak – Chisapani FR 45 Shortcut 2 Sankhu – Fatkeshwor –

Bahunepati FR 33 Kathmandu–Melamchi

Shortcut 3 Thimi – Mulpani FR 9 Bhaktapur–Melamchi

Shortcut 4 Kathmandu –Hetauda

Tunnelway - 66 Shortcut + Fast Track

5 Bagmati Corridor Road (Kathmandu – MRM)

- 95 Shortcut +Fast Track

6 Kanti Rajpath FR 24 Shortcut Total 272 km

d. Provision of Ring Roads The list of Ring roads are shown in Table 4.13.

Table 4.13 : Ring Roads

S.N. Names of the Roads/Sections Category Length

(km) Remarks

1 Biratnagar Ring Road UR 41

2 Kathmandu Outer Ring Road UR 66

3 Gaur Ring Road UR 13 See note

Total 120 km

Note:- Gaur Ring Road is proposed for safeguarding the town from perpetual flooding as well.

4.3.4.5.2 Improvement of Strategic Road Network The plans under this strategy are presented in three groups:

a. Traffic Management Facilities

Identification of the traffic management facilities e.g. junction improvement, flyovers, service facilities, bus lay-bys, truck lay-bys etc. along the strategic roads as well as within urban areas is out of the scope of the present study. A separate detailed study is recommended to be conducted for this purpose. A lump sum amount of Rs.20 million per year is allocated for the study and implementation of the plan.



4 – 11

Table 4.14 : Financial Plan for the Construction of Traffic Management Facilities

Plan Period 10th 11th 12th 13th Total Amount (Mil. Rs.) 20 20 20 20 80

b. Widening of Roads

(i) Widening of National Highways

The traffic studies (see Chapter 5) indicate that within the 20-Year Plan period 11 sections of different National Highways need to be widened to four lane roads. Out of these, 4 sections are required to be widened in the 10th Plan, 1 section in 11th Plan and 6 sections in 13th Plan. The study also suggests that the 5 sections, proposed for widening in the 13th Plan can be deferred by proper traffic management work to later Plan. The consultant has proposed to construct a direct link from Kathmandu to East-West Highway. This road seems to be a viable option economically. Considering this aspect, there will be no need to widen the above mentioned 5 sections lying on the Kathmandu–Birgunj route as about 65% of the present traffic plying on these sections will be diverted to the above proposed new link and the capacity of these sections will suffice to cater to the future traffic till the end of 20-Year Plan.

Only one section i.e. Koteshor-Hanumante section of Arniko Highway is required to be widened to four-lane highway and is included in the plan. It is shown in Table 4.14. The cost of widening has been derived by updating the PIP estimate.

Table 4.15 : Plan for Widening of National Highways

Fiscal Year 2059/60 2060/61 2061/62 2062/63 2063/64 Total

Road length (km) - 4.5 5.25 - 9.75

Amount (Mil. Rs.) 129.78 151.42 - 281.20

(ii) Widening of Feeder Roads

According to the traffic projection (see Chapter 5), 20 road links of different Feeder roads need to be widened to intermediate lane (width 5.50m) from the present carriageway width of 3.5 m. Similarly, 3 links of 3 Feeder roads are required to be upgraded to two-lane roads with a carriageway width of 7 m, except one link which is to be widened to 6.50 m only due to restriction of formation width. The two links are to be widened early in the 10th Plan as the present traffic already exceeds the capacity of these links. The last link is planned to be widened in the 2nd year of the 12th Plan The widening plans are presented in Tables 4.16 and 4.17. And the summary is shown in Table 4.18. For the details of the plans, see Appendices I.10 and I.11. The analysis of rates is presented in Appendix IV.11.4.



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Table 4.16 : Plan for Widening of Feeder Roads to Intermediate Lane (5.5m)


Length of Roads (km) 84 126 30.05 101.27 341.77

Amount (Mil. Rs.) 122.40 183.60 44.44 147.55 497.99

Table 4.17 : Plan for Widening of Feeder Roads to Two-Lane (7.0 m)


Length of Roads (km) 12 - 11 - 23

Amount (Mil.Rs.) 22.72 12.03 - 34.75

Table 4.18 : Summary Plan for Widening of Roads


Length of Roads (km) 105.75 126 41.05 101.27 374.07

Amount (Mil.Rs.) 426.32 183.60 56.47 147.55 813.94

The consultant recommends that the widening of a particular link should be planned considering the rehabilitation plan of that link. This recommendation has been made to achieve the objective of a rational planning.

c. Upgrading of the Strategic Roads The upgrading of roads is considered in two categories.

(i) Upgrading of the Roads as Demanded by Traffic Level

As per the traffic forecast, 6 road links are to be upgraded from earth to gravel standard in the 20-Year Plan period. The schedule of upgrading is as follows: 12 km of the road in the 10th Plan, 36 km in the 11th Plan, 18 km in the 12th Plan and 63 km in the 13th Plan. Similarly, 8 road links are planned to be upgraded from gravel to blacktop standard. Out of these, 5 road links are to be upgraded under Road Network Development Project (RNDP) which is to be financed under ADB loan. The total length will be 149 km. The other 3 road links (41 km) are planned for upgrading in the 11th Plan. Considering the identified roads, their upgrading stage, year of upgrading and the cost of upgrading, the road upgrading plan was formulated. The physical and financial targets for upgrading from earth to gravel standard are shown in Table 4.19 and from gravel to blacktop surface is shown in Table 4.20. The details are given in Appendices: I.12 and I.13. The analysis of rates is presented in Appendix: IV.11. 4.



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Table 4.19 : Plan for Upgrading Earth to Gravel Road

Plan Period 10th 11th 12th 13th TotalLength of Road (km) 12 36 18 63 129Amount (Mil. Rs.) 19.13 55.70 27.88 100.42 203.13

Table 4.20 : Plan for Upgrading Gravel to Blacktop Road

Plan Period 10th 11th 12th 13th TotalLength of Road (km) 149 41 - - 190Amount (Mil . Rs.) 523.74 144.12 - - 667.86

(ii) Upgrading of Roads/Links According to the Strategy of Providing All Weather Access to District Headquarters

For this purpose two activities are considered:

a. Construction of bridges along the routes. For details of the bridge construction plan, refer to Chapter 6.

b. Upgrading to gravel surface

The district headquarters, which are being connected or planned to be connected by fair weather roads, in the 20-Year Plan are located at remote and mountainous areas. The traffic level on these roads can be safely presumed to be not high enough to justify the blacktopping of these roads. This scenario may continue during the 20-Year Plan period unless there is a drastic increase in the economic activities in these areas, which at present is not foreseeable. Hence, these roads are proposed to be upgraded to gravel standard. The maintenance cost (recurrent and periodic) of gravel roads in mountains is high due to excessive loss of gravel due to rain water and traffic. The information on the efficiency and efficacy of the present cyclic maintenance policy is still not available with the DoR. It is highly recommended that DoR should collect the required information through SMDs. Once the reliable data are available, the present policy of threshold traffic level for the upgrading of roads in mountains/hills should be reviewed. In case, the total transportation cost on low volume gravel mountain road is lower or equivalent to the cost on the blacktop road, the roads in these areas should be blacktopped bypassing the gravel stage.

The length of the fair weather access roads to the district headquarters under construction and those planned for construction in 20-Year Plan comes to around 1400 km. This includes the length to be upgraded under RMDP (200 km). Presuming that 600 km of the remaining sections of Hulaki Road and some other important roads will be upgraded, the total length of the road to be upgraded will be 2000 km. Based on this figure, 100 km of fair weather road per year has been planned for upgrading to gravel standard in the 20-Year Plan period. The plan for upgrading is presented in Table 4.21.



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Table 4.21 : Plan for Upgrading District HQs Connecting Roads


Length of Road (km) 500 500 500 500 2000Total (Mil. Rs.) 7970 7970 7970 7970 3188.0

The summary of plans of upgrading is presented in Table 4.22.

Table 4.22 : Summary of Plans for Upgrading


Length of Blacktop

Road (km) Gravel

149

512

41

536

-

518

-

563

190

2129

Total (Mil. Rs.) 8512.87 8169.82 7997.88 8070.42 32750.99

4.3.5 Minimise Adverse Effect on the Environment. 4.3.5.1 Adopt Norms, Standards and Design Friendly with the Environment 4.3.5.2 Use Construction Materials and Technology having Least Adverse Effect 4.2.5.3 Assess the Probability and Magnitude of the Adverse Effects and Apply Suitable Mitigation Measures

For the execution of these strategies as well as strategies under 4.3.4, the establishment of a Research and Development Centre as an autonomous body is proposed under Ministry of Science and Technology at an early date.

4.4 Costing of the Construction of the Proposed Roads under SRN 4.4.1 Determination of the Road Lengths

The length of the proposed roads is taken from the detailed design and feasibility reports. In cases where such reports are not available, the length of the respective road is measured directly from the 1:250,000 topographical maps. The routes of the proposed roads are shown in the maps. They are enclosed at the end of Volume II- Appendices.

4.4.2 Determination of the Costs

For the calculation of unit (per km) cost of a given road, stage construction policy and design parameters are assumed as recommended in the Departmental Policy document (Design Standards for Feeder Roads, Third Revision). For example, formation widths of roads in Terai and Hills are assumed to be 6.00 m and 4.50m respectively (See Appendix I.4). In the present costing, minimum requirement for Stage II Construction i.e. fair



4 – 15

weather earthen track with adequate drainage provision is adopted. The quantities proposed by PIP were reviewed and appropriate modification was done. In the present costing, provision for compensation for land acquisition in the Terai as well as in Hills has been made. This was missing in PIP study.

There are some roads which cannot be executed in stagewise construction, for example, road linking multi-model dry-port at Birgunj, Kathmandu-Naubise Bypass Road, Biratnagar Bypass Road etc. The costs of these roads are estimated for stage V construction - all weather blacktop. An analysis of rates based on the above assumptions is presented in Appendix I.2. A separate analysis for per km cost of the hill roads, the roads in the Terai and bypass road/ring road are presented.

The basic rate analyses are based on fiscal year 2056/2057 rates. These rates have been increased by 10 % to tally with base year 2057 / 2058.As per this analysis the final rates are as follows:

1. Road construction in Terai – Rs 3.539 million / km

2. Road construction in Hills – Rs 5.380 million / km

3. Bypass road/ring road construction in the plain area – Rs 17. 259 million / km

The rate of the Kathmandu Ring Road has been maintained as per the feasibility study. The rate of Gaur Ring Road is as per road construction in the Terai. The rates of some roads are as per their feasibility study/detailed engineering reports. The rates of the remaining roads are as per the analysed rates. A short description of the proposed roads is presented in Appendix I.1 and their length and costs are presented in Appendix I.3.

All these rates were discussed in DOR including DDG, Planning Branch for their consent. Regionwise costs of the roads proposed for construction are given in Table 4.23.

Table 4.23 : Regionwise Costs of the Proposed Roads

Regions Length (km) Cost (Mil. Rs.) Remarks

Eastern region 1544 8713

Figures are rounded Central region 813 18122

Western region 610 3690

Mid- Western region 785 4172

Far- Western region 288 1456

Grand Total 4040 36153



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4.5 Prioritisation and Implementation

4.5.1 Screening

The total road length identified for the extension of Strategic Road Network in the

20-Year Plan is about 4040 km, equivalent to the road construction of about 200 km per

year. These roads are identified on the basis of TOR, available data and information

obtained through various interactions with relevant organisations/departments. An

analysis of the road construction activities performed in the previous Five Years Plans

shows that in an average about 200 km of Strategic Roads were built every year. It is

assumed that at least this trend of road construction will continue in the future and the

entire road length as stated above will be built in the next 20 years i.e. in the 10th, 11th,

12th and 13th Five Year Plans. Therefore, all roads are included in the implementation

Plan.

4.5.2 Prioritisation

For analysis and fixing the priority, all identified roads are subdivided into four categories

as discussed hereafter.

4.5.2.1 Category I

For reducing a gap between levels of development of the districts connected by roads

and that of those districts not connected by the roads, the government has made a

strategy for connecting DHs of all districts with the SRN. This policy is being continued

from the previous Five Year Plans. As this policy is related to the people's sentiment and

as it is required to provide social justice, all DHs connecting roads to be built are kept in

Category-I.

There are some roads, which are under construction or planned for construction with co-

operation of foreign agencies. The agreements for this purpose have already been

signed and the concerned agencies are moving ahead with agreed targets. Therefore,

roads falling into this group are also kept in this category.

The details of the roads falling under category-I are presented in Table 4.24.



4 – 17

Table 4.24 : Roads under Category - I

S.N. Name of the Roads/Sections

Length (km)

Amount (Mil. Rs.)

Name of the Roads under Category I

1 Piluwa khola -Khandbari (Basantapur-Khandbari) 38 204.440

2 Gaighat-Diktel 100 538.000

3 Leguwaghat- Bhojpur (Hile-Bhojpur) 54 290.520

4 Okhaldhunga-Salleri 43 231.340

5 Khurkot - Nepalthok (Jaleswore-Bardibas-Dhulikhel) 32 1,107.520

6 Sindhuli – Khurkot (Jaleswore-Bardibas-Dhulikhel) 39 1,349.790

7 Syaprubesi-Rasuwagadhi-China border 22 118.360

8 Khudi-Chame (Besisahar-Chame) 65 349.700

9 Beni-Jomsom 80 430.400

10 Jajarkot (Mudra) - Dunai 144 774.720

11 Tila - Jumla (Surkhet – Jumla) 72 387.360

12 Tila – Manma 20 107.600

13 Jumla - Gamgadhi 50 269.000

14 Gamgadhi - Simikot 110 591.800

15 Babala - Martadi (Sanfebagar-Martadi) 28 150.640

16 Chameliya - Darchula (Baitadi-Darchula) 17 91.460

17 Chhinchu – Jajarkot 18 96.840

18 Salyan – Musikot 18 96.840

19 Sanfebagar - Mangalsen 13 69.940

20 Khodpe – Bajhang 21 112.980

Total 984 7369.00

Thus,

1. DH connecting roads, which are under construction, are given top priority. 2. All roads which are under construction and / or are planned for construction with the

co-operation of foreign agencies are prioritised as per the targets fixed in the relevant agreements.

4.5.2.2 Category II These roads are identified on the basis of traffic demand (See Chapter 5, Traffic Studies).

Traffic congestion on Tinkune – Suryabinayak (Kathmandu – Bhaktapur) section of Arniko Highway is high. For relieving traffic congestion, construction of a bypass road or widening of the existing road to four lanes is immediately required. In this case, widening of the existing road is proposed as it is cheaper and as the problem of land acquisition does not exist.



4 – 18

According to the traffic forecast, the following sections of the National Highways, besides others, Kathmandu – Naubise, Naubise – Mugling and Mugling – Narayanghat are required to be widened to 4 lane road in the 10th Five Year Plan. Similarly, Hetauda – Pathalaiya section needs to be widened to 4 lane road within 11th Five Year Plan. Widening of these roads to 4 lane, except Amlekhgunj – Pathalaiya section, is not feasible due to slope stability problem and high cost of construction. Construction of new roads, i.e. bypasses, is the feasible solution. The two fast track roads are identified for linking Kathmandu to East - West Highway. They are Kathmandu – Hetauda Tunnelway and Bagmati Corridor road. The construction of the Bagmati Corridor road is much cheaper than the former. As can be seen from Table 4.25, the cost of proposed construction of the bypasses along the Kathmandu – Pathalaiya route including Hetauda bypass totalling 185 km will be much higher compared to the construction cost of 95 km of Bagmati Corridor road. Furthermore, due to the reduction of travel distance by nearly 140 km, the vehicle operating cost will also come down substantially (See Kathmandu – Terai Link: A viable alternative July 2001 - Dr. Dharma Acharya in association with NEPECON). Giving due consideration to the above fact, the consultant strongly recommends that the Bagmati Corridor Fast Track road should be given priority over the construction of the above bypass roads and the Kathmandu – Hetauda Tunnel road. The construction of these roads may be set aside for later Plans. All these roads are kept under Category II and are presented in Table 4.25.

Table 4.25 : Roads under Category II

S.N. Name of the Roads/Sections Length (km) Cost (Mil. Rs.) 1 Biratnagar Ringroad 41 707.619

2 Biratnagar Bypass 18 310.662

3 Road linking Multi Model Project at Birgunj 22 379.698

4 Kathmandu-Naubise Bypass 26 3,750.00

5 Naubise-Mugling Bypass 83 4150.00

6 Mugling-Narayanghat Bypass 36 1800.00

7 Hetauda-Pathalaiya Bypass 29 1015.00

8 Kathmandu Outer Ringroad 66 6,279.504

9 Kathmandu Ringroad track** 50 269.00

10 Hetauda Bypass 15 258.885

11 Gaur Ringroad 13 46.007

12 Kathmandu-Hetauda Tunnelway 66 12,525.00

13 Bagmati Corridor Road 95 6250.00

The Category II roads are demand driven roads. The priority of the individual road is synchronised with the time of saturation of the capacity of the related road for which the given alternative / bypass road is considered.



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4.5.2.3 Category III

The category III includes the roads identified for the development of tourism and pilgrimage. The list of the roads are presented in Table 4.26.

Table 4.26 : Roads under Category III

S.

No. Name of the Roads/Sections

Length

(km)

Rate

(Mil. Rs./km)

Amount

(Mil. Rs.)

1 Phikkal-Shree Antu 16 5.380 86.080

2 Shree Antu - Baudh Dham 22 5.380 118.360

3 Ilam-Maipokhari-Sandakpur 72 5.380 387.360

4 Gopetar - Chyangthapu 37 5.380 199.060

5 Kichak Badha - Mechi Rajmarga 3 3.539 10.617

6 Nunthala-Lamidanda-Namche Bazar 115 3.539 406.985

7 Ramdhuni-Chatara-Dharan 5 5.380 26.900

8 Greater Janakpur Area Circumambulatory

Road

80 3.539 283.120

9 Mulpani-Changunarayan-Nagarkot 15 5.380

10 Jomsom - Muktinath 26 5.380 139.880

11 Burtibang - Dhorpatan 40 5.380 215.200

12 Syangja - Panchamul 33 5.380 177.540

13 Lumbini Circumambulatory road 12 3.539 42.468

14 Juphal - upto Jajarkot Dunai road 4 5.380 21.520

15 Bhingri - Swargadwari 7 5.380 37.660

16 Dang - Swargadwari 45 5.380 242.100

17 Talrauna Khola (Achham) - Khaptad National

Park

20 5.380 107.600

18 Bhatgaun - Kotbhairab - Khaptad National

Park.

10 5.380 53.800

Total 562 2637

The roads falling into Category III are tourist roads. The priorities of these roads have been fixed taking into consideration the recommendation of Nepal Tourism Board as well as the status of the construction of individual road.

4.5.2.4 Category IV

The category IV includes all other roads, which do not belong to any of the categories stated above. The roads falling under this category are presented in Table 4.27.



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Table 4.27 : Roads under Category IV

S. No.

Name of the Roads/Sections Length

(km) Cost (Mil. Rs.)

1 Damak-Chisapani 45 242.1002 Taplejung-Olangchunggola-China border 192 1,032.9603 Phidim -Terhathum 76 408.8804 Khandbari - Kimathanka - China border 290 1,560.2005 Katari-Gaighat- Murkucha-Chatara-Dharan 115 618.7006 Bhojpur - Diktel 83 446.5407 Diktel-Haleshi 64 344.3208 Haleshi - Hilepani -Toxelghat 45 242.1009 Hulaki road in eastern Dev. Region 42 148.63810 Dolkha -Singti -Lamabagar - China border 88 473.44011 Khurkot - Manthali 11 59.18012 Tokselghat - Khurkot 77 414.26013 Sankhu - Fatkeshwor- Bahunepati 33 177.54014 Thimi - Mulpani 9 48.42015 Kanti Rajpath (Hetauda-Chaughada-Thingan-Bhatte

danda-Tikabhairab) 24 129.120

16 Hulaki road in Central Dev. Region 115 406.98517 Jomsom-China border 115 618.70018 Kushma-Phalebansh 20 107.60019 Baglung-Bametaksar 75 403.50020 Bametaksar-Burtibang 34 182.92021 Burtibang - Talkot - Lukumgaun 53 285.14022 Jitpur-Sitapur 39 673.10123 Hulaki road in Western Dev. Region 18 63.70224 Lukumgaun - Jajarkot 127 683.26025 Kuralu(Chhinchu - Jajarkot road) - Badabhairab 26 139.88026 Manma - Gadhwali 48 258.24027 Simikot - China border 88 473.44028 Hulaki road in Mid Western Dev. Region 28 99.09229 Tult - Chalsa - Banatoli - Kalika 74 398.12030 Patan - Pancheshwar 62 333.56031 Dodhdra - Chandani 20 70.78032 Hulaki road in Far Western Dev. Region 31 109.709 Total 2,167 11654

4.5.2.5 Model For Prioritisation

The prioritisation of the roads falling in the Categories I, II and III has been made as discussed above. The prioritisation of the roads falling in Category IV is based on a model developed as described below. For the development of the model for prioritisation, the main factors namely population, per capita income and hydropower potentials are considered. A brief description of each factor is presented below:



4 – 21

a. Population

It is assumed that where there is more population, there are more economic activities i.e. there is a progress in trade, agriculture, production of goods and services and so on. In the development of the model, due weight has been given to the population falling in the influence area of the road under consideration.

The score assigned to the population factor varies between 0 and 40. The highest score 40 is assigned to 550 number of people per km of the road. Scores for other numbers (depending on population size) are worked out on prorata basis.

b. Per Capita Income

Per capita income is another indicator of the level of involvement of the people in various economic activities. It is assumed that provision of a road will facilitate the people to increase their per capita income by intensifying their economic activities. Increment in per capita income may be considered as an indicator of poverty alleviation.

The score assigned to this factor varies between 0 and 40. The maximum score is assigned to the per capita income amounting to Rs 8600.

c. Hydropower Potential

The areas, where hydropower potential is identified, have agricultural potentials also. In some cases, the proposed road will also promote tourism in the area. The scores assigned to this factor vary between 0 and 20 and are based on hydropower potentials available in the influence area of the road under consideration. The scores are assigned as given below:

From 250 MW to 500 MW – 10 points

From 501 MW to 1000 MW – 15 points

More than 1000 MW – 20 points

The plan for the construction of a road linking hydropower potential area will have to be adjusted in view of the time of the construction of hydropower station.

The roads falling into Category IV are prioritised on the basis of the scores obtained as per the model discussed above. The highest score has got top priority. The details of the scores are presented in Appendix I.5.

4.5.2.6 Implementation Plan

The implementation plan has been worked out on the basis of the above discussions (4.5.2.1, 4.5.2.2 and 4.5.2.3) and the result of the scoring. While preparing the implementation plan the main points considered are discussed below:



4 – 22

1. Top priority is given to the roads, which are under construction and which are required to connect DHs. The planning of the roads under construction with the co-operation of foreign agencies is as per the time schedule in the respective agreements.

2. The construction of demand driven roads is planned as warranted by the saturation of traffic capacity of the concerned roads.

3. The construction of the Outer Ring Road in the Kathmandu valley is a large project requiring huge resources. Therefore, its construction is planned in stages i.e. in11th, 12th and 13th Five Year Plans.

4. Out of the seventeen road-unconnected DHs, twelve headquarters namely Sankhuwasabha, Bhojpur, Salleri, Jumla, Manma, Jomsom, Martadi, Darchula, Jajarkot, Musikot, Mangalsen and Chainpur will have road connection in the 10th Five Year Plan, whereas the remaining five DHs namely Diktel, Chame, Gamgarhi, Dunai and Simikot are planned to be connected in the 11th Five Year Plan.

5. The budget provision for the road in the 10th Plan is high compared to those of the remaining Plans. It is due to roads, which are under construction with the co-operation of foreign agencies and also due to the cost of Bagmati Corridor Fast Track Road. Their estimates and specifications are in higher side than those assumed for general costing.

6. The implementation plan of some roads is related to the execution of related projects. If the execution of the project is delayed or brought forward, the implementation plan of the related road should be adjusted to match with the requirement. Patan-Pancheshwor and Jitpur-Sitapur are roads of this kind.

7. Establishment of a Research and Development (R &D) Centre is proposed for development and updating of

a) Labour intensive works related specifications and amendment of rules and procedures,

b) Stage construction of roads with / without modification in the present policy,

c) Norms and standards, friendly with the environment in our context,

d) Codes of Practices and Standard Specifications relevant to our conditions, e) A detailed study of the local construction materials, etc.

The fund requirement for this type of activity is difficult to estimate. On ad-hoc basis Rs.10 million per year is proposed for the 20-Year Plan period.

The implementation of any plan depends on the management capacity of the executing agency/department, appropriateness of the existing financial and administrative rules etc. From time to time amendments of these rules become essential. For this, it is suggested that a cell should be formed in the Department/Ministry for recommending necessary modification of these rules as deemed fit. The details in this respect are provided in Appendix I.9.

The 5-Year Planwise name and length of the roads and their estimated costs are presented in Tables 4.28, 4.29, 4.30 and 4.31. Consolidated planwise road lengths and expenditures are presented in Appendix I.6.



4 – 23

Table 4.28 : Roads for 10th Five Year Plan

S.N. Name of the Roads/Sections Length

(km)Rate

(Mil. Rs./ km) Amount

(Mil. Rs.) Name of the Roads under Category I 1 Piluwa khola -Khandbari 38 5.38 204.442 Gaighat-Diktel 60 5.38 322.803 Leguwaghat- Bhojpur 54 5.38 290.524 Okhaldhunga-Salleri 43 5.38 231.345 Khurkot - Nepalthok 32 34.61 1,107.526 Sindhuli - Khurkot 39 34.61 1,349.797 Syaprubesi-Rasuwagadhi-China border 22 5.38 118.368 Khudi-Chame (Besisahar-Chame) 45 5.38 242.109 Beni-Jomsom 80 5.38 430.40

10 Jajarkot (Mudra) - Dunai 40 5.38 215.2011 Tila - Jumla (Surkhet Jumla road) 72 5.38 387.3612 Tila - Manma 20 5.38 107.6013 Jumla - Gamgadhi 30 5.38 161.4014 Babala - Martadi 28 5.38 150.6415 Chameliya - Darchula (Baitadi-Darchula road) 17 5.38 91.4616 Chhinchu - Jajarkot 18 5.38 96.8417 Salyan - Musikot 18 5.38 96.8418 Sanfebagar - Mangalsen 13 5.38 69.9419 Khodpe - Bajhang 21 5.38 112.98

Total 690.00 5788.00 Name of the Roads under Category II

1 Biratnagar Bypass 18 17.259 310.6622 Road linking Multi Model project at Birgunj 22 17.259 379.6983 Kathmandu-Naubise-bypass 26 3,750.004 Naubise-Mugling Bypass 83 50.00 4150.005 Mugling-Narayanghat Bypass 36 50.00 1800.006 Hetauda Bypass 15 17.25 200.004 Kathmandu Ringroad track 50 5.38 269.005 Kathmandu-Bagmati Corridor Road 95 65.79 6250.00

Total* 185.00 7209.00 Name of the Roads under Category III

1 Phikkal-Shree Antu 16 5.38 86.082 Ilam-Maipokhari-Sandakpur 30 5.38 161.403 Kichak Badha - Mechi Rajmarga 3 3.539 10.6174 Mulpani-Changunarayan-Nagarkot 15 5.38 80.705 Burtibang - Dhorpatan 20 5.38 107.606 Lumbini circumambulatory road 12 3.539 42.4687 Bhingri - Swargadwari 7 5.38 37.66 Total 103.00 526.52 Name of the Roads under Category IV

1 Hulaki road in Far Western Dev. Region 10 3.539 35.39

Total 10.00 35.39 Grand Total (Category I, II, III & IV) 988.00 13,560.00

* As per the consultant's recommendation (See 4.5.2.2) the cost and length of the Bagmati Corridor road only is included in the total. The costs and length of bypass roads (S.N.3, 4, 5 &6) are excluded.



4 – 24


S.N. Name of the Roads/Sections Length (km)

Rate (Mil. Rs./ km)

Amount (Mil. Rs.)

Name of the Roads under Category I 1 Jajarkot (Mudra) - Dunai 104 5.38 559.522 Jumla -Gamgadhi 20 5.38 107.603 Gamgadhi - Simikot 110 5.38 591.804 Khudi - Chame 20 5.38 107.605 Gaighat - Diktel 40 5.38 215.20

Total 294.00 1,581.72 Name of the Roads under Category II

1 Biratnagar Ringroad 41 17.259 707.6192 Kathmandu Outer Ringroad 16 95.00 1,520.003 Gaur Ringroad 13 3.539 46.074 Hetauda-Pathalaiya Bypass* 29 35.00 1015.00

Total* 70.00 2,273.626 Name of the Roads under Category III 1 Shreeantu - Baudh Dham 22 5.38 118.362 Ilam-Maipokhari-Sandakpur 42 5.38 225.963 Gopetar - Chyangthapu 37 5.38 199.064 Ramdhuni-Upto Chatara Dharan Road 5 5.38 26.90

5 Greater Janakpur Area circumambulatory Road 40 3.539 141.566 Jomsom - Muktinath 26 5.38 139.887 Burtibang - Dhorpatan 20 5.38 107.608 Juphal - upto Jajarkot Dunai road 4 5.38 21.529 Talrauna Khola (Achham) - Khaptad N.P. 20 5.38 107.60

Total 216.00 1,088.44 Name of the Roads under Category IV

1 Taplejung-Olangchunggola-China border 100 5.38 538.00

2 Khandbari - Kimathanka - China border 100 5.38 538.00

3 Hulaki road in Eastern Dev. Region 42 3.539 148.638

4 Dolkha -Singti -Lamabagar - China border 88 5.38 473.44

5 Khurkot - Manthali 11 5.38 59.18

6 Thimi - Mulpani 9 5.38 48.42

7 Kanti Rajpath Hetauda-Chaughada

Thingan-Bhattedanda-Tikabhairab) 8 5.38 43.04

8 Hulaki road in Central Dev. Region 30 3.539 106.17

9 Baglung-Bametaksar 75 5.38 403.50

10 Hulaki road in Western Dev. Region 8 3.539 28.312

11 Patan - Pancheshwar 62 5.38 333.56

12 Dodhara - Chandani 20 3.539 70.78

Total 553.00 2,791.04

Grand Total (Category I, II, III & IV) 1133.00 7735.00

* The cost and length of the Hetauda-Pathalaiya Bypass (S.N.4) is not included in the total (See 4.5.2.2).



4 – 25


S.N. Name of the Roads/Sections Length

(km)

Rate

(Mil. Rs./ km)

Amount

(Mil. Rs.)

Name of the Roads under Category II

1 Kathmandu Outer Ringroad 25 95.00 2,375.00

Total 25.00 2,375.00

Name of the Roads under Category III

1 Nunthala-Lamidanda-Namche Bazar 45 3.539 159.255

2 Greater Janakpur Area Crcumambulatory Road 40 3.539 141.56

3 Syangja - Panchamul 20 5.38 107.60

Total 105.00 408.415

Name of the Roads under Category IV

1 Damak-Chisapani 45 5.38 242.10

2 Taplejung-Olangchunggola-China border 92 5.38 494.96

3 Khandbari - Kimathanka - China border 100 5.38 538.00

4 Katari-Gaighat- Murkucha-Chatara-Dharan 115 5.38 618.70

5 Tokselghat - Khurkot 77 5.38 414.26

6 Sankhu - Fatkeshwor- Bahunepati 33 5.38 177.54

7 Kanti Rajpath (Hetauda-Chaughada -

Thingan-Bhattedanda-Tikabhairab) 16 5.380 86.08

8 Hulaki road in Central Dev. Region 30 3.539 106.17

9 Kushma-Phalebansh 20 5.38 107.60

10 Bametaksar-Burtibang 34 5.38 182.92

11 Burtibang - Talkot - Lukumgaun 53 5.38 285.14

12 Jitpur-Sitapur 39 17.259 673.101

13 Lukumgaun - Jajarkot 127 5.38 683.26

14 Manma - Gadhwali 48 5.38 258.24

15 Hulaki road in Mid Western Dev. Region 28 3.539 99.092

16 Hulaki road in Far Western Dev. Region 31 3.539 109.709

Total 888 5,076.872

Grand Total (Category I, II, III & IV) 1040.00 7860.00



4 – 26

Table 4.31: Roads for 13th Five Year Plan

S.N. Name of the Roads/Sections Length (km)

Cost (Mi.Rs.)

Name of the roads under Category II 1 Kathmandu outer Ringroad 25 2,375.00

Total 25 2,375.00 Names of the Roads under Category III 1 Nunthala-Lamidanda-Namche Bazar 70 247.732 Syangja - Panchamul 13 69.943 Dang - Swargadwari 45 242.104 Bhatgaun - Kotbhairab - Khaptad N. P. 10 53.80

Total 138 613.57 Names of the Roads under Category IV 1 Phidim -Terhathum 76 408.882 Khandbari - Kimathanka - China border 90 484.203 Bhojpur - Diktel 83 446.544 Diktel-Haleshi 64 344.325 Haleshi - Hilepani -Toxelghat 45 242.106 Hulaki road in Central Dev. Region 55 194.6457 Jomsom-China border 115 618.708 Simikot - China border 88 473.449 Tult - Chalsa - Banatoli - Kalika 74 398.1210 Kuralu (Chhinchu - Jajarkot Road) - Badabhairab 26 139.88

Total 716.00 3,750.825 Grand Total (Category I, II, III & IV) 879.00 6739.40

The Planwise expenditure for the extension of SRN is presented in Table 4.32. Similarly, the Planwise expenditure for the development of SRN is shown in Table 4.33. Table 4.32 : Planwise Expenditure for Extension of SRN (Mil. Rs.)


Roads Length (km) 988 1133 1040 879 4040Total 13560 7735 7860 6998 36153

Table 4.33 : Planwise Expenditure for Development of SRN (Mil. Rs.)


Extension of the Network 13560 7735 7860 6998 36153Improvement of the Network 8939 8353 8054 8218 33564Total 22499 16088 15914 15216 69717



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4.5.2.7 Expected Status of Strategic Road Network at the End of 20 Year Plan

Taking into consideration the expected Strategic Road Network Status at the end of 9th Plan and the planned extension as well as upgrading of the Network, the status at the end of 20-Year Plan has been estimated. It is presented in Table 4.3.4 given below.

Table 4.34 : Expected Status of Strategic Road Network at the End of 20-Year Plan

Type of Roads Black topped Graveled Earthen Total in kmExpected Present Status (Km) 3257 1254 655 5166Planned in 20 Years (Km) 190 1939 1911 4040Total (Km) 3447 3193 2566 9206

4.5. 2.8 Non- Strategic Roads

During the study it was found that several roads being constructed by DOR are not part of the SRN. The National Transport Policy, 2058, has made DOR responsible for the construction, maintenance and operation of Strategic Roads only. As per this document, the construction and maintenance of non-strategic roads should be handed over to the concerned organisations. Therefore, it is suggested that necessary action should be taken to hand-over these roads to the concerned department/agencies. If there will be any delay in handing over, a certain budget amount should be allocated for the construction of these roads on priority basis. The fund for the construction of these roads is not included in the present plan.

Chapter – 5 : Traffic Studies


CHAPTER – 5

5. TRAFFIC STUDIES

5.1 Background

Economic activities include the movement of the people and goods from one to an other place. Transportation of people and goods is indispensable for carrying out the development work in a modern society. Because of lack of balance in the distribution of earth's resources, which are exploited for human development, transportation of goods, raw materials etc. for producing finished goods is required. Also for the distribution of finished goods to consumers, transportation is again required. Similarly, people in different walks of life need transport facility to attend to different activities. Therefore, transportation is a must for all kinds of development.

For a mountainous country like Nepal, with an area of 1,47,182 square kilometre and 23 million population, development is very challenging due to its odd geo-physical condition. The problem of acute resource shortage also demands the implementation of an efficient, comprehensive and cost effective long term road development plan for the all-round development of the country. Any economic activity gives rise to need of transportation which in turn creates traffic on the roads. Traffic study is thus needed to justify the need for building the road facility.

5.1.1 Economic Development

In the case of Nepal it is found that economic development cannot take place without opening a road infrastructure in the remote areas of the country. In fact, road transport thus plays a pivotal role in the development of many sectors such as hydropower, agriculture, mines and other industrial activities. The road is a key to development as it opens doors of development.

5.1.2 Land Use Plan and Development

Different land use development plans such as the location of heavy industries, residences, markets, schools, recreation locations give rise to different types of traffic. An industrial area may attract a large number of workers using buses, whereas residential area produces a large number of car traffic trips. Similarly, the factory area and raw material centre produce a large number of freight traffic (trucks). If increased car traffic is created in area set aside for heavy truck movement, traffic flow will not be satisfactory. The entire development area, therefore, should have a long-term land use plan and policy to guide development. Landuse made contrary to the accepted plan will produce different types of traffic problems leading to unsatisfactory operation of the constructed road and undesired development. So classification of land in terms of their purpose like residential, commercial, industrial, educational, recreational and official areas should be made categorically and these should be developed accordingly.



5.1.3 Traffic Generation

As mentioned in the previous paragraph (5.1.2), generation of traffic takes place according to the land use pattern and development, socio-economic characteristics and existing transport system capacity. Thus, traffic (trip) generation is solely a function of economic activity. Traffic generation ultimately depends on land use factors, family size, motor vehicle ownership, type of dwelling unit. Additionally, induced and diverted traffic also come into existence due to creation or improvement of road facility.

5.2 Traffic Survey

Traffic survey was quite new in Nepal till 1991 A.D. At that time, the construction of road was not based on traffic data. Traffic survey started only since 1992 A.D. (B.S. 048/49) at a few locations. In the absence of a long term historical traffic data base and similar socio-economic data, a reliable traffic growth factor for future traffic forecast could not be established. Therefore, traffic forecast for future is made on the basis of the review of available short term traffic data collected by different agencies.

5.2.1 Review of Traffic Data

(I) JICA Study

Traffic study for Dhulikhel-Sindhuli-Bardibas Project conducted in December 1986 at some important sections of Strategic Road Network was compared with the subsequent study carried on the similar relevant sections of the network in Feb. 1993. The comparison showed that during the period of 1986-1993 traffic growth registered between 5 to 11 % annually (Table 5.1).

Similarly, from the data already collected as above and from the additional origin and destination survey conducted in 1993 by JICA, existing traffic growth was observed between 5 to 8%. Therefore, traffic projection for future years 1999 and 2010 was made on this growth basis (Table 5.2).

Table 5.1 Comparison of Traffic Volume Between 1986 and 1993

Year Point Name of the Point

Passenger Car Bus Truck Motorcycle Total

Vpd

Total Traffic Ratio

Between1993 and

19861986 1 Banepa 210 299 112 74 695 -

2 Thankot 265 463 626 47 1401 - 3 Hetauda 99 185 505 47 836 - 4 Dhalkebar 88 156 215 34 493 - 5 Bharatpur 152 218 449 23 842 - 6 Pathlaiya 64 153 388 34 639 - 7 Bardibas 46 9 20 4 79 -

1993 1 Banepa 315 450 350 402 1517 2.18 2 Thankot 339 516 1.342 207 2404 1.72 3 Hetauda 192 395 1.129 136 1852 2.22 4 Dhalkebar 90 258 388 48 784 1.59 5 Bharatpur 296 477 1.203 105 2081 2.47 6 Pathlaiya 113 256 585 53 1007 1.58 7 Bardibas 6 13 11 20 50 0.63

Traffic Growth : 5 to 11 % annually (1986-1993); Vpd = Vehicle per day

Source : JICA, Bardibas-Sindhuli-Dhulikhel Road Project.



Vehicle Type VPD Annual

S.No.

Link Name CAR BUS TRUCK M.BIKE TOTAL Growth

1999 2010 1999 2010 1999 2010 1999 2010 1999 2010 %

1 Dhalkebar-MRM-Bharadaha

109.00 213.00 372.00 846.00 354.00 716.00 5.00 9.00 840.00 1784.00 7.0

2 MRM, Bardibas-Dhalkebar

282.00 555.00 791.00 1697.00 856.00 1745.00 69.00 154.00 1998.00 4151.00 6.8

3 Bardibas-Sindhuli 221.00 463.00 371.00 918.00 500.00 1087.00 26.00 83.00 1118.00 2551.00 7.8

4 MRM, Bardibas-Nawalpur

61.00 92.00 430.00 815.00 582.00 1150.00 43.00 71.00 1116.00 2128.00 6.0

5 MRM, Nabalpur-Pathlaiya

54.00 82.00 261.00 481.00 547.00 1045.00 30.00 63.00 892.00 1671.00 5.9

6 Pathlaiya-Hetauda 194.00 352.00 665.00 1371.00 2105.00 4195.00 243.00 464.00 3207.00 6382.00 6.5

7 Birgunj-Pathlaiya 178.00 332.00 852.00 1722.00 1770.00 3548.00 223.00 419.00 3023.00 6021.00 6.5

8 Hetauda-Narayanghat 120.00 317.00 612.00 1278.00 1760.00 3770.00 75.00 262.00 2567.00 5627.00 7.4

9 Narayanghat-Mugling 188.00 481.00 411.00 915.00 1846.00 4104.00 51.00 211.00 2496.00 5711.00 7.8

10 Mugling-Pokhara 240.00 431.00 320.00 619.00 133.00 255.00 163.00 229.00 856.00 1534.00 5.4

11 Mugling-Dhading 428.00 912.00 439.00 1110.00 1771.00 3985.00 214.00 440.00 2852.00 6447.00 7.6

12 Dhading-Naubise 475.00 989.00 443.00 1117.00 2211.00 4783.00 283.00 561.00 3412.00 7450.00 7.3

13 Naubise-Naghdhunga 475.00 989.00 443.00 1117.00 2211.00 4783.00 283.00 561.00 3412.00 7450.00 1.4

14 Nagdhunga-Kathmandu

470.00 982.00 439.00 1108.00 2177.00 4767.00 283.00 561.00 3369.00 7358.00 7.3

15 Kathmandu-Bhaktapur 765.00 1445.00

1335.00

2752.00 1053.00 2163.00 697.00 1253.00

3850.00 7613.00 6.4

16 Sindhuli-Dhulikhel 186.00 452.00 368.00 963.00 478.00 1063.00 26.00 83.00 1058.00 2561.00 8.3

17 Narayangarh-Butwal 63.00 121.00 178.00 363.00 403.00 829.00 0.00 0.00 644.00 1313.00 6.6

18 Dhulikhel-Dolalghat 124.00 203.00 248.00 438.00 138.00 243.00 137.00 229.00 647.00 1113.00 5.0

Source: JICA, Bardibas-Sindhuli-Dhulikhel Road Project Average Annual Traffic Growth is 5 to 8% VPD - Vehicle per Day M. Bike - Motor Bike



(II) PIP Study

Priority Investment Plan (PIP) study conducted under the Road Maintenance and Rehabilitation Project with an aim of preparing a 10-Year Road Development Master Plan for Nepal had carried traffic surveys in important road links in the year 1996. Based on these existing traffic data and origin and destination survey, traffic growth projection was done and forecasts were made for the year 1997 (2053 B.S.), 2001(2057 B.S.) and 2006 (2062 B.S.). Different annual growth rates were found for different links of the Strategic Road Network. An average National growth rate of 5 to 8% was found to be reasonable for the purpose of future traffic forecast (Table 5.3).

At the same time it was found that this forecast showed a little higher growth compared to yearly traffic data of the Department of Roads in some cases. According to this study, a passenger growth rate of 3.9 to 8.7% for long route buses and freight growth rate of 7 to 8.5% for trucks was established for the projection of traffic from 1997-2001 (4-6%) and 2001-2006 (5-7%) respectively. Therefore an annual growth rate of 5-7% seem to be reasonable for forecasting traffic on all Strategic road links.

(III) KOICA Study

The feasibility study of Kanti Rajpath Improvement Project conducted by Korea International Cooperation Agency mainly concentrated on the study of traffic in the Central Development Region. This survey done in the year 1998 included (i) classified volume survey (ii) Origin and Destination Survey (iii) License Plate Survey and (iv) Travel Speed. The result of traffic shown in Table 5.4 indicates that earlier forecasts made by other agencies for the year 1998 are comparable to the actual count for the majority of main road links. A representative general growth rate of 8.7% for 1998-2007, 6.5% for 2005-2015 and 4.2% for 2015 to 2025 was forecast accordingly. From this data an Annual Average growth rate of 6.5% (8.7+6.5+4.2)/3=6.5% can be adopted for future forecast of traffic for the preparation of the present 20-Year Perspective Road Development Plan.

(IV) DOR Annual Classified Traffic Count Survey

Similarly, a study of classified manual traffic count conducted by the Department of Roads every year on high traffic links of National Highways and Feeder roads shows that the actual traffic count thus made are similar and comparable to forecasts made earlier by above said agencies for the relevant year for most of the road links (with a few exception, of course). From Manual Count Traffic Data obtained from the Department of Roads, a growth rate of 5 to 7% can be reasonably used for future forecast. Also traffic data collected for the short period (2 to 3 years) were, however, highly fluctuating, inconsistent and therefore, not so reliable for future forecasting (Table 5.5).

Table 5.3: Projected Increases of Traffic Volume and Road Link



S. No Road Link Name First Increase

1997-2001 AADT Second Increase 2001-2006 AADT

1 Kakarbhitta-Itahari 3.9% 4.9% 2 Itahari-Biratnagar 5.0% 7.0% 3 Itahari-Dharan 4.1% 5.0% 4 Itahari-Bhardaha 6.5% 9.6% 5 Bhardaha-Rajbiraj 3.8% 4.6% 6 Kadmaha-Bhardaha 6.6% 9.7% 7 Kadmaha-Gaighat 6.1% 10.6% 8 Kadmaha-Chouherwa 4.3% 8.2% 9 Chouherwa-Dhalkebar 4.3% 8.1% 10 Dhalkebar-Janakpur 6.1% 7.7% 11 Dhalkebar-Nabalpur 4.4% 7.9% 12 Nabalpur-Pathlaiya 3.9% 6.3% 13 Pathlaiya-Birgunj 5.9% 8.4% 14 Pathlaiya-Hetauda 5.4% 7.6% 15 Hetauda-Narayanghat 6.1% 8.1% 16 Narayanghat-Mugling 4.6% 7.3% 17 Mugling-Naubise 4.9% 6.7% 18 Naubise-Kathmandu 4.5% 6.2% 19 Kathmandu-Kodari 3.3% 4.5% 20 Mugling-Pokhara 5.2% 6.5% 21 Pokhara-Butwal 1.2% 1.4% 22 Narayanghat-Butwal 4.6% 5.8% 23 Butwal-Bhairahawa 5.4% 7.1% 24 Butwal-Kohalpur 5.0% 6.7% 25 Kohalpur-Nepalgunj 5.2% 7.2% 26 Nepalgunj-Ataria 5.3% 6.3% 27 Ataria-Dhangadi 4.5% 6.0% 28 Ataria-Mahendranagar 7.9% 8.2%

Average Annual growth range

4 to 6 % 4 to 7 %

Source : PIP Study

Table 5.4 : Forecast of Total Traffic Volume for the Whole Project Area of Kanti Rajpath

(Unit : Vehicle/Day) Type of Vehicle 1998 2005 2015 2025 Mode Share (%) Average Growth Rate (%)

2005 2015 2025 '98-'05 '05-'15 '15-'25 Car 6663 165248 531286 978188 18.1 25.0 42.7 13.85 12.39 6.29 M.Bus 69990 116710 197258 279907 19.0 17.6 15.8 7.58 5.4 3.56 Bus 53298 85105 121026 150301 14.5 12.9 9.7 6.91 3.58 2.19 M.Truck 60662 100286 136743 168995 16.5 15.1 11.0 7.45 3.15 2.14 Truck 2 76801 129140 170503 196761 20.8 19.5 13.7 7.71 2.82 1.44 Truck 3 41012 65611 88816 103026 11.1 9.9 7.1 6.94 3.07 1.5 Total 368426 662100 1245632 1877178 100 100 100 - - -

Traffic Growth Growth Period – Growth

1. 1998-2005 8.7% 2. 2005-2015 6.5% Annual Average Growth of Traffic = 6.5% 3. 2015-2025 4.2%

Source: Kanti Rajpath, Feasibility Study Report



Table 5.5 : Time Trend Traffic Growth upto 2000 A.D. (056-57 B.S.) (Manual Traffic Count on Annual Basis)

Nos. of Year Annual S. Road Link, Name of Traffic Traffic Remarks No. Count (Year) Growth (%) 1 H0115 Kadmaha-Balan 2 N.A. 2 H0120 Kamala-Dhalkebar 4 5 3 H0121 Dhalkebar-Ratu 3 2 4 H0132 Hetauda-Saraswati Khola 3 7 5 H0133 Saraswati Khola-Lother 3 7 6 H0128 Dhansar-Pathlaiya 6 6.8 7 H0129 Pathlaiya-Chure 7 5 8 H0101 Kakarbhitta-Charali 6 3 9 H0102 Charali-Birtamode 4 6 10 H0109 Itahari-Sakhuwagachhi 5 12 11 H0111 Sunsari Itahari bridge-Koshi barrage 4 18 12 H0163 Sukhadchouraha-Ataria 4 13 13 H0164 Ataria-Mohana river 6 18 14 H0157 Khairi Khola-Kohalpur 6 12 Roads exceeding 15 H0158 Kohalpur-Manriver 6 11 900 vehicles per

day of traffic volume16 H0144U Sukoura-Butwal 6 9 17 H0146U Butwal-Bahara Khola 4 9.3 18 H0134 Lother-Tikauli 7 5.6 19 H0108 Budhikhola-Itahari 5 5.6 20 H0204 Jitpur-Pathlaiya 7 7 21 H0214 Nagdhunga Ring Road 9 7.2 22 H0310U Chainedhunga-Khawa 9 11.8 23 H0304 Manohara Bridge-Sallaghari 3 3.5 24 H0405 Mugling-Mugling Bridge 4 14 25 H0404 Mawakhola-Mugling 5 8.3 26 H0411 Kotre-Bijayapur 4 2 27 H0503 Ramnagar-Mugling 4 7.8 28 H0604 Janakpur Mu. Bdr-Dhalkebar 4 1 29 H0804 Itahari-Seuti Bridge 6 8.3 30 H0803 Duhabi-Itahari 6 10 31 H1204 Nepalgunj-Kohalpur 6 5 32 H1002 Siddhartha Mu.Bdr to Butwal Mu.Bdr 6 7.8 33 F2201 Balkhu-Chovar 3 6

Source: Department of Roads

(V) Automatic Logger Traffic Count of Department of Roads

Finally, records of the automatic logger traffic count data provided by the Department of Roads, comparatively for a large number of years showed more consistent traffic growth rate of 5.1-6.9% on annual basis. This growth rate, a bit lower than all the other existing traffic counts and forecasts made by different agencies, appears to be most reliable for the purpose of future forecast (Table 5.6)



A sampling study of traffic growth trend against national population growth by Regression Analysis of Pathlaiya-Hetauda, Naubise-Kathmandu and Narayangarh-Mugling Section of National Highways also indicates general traffic growth trend of 5.5 to 7.2 % (Appendix II.1).

Table 5.6: Time Trend Traffic Growth upto 1998 A.D. (B.S. 054/55) (Automatic Logger Count)

S. No

Name of Road Link

Nos. of Year of Traffic

Count (Year)

Annual Traffic

Growth (%)

Remark

1 H0129 Pathlaiya-Chure 5 5.5 Roads exceeding 2 H0134 Lother-Tikauli 5 6.5 900 vehicles per day 3 H0102 Charali-Bitamode 4 10.00 of traffic volume 4 H0111 Sunsari bridge-Koshi Barrage 3 15.8 5 H0140 Arun Khola-Bardaghat 4 8.8 6 H0128 Dhansar-Pathlaiya 3 8.7 7 H0204 Jitpur-Pathlaiya 5 6.5 8 H0204 Nagdhunga-Ring Road 7 7.3 9 H0402 Galchhi Jun-Trisuli Bridge 5 5.0 10 H0502U Anptari-Ramnagar 5 5.5 11 H0804 Itahari-Seuti Bridge 3 6.7 12 H0803 Duhabi-Itahari 3 3.6 13 H1204 Nepalgunj-Kohalpur 3 5.7 14 H1003 Butwal Mu.Bdr-Milanchowk 4 7.2 15 H0409 Muse Khola-Bypass Mu,Bdr 3 16

Source: Department of Roads Traffic growth rate is taken on the basis of national population, because traffic concentration is found to exist mainly in the Central Region. Sampling on traffic growth rate is done for the Central Region only.

From the samples, a traffic growth is found to be between 5.5 to 7.2%.

5.2.2 Selection of Growth Rate

Therefore, considering all the aspects of traffic growth factors in future such as planned increase of GDP growth from 5.9 to 8.3% and the declining population growth rate from 2.40 to 1.5% (Appendix II.1, 3 of 3) from 9th to 12th 5 Year Plans supported by 20-year intensive irrigation, agriculture and road development plan, an annual traffic growth rate of 5.5% for the period 2003-2007 (2060-2064 B.S.), 6% for 2007-2017 (2067-2074 B.S.) period and 6.5% for 2017-2022 (2074-2078 B.S.) period is considered to be most reasonable. Hence, it is adopted for future traffic forecast. However, the growth rate of freight traffic will be higher than the passenger traffic during the plan period.

5.2.3 Forecast

Based on the selected traffic growth rates, traffic forecasts are made for 10th 11th, 12th and 13th 5 Year Plan periods as shown in Appendix II.4, considering 2000 A.D. (056/57 B.S.) as a base-year traffic. Also Figures 5.1 to 5.6 showing traffic projection for core network of National Highways are enclosed in Appendix II.5.



Traffic growth data obtained from different sources tally to some extent in the case of some most busy highway links. But the traffic growth highly fluctuated, between 0 to 30%, in the case of less busy roads the traffic data of which are available only for 2 to 3 years. Even for major highways, traffic data are available only for a maximum of 7 to 8 years. In such cases, traffic data cannot be totally relied upon for the long the term projection. Tables 5.5 and 5.6 are prepared to highlight the limited duration of available traffic data for reference. In the absence of a long-term data base, traffic forecasts made for the long-term cannot be reliable. Traffic forecasts are made for the concluding year of each 5 Year Plan period.

5.3 Road Inventory

It is a collection and compilation of existing road network data which is needed to assess the deficiency as well as the future improvement and maintenance plan of the network. Out of total length of 15000 km of road network 4977 km fall under Strategic Road Network. The Department of Roads collects data pertaining to formation and carriageway widths, alignment and geometrics, surface type and road classification, name of road, length, right of way, shoulder type etc. and updates such inventory through its Division Road Offices every year. A standard carriageway width for single lane road is 3.75 m, for intermediate lane it is 5 to 6 m and for two lane it is 7m respectively. (Table 5.7) A 6.5 m wide 2 lane carriageway is also adopted sometimes as an exception in order to affect economy under compelling circumstance.

Table 5.7 : Carriageway Width

Width of Carriageway (Metres) Single Lane

Intermediate Lane

Two Lanes Without Raised Kerb

Two Lanes With Raised Kerb

Multilane Carriageway, Width Per Lane

3.75 5.5 7.0 7.5 3.5

Notes : 1. On District roads, the carriageway width of single lane may be restricted to 3.0

m normally, but width greater than 3.0 m may, however, be adopted judiciously depending on the type and intensity of traffic, its cost and other related factors.

2. Except in important NH, an intermediate carriageway width of 5.5 metres may also be adopted instead of regular two lanes if the same is considered advantageous.

3. Terrain Classification Terrain shall be classified according to the percent cross-slope of the country as shown in Table 5.8.

Table 5.8 : Terrain Classification

Class Terrain type Percent cross slope 1 2 3 4

Plain Rolling Hilly/Mountainous Steep

0 to 10 10 to 25 25 to 60 60

Source: Nepal Road Standard (NRS)

5.4 Road Traffic Accident



Expansion and improvement of Strategic Road Network have increased the average speed of driving thereby causing road accidents. Accident along the Prithivi Highway is more severe and is occurring in an alarming proportion. Annual growth of total accident upto year 1994-95 (B.S. 051/52) was more than 5%. Road network expansion is not taking place to cope with the high growth of national vehicle fleet.

Average annual fatal accident rate is as high as 60 persons per 10,000 vehicles and 4 persons per 100,000 population. This fatal accident rate is higher than that of all other SAARC countries.

Table 5.9 : Road Traffic Accident Record

Year 1985/86 86/87 87/88 88/89 89/90 90/91 91/92 92/93

Fatality 409 445 439 387 368 528 538 641

Injury 98 161 179 178 168 201 242 218

Vehicle 64991 66870 69098 72365 75159 87018 101485 114346

Fatality/10000

Motor Vehicle

63 66 53 53 49 61 53 56

Average 4 persons per 100,000 population per year from 1985/86 to 95/96.

Year 93/94 94/95 95/96 96/97 97/98 98/99 99/2000

Fatality 632 941 - - - - -

Injury 185 1434 - - - - -

Vehicle 130955 148369 171562 190672 211097 235236 263546

Fatality/10000

Motor Vehicle

48 63 - - - - -

The above Table 5.9 shows traffic accident situation in the past 10 years. Accident is classified as fatal (death) accident, injury accident and damage accident only. Complete accident data are available from 1985 (B.S.041/42) to 1995 AD (B.S.051/52). However, the number of accidents reported are found to be always less than the actual. At present, a traffic cell created in the Department of Roads is responsible for accident studies.

5.4.1 Economic Losses

Economic losses to road users are immense. In the year 051/52 B.S. alone, 941 number of deaths accompanied by a large number of injuries and huge property damage amounting to 770 million Nepalese Rupees were estimated. Apart from these economic losses, pain, grief and sorrow felt by the victims cannot be measured in monetary term. Also, the accident cost is one of the notable component of road users cost, other road users costs being vehicle operating cost and time cost. In order to save such huge loss of men and other resources, a good traffic management system should be established.

5.4.2 Traffic Management and Remedial Measures



In the city roads of Nepal different types of fast as well as slow moving vehicles ply side by side with heavy pedestrian traffic. This situation creates various types of conflict, congestion and so on leading to several traffic accidents. In order to reduce city traffic hazards, improvement of some intersections within the Kathmandu city is undergoing. A separate unit manned by well-experienced and qualified traffic engineers is required under the Department of Roads to study the problems of traffic and future traffic management. At present, management of transport operation is looked after by the Department of Transport Management. But traffic is not found to be properly managed in the country. The unit under the Department of Roads should carry a thorough study of all types and location of accidents in major highways, analyse it and prepare a long term accident reduction plan and programme suitable to meet the mounting problem.

After analysing the causes of accident, a long-term phasewise remedial measures starting from a simple and less expensive awareness programme to huge investment plans, must be prepared and implemented. Some critical sections of Narayanghat-Mugling-Naubise road treated under the road safety programme have resulted in reduction of a large number of fatal accidents. This programme should be continued and extended further to reduce accidents and save huge economical loss to the nation. (i) Strict traffic control, (ii) Segregation of traffic and (iii) Strict enforcement of traffic laws by the police are required for reducing accidents with the application of three E's principle (Engineering, Education and Enforcement). Since all the activities concerned with the accident cannot be discharged by a single agency under the present working system, a clear-cut responsibility should be assigned to different participant agencies. Thus, the Department of Roads should work as a provider of facilities. The Department of Transport Management should look after traffic legislation, operation and control, and enforcement of laws and rules and traffic education with or without the help of the Department of Police. Whereas the Department of Police should take charge of enforcement of traffic laws. And the Department of Transport Management shall be responsible for the following: (1) Preparation of contemporary traffic rules and regulation

(2) Control the fleet size of national vehicle

(3) Registration and licensing of vehicles

(4) New route identification

(5) Conducting traffic education, awareness and drivers' training program

(6) Frequent vehicle checks on the spot

(7) Highway patrolling alongwith the police

(8) Checking maximum load and vehicle dimension

(9) Speed zoning and speed control

(10) Phasing out the old and obsolete vehicles

5.4.3 Separate Budget Head



Traffic management at present is given least priority because of resource constraint and because the authority at high level do not realise the gravity of traffic congestion, accident problems and their serious consequences. Therefore, in order to conduct investigation, analysis and to execute remedial measures independently, a separate budget head must be provided, so that the highway safety activities can go together with other long-term road improvement activities. A tentative annual budget provisions under the following heads is suggested: Description of work Budget NRs. (1) Long term traffic volume study 30,00,000.00 (2) Capacity study in the Strategic Road Network 15,00,000.00 (3) Speed and delay study in urban and other areas 10,00,000.00 (4) Origin and destination study 10,00,000.00 (5) Intersection study 15,00,000.00 (6) Accident study and analysis 20,00,000.00 Total Rs.10 million

The total budget for the 20-Year Plan amounts to 200 million Rs.

5.5 Road Capacity

By the term 'road capacity', it means the maximum number of vehicles passing across a road section per unit of time (hour, day) under an ideal physical condition of road environment. The level of service at capacity is the lowest. Highway Capacity Manual has specified capacity of different types of road. Nepal Road Standard has also specified different capacity for different types of roads. Before the traffic volume nears road capacity, improvement starting from simple shoulder treatment to widening of road or addition of a lane to the existing road facility is required. The design capacity given in Nepal Road Standard (NRS) in presented is Table 5.10.

According to Indian Road Congress (IRC), adequately designed hard or paved shoulder more than 1m wide on both sides are found to increase traffic capacity of single lane, intermediate lane and double lane road by almost two times respectively. Since it is very costly to widen a single lane road to two lanes in a situation of resource constraint, it is advisable to pave the shoulder to raise the capacity by a small sacrifice in the level of service and to defer widening or roads for future years. The capacity of a two lane road is double than that of intermediate lane roads.

In a mixed traffic flow and in a situation of high traffic volume, the capacity of National Highways cannot be increased by widening the road alone beyond a certain limit if frequent interruption and mingling of fast traffic with slow moving traffic continue as in the pre-widening stage. Thus, a special class of high speed road with partial access control feature and least interruption from slow moving traffic is required for high capacity operation and a reasonable level of service.

Table 5.10: Design Capacity of Roads



Classification Terrain Design Capacity

Veh/hr Veh/day T.U/day

Single - lane Plain 100 1,000 2,000

Black - topped Road Rolling 90 900 1,800

Mountainous 90 900 1,800

Steep 70 700 1,400

Single - lane Plain 90 900 1,800

Water-bound Macadam Road Rolling 80 800 1,600

Mountainous 75 750 1,500

Steep 40 400 800

Intermediate – lane Plain 300 3,000 6,000

Black – topped Road Rolling 285 2,850 5,700

Mountainous 260 2,600 5,200

Steep 225 2,250 4,500

Two – lane Plain 750 7,500 15,000

Black – topped Road Rolling 500 5,000 10,000

Mountainous 250 3,500 7,000

Steep 250 2,500 5,000

Four - lane Plain 5,000 50,000 100,000

Divided Carriageway Road Rolling 4,000 40,000 80,000

Note : The figures indicate total traffic in both directions

Veh/day : Vehicle per day

Veh/hr : Vehicle per hour

T.U. : Transport Unit

Source : Nepal Road Standards (2027), First Revision (2045), Department of Roads

Ministry of Works and Transport.

5.6 Analysis and Improvement

From the traffic and road inventory data prepared for different roads and different plan periods, improvement of road sections where traffic volume approaches road capacity must be taken up with top priority. Similarly, improvements are proposed also on the basis of different types of existing deficiencies such as inadequate number of lanes, earth surface and gravel surface awaiting earlier upgradation.

5.6.1 Overall Situation



Taking all aspects of the traffic study into account, it can be said that about 70% of

commercial traffic move on major highways (Birgunj-Pathlaiya, Pathlaiya-Hetauda, Hetauda-

Narayanghat, Narayanghat-Mugling and Mugling-Kathmandu) leading to the Kathmandu

Valley from the nearest terai region. Some road sections leading to Kathmandu are very busy

and have already reached their capacity requiring earlier improvement, whereas other roads

carry very little traffic and are underutilised. In view of the high percentage of commercial

traffic (50% trucks) and the increased legal axle load limit of 10.2 metric tonnes, the

pavement designs require a review for proposed improvement.

5.6.2 Critical Capacity Section

According to traffic data, (i) Naubise-Kathmandu section and (ii) Kathmandu-Bhaktapur

section of National Highways are operating at road capacity level at present. Similarly,

Narayanghat-Mugling and Mugling-Naubise sections are also nearing capacity level. Some

other sections of National Highways may also gradually reach their capacity level soon, if the

present trend of traffic growth persists. The Naubise-Kathmandu and Kathmandu-Bhaktapur

roads thus being in critical capacity condition require immediate improvement with the highest

priority.

5.6.3 Traffic at 2007

The completion of Banepa-Sindhuli-Bardibas single lane road in 2007 A.D. is anticipated to

divert some traffic moving on MRM having destination to Kathmandu from the east. But due to

its geometry and standard it will not attract through traffic in a substantial way. By the year

2007 some of the central sections of MRM, Narayangarh-Mugling-Kathmandu route and

Arniko Highway will exceed the capacity requiring an alternate direct road link from MRM to

Kathmandu before 2007 AD.

5.6.4 Improvement Requirement

Considering the chaotic traffic operation conditions of critical road sections pointed in

paragraph 5.6.3. improvement of the said road sections must be done immediately. Similarly,

widening and improvement of other roads having higher traffic should be undertaken under a

phased road improvement programme. Proposals for widening the blacktopped roads based

on road capacity forecast and the upgrading of earth and gravel roads based on threshold

traffic level have been prepared separately.

5.6.4.1 Widening National Highways



Among the prominent ones, the 2-lane Kathmandu-Bhaktapur (9.75 km) section of Arniko

Highway needs widening to 4-lane because of the present traffic volume of 9200 vehicles per

day. The traffic flow on this section being very much congested often leading to accidents

requires widening to 4-lane immediately. Also, some additional traffic will use this section of

road after the completion of the Dhulikhel-Sindhuli-Bardibas Highway in the year 2007.

Similarly, Naubise-Kathmandu, the only most important access road to the Kathmandu Valley

from the Terai at present is also nearing capacity with a traffic volume of more than 3000

vehicles per day. This section of the road is under study at present for finding a better

alternative to solve the traffic problems.

Other important 2-lane National Highway sections that require widening to 4-lane within 10th 5

Year Plan are Narayanghat – Mugling and Naubise – Mugling through which most of the

vehicles coming to Kathmandu pass. Similarly, the traffic volume on Pathlaiya-Hetauda road

will also reach the capacity in the 11th 5 Year Plan period. Thus, it is seen that out of 249

kilometre length of National Highway's sections from Pathlaiya to Kathmandu, except 78

kilometre long Hetauda-Narayanghat section, other sections need widening to 4-lane within

11th 5-Year Plan period. The traffic volume (7137 vehicles per day) on Hetauda-Narayanghat

road will be nearing the capacity level (7500 vehicle per day) in the 13th Plan period. Due to

strategic location and pivotal role of Hetauda-Narayanghat section in the all round

development of the country, if traffic volume review at the end of 11th 5 Year Plan (mid-term

period) indicates higher traffic growth, then the entire length from Pathlaiya to Kathmandu

may require widening to 4-lanes at an earlier Plan period. But it will be very difficult to widen

the already stabilised 249 km long 2-lane hill sections of the Highway in view of the great

technical difficulty in slope stability, high cost of maintenance in high hill cuts in a state of

resource constrained economy. It is therefore suggested that a direct, short, safe, high speed

and economically viable alternate road from the Terai to Kathmandu must be explored in

place of widening such a long stretch of 249 kilometre road from the existing 2-lane to 4-lane

highway. It is, therefore, suggested that a high standard alternate highway should be explored

along the Bagmati river corridor to link MRM from Kathmandu.

The Plan for widening of National Highways is shown in Table 5.11.



On the basis of the proposal for widening, (i) 150.75 km of National Highway needs widening

from 2-lane to 4-lane in the 10th 5-Year Plan (ii) 29 km of National Highway needs similar

widening in the 11th 5-Year Plan and (iii) 78 km of National Highway may need widening to 4-

lane in the 13th 5-Year Plan, in case the traffic growth rate becomes higher than the present

forecast rate (the traffic forecast of 7137 vehicles per day at the end of 13th 5-Year Plan is

nearing the capacity of 7500 vehicles per day)

Similarly, 84 km of National Highway sections requiring widening in the 13th 5-Year Plan,

according to traffic forecast, may be managed with good traffic control system. However, the

review of traffic flow at the end of 11th 5-Year Plan (mid-term) will be a deciding factor for its

inclusion in the widening programme.

Also 45 km of bypass roads are proposed to be constructed.

5.6.4.2 Widening Feeder Roads

Similarly, a separate list of widening of single lane Feeder roads to intermediate lane and two

lane roads has been prepared for different 5-Year Plans during which these roads are to be

widened. Wider roads tend to produce segregation effect between slow moving traffic and

fast moving traffic, thus resulting in higher efficiency of traffic operation and better level of

service. The details of Feeder roads widening plan is presented in Table 5.12.

Roads requiring widening or upgrading in the 13th 5-Year Plan according to traffic forecast will

not in general be included in this 20-Year Road Plan at present. However, mid-term review at

the end of 11th 5-Year Plan will be the deciding factor regarding the widening of these

roads/links.

This 20-Year Road Plan will require a mid-term review of traffic growth projection at the end of

11th 5-Year Plan because the short term and scanty traffic data available for use are not

considered reliable for a long-term traffic forecast. Most of traffic data available are only for

less than 5 years. Generally, for such a 20-Year Road Plan preparation, planning data

regarding traffic and other factors should be available for the previous 20 year period.



Similarly, on the basis of the proposal of widening Feeder roads, Table 5.12 (i) 84 km road

needs widening to intermediate lane in 10th 5-Year Plan, (ii) 126 km needs similar widening in

11th 5-Year Plan and (iii) 30.5 km in 12th 5-Year Plan. 101.27 km of widening proposal falling

under 13th 5-Year Plan has also been included in the plan. But depending on the mid-term

review of traffic projection at the end of 11th 5-Year Plan, plan for inclusion for implementation

should be considered. 12 km of Feeder road needs widening to 2 lane in the 10th 5-Year Plan

and 11 km of similar widening in the 12th 5-Year Plan.

5.6.4.3 Upgrading Feeder Roads

The plans for upgrading gravel road to blacktop and earth road to gravel surface are

presented in Table 5.13 and 5.14. 41.1 km of gravel roads require upgrading to black top

standard in 11th 5-Year Plan period and 149 km of gravel road are planned to be upgraded to

black top standard in 10th 5-Year Plan under the Road Improvement Project to be financed by

the Asian Development Project. Similarly, 11.8 km of roads in the 10th, 35.5 km in the 11th

and 18 km roads in the 12th 5-Year Plan require upgrading from earth to gravel standard.

However, the plan of upgrading 63 km of earth road to gravel standard in the 13th Five Year

Plan has to be reviewed at the end of the 11th 5-Year Plan period.

Chapter – 6 : Bridges


CHAPTER – 6 6. BRIDGES 6.1 Construction of Bridges 6.1.1 General

According to Nepal Road Standard, an elevated crossing structure with a length of 6m or more is classified as a bridge. Such structures of less than 6m in length are classified as culverts. As per the latest estimate, the total number of existing bridges in Nepal is about 1100 and 134 bridges are under construction. In spite of the above bridges, there are several existing roads and roads under construction, which have no bridges. Construction of bridges along these roads is essential for uninterrupted flow of traffic throughout the year. Similarly, bridges are also required along those roads, which have been identified by this study as strategic ones and are proposed for construction within 20 years. Considering these facts, the bridge construction programme is separated into four parts. They are bridges:

Which are under construction.

Along roads connecting the district headquarters.

Along other planned Strategic fair weather roads.

Along Strategic roads to be upgraded.

6.1.2 Cost of the Bridges Under Construction There are 134 bridges, which are being constructed by the DOR. The list of these bridges is presented in Appendix III.1. Out of 134 bridges, 77 bridges are scheduled to be completed by the end of fiscal year 2058/2059 i.e. by the end of Ninth Five Year Plan. These bridges are not covered by this study. The number of bridges, which will not be completed by the FY 2058/59, is 57. Out of 57 bridges, the total construction cost of 36 bridges, as given in the yearly programme, is Rs. 721,806,000. But the construction cost of 21 bridges is not given in the yearly program, as their detail engineering design has not been finalised. For the purpose of this study, the total construction cost of 21 bridges has been estimated on the basis of average construction cost of 36 bridges. Accordingly, the total construction cost of 21 bridges was calculated to be Rs. 421,050,000. Therefore, the total budget requirement for the completion of all bridges, which are under construction, is1143 million rupees.

6.1.3 Unit Cost of New Bridges

Cost per meter length of bridges on both hilly and terai rivers was calculated by analysing the data from the table presented in Appendix III.2. The analysis showed that the average construction cost of single lane bridge in:

Hilly region is Rs 340,000 per m Terai region is Rs 400,000 per m



For estimation, the cost per meter length of a double lane bridge is adopted 40% more than the cost of single lane bridge. These unit costs are used to determine the cost of the proposed bridges.

6.1.4 Bridges along Roads Connecting District Headquarters

The total number of districts headquarters, which are not connected by roads, is seventeen. DOR plans to link these headquarters with all weather motorable roads by the end of 11th Five Year Plan. In order to achieve this objective, DOR, at present, is constructing thirteen roads and has planned to start the construction of four remaining roads within a few years. Most of the bridges on above roads are not constructed. Similarly, bridges are also required along two fair weather roads namely Khimti-Manthali-Ramechhap and Surkhet-Ranimatta-Dailekh roads. Provision of bridges is one of the prerequisites for an all-weather road. Therefore, this study has proposed to construct bridges along all the roads connecting district headquarters by the end of 11th Five Year Plan. The number, total length and cost of required bridges along the roads connecting district headquarters are summarised in Table 6.1. The details of individual bridges are presented in Appendix III.4.

Table 6.1: Planwise Cost of Bridges along Roads Connecting District Headquarters

S.

No. Name of the Roads

Development

Region

Number

of

Bridges

Total

Length of

Bridges

Unit Cost

Rsx1000

Construction

Cost

Rsx1000

Budget Allocation Rs x1000

10th Plan 11th Plan

1. Gaighat-Diktel Eastern 7 386 340 131,240 - 131,240

2. Basantpur-

Chainpur-Khandbari

Eastern 3 232 " 78,880 78880 -

3. Hile-Bhojpur Eastern 2 300 " 102,000 102,000 -

4. Okhaldhunga-Salleri Eastern 2 100 " 34,000 34,000 -

5. Khimti-Manthali-

Ramechhap

Central 7 244 " 82,960 82,960 -

6. Khudi-Chame Western 10 525 " 178,500 - 178,500

7. Beni-Jomsom Western 6 350 " 119,000 119,000 -

8. Surkhet-Jumla Mid Western 20 800 " 272,000 272,000 -

9. Jumla-Gamgadhi Mid Western 2 285 " 96,900 - 96,900

10. Salyan-Musikot Mid Western 3 110 " 37,400 37,400 -

11. Chhinchu-Jajarkot Mid Western 6 565 " 192,100 192,100 -

12. Jajarkot-Dunai Mid Western 18 1029 " 349,860 - 349,860

13. Tila-Manma Mid Western 3 240 " 81,600 81,600 -

14. Surkhet-Ranimatta-

Dailekh

Mid Western 3 195 " 66,300 66,300 -

15. Gamgadhi-Simikot Mid Western 11 600 " 204,000 - 204,000

16. Sanfebagar-Martadi Far Western 8 590 " 200,600 200,600 -

17. Sanfebagar-

Mangalsen

Far Western 2 252 " 85,680 85,680 -

18. Khodpe-Bajhang Far Western 5 290 " 98,600 98,600 -

19. Baitadi-Darchula Far Western 5 240 " 81,600 81,600 -

Total 123 7333 2,493,220 1,532,720 960,500



6.1.5 Bridges along Other Planned Strategic Fair-Weather Roads

The bridge construction programme along the above-mentioned category of roads is divided into two phases. Top priority for construction is given to bridges across rivers with a catchments area of 100 sq.km or more because it is assumed that such rivers are not fordable even during dry season. Bridges across such rivers are included in Phase I. Bridges under Phase I are proposed to be constructed in conjunction with the roads where these bridges will be located. Priority for the construction of these bridges is fixed in accordance with the priority of roads as mentioned in Chapter 4 of this report. This study envisages completing all these bridges (under Phase I) within 20-Year Plan period except along Postal Road (Hulaki Sadak). Construction of bridges along Postal Road with catchments area of more than 100 sq.km is not proposed by this study due to their high cost as well as due to the bridges existing across same rivers along Mahendra Rajmarga in the north. It is assumed that vehicles on Postal Road will use the bridges along Mahendra Rajmarga in case they need to cross such rivers. Bridges across rivers with a catchment area of less than 100 sq.km is included in Phase II. It is assumed that such rivers are fordable throughout the year except during monsoon. Bridges under Phase II are proposed to be constructed only when the roads (where the bridges will be located) will be upgraded into all-weather ones. As it is not possible to predict the exact timing of upgrading of any particular road at this stage, the cost of such bridges was calculated on lump sum basis and is given in Section 6.1.6. However, all the bridges (both in Phase I and Phase II) along Road Linking Multimodel Port in Birgunj, Kathmandu Ring Road, Mulpani-Chagunarayan-Nagarkot Road, Naubise Bypass and Biratnagar Ring Road are proposed to be executed in conjunction with the construction of these roads.

The estimation of the number and length of the bridges the along the roads planned both for Phase I and Phase II is based on the following:

1. Identification of bridges and their catchments areas on 1:250,000 scale topographical maps.

2. Collection of data on catchments area and length of the bridges from the feasibility

study/detail design reports. These data are presented in Appendix III.2. 3. Plotting of catchments area versus bridge length curves from above data for both hilly

and Terai rivers. The curves are presented in Appendix III.3. 4. Calculation of the length of all identified bridges for construction according to their

catchments area by fitting them on above-mentioned curves. The name and length of all the identified bridges for Phase I and Phase II are presented as Appendix III.5 and III.6 respectively.

Selection of bridge types such as RCC with/without pre-stressing, suspension, steel truss etc. depends upon the site condition. As it was not possible to inspect the bridge sites in this planning stage, recommendation of bridge type is not made.



The number and total length of bridges along a particular road in Phase I and Phase II are

given in Tables 6.2 and 6.3 respectively. The other details for both phases are given in

Appendices III.5 and III.6.

Table 6.2 : Cost Estimate of Bridges Along Planned Roads in Phase I

S. No.

Name of the Roads TerrainNo. of

Bridges

Total Length

(m)

Cost Per Meter Length

Rs.x1000

Total cost Rs.x1000

Remarks

EASTERN DEVELOPMENT REGION

1 Damak-Chisapani Hilly 3 360 340 122,400

2 Taplejung-Olanchungola-China Border

Hilly 3 355 340 120,700

3 Gopetar-Chyangthapu Hilly 2 185 340 62,900

4 Phidim-Terhathum Hilly 2 305 340 103,700

5 Khandbari-Kimathanka-China Border

Hilly 2 285 340 96,900

6 Biratnagar Bypass Terai 1 80 560 44,800

7 Katari-Gaighat-Murkucha-Chatara-Dharan

Hilly 1 300 340 102,000

8 Bhojpur-Diktel Hilly 1 70 340 23,800

9 Halesi-Hilepani-Toxelghat Hilly 2 650 340 221,000

10 Nunthala-Lamidanda-Namchebazar Hilly 4 550 340 187,000

Sub-Total 21 3140 1085200

CENTRAL DEVELOPMENT REGION

1 Dolkha-Singti-Lambagar-China Border

Hilly

1 80 340 27,200

2 Khurkot-Manthali

Hilly

1 300 340 102,000

3 Road Linking Multi Model project at Birgunj

Terai

3 165 560

92,400

4 Kathmandu – Naubise – By pass

Hilly

3 130 476 61,880

5 Kanti Rajpath (Hetauda – Chaughada – Thingan – Bhatte danda – Tikabhairab)

Hilly

1 80 340 27,200

6 Mulpani-Changu Narayan- Nagarkot Valley 1 50 400 20,000 Total 10 805 330,680



WESTERN DEVELOPMENT REGION

1 Jomsom – Muktinath

Hilly

1 250 340 85,000

2 Jomsom – China border Hilly 4 385 340 130,900

3 Kushma – Phalebansh Hilly 1 120 340 40,800

4 Bametaksar – Burtibang Hilly 1 90 340 30,600

5 Burtibang – Dhorpatan Hilly 1 90 340 30,600

6 Burtibang – Talkot – Lukumgaun Hilly 1 110 340 37,400

7 Syangja – Panchamul Hilly 1 70 340 23,800

Total 10 1,115 379,100

MID WESTERN DEVELOPMENT REGION

1 LLukumgaun-Jajarkot

Hilly

2 400 340 136,000

2 SSimikot – China border Hilly 3 300 340 102,000

3 Jhuphal – upto Jajarkot Dunai road Hilly 1 225 340 76,500

Total 6 925 314,500

FAR WESTERN DEVELOPMENT REGION

1 Babala – Martadi Hilly 1 105 340 35,700

2 Tult – Chalsa – Banatoli – Kalika Hilly 2 380 340 129,200

3 Bhatgaun – Kotbhairab – Khaptad

N.P. Hilly 1 200 340 68,000

Total 4 685 232,900

Grand-Total 51 5,745 2,342,380



Table 6.3 : Cost Estimate of Bridges Along Planned Roads in Phase II

S. No.

Name of the Roads TerrainNo. of

Bridges

Total Length

(m)

Cost Per Meter Length

Rs.x1000

Total cost Rs.x1000

Remarks


1 Phikkal-Shree Antu Hilly 1 18 340 6,120 2 Ilam-Mainapokhari-Sandakpur Hilly 1 40 340 13,600

3 Damak-Chisapani Hilly 3 75 340 25,500

4 Taplejung-Olanchungola-China Border Hilly 7 207 340 70,380

5 Gopetar-Chyangthapu Hilly 2 52 340 17,680

6 Khandbari-Kimathanka-China Border Hilly 7 170 340 57,800

7 Katari-Gaighat-Murkucha-Chatara-Dharan

Hilly 22 582 340 197,880

8 Bhojpur-Diktel Hilly 4 143 340 48,620

9 Diktel-Halesi Hilly 2 65 340 22,100

10 Halesi-Hilepani-Toxelghat Hilly 4 102 340 34,680

11 Nunthala-Lamidanda-Namchebazar Hilly 17 394 340 133,960

Sub-Total 70 1,848 628,320


1 Dolkha-Singti-Lambagar-China Border

Hilly

5 237 340

80,580

2 Khurkot-Manthali

Hilly 2 77 340

26,180

3 Tokselghat – Khurkot

Hilly 4 385 340

130,900

4 Sankhu – Phatkeswor-Bahunepati Hilly 2 50 340 17,000 5 Syaprubesy – Rasuwaghadhi –

China border

Hilly 4 177 340

60,180

6 Kanti Rajpath ( Hetauda – Chaughada – Thingan – Bhatte danda – Tikabhairab) Hilly 1 20 340 6,800

7 Gaur Ring Road

Terai 2 70 400

28,000

Total 20 1,016 349,640




1 Jomsom – Muktinath

Hilly

3 100 340

34,000

2 Jomsom – China border Hilly 7 243 340 82,620

3 Baglung – Bametaksar Hilly 3 100 340 34,000

4 Bametaksar – Burtibang Hilly 2 100 340 34,000

5 Burtibang – Dhorpatan Hilly 1 40 340 13,600

6 Burtibang – Talkot – Lukumgaun Hilly 1 35 340 11,900

7 Jitpur – Sitapur Terai 1 20 560 11,200

Total 18 638 221,320


1 Lukumgaun-Jajarkot

Hilly

10 277

340 94,180

2 Jajarkot-Dumai Hilly 14 434 340 147,560

3 Manma – Gadhwali Hilly 5 160 340 54,400

4 Jhupal-Jajarkot Hilly 2 35 340 11,900

5 Dang – Swargadwari Hilly 1 30 340 10,200

Total 32 936 318,240


1 Babala – Martadi Hilly 5 251 340

85,340

2 Tult – Chalsa – Banatoli – Kalika Hilly 2 35 340 11,900

3 Patan – Pancheshwar* Hilly 6 160 340 54,400

Total 13 446 151,640

Grand-Total 153 4884 1,669,160

6.1.6 Bridges along the Strategic Roads to be Upgraded

Several roads under construction, planned roads and parts of the Postal Road are presumed to be upgraded to all-weather type during 20-Year Plan period. As previously mentioned, the exact timing of their upgrading is not possible to forecast now. Therefore, in this study it is assumed that every year a number of bridges with a total length of 200m will be constructed along the upgraded portions of above-mentioned portions/roads. With an



average construction cost of Rs.370,000 per meter length of single lane bridge (average of terai and hill regions) the budget requirement for construction of bridges along the upgraded roads during the planned period of 20 years is estimated to be Rs.1480 million.

6.1.7 Total Construction Cost

The construction cost of bridges along the planned and other roads including those, which

are under construction, is presented in Table 6.4

Table 6.4 : Construction Cost of Bridges

S.

No. Type

Construction Cost

(Mil. Rs.)

1. Bridges under construction 1,143

2. Bridges along roads connecting

district headquarters

2,493

3 Bridges along other planned

strategic roads:

Phase I

Phase II

2,342

1,669

4 Bridges along strategic roads to be

upgraded

1,480

Total 9,127

Total excluding Phase II bridges 7,458

6.1.8 Planwise Budget Requirement for the Construction of New Bridges

The budget requirement for the construction of new bridges during 10th, 11th, 12th and 13th

Five Year Plans is given in Table 6.5. The budget requirement for each Plan was

calculated on the following basis.

1. Bridges under construction will be completed within the 10th Plan.

2. Bridges connecting district headquarters will be completed by 11th Plan.

3. Bridges along Strategic planned roads under Phase I will be constructed in conjunction

with the roads where they will be located. Priority for their construction is fixed

according to the priority of roads as given in Chapter 4.

4. Single lane bridges with a total length of 200m will be constructed every year during the

20-Year Plan period along the upgraded portions of planned roads and Postal Road.



Table 6.5: Planwise Budget Requirement for New Bridges

S.N.

Category of Bridges

Budget Requirement (Mil. Rs.) Total (Mil. Rs.) 10th Plan 11th Plan 12th Plan 13th Plan

1 Bridges under construction 1143 - - - 1143

2 Bridges along roads

connecting district

headquarters

1533 960 - - 2493

3 Bridges along other planned Strategic roads

213 714 680 735 2342

4 Bridges along Strategic roads to be upgraded

370 370 370 370 1480

Total 3,259 2,044 1,050 1,105 7,458

6.2 Maintenance and Rehabilitation of Bridges

6.2.1 General The total number of bridges in Nepal is about 1100. Out of them, 890 bridge crossings have been constructed along Strategic and Urban roads (Nepal Road Statistics, 1998). As all these bridges have been constructed for river crossing, they have considerable importance for uninterrupted flow of traffic. Majority of the above bridges are less than 30 years old. Hence they are not old enough for replacement, as the life time of permanent bridges is more than 70 to 100 years. However, they have already started to show the signs of distress due to inadequate maintenance. If proper maintenance/rehabilitation of these bridges is not started timely, they will deteriorate further requiring total replacement. According to PIP report, the total replacement cost of all the existing bridges is about 150% of the annual national budget. Therefore, HMG/N should give top priority for maintenance/rehabilitation of the existing bridges.

6.2.2 Condition Survey of the Bridges

The Bridge Unit, DOR, had carried out a condition survey of all the bridges along Strategic Road Network except that of newly constructed bridges as well as bridges along Pathlaiya-Dhalkebar sector of Mahendra Rajmarga. The total number of bridges covered by the condition survey was about 870. The forms used for reporting the condition of the bridges were based on Overseas Road Note I, published by TRL. According to the Road Note, the bridge is divided into 10 different elements and the elements were rated on scale of 0 to 4 for condition, extent and urgency. The survey was completed at the beginning of 1997. The consultant studied the condition survey report of 686 bridges (made available to the consultant). The study showed that the common damages/defects/deterioration observed in the bridges are:

Damage to expansion joints.

Corrosion to steel bearings

Cracking and spalling of concrete both at superstructure and substructure

Damage to railings



Blockage of deck drains

Vegetations in/around the bridges

Scouring around abutments, piers, and protection works

Siltation at the bridge site

Deterioration of painting of steel bridges etc.

6.2.2.1 Methodology Proposed by PIP for Maintenance and Rehabilitation

In order to prepare the implementation plan for rectification/repair of above defects, the PIP study modified the rating system, used for the condition survey. In the modified rating system, rating for each element of the bridge was multiplied by different factors according to their importance. For example, the rating used in the condition survey for condition, extent and urgency, was multiplied by 4 for main girder, truss, deck slab, beam, abutment, pier, bridge protection work and river training, where as the rating of other elements such as approach road, bridge deck, expansion joints, bearing etc was multiplied by 1. According to modified rating, the bridges were distributed into the following three categories with consideration of maximum urgency.

1 ‘Max Urg’ = 12 or more: Bridges requiring attention within 6 months.

2. ‘Max Urg’ = 8: Bridges requiring attention within 1 year.

3. ‘Max Urg’ = less than 8: Bridges requiring attention in 2 years or longer.

The distribution of 686 bridges in three categories according to ‘Max Urg’ criteria is presented in Table 6.6.

Table 6.6: Distribution of Bridges According to Urgency Rating

Summarising the results of the above study of 686 bridges, approximately 15% have been rated in the condition survey reports as requiring attention within 6 months (i.e. generally before the next monsoon season), 48% require attention within a year and the remaining 37% do not require immediate attention i.e. within next 2 years or longer. The name of bridges with different 'max urg' rating is given in Appendix III.7.

6.2.2.2 Methodology Adopted for the Study of Maintenance and Rehabilitation Works The above methodology adopted by the PIP study has recommended to rehabilitate/repair the current defects/deterioration of the bridges and has not taken into account further deterioration of bridge elements with the passage of time. As the purpose of this study is to prepare a rehabilitation program for 20 years from now, possible deterioration of the

‘Max Urge’ score Number of Bridges Percentage

12 or more 105 15.31

8 325 47.38

Less than 8 256 37.31



bridges up to the study period also needs to be considered. Accordingly, the consultant based on the findings of the Condition Survey Reports, categorised the following types of works to keep the existing bridges in proper condition.

1. Maintenance of bridges

2. Rehabilitation, replacement and major repair works

3. Provision for emergencies

However, the maximum urgency rating by the PIP is also to be considered during the

preparation of implementation plan.

6.2.4 Maintenance of the Bridges

The maintenance works are further divided into three subgroups. They are: routine, recurrent and periodic maintenance.

6.2.4.1 Routine and Recurrent Maintenance This type of maintenance includes:

General cleaning Cleaning of deck drains Cleaning of side drains at approach roads Clearing of vegetation Cleaning of joints Repair of minor cracks at superstructure and substructure etc.

6.2.4.2 Periodic Maintenance

This type of maintenance is proposed to rectify the following defects in a planned way.

Painting of steel bridges Tightening of nut bolts including replacement, if there are any Lubrication of bearings etc.

6.2.5 Rehabilitation, Replacement and Major Repair Works

For assessment of deterioration/defects of the existing bridges and calculation of the volume of rehabilitation/replacement and major repair works, all the available condition survey reports were studied in detail. The study showed that: Expansion joints and bearings of most of the bridges have started to deteriorate and

therefore, it is recommended to replace them in 20 years period. However, priority for their replacement needs to be fixed carefully depending upon the extent of deterioration, importance of the bridge, traffic volume etc. The extent of deterioration should be established as per the rating discussed above.



All the existing timber bridges are in a very poor condition. Mere maintenance work is not sufficient to keep them intact. Therefore, they should either be replaced by another timber bridge or by any other permanent structure such as RCC, steel structure etc. Replacement of the existing timber bridge by another same type of bridge is not recommended due to very high cost of timber as well as frequent maintenance required for it. Therefore, it is proposed to replace all timber bridges by permanent type structures.

Cracks and spalling are common problems in RCC bridges. Although, the magnitude of such defects is not substantial at present except for a few bridges, but if they are left untreated, the magnitude of the defect will increase requiring substantial money and effort for their repair. Hence, these types of defects should be repaired within a short period. This study envisages to rectify these defects within 10th Five Year Plan.

However, rehabilitation/replacement of smaller components of bridges such as railings, parapet, guard post, protection works etc are envisaged to be covered by minor repair works /routine maintenance/emergency maintenance.

6.2.6 Provision for the Emergencies

Almost every year, a number of bridges are severely damaged either by traffic or by flood. This phenomenon is common in almost all parts of Nepal. Examples of such events are the washing away of bridges along Arniko Highway, Prithvi Rajmarga, Mahendra Rajmarga, Tribhuvan Rajpath etc. During such events, the vehicular traffic is completely blocked for several days. In order to overcome this situation, it is recommended to purchase Bailey bridges and store them at strategic places so that in the time of emergency they could be used until the permanent bridges are constructed. For this, it is recommended to allocate budget for reconstruction of 50m long bridge every year.

6.2.7 Quantity Estimate 6.2.7.1 Bridges and Their Type

According to Nepal Road Statistics, 1998, the total number of river/khola crossing structures along the Strategic Road Network is 923. The total length of these crossings is 46,969m. Among them, 9 are hume pipe crossing and 24 are floodways. The total length of hume pipe crossings and floodways is 1165m and 1437m respectively. Hence the total number of bridge crossings is 890 and their total length is 45416m. Their distribution according to the type is as follows:

1. RCC and Arch : 37,687m 2. Steel truss/composite/Bailey : 6593m 3. Timber : 246m 4. Special type of bridges such as a cable stayed (Karnali), and suspension type

(Trishuli,Bheri and Marsyangdi): cover 890m. These types of bridges are not covered by this study as they need special maintenance programme. JICA had carried out a detailed study on Karnali Bridge. They have worked out plans for maintenance of the bridge and have trained the DOR personnel for inspection and maintenance works.



The above-mentioned bridges were completed before 1998 and are included for cost estimation of replacement/rehabilitation/major repair works. The bridges, constructed after 1998 are considered new and no provision for the above mentioned works is made. However, for the calculation of cost for periodic maintenance, their estimation is done according to the present trend of maintenance of new bridges.

6.2.7.2 Routine and Recurrent Maintenance

Routine maintenance as well as minor repair works of bridges, at present, are being carried out by length persons, responsible for routine maintenance of roads. Hence, the budget for these works is excluded from the bridge maintenance programme. Similarly, road recurrent maintenance budget of DOR includes this type of maintenance of bridges as well. Therefore, separate budget for this type of work is also not allocated.


For calculation of the cost and preparation of the implementation plan, this type of maintenance is assumed to be carried out two times within a period of 20 years. Therefore, every year 659m length of steel bridges will be covered by this type of maintenance.

6.2.7.4 Replacement/Rehabilitation and Major Repair Works Major works, which are envisaged under this heading, are: 1. Replacement of the bearing 2. Replacement of the expansion joints 3. Replacement of the timber bridges by RCC 4. Repair of the cracks and spalling of RCC bridges

The number and type of bridges including their details such as length, span length, span numbers, carriageway width etc. were taken from Nepal Road Statistics, 1998. Based on these, total number of the bridges, total length of the expansion joints and the total number of bearings were calculated. The detailed calculation is presented in Appendix III.7. The calculation showed that:

The total length of the expansion joints : 17230 m The total number of the bearings : 8968 nos. The total length of the timber bridges : 246 m

Out of the above total, the Bridge Upgrading and Maintenance Project (BUMP) has replaced 305m of expansion joints and about 60nos. of bearing. Similarly the Butwal Division of DOR has also replaced 85m of expansion joints. Therefore, the actual volume of remaining work is:

Replacement of the expansion joints : 16840 m

Replacement of the bearings : 8908 nos.

Replacement of the timber bridges by RCC bridges : 246 m



For the budgeting purpose it has been assumed that all the above bearings and expansion joints will be replaced once in 20 years and the timber bridges, (which are already in poor condition), will be replaced in the 10th Five Year Plan. Therefore, the yearly volume of above works is:

Replacement of the expansion joints : 842m per year Replacement of the bearings : 445 nos. per year Replacement of the timber bridges by RCC bridges : 50m per year (from 1st

year to 5th year of Tenth Plan.)

For the purpose of estimation, it has assumed that 70% of bearings are steel and the remaining 30% are elastomeric.

Quantity estimation for repair of cracks and spalling of concrete is not possible without detail investigation of bridges. Hence, the budget for this type of work is allocated in lump sum basis.

6.2.8 Unit Cost


Unit cost of painting is assumed to be Rs.10,000.00 per meter length of bridge. The cost is calculated on the basis that the weight of steel per meter length is 2000 kg. and the cost of painting is Rs. 5 per kg of steel.

6.2.8.2 Replacement/Rehabilitation and Major Repair Works

Rates for replacement of the bearings and the expansion joints were taken from BUMP and they are as follows: Average cost of replacement of the expansion joints: Rs 45,000.00 per meter Average cost of replacement of the steel bearings by elastomeric bearings: Rs.

60,000.00 per no. Average cost of replacement of the elastomeric bearings by elastomeric bearings: Rs.

25,000.00 per no.

Average cost of replacement of the bearings was calculated to be Rs. 49,500.00 per no. (assuming 70% steel and 30% elastometric). Replacement cost of the timber bridges: Rs. 400,000.00 per meter; cost of new bridges in Terai region.

Rs. 10 million per year for repair of cracks and spalling is allocated per year for the first five years from the start of the 20-Year Plan i.e. within 10th Five Year Plan.

6.2.9 Cost Estimate

The yearly as well as total cost estimates of periodic maintenance, replacement/rehabilitation including major repair works, provision for emergency as well as total cost of all the above mentioned works are presented in Tables 6.7, 6.8,and 6.9.



Table 6.7: Cost Estimation of Periodic Maintenance

S.N. F/Y Painting Steel

Remark Qty.(m) Rate/m Rs.1000

Amount Rs. x1000

1 59/60 659 10 6,590 Yearly addition of new steel bridges is assumed to be 5 %

2 60/61 692 10 6,920 3 61/62 727 10 7,265 4 62/63 763 10 7,629 5 63/64 801 10 8,010 6 64/65 841 10 8,411 7 65/66 883 10 8,831 8 66/67 927 10 9,273 9 67/68 974 10 9,736 10 68/69 1022 10 10,223 11 69/70 1073 10 10,734 12 70/71 1127 10 11,271 13 71/72 1183 10 11,835 14 72/73 1243 10 12,426 15 73/74 1305 10 13,048 16 74/75 1370 10 13,700 17 75/76 1439 10 14,385 18 76/77 1510 10 15,104 19 77/78 1586 10 15,860 20 78/79 1665 10 16,653 Total 217,905

Table 6.8 : Cost Estimate of Replacement/Rehabilitation Works

S. N. F/Y

Major Repair Works

Rsx1000

Replacement of Expansion Joints Replacement of Bearings Replacement of Timber Bridges

Total Qty (m)

Rate/m Rsx1000

Amount Rsx1000

Qty. nos.

Rate/ nos.

Rsx1000

Amount Rsx1000

Qty (ms)

Rate/m Rsx1000

Amount Rsx1000

1 59/60 10000 842 45 38,925 445 49.5 22,028 50 400 20,000 90,953 2 60/61 10000 842 45 38,925 445 49.5 22,028 50 400 20,000 90,953 3 61/62 10000 842 45 38,925 445 49.5 22,028 50 400 20,000 90,953 4 62/63 10000 842 45 38,925 445 49.5 22,028 50 400 20,000 90,953 5 63/64 10000 842 45 38,925 445 49.5 22,028 50 400 20,000 90,953 6 64/65 - 842 45 38,925 445 49.5 22,028 - - - 60,953 7 65/66 - 842 45 38,925 445 49.5 22,028 - - - 60,953 8 66/67 - 842 45 38,925 445 49.5 22,028 - - - 90,953 9 67/68 - 842 45 38,925 445 49.5 22,028 - - - 90,953 10 68/69 - 842 45 38,925 445 49.5 22,028 - - - 60,953 11 69/70 - 842 45 38,925 445 49.5 22,028 - - - 60,953 12 70/71 - 842 45 38,925 445 49.5 22,028 - - - 90,953 13 71/72 - 842 45 38,925 445 49.5 22,028 - - - 90,953 14 72/73 - 842 45 38,925 445 49.5 22,028 - - - 60,953 15 73/74 - 842 45 38,925 445 49.5 22,028 - - - 60,953 16 74/75 - 842 45 38,925 445 49.5 22,028 - - - 90,953 17 75/76 - 842 45 38,925 445 49.5 22,028 - - - 90,953 18 76/77 - 842 45 38,925 445 49.5 22,028 - - - 60,953 19 77/78 - 842 45 38,925 445 49.5 22,028 - - - 60,953 20 78/79 - 842 45 38,925 445 49.5 22,028 - - - 90,953 Grand

Total 50,000 778,500 440,550 100,000 1,369,060



Table 6.9 : Total Estimate for Maintenance/Rehabilitation Works

S.

No. F/Y

Periodic

Maintenance

Rs.1000

Replacement/Rehabilitation

& major repair works

Rs.1000

Provision of

Emergency Rs.1000

Total

Rs.1000 Remark

1 59/60 6,590 90,953 80,000 177,543

2 60/61 6,920 90,953 3,000 100,873

3 61/62 7,265 90,953 3,000 101,218

4 62/63 7,629 90,953 3,000 101,582

5 63/64 8,010 90,953 3,000 101,963

6 64/65 8,411 60,953 3,000 72,364

7 65/66 8,831 60,953 3,000 72,784

8 66/67 9,273 60,953 3,000 73,226

9 67/68 9,736 60,953 3,000 73,689

10 68/69 10,223 60,953 3,000 74,176

11 69/70 10,734 60,953 3,000 74,687

12 70/71 11,271 60,953 3,000 75,224

13 71/72 11,835 60,953 3,000 75,788

14 72/73 12,426 60,953 3,000 76,379

15 73/74 13,048 60,953 3,000 77,001

16 74/75 13,700 60,953 3,000 77,653

17 75/76 14,385 60,953 3,000 78,338

18 76/77 15,104 60,953 3,000 79,057

19 77/78 15,860 60,953 3,000 79,813

20 78/79 16,653 60,953 3,000 80,606

Grand Total 217,905 1,369,060 137,000 1,723,965

6.2.10 Planwise Budget Requirement for Maintenance and Rehabilitation

The budget requirement for the maintenance/rehabilitation/major repair works of the existing bridges during the 10th, 11th, 12th and 13th Five Year Plans are summarised in Table 6.10. Table 6.10 : Planwise Budget Requirement for the Maintenance and Rehabilitation

Five Year Plan 10th 11th 12th 13th Total

Budget Requirement

(Mil. Rs.) 583 366 379 395 1723

6.3 Planwise Budget Requirement for Bridge Works

The summary of the costs of new bridges as well as maintenance and rehabilitation of the existing bridges is given in Table 6.11.



Table 6.11 : Summary of Cost

S.No. Particulars Plan Wise Cost (Mil. Rs.)

10th Plan 11th Plan 12th Plan 13th Plan Total1 Cost of New Bridges 3259 2044 1050 1150 7458

2 Cost of Maintenance and Rehabilitation of Existing Bridges

583 366 379 395 1723

Total 3842 2410 1429 1500 9181

Chapter – 7 : Road Maintenance and Rehabilitation / Reconstruction


CHAPTER – 7 7. ROAD MAINTENANCE AND REHABILITATION / RECONSTRUCTION 7.1 Road Maintenance 7.1.1 Introduction

A large amount of capital has to be invested when a road is constructed. As soon as a road is completed it starts deteriorating in course of time due to the following causes. Environmental - terrain, climate and local practices; Traffic - volume and axle load; Construction - design and construction standards and quality.

If a road is not maintained properly, the condition of road will deteriorate due to these factors requiring expensive early rehabilitation or even reconstruction. Besides, the rapid deterioration of the road will lead to increased vehicle operating cost, loss of comforts to travellers and increased road accidents.

Road maintenance may be defined as a series of inter-dependent activities carried out both on and off the road to keep the roadway, shoulder, roadside structures and off-road structures in a proper condition. It will reduce the rate of deterioration of the road and thus prolong its life, reduce vehicle operating cost and provide reliable and safer transportation of goods and passengers.

7.1.2 Categories of Maintenance

The Department of Roads has categorised the maintenance into five groups. These are:

Routine maintenance - which is required continually on every road;

Recurrent maintenance - which is required at varying intervals during the year with

a frequency that depends mostly on the volume of traffic on the road;

Periodic maintenance - which is required only at interval of several years;

Emergency maintenance - which is needed to deal with emergencies and problems

requiring immediate action when a road is threatened or closed;

Preventive maintenance - which is needed to adapt the road to the changing nature

of the slopes and streams.

7.1.3 Previous Road Maintenance Practice

In the past, His Majesty's Government did not pay adequate attention to the planned maintenance of the roads and hence the roads deteriorated rapidly. The roads had to be either rehabilitated or reconstructed early incurring heavy burden to the state.



Since early 90's, due to donors' persuasion and the government's realisation, the maintenance policy of the government has changed. It started giving more attention to maintenance of the roads. Since then the roads in the bad condition are being rehabilitated and reconstructed. It is hoped that by the end of 9th Five Year Plan all the roads within the Strategic Network will be in good or fair condition. Following this, the Department of Roads has started developing the policies for maintenance of the roads with the establishment of the Maintenance and Rehabilitation Co-ordination Unit. The planned maintenance policy was introduced and the implementation of this policy through Strengthened Maintenance Divisions has been initiated. This has led to perceptible improvement in the planning and execution of maintenance activities by those Maintenance Divisions. This planned maintenance policy should be institutionalised and applied in all the Divisions of the DOR, so that planned maintenance is enforced on every road in the Strategic Road Network.

Roads in Nepal were constructed/reconstructed through the assistance of different donors. These roads are of different standards. The standards were dictated by donors' own standards. Some of them are of higher standard than required. Economic consideration may not justify to maintain these roads to the constructed standard. But as these roads are part and parcel of the Strategic Road Network it may not be acceptable, socially as well as politically, not to maintain these roads close to the previous standard.

7.1.4 The Strategy of Maintenance

The consultant has adopted the preservation of road asset as the strategy for the maintenance of the Strategic Road Network. The Asset Value approach advocates that the network be maintained close to the constructed standard as far as possible irrespective of traffic flows in the different sections of the network or sections of the same road. This approach has been used to develop the maintenance plan of the Strategic Road Network.

The consultant strongly suggests that in future the construction of new road links, rehabilitation of existing roads as well as upgrading of existing roads must be implemented only to the standard dictated by the economic consideration so as to make the network sustainable.

7.1.5 The Nepal Strategic Road Network (SRN)

The Strategic Road Network comprises of National Highways and Feeder roads: Table 7.1 below shows the expected status of the completed Strategic Road Network at the end of 9th Five Year Plan according to the pavement surface.

Table 7.1: Status of Strategic Road Network at the End of 9th Five Year Plan

Road Category Type of Pavement

Total kmBlacktop Gravel Earth

Highway (km) 2326 537 288 3151Feeder Roads km) 931 717 367 2015Total (km) 3257 1254 655 5166

For details see Appendix IV.1



7.1.6 Unit Costs for Maintenance

The Department of Roads has developed norms for routine, recurrent (for blacktopped road), periodic maintenance and other related activities. The consultant has worked out norms for recurrent maintenance of gravelled surface road (Appendix IV.2). The consultant has used these norms to calculate the unit cost of individual category of maintenance for the year 2057/58 (Base year). These unit costs were used to calculate the cost of maintenance and resource requirement for the 20-Year Plan. These norms for routine and recurrent maintenance were introduced only a few years back and they are being tested at the field level. Probably these norms will have to be adjusted with the passage of time and subsequently the maintenance cost will also change accordingly. The unit costs of recurrent and periodic maintenance were calculated for the width of 5.5m and 4.5m for blacktop and gravel roads respectively. These are the average width of these type of the roads in the Strategic Network. For details, see Appendix IV.3. The unit costs of routine, recurrent and periodic maintenance are presented in Tables 7.2, 7.3 and 7.4 respectively. The analysis of basic rates and the unit costs are presented in Appendix IV.11.

Table 7.2: Unit Cost for Routine Maintenance. (Rs./km/year)

Type of Road Terrain Unit Cost (Rs.) Black topped Hill

Terai Urban

21,800.0 10,600.0 46,900.0

Gravelled/Earthen Hill Terai

31,400.0 16,500.0

Table 7.3: Unit Cost for Recurrent Maintenance. (Rs./km/year)

Type of Road Width of Roadway (m) Unit Cost (Rs.) Black topped 5.5 27,000.0 Gravelled 4.5 46,200.0

Table 7.4: Unit Cost for Periodic Maintenance. (Rs./km)

Type of Road Roadway width (m) Unit Cost (Rs.) Blacktopped (Single Bitumen Surface Treatment) Gravelled (Regravelling 15cm thick)

5.5

4.5

515,000.00

810,000.00



7.1.7 Routine Maintenance 7.1.7.1 Background

This is the most important type of maintenance. It includes cleaning of drains, roadways, cutting grass, bushes and other routine activities required to keep the road and drains clean and safe. It does not depend upon the engineering characteristics or traffic volume on the road.

The network length in maintainable condition is increasing but since the last 3 years allocation per year for routine maintenance has remained constant i.e. 30 million rupees under the regular budget. The Department of Roads had to divert substantial fund from the development budget to meet the requirement for routine maintenance. The consultant recommends that the routine maintenance budget be allocated as per the need of the road network. The budget allocation for this maintenance should be done under the development budget. This is even more important because the DOR is moving ahead to privatise maintenance work including the routine maintenance.

7.1.7.2 Routine Maintenance Plan

Given the construction of approximately 4040 kilometres of new roads during the 20-Year Plan period, (See Chapter 4) in an average, 202 km of roads will be added every year to the network from the beginning of the 10th Five Year Plan. The physical targets of roads for routine maintenance and resource requirement are shown in Table 7.5.

Table 7.5: Routine Maintenance Plan

Plan Period 10th 11th 12th 13th TotalRoad Length (km)* 5974 6984 7994 9004 -Amount (Mil.Rs.) 621.35 766.52 914.39 1063.64 3365.90 * Total length of black topped, gravelled and earthen roads at the end of each plan For details see Appendix IV. 4

7.1.8 Recurrent Maintenance

7.1.8.1 Background

The recurrent maintenance activities are those activities which are executed in certain intervals during a year depending upon the traffic volume. These activities are, e.g. pot hole repair, shoulder repair, minor repairs of culverts, drains, walls, safety barriers, minor repair of bridge elements, etc.

The Department of Roads has been allocating budget for this maintenance in an average (of last 3 years) Rs.31,000.00 per year per kilometre of Strategic blacktop and gravelled roads.



7.1.8.2 Recurrent Maintenance Plan

The network status of blacktop and gravel Strategic roads was determined on the basis of the information on the existing, new construction and upgrading of the existing road network (See Chapter 4). The cost of recurrent maintenance was calculated taking average width of blacktop (5.5m) and gravelled road (4.5m). The Recurrent Maintenance Plan with physical targets and resource requirement are shown in Table 7.6.

Table 7.6: Recurrent Maintenance Plan


Road Length (km)* 4923 5441 5977 6519 -

Amount (Mil.Rs.) 769.56 879.20 1000.25 1121.99 3789.00 * Total length of blacktop and gravel road at the end of each plan For details see Appendix IV.5.

7.1.9 Major Works

7.1.9.1 Background

Major repair, rehabilitation and addition of the retaining structures, culverts, drainage structure, river training works, etc. are the activities included in Major Works. Some resealing and gravelling works are also included in it. These activities cannot be planned for a long-term. The consultant is of the opinion that the budgeting of Department of Roads for Major Works reflects the need of the network. The average allocation per year per km of Strategic network for last 3 years comes to Rs.57000.00. As mentioned above, costs of some resealing and regravelling works are also included in this allocation. During the plan, periodic maintenance will be implemented as per the plan, and hence the size of the allocation will be somewhat bigger than required. The consultant, looking at the available information, considers that about 10% of the allocation may be deducted from this figure. This will bring down the allocation to 51000.00 per km. and the sum has been used for estimating the fund requirement for this type of maintenance.

7.1.9.2 Major Works Plan

Given the present status of the Strategic Road Network and the projected additional links to be constructed and the estimated allocation per kilometre of road, the physical and financial targets for Major Works were determined. They are shown in Table 7.7.

Table 7.7: Major Works Plan


Road Length (km)* 5974 6984 7994 9004 -

Amount (Mil.Rs.) 1420.35 1677.90 1935.45 2193.00 7226.70

* Length of road at the end of each plan

For details see Appendix IV.6.



7.1.10 Bio-engineering 7.1.10.1 Background

Since f.y. 2057/58 the Department of Roads has started allocating a separate budget for the bio-engineering work from the development budget in order to stress the importance of this work in the stabilisation of slopes. This work is very cost effective in the protection of hill slopes from shallow failure. The consultant feels that the separate budget allocation should be continued in future also. The average budget allocation of the Department of Roads per km of hill road for bio-engineering is Rs.4000, which is based upon the actual need of the current road network. The consultant has adopted the per kilometre cost of Rs.4000 for estimating the outlay required

7.1.10.2 Bio-engineering Plan

Given the status of Strategic hill road network, the planned yearly new additions to it (177 km) and the per kilometre allocation for bio-engineering, the physical and financial targets for bio-engineering work were estimated and these are shown in Table 7.8.

Table 7.8: Bio-engineering Plan


Road Length (km)* 4306 5191 6078 6961

Amount (Mil.Rs.) 79.04 96.74 114.44 132.14 422.36

* Road length at the end of each plan

For details see Appendix IV. 7.

7.1.11 Urban Road Maintenance 7.1.11.1 Background

As per the decentralisation policy of the government, the maintenance of the urban roads is the responsibility of the municipalities concerned (National Strategy for Rural Infrastructure Development, 1997; National Transport Policy, 2001). As the municipalities are still not capable of maintaining all the urban roads, the consultant anticipates that the Department of Roads will have to bear the responsibility of maintaining these roads till the end of 10th Plan.

7.1.11.2 Urban Road Maintenance Plan

The consultant has proposed a constant budget allocation of Rs.50.0 million per year for the 10th Five year Plan. The maintenance outlay plan is shown in Table 7.9.

Table : 7.9 Urban Road Maintenance Plan


Amount (Mil.Rs.) 250.00 - - - 250.00

7.1.12 Emergency Maintenance



7.1.12.1 Background

Emergency maintenance activities are those activities which are necessary to open the road following sudden closure or in threatened situation. The emergency maintenance activities include e.g. clearing the debris, making diversion and temporary crossings etc. Every year, the Department of Roads allocates a fixed amount as well as deploys its fleet of heavy equipment for this purpose. The fund is utilised for TA&DA for the staff and fuel and lubricants for the equipment.

The current financial allocation for this maintenance is Rs.5.0 million per year. It is about Rs.1400 per kilometre of the road. The consultant has used Rs.1550 (base year cost) per km to estimate the fund requirement. Considering the probability of occurrence of unusual rainfall, it is proposed to allocate additionally Rs.15.0 million, as a contingency, every five year to accommodate the unusual situation.

7.1.12.2 Emergency Maintenance Plan

Given the above cost forecast and the Strategic Road Network development, the emergency maintenance plan was worked out. It is shown in Table 7.10.

Table 7.10 : Plan for Emergency Maintenance


Road Length (km)* 5974 6984 7994 9004 -

Amount (Mil.Rs.) 58.17 65.99 73.82 81.64 279.62

* Road length at the end of each plan

For details see Appendix IV.8.

7.1.12.3 Equipment for Emergency Maintenance (i) Equipment Purchase

Although the policy of the Department of Roads is to privatise the maintenance activities and it is moving ahead towards implementing this policy, but the emergency maintenance activities are to be carried out by the DOR Divisions in future also using the equipment available the Department.

A part of the DOR equipment fleet has to be replaced by new equipment. For this, the Mechanical Branch, DOR has planned to purchase equipment worth of Rs.900 million. With this equipment in hand, it is presumed that DOR will be able to manage the emergency maintenance for the duration of 20-Year Plan period.

(ii) Equipment Spare Parts

The DOR equipment are being used not only for the emergency maintenance but also for other purposes as well. The preliminary estimate shows that only 1/3 of the equipment use is concerned with the emergency maintenance. Taking this into consideration, it is proposed to provide Rs.30 million per year for procuring the spare parts of the equipment to be used for emergency maintenance.



The equipment and spare part purchase plan is shown below in Table 7.11. Table 7.11: Plan for Purchase of Equipment and Sparing Parts


(Mil Rs.)

Equipment Purchase (Mil. Rs.) 450 450 - - 900

Spare parts Purchase (Mil. Rs.) 150 150 150 150 600

Total (Mil. Rs.) 550 550 150 150 1500

7.1.13 Periodic Maintenance

7.1.13.1 Background

Periodic maintenance activity comprises of resealing of blacktop roads and regravelling of gravel roads. The Department of Roads has adopted a policy of cyclic maintenance. For hill roads the cycle established is 5 years and for Terai roads it is 6 years for both blacktop and gravel roads. The policy also dictates that single surface dressing should be used for resealing of blacktop roads and 15 cm of regravelling for gravel roads. This recommendation was adopted to estimate the cost of periodic maintenance. Based upon this policy, the Department has been making 5-year rolling plan for the periodic maintenance of the Strategic Road Network. This is a good practice and the consultant recommends that this practice should be continued and implemented.

7.1.13.2 Periodic Maintenance Plan

Based upon the information of the estimated status of the Strategic Road Network at the end of 9th Plan, planned new construction and upgrading of the existing network, the total network lengths of blacktop and gravel Strategic roads were calculated for the whole plan period. From these figures, the yearly physical target was estimated. The unit costs of blacktop (average width 5.5m) and gravel (average width 4.5m) roads were used to determine the yearly financial requirement.

At the end of 9th Plan, the length of blacktop road is anticipated to reach 3257 km. In the 10th Plan, 149 km of road will be blacktopped under ADB financing. During the 11th Plan further 41 km of road links is planned for upgrading to blacktop road (See Chapter 5). Taking these facts into consideration and the cycle of periodic maintenance, the five yearly maintenance plan has been formulated. The cycle of periodic maintenance was determined taking into account the proportion of blacktop hill and Terai road lengths. Similarly, the cycle for gravel road has been determined. The length of blacktop roads for periodic maintenance per year is presented below in Table 7.12.

Table 7.12

Plan Road Length (Year Target km) 10th Plan 3257/5.4=603 11th Plan 3406/5.4=630 12th Plan 3447/5.4=638 13th Plan 3447/5.4=638



In Nepal, the design life of majority of the blacktop roads varies from 8 to 15 years. Each road will have to undergo at least one cycle of rehabilitation within the 20 year period. Hence, out of three cycles only two cycles of periodic maintenance will be required within that period. Taking this fact into consideration, the total length of road for periodic maintenance has been reduced by one third. The adjusted yearly and five yearly targets for periodic maintenance of blacktop roads are presented below in Table 7.13.

Table 7.13

Plan Yearly Target (km) Five Yearly Target (km)

10th Plan 402 2010

11th Plan 420 2100

12th Plan 425 2125

13th Plan 425 2125

In the case of gravel roads, the total length at the end of 9th Plan is estimated to be 1254 km. Within the 20-Year Plan, 129 km of various earth roads/links is planned to be upgraded to gravel standard as dictated by the traffic on these roads links (See Chapter 5). In addition to this, 100 km of road linking district headquarters and other important strategic roads is to be upgraded to gravel standard per year according to the upgrading strategy. In the 10th Plan, 512km, in the 11th Plan, 536 km, in the 12th Plan, 518 km and in the 13th Plan, 563 km of the earth roads links are planned for upgrading to gravel standard. These will result in the following targets for yearly and five yearly Plans and are presented in Table 7.14.

Table 7.14

Plan Yearly Target (km) Five Yearly Target (km)

10th Plan 1254/5.1=245 1225

11th Plan 1766/5.1=345 1725

12th Plan 2302/5.1=450 2250

13th Plan 2820/5.1=550 2750

The summary plan for periodic maintenance of blacktop and gravel roads is given in Table 7.15.

Table: 7.15: Periodic Maintenance Plan


Road Blacktop 2010 2100 2125 2125 -

Length* (km) Gravelled 1225 1725 2250 2750 -

Total Amount in Mil. 2027.40 2478.80 2916.80 3321.80 10744.80

* Road length for periodic maintenance.

For details see Appendix IV.9 and IV.10.



7.2 Road Rehabilitation Plan 7.2.1 Background

In Nepal, the blacktop roads are mostly designed for 10 years. Some roads have design life of 8 years, some have 15 years and one has even 20 years. Hence, every road will have to undergo one cycle of rehabilitation within the 20-Year Plan period. Given the existing and planned blacktop roads, the total length of these roads will be 3447 kilometre. Based upon the above consideration, the average length of road rehabilitation per year will be 3447/20 = 172.35 km. The physical and financial targets of road rehabilitation are shown in Table 7.16. The unit cost of rehabilitation of road with 5.5m (average) carriageway width estimated is 3.607 Mil Rs./km (refer to Appendix IV.11).

This costing is done for a layer of base course (10cm) and DBST. In case, the traffic level reaches or exceeds the threshold level for asphalt concrete surface, it is recommended that asphalt concrete overlay should be considered.

7.2.2 Road Rehabilitation Plan

The plan for rehabilitation is presented in Table 7.16.

Table 7.16: Plan for Rehabilitation

Plan Period 10th 11th 12th 13th TotalRoad length (km) 862 862 862 862 3448Amount (Mil. Rs.) 3109.24 3109.24 3109.24 3109.24 12436.96

The Surface Distress Index (SDI), the survey of which is being conducted by the Department of Roads each year, should be the basis for making the programme of rehabilitation of specific roads as per DOR policy.

7.3. Summary of Costs The summary of costs of maintenance and rehabilitation is presented in Table 7.17 given below.

Table 7.17: Summary of Costs of Maintenance and Rehabilitation (Mil. Rs.)

Five Year Plan Activity

10 11 12 13 Total

Routine Maintenance 621.35 766.52 914.39 1063.64 3365.20Recurrent Maintenance 769.56 879.20 1000.25 1121.99 3789.00Major Works 1420.35 1677.90 1935.45 2193.00 7226.70Bio-engineering 79.04 96.74 114.44 132.14 422.36Urban Road Maintenance 250.00 - - - 250.00Emergency Maintenance 58.17 65.99 73.82 81.64 279.62Equipment & Spare Parts Purchase 600.00 600.00 150.00 150.00 1500.00Periodic Maintenance 2027.40 2478.80 2916.80 3321.80 10744.80Sub-total 5825.87 6565.15 7105.15 8064.21 27560.38Road Rehabilitation 3109.24 3109.24 3109.24 3109.24 12436.96Total 8935.11 9674.39 10214.39 11173.45 39997.34

Chapter – 8 : Environmental Aspects


8 – 1

CHAPTER – 8 8. ENVIRONMENTAL ASPECTS 8.1 Environmental Perspective 8.1.1 General

Nepal is facing a number of environmental problems in the course of its efforts towards economic development. Human activities such as, road construction, urbanization, clearing of forests and vegetation for agriculture, quarrying of stones from the gullies and river beds/banks for construction materials, industrial establishments are some of the factors contributing to environmental degradation in Nepal. Since, most of the country’s parts are yet to be connected by the road, the government has given top priority to the road construction. Although the construction of the road is intended for opening avenues of economic betterment of the people, this activity is always associated with the disturbance in the existing ecological system thereby resulting in landslides and soil erosion, loss of agricultural lands, deforestation, sedimentation in surface waters etc. It is estimated that 400 to 700 cubic meters of landslides occur per kilometer per year along the mountain roads, and 3000 to 9000 cubic meters of landslides occur per kilometer during the construction of mountain roads in Nepal (Deoja, 1994). The construction and operation of the road has also effects on the local and regional socio-economic and cultural values and system of the area.

8.1.2 Road Related Environmental Issues 8.1.2.1 Construction and Operation of Road

The hills and mountains occupy 80 % of the total area of Nepal and about 50% of the constructed road length are in this area. The hilly/mountainous area is always subjected to mass wasting as a result of slope failures during the monsoon season (rainy season). The construction of a road is always subjected to changes in the traditional land use system of the area. It is further associated with the increase in land price close to the road corridor thus affecting the local economic balance. The environmental impact of road construction and maintenance varies from one physiographic zone of the country to another. The problems that prevail in the hills and mountainous area do not occur in the Terai (plain) area. However, the primary issues are landslides, loss of soil due to erosion, changes in land use, loss of agricultural lands, deforestation, and other allied impact such as air and noise pollution, vibration, etc. in the hill roads. On the other hand, the primary issues of a Terai road are ponding on the borrow pits, poaching of the wildlife, interference in migration routes of the wildlife, deforestation, changes in land use, and loss of agricultural lands.



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8.1.2.2 Vehicular Population As a result of the development of road network, there is an increased number of vehicles in the country. The present population of different types of vehicles in the country registered upto the end of Asadh 2057 is 263516 Nos (Table 8.1). Of this, the heavy vehicles (Bus, Minibus, and Trucks/Tankers) constitute 12.17%, the light vehicles (cars, jeep, three-wheelers) constitute 22.68% and the motorcycles alone have the share of 55.84%. The tractors and other such vehicles have the share of 9.17% in the vehicular population. Of the total vehicles, 56.37% are registered in the Bagmati Zone. Kathmandu has almost 50% of the total vehicles registered in Nepal. Table 8.1: Vehicles Registration in Nepal as upto End of Asadh 2057

Zones Bus Minibus Truck/

Tanker

Car/ Jeep/

Van

Tempo (3-

wheelers)

Motor-cycle

Tractor Other Total

Bagmati 1632 1610 5295 35993 4778 94217 1672 3338 148535 Narayani 4832 428 9662 7232 1107 15581 8412 64 45318 Lumbini 957 167 1338 1802 249 8437 4140 25 17115 Koshi 313 184 1236 2641 281 10211 1960 162 16988 Gandaki 527 202 701 3021 0 7298 653 22 12424 Janakpur 182 18 381 463 37 3024 1560 71 5736 Bheri 189 34 470 566 132 3205 1124 16 5736

Mechi 238 35 416 455 18 1849 439 6 3456 Sagarmatha 94 16 250 406 9 1267 640 3 2865 Seti 95 5 319 160 37 1140 1291 2 3049 Mahakali 161 6 181 162 43 477 285 6 1315 Rapti 123 6 97 172 11 448 296 6 1159 Total 9343 2711 20346 53073 6702 147154 20472 3695 263516

Source: Department of Transport Management, Asadh 2057, Kathmandu.

8.1.3 Environmental Policy of the Government

The environment and land use policy was introduced for the first time as national policy pertaining to protection of the environment in the Sixth Five Year Plan (1980-1985). The Seventh Five Year Plan (1985-1990) stressed the need for preparation of Environmental Impact Assessment (EIA) of all major development projects related to tourism, water resources, transportation, urbanization, agriculture, forestry, and industry. As a result, the “National Conservation Strategy for Nepal” was prepared in 1988 with the basic objective of achieving sustainable economic development. Hence, the development strategies are directed towards the sustainable use of natural resources. Following this, the Environment Divisions were created within the National Planning Commission, the Department of Roads and the Department of Irrigation.

The Eighth Five Year Plan (1992-1997) re-emphasised the need for an EIA system to integrate environmental concerns into the development projects. Thus, the “National Environmental Impact Assessment Guidelines” was published in the gazette on 19 July 1993. The Eighth Five Year Plan basically aimed at preparation of EIAs for all major development projects at the feasibility level itself, particularly roads, hydropower, industry, irrigation, housing, drinking water, and sewerage. The “Nepal Environmental Policy and Action Plan (NEPAP)” was prepared in August 1993 in order to suggest an action agenda



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to address to environmental problems. Following this, the sectoral EIA Guidelines were prepared for forestry, roads, water resources, hydropower and industry. The sectoral guidelines for industry and forestry sectors were endorsed by the government, while guidelines for other sectors remained in the draft stage. This period also witnessed the issuance of the “Environmental Protection Act, 1996” followed by “Environmental Protection Regulations(EPR), 1997”. The EPR, 1997, was revised in April 1999.

The current Ninth Five Year Plan (1997-2002), has set its objective to identify environmental problems of rural and urban areas, particularly focusing on the hilly area, in order to control soil erosion, flood and landslides control, vehicular emission, unplanned urbanisation and to control various types of pollution in the urban areas.

8.1.4 Environmental Policy and Action Plan for the Roads Sub-sector

The development of roads is connected with various natural resources e.g., land, forest, agriculture, industry, settlements, urbanisation, other subsidiary developments, socio-economic conditions of the influence area, etc. Hence, a wider perspective is required to cover all concerned aspects in order to frame development policies for the roads sub-sector.

The Environmental Policy and Action Plan for the roads sub-sector as given by NEPAP, is given in Table 10.2.

The Department of Roads (DOR) has established a Geo-Environmental Unit (GEU) in its head office at Kathmandu in March 1994 in order to assist a World Bank financed Road Maintenance and Rehabilitation Project undertaken by DOR for the period 1994 to June 1999. The DOR/GEU has developed Bio-engineering Manuals in order to implement the bio-engineering techniques in stabilising the road slopes along with the principles of Civil and Geo-technical engineering. The manuals for “Guidelines for the Preparation of Bio-engineering Contracts and Bio-engineering Information containing Rate Analysis Norms”, “Standard Specifications, List of Species, and Supporting Information” have been developed in August 1996. Regular training programmes on the application of bio-engineering and its techniques are being conducted by the GEU/ DOR for the DOR engineers and overseers as well as for other interested institutions and individuals, and the road contractors. The Environmental Management Guidelines for the Roads were prepared under the financial assistance of the World Bank (IDA Credit: 2578-NEP) approved in May 1997 and it has been adopted by the DOR as its guiding policy since January 2000. The guidelines were prepared to integrate environmental mitigation measures with the new road construction as well as rehabilitation and maintenance projects.

The National Environmental Policy and Action Plan has called for the preparation of the sectoral guidelines. Following this, Road Sector EIA Guidelines were drafted and were approved by the Ministry of Transport and Works. However, it was not approved by the Cabinet. The sectoral guidelines were prepared by National Conservation Strategy Implementation Project undertaken by National Planning Commission/ Ministry of Works and Transport in collaboration with IUCN-the World Conservation Union. Other sectoral guidelines for the industry and forest sectors were approved by the cabinet.



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Table 8.2: Environmental Policy and Action Plan for the Road Sector

Policies Recommended Actions Institutional Responsibility

Time Frame

Infrastructure Development

1. Promote the use of environment friendly road construction methods

Investigate the potential for more widespread use of the “green roads” approach

Department of Roads (DOR)

Short term

2. Improve the capacity of DOR to undertake EA of road projects

Strengthen the Environmental Management Unit in DOR to enable it to monitor road contractors to ensure that necessary environmental mitigation measures are implemented Develop EIA sector guidelines for road construction

DOR DOR, NPC

Immediate Short-term

Source: NEPAP, 1993

8.1.5 Environmental Consideration in the National Transport Policy

A National Transport Policy was prepared in 1998 by the Ministry of Works and Transport. The objective of the policy is to provide a base for the government, the Ministry of Physical Planning and Works, in particular, to undertake the responsibility of planning of the transportation network within the country. The country’s transportation network comprises of roadways, foot trails and mule tracks, ropeways, and railways. Hence, it is always imperative to decide upon the judicious allocation of scarce financial resources of the country. It is, however, the fact that the development of efficient transportation system of the country plays a pivotal role toward economic development of the country. The basic objective of the transport sector planning in Nepal has been to create capital and increase national income to mitigate disparity and reduce poverty. In order to achieve this objective, the investment made on the development sectors should be safeguarded. One of the safeguards may be in the form of environmental sustainability. The National Transport Policy has identified seven inter-related objectives which are intended to guide the transport sector policy formulation and implementation towards the end goal of the medium-term. The identified objectives are:

i) Strengthen transport planning at the national level ii) Decentralise road network administration iii) Increase implementation capacity iv) Maximise the benefits from available resources v) Provide transport services related to need vi) Obtain a greater direct contribution to road costs from the users vii) Give due consideration to environmental aspects.



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Thus, it is noted that the consideration of the environmental aspects of the roads development remains one of the key objectives of the National Transport Policy. The policy indicates that the infrastructure provision and the activities generated by the infrastructure raise important issues concerning their interaction with the natural environment. The policy points that a well-designed and well-managed infrastructure can promote the environmental sustainability of human settlements while providing the means of economic growth and poverty reduction. Conversely, poorly designed and managed infrastructure will lead, in the case of Nepal’s transport sector, to loss of investment (hill roads will not last through the monsoon), congestion, noise and air pollution, thereby causing an adverse environment and an unaffordable increase in economic costs.

8.1.6 Environmental Aspects as focused in the Priority Investment Plan (PIP)

The Priority Investment Plan (PIP, 1997) for the roads sector for 10 years was prepared in 1997. The plan was prepared under the IDA-funded Road Maintenance and Rehabilitation Project (IDA Credit: 2578-NEP) for the Department of Roads. The plan addresses to a range of new road and rural transport improvement investment scenarios based on the provision of an optimal balance among:

• Construction and upgrading of the strategic road network; • Rehabilitation and maintenance of existing roads and bridges of the strategic network; • Construction and upgrading of the rural transport network; and • Rehabilitation and maintenance of the existing rural transport network (including

suspension bridges) under the Ministry of Local Development (MLD) and the Ministry of Works and Transport (MOWT), and now the Ministry of Physical Planning and Works.

The purpose of environmental considerations in the PIP was to establish an awareness of environmental issues and concerns in the planning of new roads, maintenance and improvement of existing roads in Nepal. The PIP has made an overview of the environmental characteristics e.g., physical resources and natural environment, ecological resources and human and economic development of Nepal.

The environmental characteristics are different for each of the physiographic divisions of the country. The physiographic divisions are the Terai, the Siwaliks (or Churia), the middle hills, the mountains and the Himalaya. The area coverage of these physiographic divisions is given in Table 8.3.

Table 8.3 : Physiographic Divisions

Physiographic Division Percentage Coverage Terai 14% Siwaliks or Churia Range 13% Middle Hills 30% High Mountains 20% Himalaya 23% Nepal 100%

Source: Nepal Statistical Pocket Book, 2000. Central Bureau of Statistics.



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Land systems by physiographic regions of Nepal are given in Table 8.4.

So from Table 8.3 and Table 8.4, it can be inferred that, there are different landforms and different types of environmental problems associated with different physiographic regions/ divisions of the country. Considering the population distribution (census of 1991) in these regions, the middle hills have 45.5% of the total population and the population of the Terai is 46.7%. The hills and the mountains jointly have 53.3%. Hence, 50% area of the country houses 53% of the population. The 23% area of the country is not habitable in the Himalayas because of year round snow. Hence, it implies that the development works are to be directed toward the Terai, Churia and the Hills region.

Considering the ecological profile of the country, there are protected forests and national parks which are considered to be ecologically sensitive areas. The national parks, wildlife reserves and conservation areas together cover 12% area of the country. They are located in almost all the ecological regions. These protected areas are places of national significance for the protection of wildlife species and preservation of landscape including a large number of plants and animals, some of which are endemic and endangered. Outside these protected areas, flora and fauna are under extreme pressure. National Parks and Conservation Areas are given in Table 8.5.

Table 8.4: Land Systems By Physiographic Regions of Nepal

Physiographic Regions Land Forms 1. High Himal Region Alluvial, Colluvial and Morainal Depositional Surfaces

Steep to very steep sloping mountainous Terrain

2. High Mountain Region Alluvial Plain Fans Past Glaciated Mountainous Terrain below upper Latitudinal Limit of Arable Agriculture

3. Middle Mountain Region Alluvial Plains and Fans Ancient Lake and River Terraces (Tars) (erosional) Moderate to steep sloping mountainous Terrain

4. Siwalik Region Active and recent alluvial plains Fans, Aprons and ancient River Terraces (Tars) Moderate to Steep Sloping Hilly and Mountainous Terrain Steep to very Steep Sloping Hilly and Mountainous Terrain

5. Terai Region Active Alluvial Plain (depositional) Recent Alluvial Plain "Lower Piedmon" (depositional erosional) Alluvial Fan Apron Complex "Upper Piedmont" (erosional)

Source: A compendium on Environmental Statistics of Nepal: Issues and Facts, CBS,1994.



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Table 8.5 : National Parks and Wild Life Conservation Areas of Nepal

Items

Geo-physiographic Zone

Area Covered

(in hectares)

Date ofEstablish-

menta) National Parks

1. Royal Chitwan National Park 2. Sagarmatha National Park 3. Langtang National Park 4. Rara National Park 5. Shey-Phoksundo National Park 6. Khaptad National Park 7. Royal Bardiya National Park 8. Makalu Barun National Park

Siwalik High Himal High Himal & High Mountains High Mountains High Himal High Mountains Terai & Siwalik High Himal & High Mountain

93,200

114,800 171,000

10,600

355,500 22,500 96,800

150,000

197319761976

19761984198419881992

b) Wildlife Reserves 1. Royal Shukla Phant Wildlife Reserve 2. Koshi Tappu Wildlife Reserve 3. Parsa Wildlife Reserve 4. Dhorpatan Hunting Reserve 5. Shivapuri Watershed and Wildlife Reserve

Terai Terai Terai & Siwalik High Mountains

30,500

17,500 49,900

132,500 14,478

1976

1976198419871976

c) Conservation Area 1. Annapurna Conservation Area 2. Makalu Barun Conservation Area

High Mountains and Mid Mountains Mid Mountains

700,000

83,000

1986

1992

Source : Department of National Parks & Wildlife Conservation There are a number of cultural and historical sites of international, national, regional, and local importance. An inventory of monuments and sites prepared by the government in collaboration with the UNESCO in 1975 selected 29 historical settlements, 34 monument zones in rural areas and 13 monument zones in urban areas. About 888 individual monuments and their sites were selected as highly significant. In 1979, Nepal enlisted seven historical and cultural sites of universal importance on the World Heritage List.

8.1.7 Institutional Arrangements

A number of institutions are involved in addressing to environmental concerns and incorporating them into the development process of Nepal. The institutions play a vital role in including the EIA into the development projects. A review of the different institutions involved in the policymaking, planning and implementation of EIA in Nepal is presented below.



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8.1.7.1 Parliament

The Parliament is the highest legislative body under the constitution of the Kingdom of Nepal. It has the power and responsibility to discuss, reject or approve the environmental policy and legislation of the country.

8.1.7.2 Parliamentary Committee on Natural Resources and Environment

This committee has the power and responsibility to review, discuss and suggest necessary changes in the environmental related Bills tabled in the House of Representatives. The Committee also watches the activities and performance of the Ministry of Population and Environment.

8.1.7.3 The Cabinet

The Cabinet is the highest executive body of the country. It discusses as well as approves the legislative proposals for presentation in the Parliament. It has the authority of approving the sectoral rules submitted by the ministries. The Cabinet can also discuss the environmental issues of national importance and can also issue necessary instructions to concerned line ministries.

8.1.7.4 National Planning Commission

The National Planning commission is the principal policy advisory body of HMG. The main function of this Commission is to maintain inter-sectoral coordination at the policy and planning level of HMG. It has the mandate to prepare overall development plans and strategies for the country. An Environment and Conservation Division was created within the National Planning Commission in 1987 to bring about inter-sectoral co-ordination and to integrate environmental concerns into development planning.

8.1.7.5 Environment Protection Council

The Environment Protection Council was established in 1992 under the chairmanship of Prime Minister. The Council provides guidance in the formulation and implementation of the environmental policies. Members of the Council are concerned ministers, member of the National Planning Commission in charge of environment, Chairman of the Environment and Natural Resources Committee of the House of Representatives, high level administrators, representatives of NGO(s), private sector(s), and individual professional(s). The secretariat of the Council is in the Ministry of Population and Environment and its Member Secretary is Secretary to the Ministry of Population and Environment. Hence, considering its composition, the Council is a forum for policy review, political consensus and multi-sectoral commitment.

8.1.7.6 Ministry of Population and Environment

This Ministry was established on Sept. 22, 1995. The responsibilities of the Ministry are as follows (MOPE, 1996):



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• to formulate and implement policies, plans and programmes on population and environment,

• to prepare Acts, Rules and Guidelines, • to conduct surveys, studies and research , • to disseminate information and carry out publicity works, • to monitor and evaluate programmes, • to develop human resources and, • act as national and international focal point in the domain of population and

environment.

8.1.7.7 Institutional Arrangement for the Roads Sector

The Department of Roads under the Ministry of Physical Planning and Works is responsible for implementation of environmental policies of the government in the roads sector. A Geo-Environmental Unit under the chairmanship of Deputy Director General of Planning Branch was established within the Department of Roads. The primary responsibility of the unit is to prepare EIAs of the road projects. It is responsible for the preparation of environmental designs, and environmental quality standards. The unit is also responsible for incorporation of environmental mitigation measures into the construction, rehabilitation, and maintenance of road projects.

8.2 Strategic Environmental Assessment 8.2.1 Introduction

Strategic Environmental Assessment (SEA) can be defined as “the formalised, systematic and comprehensive process of evaluating the environmental impact of a policy, plan or programme and its alternatives, including the preparation of a written report on the findings of that evaluation, and using the findings in publicly accountable decision-making” (Therivel et al. 1992). It is, in other words, the EIA of policies, plans and programmes, keeping in mind that the process of evaluating environmental impact at a strategic level is not necessary in the manner required at a project level. Policies, plans and programmes are generally described “strategic”, and may themselves require different forms of environmental appraisal. A policy is generally defined as an inspiration as well as guidance for action. A plan is a set of co-ordinated and timed-objectives for the implementation of the policy, and a programme is a set of projects in a particular area (Wood, 1991). Policies, plans and programmes may be sectoral (e.g., transport, mining, irrigation, etc.), spatial (e.g., national, local), or indirect (e.g., education, research and development, privatisation) [Glasson et al. 1995].

A policy provides a framework for the establishment of plans. Plans provide frameworks for programmes, and programmes lead to projects.

8.2.2 Requirement of SEA for 20-Year Road Plan

The prime objective of the 20-Year Road Plan is to prepare a national road plan for the Strategic roads that is required for the next 20 years for the economic development of the country. The main target of the current 9th Five year Plan (2054-2059) is the reduction of



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poverty level from the present 42% to 32.5 % at the end of the plan. So, accordingly, the long-term policy of the plan is the reduction of poverty to 10% within 20 years. Hence, in order to achieve this long-term goal of the country, the policies, plans and programmes are to be assessed not only in terms of the technical and economic resource base of the country but they also need to be based on the existing environmental characteristics of the country. As discussed above, it has been noted that although Nepal is a small country, the environmental characteristics of the country are diverse in nature and thus they play a very important role in the sustainability of the plans, programmes and projects. The environmental problems differ in every ecological or physiographic division of the country. There are protected or conservation areas and, housed within these areas are the endemic and endangered flora and fauna. Similarly, there are several historical, archaeological, and cultural places and monuments scattered almost everywhere in the country. Hence, the opening the roads into these protected areas or in the vicinity of these areas eventually has both positive and negative impact. As the preparation of 20-Year Road Plan, is certainly going to exert pressure on the environmental resource base of the country, it becomes evident that SEA is necessary.

8.2.3 Selected Roads and Environmental Issues

The roads selected for the 20-Year Road Plan are based on the national, regional and socio-economic requisites of the country. The Environment Protection Act, 2053, followed by the Environment Protection Regulations, 2054, and its 1st revision, 2055, are legal requirements and based on this, the selected roads are to be assessed for either the Initial Environmental Examination (IEE) or the full scale Environmental Impact Assessment (EIA) depending upon the project size and criteria of environmentally sensitive area. The mitigation measures have to be applied. An Environmental Management Plan has to be prepared for environmental compliance monitoring during the construction and operation stage. The incorporation of the environmental aspects in the road projects begins from the very feasibility study stage.

The selected proposed road will be subjected to environmental assessment in accordance with Environment Protection Regulation, 2054 (1st Revision, 2055) and is presented in Table 8.6.



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8 – 12



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The roads selected for the 20-Year Road Plan cover wider areas of physical, ecological, and socio-economic as well as cultural profiles of the country. Project specific EIAs react to development proposals rather than anticipating them, so they cannot steer development towards environmentally "robust" areas or steer away from environmentally sensitive areas. Project specific EIAs do not adequately consider the cumulative impact caused by several projects, or even by sub-components of one project or its ancillary developments. As required by the present Environment Protection ACT (EPA), 2053, EIAs are required to be prepared for the individual projects only. But the EPA, 2053, does not require total impact of several of these projects on the environment. The total impact could be "significant" and there may be problems regarding the sustainability of the projects.

Appendix V : Cost Estimate of Bridges Along Planned Roads Under Phase II 20yrsRd\Phase I and II.xls

Appendix III.6 : Cost Estimate of Bridge Along Planned Roads Under Phase II

S. No. Name of Bridges Terrain Total Cost per meter Total cost Rs. Remarks

1 Unknown Hilly 18.00 340,000.00 6,120,000.00 Total 18.00 6,120,000.00


1 Unknown Hilly 25.00 340,000.00 8,500,000.00 2 Unknown Hilly 25.00 340,000.00 8,500,000.00 3 Unknown Hilly 25.00 340,000.00 8,500,000.00

Total 75.00 25,500,000.00

1 Unknown Hilly 25.00 340,000.00 8,500,000.00 2 Unknown Hilly 20.00 340,000.00 6,800,000.00 3 Unknown Hilly 30.00 340,000.00 10,200,000.00 4 Unknown Hilly 22.00 340,000.00 7,480,000.00 5 Unknown Hilly 35.00 340,000.00 11,900,000.00 6 Unknown Hilly 35.00 340,000.00 11,900,000.00 7 Unknown Hilly 40.00 340,000.00 13,600,000.00

Total 207.00 70,380,000.00

1 Unknown Hilly 20.00 340,000.00 6,800,000.00 2 Unknown Hilly 32.00 340,000.00 10,880,000.00

Total 52.00 17,680,000.00

1 Unknown Hilly 10.00 340,000.00 3,400,000.00 2 Unknown Hilly 20.00 340,000.00 6,800,000.00 3 Unknown Hilly 20.00 340,000.00 6,800,000.00 4 Unknown Hilly 20.00 340,000.00 6,800,000.00 5 Unknown Hilly 50.00 340,000.00 17,000,000.00 6 Unknown Hilly 32.00 340,000.00 10,880,000.00 7 Unknown Hilly 18.00 340,000.00 6,120,000.00

Total 170.00 57,800,000.00

1 Unknown Hilly 60.00 340,000.00 20,400,000.00 2 Unknown Hilly 10.00 340,000.00 3,400,000.00 3 Unknown Hilly 15.00 340,000.00 5,100,000.00 4 Unknown Hilly 30.00 340,000.00 10,200,000.00 5 Unknown Hilly 45.00 340,000.00 15,300,000.00 6 Chapan Khola Hilly 26.00 340,000.00 8,840,000.00 7 Unknown Hilly 20.00 340,000.00 6,800,000.00 8 Unknown Hilly 18.00 340,000.00 6,120,000.00

EASTERN DEVELOPMENT REGIONFikkal-Shree Antu Road

Ilam-Maipokhari-Sandokpur Road

Damak-Chisapani Road

Katari-Gaighat-Murkucha-Chatara-Dharan Road

Taplejung-Olanchunggola-China Border

Gopetar-Chyangthapu Road

Khandbari-Kimathanka-China Border Road

1


9 Unknown Hilly 30.00 340,000.00 10,200,000.00 10 Unknown Hilly 25.00 340,000.00 8,500,000.00 11 Dabar Khola Hilly 38.00 340,000.00 12,920,000.00 12 Unknown Hilly 22.00 340,000.00 7,480,000.00 13 Unknown Hilly 18.00 340,000.00 6,120,000.00 14 Kali Khola Hilly 32.00 340,000.00 10,880,000.00 15 Unknown Hilly 34.00 340,000.00 11,560,000.00 16 Unknown Hilly 30.00 340,000.00 10,200,000.00 17 Unknown Hilly 22.00 340,000.00 7,480,000.00 18 Unknown Hilly 22.00 340,000.00 7,480,000.00 19 Unknown Hilly 10.00 340,000.00 3,400,000.00 20 Unknown Hilly 20.00 340,000.00 6,800,000.00 21 Unknown Hilly 25.00 340,000.00 8,500,000.00 22 Kujar Dhar Hilly 30.00 340,000.00 10,200,000.00

Total 582.00 197,880,000.00

1 Unknown Hilly 35.00 340,000.00 11,900,000.00 2 Unknown Hilly 18.00 340,000.00 6,120,000.00 3 Sapsu Hilly 50.00 340,000.00 17,000,000.00 4 Unknown Hilly 40.00 340,000.00 13,600,000.00

Total 143.00 48,620,000.00

1 Unknown Hilly 30.00 340,000.00 10,200,000.00 2 Unknown Hilly 15.00 340,000.00 5,100,000.00 3 Unknown Hilly 20.00 340,000.00 6,800,000.00

Total 65.00 22,100,000.00

1 Unknown Hilly 12.00 340,000.00 4,080,000.00 2 Unknown Hilly 12.00 340,000.00 4,080,000.00 3 Rujde Khola Hilly 38.00 340,000.00 12,920,000.00 4 Unknown Hilly 40.00 340,000.00 13,600,000.00

Total 102.00 34,680,000.00

1 Unknown Hilly 10.00 340,000.00 3,400,000.00 2 Unknown Hilly 18.00 340,000.00 6,120,000.00 3 Unknown Hilly 30.00 340,000.00 10,200,000.00 4 Unknown Hilly 20.00 340,000.00 6,800,000.00 5 Unknown Hilly 22.00 340,000.00 7,480,000.00 6 Unknown Hilly 10.00 340,000.00 3,400,000.00 7 Unknown Hilly 35.00 340,000.00 11,900,000.00 8 Unknown Hilly 15.00 340,000.00 5,100,000.00 9 Unknown Hilly 15.00 340,000.00 5,100,000.00

10 Unknown Hilly 22.00 340,000.00 7,480,000.00 11 Unknown Hilly 30.00 340,000.00 10,200,000.00 12 Paiyar Khola Hilly 25.00 340,000.00 8,500,000.00 13 Unknown Hilly 25.00 340,000.00 8,500,000.00

Bhojpur-Diktel Road

Diktel-Halesi Road

Halesi-Hilepani-Taxelghat Road

Nanthala-Lamidanda-Namchebazar Road

2


14 Unknown Hilly 22.00 340,000.00 7,480,000.00 15 Unknown Hilly 30.00 340,000.00 10,200,000.00 16 Unknown Hilly 25.00 340,000.00 8,500,000.00 17 Unknown Hilly 40.00 340,000.00 13,600,000.00

Total 394.00 133,960,000.00 Total for Eastern Development Region 1,848.00 628,320,000.00

1 Unknown Hilly 45.00 340,000.00 15,300,000.00 2 Gumu Khola Hilly 42.00 340,000.00 14,280,000.00 3 Sanju Khola Hilly 60.00 340,000.00 20,400,000.00 4 Chunghi Khola Hilly 35.00 340,000.00 11,900,000.00 5 Chayando Khola Hilly 55.00 340,000.00 18,700,000.00

Total 237.00 80,580,000.00


Total 77.00 26,180,000.00

1 Unknown Hilly 12.00 340,000.00 4,080,000.00 2 Unknown Hilly 42.00 340,000.00 14,280,000.00 3 Unknown Hilly 18.00 340,000.00 6,120,000.00 4 Damar Khola Hilly 22.00 340,000.00 7,480,000.00 5 Unknown Hilly 22.00 340,000.00 7,480,000.00 6 Unknown Hilly 24.00 340,000.00 8,160,000.00 7 Unknown Hilly 26.00 340,000.00 8,840,000.00 8 Unknown Hilly 38.00 340,000.00 12,920,000.00 9 Unknown Hilly 32.00 340,000.00 10,880,000.00

10 Bitizor Khola Hilly 42.00 340,000.00 14,280,000.00 11 Unknown Hilly 30.00 340,000.00 10,200,000.00 12 Unknown Hilly 22.00 340,000.00 7,480,000.00 13 Unknown Hilly 25.00 340,000.00 8,500,000.00 14 Manboderi Hilly 30.00 340,000.00 10,200,000.00

Total 385.00 130,900,000.00 Khurkot-NepalthokSindhuli-Khurkot

1 Sindhu Khola Hilly 30.00 340,000.00 10,200,000.00 2 Unknown Hilly 20.00 340,000.00 6,800,000.00

Total 50.00 17,000,000.00

1 Unknown Hilly 23.00 340,000.00 7,820,000.00 2 Unknown Hilly 32.00 340,000.00 10,880,000.00 3 Unknown Hilly 25.00 340,000.00 8,500,000.00 4 Unknown Hilly 97.00 340,000.00 32,980,000.00

Total 177.00 60,180,000.00


Sankhu-Phatkeshor-Bahurepati Road

Syaprubesi-Rasuwagadhi-China Border

Dolkha-Singti-Lambagar-China Border Road

Khurkot-Manthali Road

Toxelghat-Khurkot Road

Roads as well as bridges along these roads are under construction

3



1 Unknown Terai 30.00 400,000.00 12,000,000.00 2 Unknown Terai 40.00 400,000.00 16,000,000.00

Total 70.00 28,000,000.00

1 Manohara Valley 50.00 340,000.00 17,000,000.00 Total 50.00 17,000,000.00

Total for Central Development Region 1,066.00 366,640,000.00

1 Unknown Hilly 30.00 340,000.00 10,200,000.00 2 Panda Khola Hilly 45.00 340,000.00 15,300,000.00 3 Unknown Hilly 25.00 340,000.00 8,500,000.00

Total 100.00 34,000,000.00

1 Parya Khola Hilly 30.00 340,000.00 10,200,000.00 2 Gobago Khola Hilly 30.00 340,000.00 10,200,000.00 3 Unknown Hilly 35.00 340,000.00 11,900,000.00 4 Unknown Hilly 30.00 340,000.00 10,200,000.00 5 Unknown Hilly 38.00 340,000.00 12,920,000.00 6 Unknown Hilly 45.00 340,000.00 15,300,000.00 7 Ugarchha Khola Hilly 35.00 340,000.00 11,900,000.00

Total 243.00 82,620,000.00

1 Unknown Hilly 30.00 340,000.00 10,200,000.00 2 Gaudi Hilly 45.00 340,000.00 15,300,000.00 3 Unknown Hilly 25.00 340,000.00 8,500,000.00

Total 100.00 34,000,000.00

1 Unknown Hilly 35.00 340,000.00 11,900,000.00 2 Bhin Khola Hilly 65.00 340,000.00 22,100,000.00

Total 100.00 34,000,000.00



1 Unknown Terai 20.00 400,000.00 8,000,000.00 Total 20.00 8,000,000.00

Total for Western Development Region 638.00 218,120,000.00

Jitpur-Sitapur Road



Kanti Rajpath

Baglung-Wamituksar Road

Wamitaksar-Bartibang Road

Burtibang-Dhorpatan Road

Burtibang-Talkot-Lukumgaun Road

Gaur Ring Road

Mulpani-Chagunarayan-Nagarkot

Jomsom-Muktimath Road

Jomsom-China Border Road

4





10 Unknown Hilly 40.00 340,000.00 13,600,000.00 11 Unknown Hilly 50.00 340,000.00 17,000,000.00 12 Chhalgad Hilly 45.00 340,000.00 15,300,000.00 13 Unknown Hilly 32.00 340,000.00 10,880,000.00 14 Unknown Hilly 15.00 340,000.00 5,100,000.00

Total 434.00 147,560,000.00

1 Unknown Hilly 35.00 340,000.00 11,900,000.00 2 Unknown Hilly 20.00 340,000.00 6,800,000.00 3 Khurparka Khola Hilly 50.00 340,000.00 17,000,000.00 4 Unknown Hilly 25.00 340,000.00 8,500,000.00 5 Unknown Hilly 30.00 340,000.00 10,200,000.00

Total 160.00 54,400,000.00


Total 35.00 11,900,000.00


Total for Mid Western Dev. Region 936.00 318,240,000.00

1 Samaiji Gad Hilly 62.00 340,000.00 21,080,000.00

Jhupal-Jajarkot

Dang-Swargadari

FAR WESTERN DEVELOPMENT REGIONBabala-Martadi Road

Lukumgaun-Jajarkot Road

Jajarkot (Mudra)-Dunai Road

Manma-Gadhwali

5


2 Barju Gad Hilly 42.00 340,000.00 14,280,000.00 3 Unknown Hilly 30.00 340,000.00 10,200,000.00 4 Tiparo Gad Hilly 52.00 340,000.00 17,680,000.00 5 Bauli Gad Hilly 65.00 340,000.00 22,100,000.00

Total 251.00 85,340,000.00 Talarauna Khola-KhaptadTult-Chalga-Banatoli-Kalika


Total 35.00 11,900,000.00

1 Unknown Hilly 30.00 340,000.00 10,200,000.00 2 Unknown Hilly 42.00 340,000.00 14,280,000.00 3 Unknown Hilly 35.00 340,000.00 11,900,000.00 4 Unknown Hilly 18.00 340,000.00 6,120,000.00 5 Unknown Hilly 15.00 340,000.00 5,100,000.00 6 Unknown Hilly 20.00 340,000.00 6,800,000.00

Total 160.00 54,400,000.00 Total for Far Western Dev. Region 446.00 151,640,000.00

Patan-Pancheswar

6

Fiscal Year Terrain Type Road Length (Km) Unit Cost (Rs) Amount (Rs.x1000)

Hill Blacktop 1799 21800 39218 Gravel/Earth 1799 31400 56489

2059/60 Terai Blacktop 1458 10600 15455 Gravel/Earth 110 16500 1815

5166 112977 Hill Blacktop 1814 21800 39545

Gravel/Earth 1961 31400 61575 2060/61 Terai Blacktop 1480 10600 15688

Gravel/Earth 113 16500 18655368 118673


2061/62 Terai Blacktop 1480 10600 15688

Gravel/Earth 138 16500 22775570 124288



5772 129903 Hill Blacktop 1926 21800 41987


Gravel/Earth 188 16500 31025974 135509

Total 621350

Fiscal Year Terrain Type Road Length (Km) Unit Cost (Rs) Amount

(Rs.x1000) Hill Blacktop 1926 21800 41987


Gravel/Earth 213 16500 35156176 141480



6378 147450 Hill Blacktop 1926 21800 41987


Gravel/Earth 263 16500 43406580 153420



6782 159198 Hill Blacktop 1967 21800 42881


Gravel/Earth 313 16500 51656984 164968

Total 766516

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Appendix: III.4

20 Year Plan for Routine Maintenance (Physical and Financial)

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Page 1 of 11

Appendix: III. 4


Hill Blacktop 1967 Gravel/Earth 3401

2069/70 Terai Blacktop 1480 Gravel/Earth 338

7186 170938 Hill Blacktop 1967

Gravel/Earth 3578 2070/71 Terai Blacktop 1480

Gravel/Earth 3637388 176908








7994 194818 Total 914390

Fiscal Year Terrain Type Road Length (Km)

Unit Cost (Rs) Amount (Rs.x1000)













9004 224668 Total 1063640

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As there is no planned upgrading from gravel to blacktop road and new blacktop road construction from the 12 th

to 13th Plan, the maintenance cost will increase as per the increase in the length of gravel/earth roads i.e. 177 km in the Hills (H) and 25 km in the Terai (T) i.e. 202 km/year. The yearly increase in allocation will be 77x31400+25x16500=5557800+412500=5970,300, Say Rs.5,970,000.00


Page 2 of 11

Fiscal Year Type Road Length (Km) Unit Cost (Rs) Amount (Rs.x1000)

Blacktop 3257 27000 87939

2059/60 Gravel 1254 46200 57935

4511 145874 Blacktop 3294 27000 88938

2060/61 Gravel 1217 46200 56225

4511 145163 Blacktop 3331 27000 89937

2061/62 Gravel 1180 46200 54516

4511 144453 Blacktop 3368 27000 90936

2062/63 Gravel 1155 46200 53361

4523 144297 Blacktop 3406 27000 91962

2063/64 Gravel 1117 46200 51605

4523 143567Total 723354


Blacktop 3406 27000 91962

2064/65 Gravel 1117 46200 51605

4523 143567 Blacktop 3406 27000 91962

2065/66 Gravel 1117 46200 51605

4523 143567 Blacktop 3406 27000 91962

2066/67 Gravel 1117 46200 51605

4523 143567 Blacktop 3426 27000 92502

2067/68 Gravel 1097 46200 50681

4523 143183 Blacktop 3447 27000 93069

2068/69 Gravel 1094 46200 50543

4541 143612Total 717496

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20 Year Plan for Recurrent Maintenance (Physical and Financial)

Appendix: III. 5

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Page 3 of 11


Blacktop 3447 27000 93069

2069/70 Gravel 1112 46200 51374

4559 144443 Blacktop 3447 27000 93069

2070/71 Gravel 1112 46200 51374

4559 144443 Blacktop 3447 27000 93069

2071/72 Gravel 1112 46200 51374

4559 144443 Blacktop 3447 27000 93069

2072/73 Gravel 1112 46200 51374

4559 144443 Blacktop 3447 27000 93069

2073/74 Gravel 1130 46200 52206

4577 145275Total 723047


Blacktop 3447 27000 93069

2074/75 Gravel 1130 46200 52206

4577 145275 Blacktop 3447 27000 93069

2075/76 Gravel 1130 46200 52206

4577 145275 Blacktop 3447 27000 93069

2076/77 Gravel 1130 46200 52206

4577 145275 Blacktop 3447 27000 93069

2077/78 Gravel 1151 46200 53176

4598 146245 Blacktop 3447 27000 93069

2078/79 Gravel 1172 46200 54146

4619 147215Total 729285

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Appendix: III. 5


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Page 4 of 11

Appendix: III.6

Fiscal Year

Existing Road (km)

Unit Cost/Km (Rs.)

Amount (Rs×1000)

New Road (km)

Unit Cost/Km (Rs.)

Amount (Rs.×1000)

Total (Rs.×1000)

2059/60 5166 51000 263466 0 25000 0 263466

2060/61 5166 51000 263466 202 25000 5050 268516

2061/62 5166 51000 263466 404 25000 10100 273566

2062/63 5166 51000 263466 606 25000 15150 278616

2063/64 5166 51000 263466 808 25000 20200 283666

Total 1317330 50500 1367830

2064/65 5166 51000 263466 1010 25000 25250 288716

2065/66 5166 51000 263466 1212 25000 30300 293766

2066/67 5166 51000 263466 1414 25000 35350 298816

2067/68 5166 51000 263466 1616 25000 40400 303866

2068/69 5166 51000 263466 1818 25000 45450 308916

Total 1317330 176750 1494080

2069/70 5166 51000 263466 2020 25000 50500 313966

2070/71 5166 51000 263466 2222 25000 55550 319016

2071/72 5166 51000 263466 2424 25000 60600 324066

2072/73 5166 51000 263466 2626 25000 65650 329116

2073/74 5166 51000 263466 2828 25000 70700 334166

Total 1317330 303000 1620330

2074/75 5166 51000 263466 3030 25000 75750 339216

2075/76 5166 51000 263466 3232 25000 80800 344266

2076/77 5166 51000 263466 3434 25000 85850 349316

2077/78 5166 51000 263466 3636 25000 90900 354366

2078/79 5166 51000 263466 3838 25000 95950 359416

Total 1317330 429250 1746580

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20 Year Road Plan for Major Works (Physical and Financial)

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Appendix: III.7

Five Year Plan

Fiscal Year

Total Hill Road Length (km)

Unit Cost/Km (Rs)

Amount (Rs. ×1000)

2059/60 3598 4000 143922060/61 3775 4000 151002061/62 3952 4000 158082062/63 4129 4000 165162063/64 4306 4000 17224

790402064/65 4483 4000 179322065/66 4660 4000 186402066/67 4837 4000 193482067/68 5014 4000 200562068/69 5191 4000 20764

967402069/70 5368 4000 214722070/71 5545 4000 221802071/72 5722 4000 228882072/73 5899 4000 235962073/74 6078 4000 24312

1144482074/75 6253 4000 250122075/76 6430 4000 257202076/77 6607 4000 264282077/78 6784 4000 271362078/79 6961 4000 27844

132140Total

10

20 Year Plan for Bio-engineering Work (Physical and Financial)

13

12

11

Total

Total

Total

Appendix: III. 8

Five Year Plan

Fiscal Year


Unit Cost/Km (Rs)

Amount (Rs. ×1000)

2059/60 5166 1550 80072060/61 5368 1550 83202061/62 5570 1550 86332062/63 5772 1550 89462063/64 5974 1550 9259

43165 +1500 = 581652064/65 6176 1550 95722065/66 6378 1550 98852066/67 6580 1550 101982067/68 6782 1550 105112068/69 6984 1550 10824

50990 +1500 = 659902069/70 7186 1550 111372070/71 7388 1550 114502071/72 7590 1550 117632072/73 7792 1550 120762073/74 7994 1550 12389

58815 + 1500 = 738152074/75 8196 1550 127022075/76 8398 1550 130152076/77 8600 1550 133282077/78 8802 1550 136412078/79 9004 1550 13954

66640 + 1500 = 81640

20 Year Plan for Emergency Maintenance (Physical and Financial)

Total

Total

12

Total

13

10

Total

11

Appendix: III.9

Five Year Plan Fiscal Year Length of Road

(Km) Unit Cost/Km (Rs) Amount (Rs. × 1000)

2059/60 402 515000 2070302060/61 402 515000 2070302061/62 402 515000 2070302062/63 402 515000 2070302063/64 402 515000 207030Total 2010 10351502064/65 420 515000 2163002065/66 420 515000 2163002066/67 420 515000 2163002067/68 420 515000 2163002068/69 420 515000 216300Total 2100 10815002069/70 425 515000 2188752070/71 425 515000 2188752071/72 425 515000 2188752072/73 425 515000 2188752073/74 425 515000 218875Total 2125 10943752074/75 425 515000 2188752075/76 425 515000 2188752076/77 425 515000 2188752077/78 425 515000 2188752078/79 425 515000 218875Total 2125 1094375

Appendix: III.10




11

12

13

20 Year Plan for Periodic Maintenance for Blacktopped Road (Physical and Financial)

10

11

20 Year Plan for Periodic Maintenance for Gravelled Road (Physical and Financial)

12

13

10

Appendix: 1.12

Five Year Plan Fiscal Year Length of Road (km)

Unit Cost/Km (Rs)

Amount (Rs. × 1000)

2059/60 2060/61 2061/62 2062/63 12 1594000 191282063/64

Total 12 191282064/65 2065/66 2066/67 2067/68 18 1594000 278822068/69 18 1594000 27882

Total 36 557642069/70 2070/71 2071/72 2072/73 18 1594000 278822073/74

Total 18 278822074/75 2075/76 2076/77 21 1594000 334742077/78 21 1594000 334742078/79 21 1594000 33474

Total 63 100422

Appendix: 1.13


Unit Cost/Km (Rs)

Amount (Rs. ×1000)

2059/60 37 3515000 1300552060/61 37 3515000 1300552061/62 37 3515000 1300552062/63 38 3515000 1335702063/64

Total 149 5237352064/65 2065/66 2066/67 20 3515000 703002067/68 21 3515000 738152068/69

Total 41 144115

Note: In the 12th and 13th Five Year Plans, there are no planned roads for upgrading from gravel to blacktopped surface.

20 Year Plan for Upgrading Earthen to Gravel Road (According to Traffic Demand)

10

11

20 Year Plan for Upgrading Gravel to Blacktop Roads (According to Traffic Demand)

(Physical and Financial)

12

13

11

10


Appendix: 1.10


Unit Cost/Km (Rs)

Amount (Rs. ×1000)

2059/60 2060/61 2061/62 2062/63 42 1457000 611942063/64 42 1457000 61194Total 84 122388

2064/65 2065/66 2066/67 42 1457000 611942067/68 42 1457000 611942068/69 42 1457000 61194Total 126 183582

2069/70 2070/71 2071/72 2072/73 2073/74 30.5 1457000 44438Total 30.5 44438

2074/75 2075/76 2076/77 2077/78 50 1457000 728502078/79 51.27 1457000 74700Total 101.27 147550

Appendix: 1.11


Unit Cost/Km (Rs)

Amount (Rs. ×1000)

2059/60 8 1748000 139842060/61 4 2185000 87402061/622062/63 2063/64 Total 12 22724

2064/65 2065/66 11 1093000 120232066/672067/68 2068/69 Total 11 12023


(Physical and Financial) 20 Year Plan for Widening of Feeder Roads to Intermediate Lane (5.50m)

10

12

10

13

20 Year Plan for Widening of Feeder Roads to Two Lane (7.0m)

11

12

Appendix :IV.11.1

For 3 km

(1) Dry Season Labour No. 0.17 100.00 85.00 Supervisor No. 1.00 85.00 17.00

Sub-total 102.00 5% for tool etc 5.1015% for fuel and lubricants 15.30 3% bicycle and rain coat 3.06

Total 125.46 125.46×240/3 = 10048/km(2) Rainy Season

Labour No. 2.50 85.00 212.50 Supervisor No. 0.17 100.00 17.00

Sub-total 229.50 5% for tool etc 11.4715% for fuel and lubricants 31.87 3% cycle and rain coat 6.88

Total 279.72 279.73×125/3 = 11655.41kmTotal Cost/Year/Km = 10048 + 11655.41 = 21703.41

Say Rs.21800.00/Km/Year

Appendix: IV.11.1

Page 1 of 5

Amount Remarks

Analysis of Unit Cost for Routine Maintenance/Km/Year

S.No. Type of Work Unit Quanity Rate (Rs)

Blacktopped Road (Hill)

For 5 km



Total 127.60 127.6×240/5 = 6125.00

(2) Rainy Season Labour No. 1.00 80.00 120.00 Supervisor No. 0.25 95.00 23.75


Total 176.80 176.8×125/5 = 4420.00

Total Cost/Year/Km = 4420+6125 = 10545.00 Say Rs.10600.00/Km/Year

Appendix: IV.11.1 Page 2 of 5

Analysis of Unit Cost for Routine Maintenance/Km/Year

Analysis of Unit Cost for Routine Maintenance/Km/YearBlack-topped Road (Terai)

S.No. Type of Work Unit Quanity Rate (Rs) Amount Remarks

For 3 km



Total 118.08 118.08×240/3 = 14169.60/Km/Year

For 2 km

(2) Rainy Season Labour No. 2.50 85.00 212.50 Supervisor No. 0.11 100.00 11.00


Total 275.47 275.47×125/2 = 17217.50

Total Cost/Year/Km = 14169.60+17217.50 = 31387.10 Say Rs.31400.00/Km/Year

Appendix: IV.11.1

Quanity Rate (Rs)

Gravelled and Earthen Road (Hill)

S.No. Type of Work Unit

Page 3 of 5

Analysis of Unit Cost for Routine Maintenance/Km/YearGravelled and Earthen Road (Terai)

Amount Remarks

For 3 km



Total 118.25 118.25×240/3 = 9460.32/Km/Year

For 3 km

(2) Rainy Season Labour No. 1.50 120.00 Supervisor No. 0.17 16.15

Subtotal 136.15 5% for tool etc 6.8015% for fuel and lubricants 20.42 3% cycle and rain coat 4.08

Total 167.45 167.45×125/3 = 6977.27

Total Cost/Year/Km = 6977.27+9460.32 = 16437.59 Say Rs.16500.00/Km/Year

Appendix: IV.11.1

Page 4 of 5

Rate (Rs)S.No. Type of Work Unit Quanity

Analysis of Unit Cost for Routine Maintenance/Km/YearUrban Roads

Remarks

Amount Remarks

S.No. Type of Work Unit Quanity Rate (Rs) Amount

For 1km

(1) Dry Season and

Rainy Season Labour No. 1.00 90.00 90.00 Supervisor No. 0.13 100.00 14.30


Total 128.27 Total Cost/Year/Km = 128.27 x 365 = 46822.20 Say Rs.46800.00/Km/Year

Page 5 of 5

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Appendix I.9

MISCELLANEOUS 1. Review of Institutional Aspects 1.1 Volume of Works Planned for Execution

In the 8th Five Year Plan 250 km of blacktop, 525 km of gravel and 1250km (mostly district roads) of earth roads were constructed. Similarly 900 km of road was rehabilitated and 500 km of road received periodic maintenance. Out of the Rs.16 billion budget allocated in the 8th Five Year Plan, only 65-70% of the budget was spent. However 9th Five Year Plan recorded a better performance resulting in about 80 % expenditure. The total strength of personnel in the Department of Roads including its line offices is around 2800 at present. Out of 15308 km of completed road only 5000 km (about 1/3) is of Strategic Road Network category.

The present 20 Year Road Development Plan aims at building about 200 km of new road per year, rehabilitating 860 km road per year, maintaining periodically 400 km road per year. This plan is a huge task for the existing organization of Department of Roads including its field offices. The records of previous works reveal that about 200 km of new roads was built every year. Rehabilitation and periodical maintenance was much less than the planned length of the roads.

1.2 Organization

At present, the Departmental of Roads has 6 Regional Directorates, 25 Civil Division Road Offices, 6 Heavy Equipment Divisions and 11 Mechanical Units. The Division Road Offices/Project Offices and the Regional Offices are envisaged as field/line offices with a view to execute the works smoothly and monitor them effectively. As per the prevailing practice, the Division Road Office/Project Office functions as the executing office whereas the concerned Regional Directorate and the Department play the roles of the supervising/monitoring agencies. However, in practice the Department makes policies for smooth functioning of the Department including its line offices and bridges the gap between its own ministry and the line offices. It functions as a liaison among the line offices and the various agencies involved in the works. Therefore, it finds very less time for monitoring the works directly with quality and cost control. The Regional Directorates were established to perform these functions, but the existing Financial and Civil Service Rules (Nijamati Sewa Niyamawali) are not adequate to match with functional requirements of the Regional Directorates. The prevailing rules do not define clearly the powers and functions of the Regional Directorates. Therefore, they are very often by-passed by the Department as well as by the Divisions under them. As per existing practice the Road Division Office / the Project Office finalizes the design works, frames their estimate, prepares the Tender Document and awards the contract, executes the works with finalization of their payment

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including variations, if any, as provided in the Financial Rules. Obviously, there is no 'Check and Balance' in the system. In spite of this, the Regional Directorates were exercising their powers for monitoring the works as much as the rules permitted. Very recently, instead of strengthening the Regional Directorates, Government has decided to abolish them for the sake of cost reduction. This is contrary to the aim already set forth as described above. The Consultant believes that a project / work is executed cost effectively only, when it is completed in time with required quantity and quality at the minimum cost. Obviously, by abolishing the Regional Directorates it is possible to reduce overhead costs to some extent, but at the same time chances for loosing time, quality and quantity are more, because the system of 'Check and Balance' though very little, is removed. This will lead the project / work to non-cost effectiveness in the long run. Keeping in mind this fact, it is suggested that the Regional Directorates should be retained with adequate powers for monitoring the projects/works effectively. Such powers should be clearly defined in Financial and Civil Service Rules for avoidance of ambiguity and abrogation. In addition, for the implementation of the Plan, addition of some new Division Road Offices/Project Offices and further strengthening of the Regional Road Directorates will be needed. District road projects consume much time of DOR'S personnel. If district road projects are reverted to the concerned local authorities, DOR'S personnel will get more time to concentrate their efforts on the works on the Strategic roads.

1.3 Use of Private Firms and Investors

During previous Five Years Plans local consultants and contractors were engaged along with the foreign consultants and contractors in the construction of new roads as well as in the rehabilitation and maintenance works. Now, the local consultants and contractors have acquired enough experience and knowledge for execution of the reworks. The country should be benefited by their experience and knowledge. For this, the local consultants should be entrusted with the jobs, where they can work independently. So far as the local contractors are concerned, many of them need Government's support in procurement of specialized equipment like bitumen sprayer, pile drivers etc. After investment on such specialized equipment the contractor will also seek some sort of guarantee at least for minimum work so that they can pull on. In the opinion of the Consultant, this type of support is also a kind of investment, which deserves Government's serious consideration. After all, this will be paid back and will bring profit to the nation, because if required equipment is available with the contractors, the consultant will provide cost effective design based on the appropriate technology. Construction of roads under BOT (Build, Operate and Transfer)philosophy is a new approach in our country. Therefore, some viable scheme should be worked out to encourage the private investors for undertaking road projects under BOT. This will reduce financial burden of the Government along with various problems associated with the maintenance and operation of the roads.

1.4 Human Resource Development Assuming that the Government will timely provide necessary fund and will also take care of external eventualities, the attainment of the target fixed as above will mainly depend upon persons involved in the execution of the works at various levels and the rules through which these persons will be administered and the work will be executed.

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The present rules and procedures in respect of selection, appointment, posting and transfer of personnel are very ambiguous. Most of the things are left at the sweet will of the decision makers. Usually these decision makers interpret the rules and procedures in their favor and they do not apply them judiciously. Similarly criteria for selection for higher studies, seminars, training etc are not explicit. Due to this reason, many people get chances for higher studies, training etc who really do not deserve for them. All such actions affect the project/work adversely. In addition, such actions seriously discourage the deserving candidates and lead them to frustration.

It is seen that after coming back from the training/higher study generally people do not work at the place for which they went on training/higher study. Thus, the very purpose of the training/higher study is forfeited. At the same time the project, which financed the training/higher study is also not benefited.

Financial rules are the main working tools for execution of a project/work, but they are also full of ambiguities. These ambiguities usually lead to misuse of allocated fund. On many occasions much time is wasted in clarification of the rules.

Therefore, in view of the above discussions it is suggested that the existing Civil Service and Financial Rules should be reviewed to match with the requirements warranted for the development of human resources and smooth execution of the project/work.

2. Need for Scrutiny Cell

It should be insured that the allocated fund is utilized efficiently and effectively in the work for which it is allocated. The present financial rules are general rules and do not cover specialized demands of construction works. The conditions of the contract are also developed based on the conditions prevailing in the developed countries. Mostly these conditions are not similar to ours. When a work is executed as per these conditions, in many cases the Government looses a lot of money in different claims. This expenditure is also charged to the road. Thus, after accounting for all these expenditures, even a cost-effective road may become non cost-effective at the end. Therefore, the Government should create a permanent cell or committee for reviewing these rules and conditions. Similarly in the DOR as well as in the Regional Directorates there should be a permanent cell for scrutiny of Tender Documents. It is suggested that before calling tender for large works, the concerned project office/division office must get the approval of this cell in the DOR headquarters. Similarly for other works, the approval of tender document from the cell within Regional Directorate should be made mandatory.

3. Need for Research Institution

The cost-effectiveness of a road is related with efficient design i.e. technically appropriate design, compatible with the natural conditions, maximum use of local manpower and expertise and rational use of local materials. Adaptation of foreign technique is welcome to the extent of the capacity of executing agency to absorb it and its overall cost-effectiveness. The developed countries have developed various design methods and construction techniques based on their own conditions. These are primarily akin to their

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conditions. It is quite natural that these may not fit into our conditions due to our stage of development of the construction industry. For cost-effectiveness, it is imperative that they should be suitably modified, if required, to fit into our conditions. It is suggested that the government should take initiative to create an institution for:

a. Making and updating Codes of Practices for the design of roads and bridges b. Updating Norms for analysis of rates c. Updating Standard Specifications for roads and bridges d. Conducting researches for rational utilization of local materials and expertise in

road construction. e. Providing advice to the Government in respect of axle loads, method of loading,

vehicle dimensions, etc.

4. Definition of Strategic Road Network

The National Road Network comprises of following five classes of roads:

1. National Highways 2. Feeder Roads 3. District Roads 4. Urban Road and 5. Village Roads

The National Highways and Feeder Roads constitute the Strategic Road Network and the remaining classes of roads viz., District Roads, Urban Roads and Village Roads are grouped as non Strategic Roads.

Taking into consideration the Government's new understanding of the roads, which constitute Strategic Road Network, it is proposed to modify the definition of Feeder Roads-Feeder (Major) and Feeder Roads (Minor) as below: Feeder Road (Major) / FRN comprise of:

• major links (i.e. with an AADT of over 100 veh/day) between National Highways

• roads linking District Head quarters/Zonal Headquarters to National Highways.

• links from National Highways to major places of industry, tourism, public utilities,

power generation (e.g. hydropower) international borders, and Hulaki roads, etc.

The Feeder Roads (Minor)/FRO comprise of :

• links from Feeder Roads (Major)/FRN to major places of industry, tourism, public

utilities, power generation (e.g. hydropower), international borders and Hulaki roads

etc.

• Links from Urban Roads to major places of industry, tourism, public utilities and power

generation e.g. hydropower, etc.

5

1 of 5

5. Nepal Road Statistics (NRS) Improvement

The Department of Roads has been publishing Nepal Road Statistics yearly since quite some time. In the present form, it provides various important information/data about National Highways, Feeder Roads and District Roads. The data of the Districts Roads, published by the Department of Roads (DOR) and Department of Local Infrastructure Development and Agricultural Roads (DOLIDAR) do not tally with each other, especially the length of the roads. This may be due to lack of coordination between the two agencies.

The recently approved National Transport Policy document clearly defines the responsibilities for the development and management of different classes of roads.

The DOR is made responsible for the Strategic Roads and the local authorities, through the DOLIDAR, are given responsibility for District Roads, Village Roads and Urban Roads.

In this changed context, we have the following suggestions to make regarding Nepal Road Statistics. 1. The DOR should publish yearly statistical data/information related only to roads

included in Strategic Road Network as Nepal Strategic Road Statistics. 2. Regarding the statistical data about other roads not included in Strategic Road

Network, the DOLIDAR should likewise bring out yearly Nepal non-Strategic Road Statistics.

3. The Central Bureau of Statistics be made responsible to publish the combined

statistical data on Strategic and non-Strategic roads.

The DOR should make available to the DOLIDAR all the data it has regarding District and Urban Roads for this purpose.

6

1 of 6

Appendix II.1

Naubise–Kathmandu Road, Regression Analysis Traffic Versus Population

S.No Year Traffic (y)

(in 100) Pop (x) in

(10,00,000) ∑X2 ∑Y2 ∑XY

1 1992 15.65 18.94 358.72 277.22 315.35 2 1993 15.96 19.39 375.97 254.72 309.46 3 94 22.37 19.88 394.42 500.42 444.27 4 95 24.02 20.34 413.71 616.03 504.84 5 96 25.00 20.83 433.88 625.00 520.15 6 97 26.06 21.33 454.97 679.12 555.86 7 98 24.00 21.84 476.98 729.00 589.68 8 1999 27.67 22.36 499.97 765.13 618.70 9 2000 28.42 22.90 524.41 807.70 650.82 η = 9 ∑y = 213.35

y = 23.77 ∑x = 187.79 x = 20.86

∑x2 =3933.03 ∑y2 = 5245.84 xy = 4509.53

Linear Regression Equation, 'x' = Population in 10,00,000 'y' = Traffic in 100 y = a + bx, is used to establish relation between population & traffic growth where a and

b are constant η is number of sample b = 2)(2 xx

yxxy∑−∑∑∑−∑

ππ

= 2)79.187(03.3933935.21379.18753.45099

−−

xxx

= 3.93963

So y- = a+bx- Equation for mean

23.77 = a+3.93963x20.86

a = - 58.41

Final equation is y= -58.410+3.93960x

Pop at the end of 2007 A.D.= 2,68,41722.77

Traffic growth, when Pop is 2,6841722.77

Y = -58.410+26.841722.77x3.93960 2007 = -58.410+105.75

= 47.34 (hundred unit)

∴ ADT = 4734 Vehicle per day

Similarly ADT in (2002) = 3620, when population is 24101239

Traffic growth within 5 yr = (2002-2007)

= 5.5% per year

1 of 3

Narayangarh-Mugling Road, Regression Analysis Traffic Versus Population

S.No Year Traffic (y) in

100

Pop (x)

in (10,00,000) ∑X2 ∑y2 ∑XY

1 1997 17.77 21.33 454.97 315.77 379.03

2 1998 21.92 21.84 476.98 48.48 478.73

3 1999 24.10 22.36 499.97 580.81 538.87

4 2000 24.10 22.90 524.41 580.81 551.89

5 ∑y=87.88

y=21.97

∑x =88.43

x =22.11

∑x2=1956.33 ∑y2=1957.87 ∑xy=1948.52

As in case 1 the value of b= 4.185 a= - 70.56

Equation is y = -70.56+4.185x y2007 = -70.56+4.185 x 26.841722 = 41.77 in 100 unit ADT = 4177 Y2002 = 2945 Traffic growth = 7.2% per year

Pathlaiya-Hetauda Road, Regression Analysis Traffic Versus Population

S.No Year Traffic (y) in 100

Pop (x) in (1000000) ∑X2 ∑XY ∑y2

1 1994 13.79 19.88 394.42 274.14 190.16 2 1995 15.09 20.34 413.71 306.94 227.71 3 1996 16.20 20.83 433.88 337.45 262.44 4 1997 17.31 21.33 454.97 369.22 299.64 5 1998 17.75 21.84 4876.98 378.05 315.06 6 1999 17.23 22.36 499.97 396.89 296.87 7 2000 19.60 22.90 524.41 448.82 384.16

η=7 ∑y=116.97 y=16.71

∑x =149.50 y =21.35

∑x2=3198.12 ∑xy=2511.53 ∑ y2=1976.06

Linear Regression Equation, y = A+Bx

where A and B are constants

Y is dependent and X is independent variables

n∑xy - ∑x∑y B = __________ η∑x2 - (∑x)2 7x2511.53 - 149.50x116.97 B = ______________________ 7x3198.12 - (149.50) 2

2 of 3

93.695

B = _______ 36.59 = 2.561 Also Equation for mean y = A+BX Pop. @2002 = 2,41,01,239 16.71 = A+21.35B Pop @ 2007 = 2,68,417,23 A = 16.71-21.35B = 16.71-21.35x2.561 ∴ A = - 37.967

Y(Traffic) @2002 A.D. = - 37.967+2.561x24.101239

= 23.43 vehicle per day (in 100 unit)

= 2343 vehicles per day

Similarly, Y(Traffic) @2007 = - 37.967+2.561x26.841723 = 30.77 vehicle per day (in 100 unit) = 3077 vehicles per day

Y2007 1/n

Annual Traffic Growth = -1 Y2002

where, η = 5 in this case

3077 1/5 Annual Traffic Growth = -1 = 0.055 = 5.5%

2357 Annul Traffic Growth Rate = (3077/2357)1/5 -1.00 = 0.055 = 5.5%

Population Growth Taken for the Linear Regression Analysis

5 Year Plan Period

Annual Growth Rate (%)

Remarks

1) 9th

2.40

Various agencies have various population forecast

2) 10th

2.25

3) 11th

2.10

4) 12th

1.85

5) 13th

1.55

3 of 3

Appendix II.2

TOTAL VEHICLE : 263516MOTOR BIKE :147157OTHER VEHICLE: 116359

Fiscal Black- Gravelled Fair Total

Year topped km Weather Length Population Vehicle Agricultural Industrial P.O.L

km km km Nos. Product Price Registration Index Index KL

(74/75) Nos.

1974/75 1575 416 1182 3173 - 16571 45276 32879

1975/76 1579 310 1555 3444 4.40 17394 46581 37795

1976/77 1751 556 1829 4136 3.02 17280 47362 38109

1977/78 1851 593 2151 4595 4.40 19732 48379 48042

1978/79 1916 685 2090 4691 2.37 22215 50065 47912

1979/80 2044 564 2332 4940 -2.32 23351 51220 55489

1980/81 2167 703 2151 5021 15023000 8.34 27307 52796 52574

1981/82 2322 719 2229 5270 7.78 30986 53830 62204

1982/83 2484 830 2232 5546 -2.98 33761 54940 66230

1983/84 2645 815 2257 5717 4.68 39390 57441 71904

1984/85 2724 918 2283 5925 - 46587 62870 100 76251

1985/86 2757 946 2336 6039 4.66 55734 64991 102.7 86295

1986/87 2794 1180 2332 6306 1.87 63864 66870 101.99 100 88930

1987/88 2822 1348 2441 6611 7.03 76906 69098 108.68 107.39 92696

1988/89 2837 1477 2297 6611 5.43 89270 72365 115.37 102.07 117981

Growth of Differents Parameters Contributing to Road growth

Gross Domestic

Expansion of Road Network with Contributing Parameters

1989/90 2821 1542 2343 6706 4.92 103416 75159 122.03 100.58 123679

1990/91 3083 2181 3064 8328 18491097 6.44 120370 87018 124.65 129.72 193332

1991/92 3164 2243 3444 8851 18937160 4.62 149487 101485 123.33 141.7 209810

1992/93 3404 2373 3757 9534 19393984 3.29 171474 114346 122.57 143.68 227103

1993/94 3451 2396 3934 9781 19861827 7.9 199272 130955 131.89 150.25 262168

1994/95 3533 2662 4529 10724 20340957 2.87 219175 146369 131.45 164.07 291695

1995/96 3609 2867 4761 11237 20831644 5.7 248913 171562 137.26 179.97 302124

1996/97 3655 3011 5048 11714 21331362 4.77 280513 190672 142.93 185.36 347543

1997/98 4080 3489 5654 13223 21843068 2.72 300547 211097 144.42 198.01 365774

1998/99 4186 3528 5686 13400 22367048 3.39 339723 239236 147.85 206.76 366144

1999/00 4522 3646 7140 15309 22903598 5.9 376433 263516 - -

SRN ONLY 3129 739 1108 4976 (1984/85)=100 (1986/87)=100

Annual growth 6.23% 2.40% 4.50% 7-10% 2.64% 5.70% 9.70%

P.O.L. - Petroleum oil and lubricant Heavy Truck : 40000 (77%) Diesel : 85%KL - Kilolitre Traffic (100) Nos 52000 nos. 100%KM - Kilometre Bus : 12000 (23%) Petrol : 15%NOS - Number Nos.

Ap

Unit:

Node Volume Type Car M. Bus Bus M.Trk Trk2 Trk3Narayanghat- Veh 117 28 418 77 709 493Butwal Pcu 117 84 1671 116 2835 2957Narayanghat- Veh 46 12 233 27 259 158Mugling Pcu 46 36 933 41 1038 948Birgunj- Veh 212 33 521 58 689 436Narayangadh Pcu 212 100 2082 87 2756 2618Hetauda- Veh 176 16 427 60 739 368Narayangadh Pcu 176 47 1710 90 2958 2209Hetauda- Veh 109 67 380 71 901 175Pathalaiya Pcu 109 201 1521 107 3604 1051Pathalaiya- Veh 44 16 372 36 574 132Bagmati Pcu 44 48 1489 54 2296 793Pathalaiya- Veh 92 14 292 66 969 177Birgunj Pcu 92 41 1166 99 3876 1063Naubise- Veh 76 54 191 71 282 151Mugling Pcu 76 162 165 106 1127 905Naubise- Veh 211 86 655 118 1160 266Kathmandu Pcu 211 259 2620 176 4640 1598Chandranigha- Veh 31 12 301 41 499 105Nawalpul Pcu 31 36 1204 61 1996 630Nawalpur- Veh 20 15 277 31 450 89Janakpur Pcu 20 46 1107 46 1081 536Kathmandu- Veh 123 42 488 75 874 187Bhaktapur Pcu 123 125 1950 113 3497 1122Bhaktapur- Veh 117 34 464 66 834 148Dhulikhel Pcu 117 101 1858 99 3337 885Dhalkebar- Veh 18 14 166 23 265 48Jaleswor Pcu 18 41 663 34 1059 286Kathmandu- Veh 150 48 557 79 821 298Bhaktapur Pcu 150 145 2228 118 3283 1787

Note : M.Bus means micro bus and M.Trk means micro truck Trk 2 means 2 axle truck and Trk 3 means 3 axle truck

Veh : Vehicle per dayP.C.U.: Passenger car unit per day

Source : Kanti Rajpath feasibility study

Bus Truck

Summary of Traffic Volume in 1998

pendix II.3

Veh/P.C.U.

Total

18427780735

30421949785517867190170365931174472416106337825

254124969504989

3958882

28361789693016636397534

210119537711

Appendix II.4ADT Growth

LINK Name Surface Type Length (km) F Width(m) Shoulder W (m) 2056/57 % 2058/59 2063/64 2068/69 2073/74 2078/79 Capacity VPD2000 2002(5.5) 2007(5.5) 2012 (6) 2017(6) 2022(6.5) (Vehicle Per Day)

H0107 Harichamod-Budhi Kh AC 10.19 11.00 1.90 2227 2479H0108 Budhi Kh-Itahari AC 1.35 14.00 2.00 2227 5.6 2479 3240 4336 5802 7949 7500H0109 Itahari-Sakhhuwa Gachhi AC 15.24 11.00 2.00 2282 12 2540 3320 4443 4946 8146 7500H0110U Sakhhuwa Gachhi-Sunsari Brg AC 3.41 11.00 2.00 1450 6 1614 2109 2822 3777 5179 7500H0111 Sunsari Brg-Koshi Barrage AC 23.88 10.00 1.40 800 18 890 1163 15565 2082 2852H0112 Koshi Barrage-Bhardana AC 6.02 9.00 1.00 800 5 890 1163 1556 2082 2852H0113 Bhardana-Rupni AC 30.79 11.00 1.80 800 5 890 1163 1556 2082 2852H0114 Rupni-Kadmaha AC 20.66 11.00 2.00 1150 0 1280 1673 2239 2996 4105 7500H0115 Kadmaha-Balan AC 1.55 11.00 2.00 800 5 890 1163 1556 2082 2852H0116U Balan-Padariya Ck AC 5.14 10.00 1.50 800 5 890 1163 1556 2082 2852

H0117 Padariya Ck-Chauharwa AC 19.66 11.00 2.00 800 5 890 1163 1556 2082 2852H0118* Chauharwa-Mirchaiya ST 5.15 10.00 1.50 800 5 890 1163 1556 2082 2852H0119* Mirchaiya-Kamala ST 13.32 10.00 1.50 800 5 890 1163 1556 2082 2852H0120* Kamala-Dhalkebar ST 20.57 10.00 1.50 968 5 1077 1407 1883 2520 3453H0121* Dhalkebar-Ratu ST 8.01 9.20 1.00 1334 3 1485 1941 2597 3476 4762 7562H0122 Ratu-Bardibas ST 1.89 11.50 2.00 900 5 1002 1309 1751 2343 3210H0123 Bardibas-Banke ST 15.59 9.00 1.50 900 5 1002 1309 1751 2343 3210H0124 Banke-Nawalpur ST 16.88 9.00 1.50 900 5 1002 1309 1751 2343 3210H0125 Nawalpur-Bagmati ST 13.35 9.00 1.50 1500 5 1664 2181 2919 3906 5351

H0127 Chandranigahapur-Dhansar ST 12.68 9.00 1.00 1423 6.8 1584 2070 2970 3707 5079H0128 Dhansar-Pathlaiya ST 27.71 9.00 1.00 1423 6.8 1584 2070 2970 3707 5079 7500H0129 Pathalaiya-Chure OVSA 19.34 10.00 1.95 1960 5 2180 2849 3812 5102 6990 5000H0130 Chure-Ratmate OVSA 4.39 11.00 2.00 1960 5 2180 2849 3812 5102 6990 5000H0131U Ratmate-Hetauda OVSA 5.34 10.50 1.25 1950 6 2170 2836 3795 5079 6957 5000H0132U* Hetauda-Sarashwati Kh RSST 5.38 11.00 2.00 1950 6 2170 2836 3795 5079 6957H0133* Sarashwati Kh-Lothar RSST 35.47 10.80 1.40 1633 5 1817 2375 3178 4253 5827 7500H0134* Lothar-Tikauli RSST 30.23 10.00 1.50 2666 5.6 2967 3878 5190 6945 9515H0135U* Tikauli-Hakim Ck RSST 2.06 11.00 1.50 2666 5.6 2967 3878 5190 6945 9515H0136U* Hakim Ck-Narayanghat RSST 3.63 11.00 1.40 2666 5.6 2967 3878 5190 6945 9515

H0137U* Narayanghat-Narayani brg RSST 0.14 12.00 2.40 2666 5.6 2967 3878 5190 6945 9515H0138 Narayani brg-Jn.Tiger Moun ST 35.26 9.00 1.00 2247 NA 2501 3269 4375 5854 8020 7500H0139 Jn.Tiger Moun-Arung Kh ST 14.93 9.00 0.80 1200 5 1336 1746 2336 3126 4283H0140* Arung Kh-Bardaghat RSST 24.87 7.00 0.70 1200 5 1336 1746 2336 3126 4283H0141* Bardaghat-Sunwal RSST 17.46 10.00 1.50 1200 5 1336 1746 2336 3126 4283H0142* Sunwal-Maha Kh RSST 5.81 9.00 1.00 1200 5 1336 1746 2336 3126 4283H0143* Maha Kh-Sukoura RSST 11.97 9.50 1.00 1200 5 1336 1746 2336 3126 4283H0144U* Sukoura-Butwal (Milan Ck) RSST 3.36 9.00 1.00 2157 9 2401 3128 4199 5620 7700 7500H0145U* Butwal-Butal (Mahendra Ck) RSST 1.40 15.00 4.00 1200 5 1336 1746 2336 3126 4283H0146U Butwal-Bhamaha Kh RSST 9.54 10.00 1.50 1621 9.3 1804 2358 3155 4223 5786 7500

Page 1 of 8

Bituminous Paved Roads Average Annual Daily Traffic (AADT) & 5 Year Plan Period Growth

ADT GrowthLINK Name Surface Type Length (km) F Width(m) Shoulder W (m) 2056/57 % 2058/59 2063/64 2068/69 2073/74 2078/79 Capacity VPD

2000 2002(5.5) 2007(5.5) 2012 (6) 2017(6) 2022(6.5)H0147 Bhamaha Kh-Koithi river RSST 17.24 10.00 2.00 340 5 378 494 661 884 1211H0148 Kothi river-Jitpur RSST 4.92 10.00 2.00 340 5 378 494 661 884 1211H0149 Jitpur-Gorusinge RSST 14.60 10.00 2.00 340 5 378 494 661 884 1211H0150 Gorusinge-Chanauta RSST 19.27 10.00 2.00 340 5 378 494 661 884 1211H0151 Chanuta-Dhan Kh RSST 22.05 8.70 1.35 340 5 378 494 661 884 1211H0152 Dhan Kh-Bhaiubang RSST 12.24 8.20 1.10 340 5 378 494 661 884 1211H0153 Bhaiubang-Lamahi RSST 27.02 10.00 2.00 340 5 378 494 661 884 1211H0154 Lamahi-Ameliya RSST 35.18 9.00 1.50 340 5 378 494 661 884 1211H0155 Ameliya-Shiva Kh RSST 2.66 9.00 1.50 340 5 378 494 661 884 1211H0156* Shiva Kh-Khairi Kh RSST 35.62 10.00 2.00 340 5 378 494 661 884 1211

H0157 Khairi Kh-Kohalpur RSST 35.27 9.70 1.80 634 12 706 923 1235 1653 2265 7500H0158* Kohalpur-Man River RSST 12.13 9.40 1.50 513 11 571 746 998 1336 1830H0159* Man River-Bhuregaon RSST 41.63 9.00 1.50 250 5 278 363 486 650 890H0160* Bhuregaon-Karnali RSST 22.71 9.00 1.50 250 5 278 363 486 650 890H0161* Karnali-Junga RSST 14.48 8.00 1.00 250 5 278 363 486 650 890H0162* Junga-Sukhad Choraha RSST 34.08 9.00 1.50 250 5 278 363 486 650 890H0163* Sukhad Choraha-Atariya RSST 26.14 9.00 1.50 594 13 661 864 1156 1547 2119H0164* Atariya-Mohana River RSST 4.25 8.00 1.00 489 NA 544 711 954 1273 1744H0165* Mohana River-Daiji RSST 28.16 8.00 1.00 180 5 200 261 349 467 640H0166* Daiji-Sukha Nala RSST 6.90 8.00 1.00 180 5 200 261 349 467 640

H0167U* Sukha Nala-Gadda Chauki ST 9.26 8.00 1.00 180 5 200 261 349 467 640H0201* Sirsiya bdr-Jn, old align. AC 1.33 15.00 1.50 2068 5 2302 3009 4027 5389 7500H0202U Jn, old align.-Gandak Canal AC 7.30 10.00 1.50 2068 5 2302 3009 4027 5389 7500H0203 Gandak Canal-Jitpur AC 12.52 10.00 1.50 2068 5 2302 3009 4027 5389 7500H0204 Jitpur-Pathalaiya AC 6.89 9.60 1.50 2068 7 2302 3009 4027 5389 7500 7500H0205U* Hetauda-Samari ST 3.31 8.00 1.00 80 5 89 116 155 208 285H0206* Samari-Bhainse RSST 7.90 8.00 1.00 80 5 89 116 155 208 285H0207* Bhainse-Lamidanda RSST 18.11 5.50 1.00 80 5 89 116 155 208 285H0208* Lamidanda-Symbhanjyang RSST 22.65 5.50 1.00 80 5 89 116 155 208 285H0209* Symbhanjyang-Palung RSST 14.84 5.50 1.00 80 5 89 116 155 208 285

H0210* Palung-Tistung RSST 4.78 5.50 1.00 80 5 89 116 155 208 285H0211* Tistung-Dist.bdr RSST 17.80 5.50 1.00 80 5 89 116 155 208 285

Page 2 of 8



2000 2002(5.5) 2007(5.5) 2012 (6) 2017(6) 2022(6.5)H0212* Dist. Bdr-Naubise RSST 17.11 5.50 1.00 80 5 89 116 155 208 285H0213* Naubise-Nagdhunga OVSA 10.66 7.50 0.00 2069 2300 3008 4025 5386 7379 3000-3500H0214* Nagdhunga-Ringroad OVSA 11.00 7.80 0.00 3123 7.2 3476 4243 5678 7598 10410 3500-5000H0303U Koteshwar-Manohara brg OVSA 0.78 9.50 1.75 9173 3.5 10210 13344 17857 23896 32739 3500-7500H0304 Manohara brg-Sallaghari OVSA 5.34 8.50 1.25 9173 3.5 10210 13344 17857 23896 32739 7500H0305U Sallaghari-Hanumante culv RSAC 3.64 8.60 1.30 9173 3.5 10210 13344 17857 23896 32739 3000-7500H0306 Hanumante culv-Sanga RSST 5.14 7.00 0.50 900 11.8 1102 1440 1927 2579 3533H0307 Sanga-Punymata brg RSST 4.18 7.60 0.50 900 11.8 1102 1440 1927 2579 3533H0308U Punyamata brg-Banepa RSST 0.96 15.00 2.50 900 11.8 1102 1440 1927 2579 3533H0309U Banepa-Chainedhunga ST 1.91 7.00 0.50 900 11.8 1102 1440 1927 2579 3533

H0310U Chainedhunga-Khawa ST 5.87 7.00 0.50 900 11.8 1102 1440 1927 2579 3533H0311 Khawa-Lamidanda ST 13.32 6.70 0.35 500 4 554 724 964 1297 1777H0312 Lamidanda-Dolalghat ST 12.15 6.80 0.40 500 4 554 724 964 1297 1777H0313 Dolalghat-Lamosanghu ST 19.24 6.50 0.50 500 4 554 724 964 1297 1777H0314 Lamosanghu-Barhabise ST 10.48 6.50 0.50 500 4 554 724 964 1297 1777H0401 Naubise-Galchhi AC 22.06 9.00 1.00 2563 8.3 2853 3729 4990 6678 9149 5000H0402 Galchhi-Jn. Trishuli brg AC 20.48 9.00 1.00 2563 8.3 2853 3729 4990 6678 9149 5000H0403 Jn. Trisuli brg-Mawa Kh AC 24.07 8.70 1.10 2563 8.3 2853 3729 4990 6678 9149 3500-5000H0404 Mawa Kh-Mugling AC 16.35 9.00 1.25 2563 8.3 2853 3729 4990 6678 9149 3500-5000H0405 Mugling-Mugling brg AC 0.33 9.00 1.25 1130 14 1258 1644 2200 2944 4033

H406* Mugling brg-Anbukhairani ST 7.71 7.50 0.75 840 5 935 1222 1635 2183 2998H407* Anbukhairani-Dumre ST 16.65 8.50 1.00 840 5 935 1222 1635 2183 2998H0408* Dumre-Muse Kh ST 14.10 8.50 1.00 840 5 935 1222 1635 2183 2998H0409U* Muse Kh-Byas mu_b ST 5.32 8.50 1.00 840 5 935 1222 1635 2183 2998H0410 Byas mu_b-Kotre ST 27.79 7.50 0.75 840 5 935 1222 1635 2183 2998H0411 Kotre-Bijayapur Kh ST 14.04 7.50 1.00 1457 2 1622 2120 2837 3796 5200 5000-7500H0412U Bijayapur Kh-Prithvi Ck ST 4.85 9.10 1.60 1457 2 1622 2120 2837 3796 5200H0501U* Narayanghat-Anptari OVSA 2.45 8.00 1.00 2400 7.8 2670 3489 4669 6248 8560 2600-3500H0502U* Anptari-Rmanagar OVSA 3.55 8.00 1.00 2400 7.8 2670 3489 4669 6248 8560 2600-3500H0503* Ramnagar-Mugling OVSA 30.16 7.10 0.70 2400 7.8 2670 3489 4669 6248 8560 3500

H0601U* Bhittamod-Jaleshwar mu_b RSAC 5.61 6.10 1.00 226 5 251 328 439 587 804H0602* Jaleshwar mu_b-Dhudhmadi brg RSAC 12.20 5.50 1.00 400 2 445 581 777 1040 1425H603U* Dhudhmadi brg-Janakpur mu_b RSAC 6.03 7.20 1.00 400 2 445 581 777 1040 1425H0604* Janakpur mu_b-Dhalkebar RSAC 19.10 7.50 2.00 990 2 1102 1440 1927 2579 3533 5000H0703UA Jhapa Ck-Bhaire Ck ST 2.84 6.00 1.20 100 5 111 145 194 260 356H0705 Charali-Chihanedanda ST 16.78 6.80 0.60 565 7 629 822 1100 1472 2017H0706 Chihanedanda-Fikkal ST 23.22 6.80 0.70 565 7 629 822 1100 1472 2017H0707 Fikkal-Mai Kh ST 24.92 6.80 0.70 310 5.6 345 451 603 807 1105

Page 3 of 8ADT Growth

LINK Name Surface Type Length (km) F Width(m) Shoulder W (m) 2056/57 % 2058/59 2063/64 2068/69 2073/74 2078/79 Capacity VPD



2000 2002(5.5) 2007(5.5) 2012 (6) 2017(6) 2022(6.5)H0708 Maikhola-Chureghanti ST 14.42 7.50 1.00 210 - 230 305 408 546 748H0709 Chureghanti-Ranke ST 32.14 5.50 0.00 210 - 230 305 480 546 748H0801U Rani-Kanchanbari ST 13.37 10.00 1.50 2200 5 2449 3201 4284 5733 7855H0802 Kanchanbari-Duhabi ST 4.67 9.00 1.00 2200 5 2449 3201 4284 5733 7855

H0803 Duhabi - Itahari ST 11.61 9.00 1.00 2200 10 2449 3201 4284 5733 7855 7500H0804 Itahari - Seuti Brg ST 11.61 9.00 1.00 1625 8.3 1809 2364 3163 4233 5799 7500H0805U Seuti Brg - Base Camp ST 10.13 9.00 1.00 1400 1558 2036 2745 3673 5032H0806 Base camp - Bhendetar ST 12.32 9.00 1.00 377 4 420 549 735 983 1347H0807 Bhendetar - Mulghat ST 18.38 6.90 0.10 377 4 420 549 735 983 1347H0808 Mulghat - Patle Kh ST 11.58 6.30 0.00 377 4 420 549 735 983 1347H0809U Patle Kh - Hile ST 18.31 6.20 0.00 377 4 420 549 735 983 1347H0901 Kadmaha Ck - Siswari Brg ST 12.11 9.50 1.10 458 20 510 666 891 1192 1633H0902 Siswari Brg - Cement Fac ST 8.62 7.50 1.00 458 20 510 666 891 1192 1633H0903 Cement Fac - Gaighat ST 7.24 9.00 1.00 458 20 510 666 891 1192 1633

H1001U Belhiya - Sidarthanagar mu_b AC 6.08 9.40 1.00 2730 7.8 2482 3244 4341 5809 7959H1002 Sidar_nagar mu_b - Butwal mu_b AC 16.03 9.00 1.20 2230 7.8 2482 3244 4341 5809 7959 7500H1003U* Butwal mu_b - Milan Ck RSST 1.99 10.00 1.50 2358 7.8 2624 3429 4589 6141 8414 7500H1004U* Mahendra park - Chidiya Kh RSST 2.74 8.30 0.60 796 7 886 1132 1515 2027 2777 7500H1005 Chidiya Kh - Bans Tari RSST 27.39 6.00 0.00 420 462 604 808 1081 1481H1006U* Bans Tari - Bartung RSST 5.29 7.00 0.50 420 462 604 808 1081 1481H1007U* Bartung - Tansen mu_b RSST 1.10 6.00 0.00 420 462 604 808 1081 1481H1008* Tansen mu_b - Kaligandaki RSST 25.15 6.00 0.00 210 231 302 404 540 740H1009* Kaligandaki - Waling RSST 30.71 6.80 0.40 210 231 302 404 540 740H1010* Waling - Syangja RSST 27.62 6.00 0.00 210 231 302 404 540 740

H1011 Syangja - Kubinde ST 20.61 6.00 0.00 332 0 369 482 645 863 1182H1012 Kubinde - Pokhara mu_b ST 12.09 6.50 0.00 332 0 369 482 645 863 1182H1013U Pokhara mu_b - Prithvi Ck AC 4.42 8.70 0.80 500 0 550 719 962 1287 1763H1201 Jamuniya - Campus ST 2.01 9.50 1.70 1200 0 1320 1725 2308 3008 4121H1202U Campus - Dhamboji ST 4.02 9.50 1.70 1339 5 1490 1947 2605 3486 4476H1203U Dhamboji - Nepalganj mu_b ST 1.28 9.50 1.70 1339 5 1490 1947 2605 3486 4476H1204 Nepalganj mu_b - Kohalput ST 15.02 9.50 1.70 1339 5 1490 1947 2605 3486 4476 7500H1205 Kohalpur - Deurali RSST 13.67 7.00 0.50 270 4 300 392 525 702 962H1401U* Mohan brg - Boradandi RSST 6.23 7.00 0.50 779 6 867 1133 1516 2029 2780H1402* Boradandi - Atariya RSST 8.32 7.00 0.50 779 6 867 1133 1516 2029 2780 7500H1403 Atariya - Faltunde ST 53.63 7.00 0.50 360 15 400 523 700 937 1284H1501 Syaule Bazar - Korayal ST 24.96 5.50 0.25 125 0 139 182 243 325 445H1502 Koryal - Samuha Gad ST 24.73 5.50 0.25 125 0 139 182 243 325 445H1503 Samuha Gad Jn, Sanfe rd ST 14.36 5.50 0.25 125 0 139 182 243 325 445

Page 4 of 8ADT Growth

LINK Name Surface Type Length (km) F Width(m) Shoulder W (m) 2056/57 % 2058/59 2063/64 2068/69 2073/74 2078/79 Capacity VPD2000 2002(5.5) 2007(5.5) 2012 (6) 2017(6) 2022(6.5)


F0101 Birtamod - Chandragadhi ST 12.53 5.70 1.00 773 2 860 1124 1504 2013 2758F0301 Bhardaha - Inarwa ST 7.00 5.50 1.00 400 12 445 581 787 1053 1425F0302 Inarwa - Rajbiraj mu_b ST 9.13 5.50 1.00 400 - 445 581 787 1053 1425F0303U Rajbiraj mu_b - Rajbiraj ST 1.62 5.50 1.00 400 - 445 581 787 1053 1425F0401 Rupni - Rajbiraj mu_b ST 9.53 5.50 1.00 643 15 716 936 1252 1676 2296F0402U Rajbiraj mu_b - Rajbiraj ST 1.47 7.00 1.00 643 - 768 1003 1342 1796 2461F0403U Rajbiraj - Rajbiraj mu-b ST 0.58 7.00 1.00 643 - 768 1003 1342 1796 2461F0404 Rajbiraj mu_b - Malhaniya ST 11.25 5.40 1.00 643 - 768 1003 1342 1796 2461F0502 Siraha - Mardar ST 8.45 5.50 1.00 358 17 398 520 969 1031 1275F0601A* Nawalpur - Malangwa mu-b RSST 6.00 5.50 1.00 570 12 634 828 1108 1483 2032

F0602U* Malangwa mu_b - Malangwa RSST 4.61 5.50 1.00 570 - 634 828 1108 1483 2032F0701* Chandranigahapur - Gaur mu_b RSST 38.27 5.50 1.00 300 6 334 436 583 781 1070F0702U* Baur mu_b - Gaur RSST 5.87 5.50 1.00 300 - 334 436 583 781 1070F0901 Sunwal - Parasi ST 8.95 5.50 1.00 303 0 337 440 589 788 1080F1002U Taulihawa mu_b - Bank Chr. RSST 2.53 5.50 1.00 230 - 276 361 483 646 885F1003U Bank Chr - Taulihawa mu_b RSST 3.02 6.50 1.50 230 - 276 361 483 646 885F1004 Taulihawa mu_b - Khunwa RSST 7.84 6.50 1.50 230 - 276 361 483 646 885F1201 Chanauta - Bahadurgunj RSST 12.02 9.00 1.50 547 0 609 796 1065 1425 1952f1202 Bahadurganj - Krishnagar RSST 8.04 9.00 1.50 387 10 431 563 753 1008 1381F1801U* Birgunj - Bara ds_b RSST 2.78 5.50 0.60 108 10 120 157 210 281 385

F1802 Bara ds_b - Kalaiya mu_b RSST 6.86 5.50 1.00 640 7 712 930 1244 1665 2281F1803U* Kalaiya mu_b - Kalaiya RSST 2.02 5.50 1.00 640 - 712 930 1244 1665 2281F1901 Bhaise - Bhimphedi ST 11.99 5.70 1.10 50 - 60 78 104 139 190F2104 Nagarjun - Thulo Kh ST 10.12 5.50 0.80 539 - 600 784 1049 1404 1924F2105 Thulo Kh - Kakani ST 7.68 5.50 1.00 539 - 600 784 1049 1404 1924F2106* Kakani - Tadi Kh RSST 34.60 5.50 0.90 300 - 330 431 576 771 1056F2107U* Tadi Kh - Batar RSST 7.52 5.70 0.65 300 - 330 431 576 771 1056F2108U* Batar - Gerkha Kh RSST 4.71 6.00 0.50 200 - 220 287 384 514 704F2201 Balkhu - Chovar ST 4.28 9.50 1.40 1430 6 1592 2081 2785 3727 5106F2202 Chovar - Dakshhinkali ST 12.11 5.60 0.85 1000 - 1100 1438 1924 2573 3528F2301U Satdobato - Sunakothi ST 2.42 7.00 0.00 850 - 935 1222 1635 2188 2998F2302 Sunakothi - Jn, rd to Lele ST 8.68 5.50 0.65 850 - 935 1222 1635 2188 2998F2401U* Satdobato - Karmanas brg RSST 1.70 9.50 1.50 1500 - 1650 2156 2885 3861 7500F2402* Karmanas brg - Godavari RSST 7.68 7.60 1.50 1500 - 1650 2156 2885 3861 3500F2403A Godavari - Phulchoki ST 8.62 4.20 0.35 50 - 560 73 98 131 179F2501U Maharajgunj - Bansbari SSST 0.84 8.50 1.00 3000 - 3300 4313 5772 7724 10582F2502 Bansbari - Budhanilkantha SSST 4.05 10.00 3.00 2000 - 2200 2879 3847 5148 7053F2601U Chabahil (Ring Rd) - Pipal Bot ST 1.91 10.00 0.00 3000 - 3300 4313 5772 7724 10582F2602 Pipal Bot - Sannkhu ST 10.87 6.00 0.50 1500 - 1650 2156 2885 3861 5290F2701 Jorpati - Sundarijal SSST 7.13 5.30 0.70 600 - 660 862 1153 1544 2115

Page 5 of 8


2000 2002(5.5) 2007(5.5) 2012 (6) 2017(6) 2022(6.5)F2801U Bhaktapur - Army camp ST 4.40 6.20 1.10 728 5 810 951 1273 1703 2333


F2802 Army camp - Nagarkot ST 18.60 5.50 1.00 728 5 810 951 1273 1703 2333F2901U* Banepa - Punyamata brg ST 0.59 7.00 0.50 273 5 304 397 531 711 974F2902* Punyamata brg - Panauti ST 5.41 7.00 0.50 273 5 304 397 531 711 974F3101A Dolalghat - Chautara AC 5.00 3.50 0.00 85 0 95 124 166 222 304F3201 Lamosangu - Nigale danda OCMS 28.27 5.20 1.05 300 20 334 436 583 781 1070F3202 Nigale danda- Charikot OCMS 25.45 5.40 1.20 300 20 334 436 583 781 1070F3203 Charikot - Tamakoshi OCMS 18.20 6.10 1.55 200 226 290 388 520 720F3301 Tamakoshi - Jiri OCMS 38.03 4.70 0.85 100 113 145 194 260 360F3501* Anbukhaireni - Marshyangdi River RSST 0.80 6.00 0.90 426 8 474 619 353 573 785

F3502* Marsyangdi River - Gorkha RSST 23.84 6.10 0.90 105 110 143 191 256 351F3801 Fikkal - Pashupati Nagar ST 10.75 7.50 0.90 182 0 202 264 352 471 645F3901U* Biratnagar - Singhiya brg RSST 2.35 7.00 0.85 268 286 374 500 669 916F3902* Singhiya brg - Rangeli RSST 21.53 5.50 1.00 725 7 807 1055 1412 1889 2588F4101 Pokhara- Sarankot AC 4.80 3.80 0.00 240 4 264 345 462 618 847F4201U Pokhara - Bindebasini ST 3.96 6.50 0.35 1140 6 1269 1658 2219 2969 4068 3000F4202U Bindebasini - Yamdi brg ST 2.76 6.00 0.00 1140 6 1269 1658 2219 2969 4068F4203 Yamdi brg - Sandh brg ST 37.04 6.90 1.30 1140 6 1269 1658 2219 2969 4068F4204 Sandh brg - Kaligandaki brg ST 24.11 5.80 0.80 144 - 170 222 297 397 544F4205 Kaligandaki brg - Baglung ST 4.71 5.50 1.00 120 - 132 172 230 308 422F4301U Bartung - Batase Danda AC 4.61 3.50 0.00 600 10 283 370 495 663 908F4401U* Bhairahawa - Bhairahawa mu_b RSAC 4.40 8.30 1.10 1060 - 1100 1438 1924 2579 3528F4402* Bhairahawa mu_b - Lumbini RSAC 13.65 7.00 1.50 1060 - 1100 1438 1924 2579 3528 3000F4403* Lumbini jn -Padaria Chr RSAC 4.73 3.50 0.00 404 2 450 588 787 1053 1443F4601U Nepalgunj - Nepalgunj mu_b ST 1.89 5.50 1.00 278 - 309 404 540 723 990F4602A Nepalgunj mu_b - Man brg ST 8.11 5.50 1.00 278 10 309 404 540 723 990H0101 Kakarbhitta - Charali RSST 11.25 9.20 1.10 1008 3 1113 1455 1947 2606 3570H0102 Charali - Birtamod RSST 6.27 9.00 1.00 1158 6 1289 1685 2255 3017 4133H0103 Birtamod - Padajogi (Damak) RSST 29.51 9.00 1.00 1158 - 1289 1685 2255 3017 4133H0104 Padajogi (Damak) - Ratuwa RSST 0.96 9.00 1.00 1030 - 1133 1481 1982 2652 3633H0105* Ratuwa - Mawa ST 6.76 9.20 1.00 1030 - 1133 1481 1982 2652 3633H0106* Mawa - Harichamod ST 26.11 9.00 1.00 1030 - 1133 1481 1982 2652 3633H1205B Kohalpur-Deurali ST 9.39 7.50 1.00 60 - 87 116 155 212H1206 Deurali-Harre ST 23.55 5.50 1.00 60 - 87 116 155 212H1207 Harre-Chhinchu ST 11.75 5.50 1.00 60 - 87 116 155 212H1208 Chhinchu--Newari Kh ST 25.40 5.50 1.00 60 - 87 116 155 212H1209 Newari Kh-Bangesimal ST 6.99 6.30 1.40 60 - 87 116 155 212H1405 Faltunde-Budar ST 11.38 6.00 0.50 47 - 68 91 121 165H1406 Budar-Gairha ST 22.08 6.00 0.50 47 - 68 91 121 165H1407 Gairha-Syaule ST 29.74 6.00 0.50 47 - 68 91 121 165H1408 Syaule-Anarkholi Gr 22.38 5.50 0.50 35 - 50 70 94 129H1409 Anarkholi-Khodpe Gr 7.18 5.50 0.50 35 - 50 70 94 129H1410 Khodpe-Patan Gr 23.20 6.00 0.50 28 - 40 55 70 100H1411 Patan-Satbanjh Gr 15.50 6.00 0.50 28 - 40 55 70 100

Page 6 of 8

ADT GrowthLINK Surface Type Length (km) F Width(m) Shoulder W (m) 2056/57 % 2058/59 2063/64 2068/69 2073/74 2078/79 Capacity VPD

2000 2002(5.5) 2007(5.5) 2012 (6) 2017(6) 2022(6.5) (Vehicle Per Day)F0201 Damak - Gauradaha Dipu RvGr 10.56 6.90 0.85 85 5 124 166 222 304F0202 Gauradaha Dipu - Gaurigunj RvGr 11.40 7.60 1.20 50 73 98 131 179F0501 Chauharwa - Siraha ST 18.21 5.50 1.00 150 220 294 393 538F0601B Nawalpur - Malangwa mu_b ST 16.02 5.50 1.00 110 160 21 28 38F0801 Bardaghat - Pratappur ST 13.80 5.50 1.00 100 145 194 260 356F0802 Pratappur - Surajpur ST 4.58 5.50 1.00 20 29 40 53 72F0803 Surajpur - Harpur Bdr. ST 4.67 7.00 1.75 6 9 12 16 22F1001 Jitpur - Taulihawa mu_b RvGr 18.00 7.00 1.00 50 80 107 143 196F1002U Taulihawa mu_b - Bank Chr. RvGr 2.00 5.50 1.00 250 366 448 564 688F1101 Gorusinge - Kabilvastu ds_b RvGr 12.34 6.20 0.55 85 124 166 222 304F1102 Kabilvastu ds_b - Thada Jugens RvGr 24.48 3.50 0 25 36 48 64 88F1103 Thada Jugens - Angure Ghumti Earth 18.30 3.50 0 25 36 48 64 88F1104 Angure Ghumti - Sandhikarka Earth 14.01 3.50 0 20 29 40 53 73F1301 Bhalubang - Ganaha Kh brg RvGr 8.00 3.50 0 40 60 80 106 145F1302 Ganaha Kh brg - Chakchake RvGr 35.43 3.50 0 40 60 80 106 145F1303 Chakchake - Rolpa RvGr 64.36 3.50 0 15 22 29 39 54F1401 Chakchake - Phyuthan RvGr 22.97 3.5 0 10 14 19 25 34F1501 Lumahi - Tribuvannagar muST 18.87 5.5 1 200 290 388 519 711F1502U Tribuvannagar mu_b - Tribuvannagar muST 4.04 5.5 1 200 290 388 519 711F1503U Tribuvannagar mu_b - Tribuvannagar muST 6.10 5.5 1 200 290 388 519 711F1504 Tribuvannagar mu_b - Tulsipur ST 15.01 5.5 1 60 90 120 160 219F1505U Tulsipur - Tulsipur ST 2.60 5.5 1 60 90 120 160 219F1601 Bhuregoan - Jn rd to Kothght ST 14.67 5.5 1 50 73 98 131 179F1602 Jn rd to Kothght - Gularia ST 17.64 5.5 1 40 60 80 106 145F1701 Junga - Jn rd to Tikapur RvGr 13.85 5.7 0.65 50 73 98 131 179F1702 Jn rd to Tikapur - Rajapur RvGr 14.27 6.2 0.7 10 14 19 25 34F2001 Palung - Kulekhani RvGr 20.58 5.5 1 25 36 48 64 88F2109 Gerkha Kh - Phalankha Kh RvGr 6.20 5.6 1 15 22 29 38 54F2110 Phalankha Kh - Dhunche RvGr 39.34 6 0.9 13 17 25 39 45F2303 Jn rd toLele - Tikabhairab ST 0.47 5.7 0.7 900 1360 1820 2435 3336F2403B Godavari - Phulchoki ST 4.24 4.1 0.5 5 7 10 13 18F2903 Panauti - Khopasi ST 1.50 5 0.75 10 14 19 25 34F3001 Panchal - Dhad Kh RvGr 11.66 3.5 0 80 120 160 214 334F3002 Dhad Kh - Melamchi Earth 11.84 3.5 0 45 65 87 116 159F3101B Dolalghat - Chautara RvGr 20.11 3.5 0 45 65 87 116 159F3204 Tamakoshi - Kimetar RvGr 22.08 3.5 0 85 124 166 222 304F3401 Malekhu - Dhading Besi ST 19.90 5.4 1 50 73 98 131 179F3601 Dumre - District Bdr. ST 24.26 5 0.6 95 138 185 247 338F3602 District Bdr. - Besisahar ST 19.17 5 0.6 60 90 120 160 219F4001U hile - Gunrase RvGr 4.18 6 1 60 90 120 160 219F4002 Gunrase - Chitre RvGr 13.23 6 0.5 60 90 120 160 219F4003 Chitre - Basantapur RvGr 4.12 5.7 1.1 60 90 120 160 219

Page 7 of 8

ADT GrowthLINK Surface Type Length (km) F Width(m) Shoulder W (m) 2056/57 % 2058/59 2063/64 2068/69 2073/74 2078/79 Capacity VPD

2000 2002(5.5) 2007(5.5) 2012 (6) 2017(6) 2022(6.5) (Vehicle Per Day)

Bituminous Paved, Gravel and Earth RoadsName

Average Annual Daily Traffic (AADT) & 5 Year Plan Period Growth

Bituminous Paved, Gravel and Earth RoadsName

Average Annual Daily Traffic (AADT) & 5 Year Plan Period Growth

F4004 Basantapur - Tehrathum Earth 26.47 5.7 1.1 15 22 29 39 54F4302 Batase Danda - Harthok RvGr 10.87 RMDP 80 120 160 219 293F4303 Harthok - Rdid brg. RvGr 20.13 RMDP 70 100 133 170 219F4304 Rdid brg. - Ghumti RvGr 10.34 RMDP 60 90 120 160 219F4501 Lumbini - Kothi brg ST 5.71 3.5 0 60 90 120 160 219F4502 Kothi brg - Taulihawa mu_b ST 17.14 3.5 0 60 90 120 160 219F4503U Taulihawa mu_b - Taulihawa ST 1.70 3.5 0 40 60 80 106 159F4602B Nepalgunj mu-b - Man brg. ST 5.40 5.5 1 145 211 282 377 516 F4603 Man brg. - Gularia ST 19.82 5.5 1 55 80 107 143 516F4701 Chinchu - Rajkar RvGr 31.00 3.5 21 31 41 51 77F4801 Surkhet - Dailekh Earth 30.00 3.5 10 14 19 23 30F4901 Khodpe - Bithad Earth 30.00 3.5 6 8 11 15 20F5001 Satbani - Baitadi Earth 18.45 3.5 20 30 40 53 73F5101 Silgadhi - Dist. Bdr. RvGr 24.00 3.5 20 30 40 53 73F5102 Dist. Bdr. - Sanfebagar RvGr 43.00 3.5 20 30 40 53 73H0315 Barbise - Kodari\ RvGr 26.21 3.5 85 124 166 222 304H0605 Bardibas - Rato river RvGr 12.90 7.7 0.5 60 90 120 160 219H0606 Rato river - Chure temple RvGr 3.38 5.5 0.5 60 90 120 160 219H0607 Chure temple - Sindhuli RvGr 21.73 6.8 0.9 60 90 120 160 219H0701 Kechana bdr. - Kechna vil. ST 3.00 3.5 30 35 51 70 94 129H0702 Kechna vil. - Jhapa Ck ST 21.67 7 1 35 51 70 94 129H0703UB Jhapa Ck - Bhaire Ck ST 1.33 6 1.2 35 51 70 94 129H0704 Bhaire Ck - Charali ST 1.37 5 30 35 51 70 94 129H0708U Mai Kh - Chureghanti ST 14.42 7.5 0.5 210 305 408 546 748H0709 Chureghanti - Ranke ST 32.14 7.5 1 210 305 408 546 748H0710 Ranke - Phidim RvGr 30.86 7.5 1 210 305 408 546 748H1101 Ameliya - Tulsipur mu_b RvGr 27.63 3.5 0 40 60 80 106 159H1102U Tulsipur mu_b - Birendra Ck RvGr 1.99 3.5 0 40 60 80 106 159H1103U Birendra Ck - Lauri Kh RvGr 6.62 3.5 0 40 60 80 106 159H1104 Lauri Kh - Chorfana RvGr 9.94 3.5 0 40 60 80 106 159H1105 Chordana - Salyan RvGr 37.16 3.5 0 40 60 80 106 159F4702 Raikar - Devasthal RvGr 12.42 3.5 0 40 60 80 106 159F4703 Devasthal - Chhedagad Earth 27.58 3.5 0 40 60 80 106 159F4704 Chhedagad - Jajarkot Earth 36.00 3.5 0 40 60 80 106 159F3205 Kirnetar - Manthali Earth 18.00 3.5 0 30 45 60 80 110F4206 Baglung - Magdi Dist.bord Earth 7.00 3.5 0 30 45 60 80 110F4207 Magdi Dist.bord - Beni Earth 10.00 3.5 0 30 45 60 80 110

Page 8 of 8

Nos. of Year Annual S.No. Road Link, Name of Traffic Traffic Remarks

Count (Year) Growth (%)1 H0115 Kadmaha-Balan 2 N.A. Traffic counting done 2 H0120 Kamala-Dhalkebar 4 5 annually by Dept.3 H0121 Dhalkebar-Ratu 3 2 of Roads on some4 H0132 Hetauda-Saraswati Khola 3 7 important roads.5 H0133 Saraswati Khola-Lother 3 7 These are the list of6 H0128 Dhansar-Pathalaiya 6 6.8 roads exceeding traffic7 H0129 Pathalaiya-Chure 7 5 volume of 900 VPD.8 H0101 Kakarbhitta-Charali 6 3 9 H0102 Charali-Birtamode 4 610 H0109 Ithari-Sakhuwagachhi 5 1211 H0111 Sunsari bridge-Koshi barrage 4 1812 H0163 Sukhadchouraha-Ataria 4 1313 H0164 Ataria-Mohana river 6 1814 H0157 Khairi Khola-Kohalpur 6 1215 H0158 Kohalpur-Manriver 6 1116 H0144U Sukoura-Butwal 6 917 H0146U Butwal-Bahara Khola 4 9.318 H0134 Lother-Tikauli 7 5.619 H0108 Budhikhola-Itahari 5 5.620 H0204 Jitpur-Pathalaiya 7 721 H0214 Nagdhunga Ring Road 9 7.222 H0310U Chainedhunga-Khawa 9 11.823 H0304 Manohara Bridge-Sallaghari 3 3.524 H0405 Mugling-Mugling Bridge 4 1425 H0404 Mawakhola-Mugling 5 8.326 H0411 Kotre-Bijayapur 4 227 H0503 Ramnagar-Mugling 4 7.828 H0604 Janakpur Mu. Bdr-Dhalkebar 4 129 H0804 Itahari-Seuti Bridge 6 8.330 H0803 Duhabi-Itahari 6 1031 H1204 Nepalgunj-Kohalpur 6 532 H1002 Sidhartha Mu. Bdr to Butwal Mu. Bdr 6 7.833 F2201 Balkhu-Chovar 3 6

Source: Department of Roads

Time Trend Traffic Growth upto 2000 A.D.

Appendix III.4 : Cost Estimate of Bridges Along Roads Connecting District Headquarters

1 Gaikhat-Diktel

1 Sunkoshi Hilly 150 340 51000

2 Sapsu-Dikhuwa Khola Hilly 100 340 34000

3 Unknown Hilly 32 340 10880



6 Tuwa Hilly 50 340 17000

7 Un Hilly 18 340 6120

Total 386 131,240

2

1 Piluwa khola Hilly 72 340 24480

2 Sabaha khola Hilly 120 340 40800


Total 232 78,880

3 Hile-Bhojpur

1 Arun Hilly 250 340 85000


Total 300 102,000

4



Total 100 34,000

51 Khahare Hilly 18 340 6120

Terrain Total Length (m)

Khimti-Manthali-Ramechhap CENTRAL REGION

Page 1 of 5

Cost per meter length

(Rs.x1000)

Total Cost (Rs.x1000) Remarks


S. No. Name of Bridges

Basantapur-Chainpur-Khandbari

Okhaldhunga-Salleri

2 Tiphang Hilly 22 340 7480

3 Khani khola Hilly 18 340 6120

4 Kathajur Hilly 18 340 6120

5 Lipi khola Hilly 18 340 6120

6 Kakarvitta Hilly 100 340 34000


Total 244 82,960

61 Sundar khola Hilly 170 340 57800










Total 525 178,500

7 Ben-Jomsom1 Myagdi khola Hilly 60 340 20400

2 Rahu khola Hilly 50 340 17000

3 Bej khola Hilly 40 340 13600

4 Rupse khola Hilly 70 340 23800

5 Lete khola Hilly 70 340 23800

6 Larjung khola Hilly 60 340 20400

Total 350 119,000

8 Surkhet-Jumla1 Total bridges, 20 nos. Hilly 800 340 272000

Total 800 272,000

9 Jumla-Gamgadhi1 Baine Khola Hilly 85 340 289002 Mugu Khola Hilly 200 340 68000

Total 285 96,900

Page 2 of 5MID WESTERN REGION

WESTERN REGIONKhudi-Chame

101 Matelin khola Hilly 60 340 204002 Parajul khola Hilly 30 340 102003 Chupra khola Hilly 20 340 6800

Total 110 37,400

11 Chhinchu-Jajarkot1 Bangad Hilly 50 340 170002 Bheri Hilly 185 340 629003 Simita Hilly 200 340 680004 Kali Hilly 25 340 85005 Thati Hilly 25 340 85006 Chheda Hilly 80 340 27200

Total 565 192,100

121 Warot khola Hilly 145 340 493002 Unknown Hilly 30 340 102003 Sali Gad Hilly 170 340 578004 Thuli Bheri Hilly 250 340 850005 Unknown Hilly 30 340 102006 Unknown Hilly 20 340 68007 Unknown Hilly 22 340 74808 Unknown Hilly 30 340 102009 Unknown Hilly 60 340 20400

10 Unknown Hilly 18 340 612011 Unknown Hilly 25 340 850012 Unknown Hilly 22 340 748013 Unknown Hilly 25 340 850014 Unknown Hilly 40 340 1360015 Unknown Hilly 50 340 1700016 Unknown Hilly 45 340 1530017 Unknown Hilly 32 340 1088018 Unknown Hilly 15 340 5100

Total 1029 349,860

13 Tila-Manma1 Tila river Hilly 200 340 680002 Unknown Hilly 20 340 68003 Unknown Hilly 20 340 6800

Total 240 81,600

141 Matelin khola Hilly 25 340 85002 Parajul khola Hilly 45 340 15300

Salyan-Musikot

Page 3 of 5

Jajarkot-Dunai

Surkhet-Ranimatta-Dailekh

3 Chupra khola Hilly 125 340 42500 Total 195 66,300

151 Lothi khola Hilly 190 340 646002 Chuwa khola Hilly 180 340 612003 Unknown Hilly 42 340 142804 Unknown Hilly 30 340 102005 Khurparka khola Hilly 58 340 197206 Unknown Hilly 17 340 57807 Unknown Hilly 10 340 34008 Unknown Hilly 12 340 40809 Unknown Hilly 17 340 5780

10 Unknown Hilly 19 340 646011 Unknown Hilly 25 340 8500

Total 600 204,000

161 Jijod Hilly 40 340 136002 Andola Hilly 40 340 136003 Ikadi Hilly 70 340 238004 Bajure Gad Hilly 50 340 170005 Gui Gad Hilly 190 340 646006 Jipad Gad Hilly 40 340 136007 Budhi gad Hilly 80 340 272008 Kodari Gad Hilly 80 340 27200

Total 590 340 200,600

171 Kailash Hilly 100 340 340002 Unknown Hilly 152 340 51680

Total 252 85,680

18

1 Kalanja Gad Hilly 60 340 20400

2 Juli Gad Hilly 55 340 18700

3 Turi Gad Hilly 70 340 23800

4 Khali Gad Hilly 40 340 13600

5 Bahauli Gad Hilly 65 340 22100

Total 290 98,600 19 Baitadi-Darchula

Page 4 of 5

Sanfebagar-Mangalsen

Khodpe-Bajhang

Gamgadhi-Simikot

Sanfebagar-MartadiFAR WESTERN REGION

1 Jagadi Hilly 40 340 13600

2 Dhikgad Hilly 25 340 8500

3 Ranchar Hilly 15 340 5100

4 Thalijad Hilly 60 340 20400

5 Bhartola Hilly 100 340 34000

Total 240 81,600

Grand Total 2,493,220

Page 5 of 5

150 340000 51000000

S. No. Name of Bridges Terrain Total Length (m)


(Rs.x1000)

Total cost (Rs.x1000) Remarks

1 Devmai Khola Hilly 100.00 340.00 34,000.00

2 Mai Khola Hilly 150.00 340.00 51,000.00

3 Jogmai Khola Hilly 110.00 340.00 37,400.00

Total 360.00 122,400.00

1 Simbuwa Khola Hilly 90.00 340.00 30,600.00

2 Dhunsa Khola Hilly 145.00 340.00 49,300.00

3 Yangma Khola Hilly 120.00 340.00 40,800.00

Total 355.00 120,700.00

1 Kabeli Hilly 115.00 340.00 39,100.00

2 Iwa Khola Hilly 70.00 340.00 23,800.00

Total 185.00 62,900.00

1 Tamar Hilly 200.00 340.00 68,000.00

2 Koya Khola Hilly 105.00 340.00 35,700.00

Total 305.00 103,700.00

1 Unknown Hilly 170.00 340.00 57,800.00

2 Barun Hilly 115.00 340.00 39,100.00

Total 285.00 96,900.00

1 Budhi River Hilly 80.00 560.00 44,800.00

Total 80.00 44,800.00

1 Koshi Hilly 300.00 340.00 102,000.00

Total 300.00 102,000.00

1 Phikhuwa Khola Hilly 70.00 340.00 23,800.00

Total 70.00 23,800.00

Appendix III.5: Cost Estimate of Bridges Along Planned Roads Under Phase I

Page 1 of 4


Bhojpur-Diktel Road

Phidim-Terhathum Road

Biratnagar Bypass

Taplejung-Olanchunggola-China Border Road





1 Dhudhkoshi Hilly 250.00 340.00 85,000.00

2 Sunkoshi Hilly 400.00 340.00 136,000.00

Total 650.00 221,000.00

1 Rawa Khola Hilly 120.00 340.00 40,800.00

2 Hongu Khola Hilly 140.00 340.00 47,600.00

3 Lungkhu Khola Hilly 120.00 340.00 40,800.00

4 Imja Khola Hilly 170.00 340.00 57,800.00

Total 550.00 187,000.00

Total for Eastern Development Region 3,140.00 1,085,200.00

1 Lapche Khola Hilly 80.00 340.00 27,200.00

Total 80.00 27,200.00

1 Sunkoshi River Hilly 300.00 340.00 102,000.00

Total 300.00 102,000.00

1 Bheda Hilly 40.00 560.00 22,400.00

2 Gandak Hilly 15.00 560.00 8,400.00

3 Manboderi Hilly 110.00 560.00 61,600.00

Total 165.00 92,400.00

1 Mahesh Khola Hilly 25.00 476.00 11,900.00

2 Mahesh Khola Hilly 25.00 476.00 11,900.00

3 Dharke Hilly 80.00 476.00 38,080.00

Total 130.00 61,880.00

1 Bagmati Hilly 80.00 340.00 27,200.00

Total 80.00 27,200.00

1 Manohara Valley 50.00 400.00 20,000.00

Total 50.00 20,000.00

Total for Central Development Region 805.00 330,680.00

Page 2 of 4

Kanti Rajpath

Mulpani Changunarayan-Nagarkot



Road Linking Multimodel Project in Birgunj

Kathmandu-Naubise Bypass




1 Kaligandaki Hilly 250.00 340.00 85,000.00

Total 250.00 85,000.00

1 Chalungpa Hilly 115.00 340.00 39,100.00

2 Dhami Hilly 90.00 340.00 30,600.00

3 Unknown Hilly 110.00 340.00 37,400.00

4 Unknown Hilly 70.00 340.00 23,800.00

Total 385.00 130,900.00

1 Modi Khola Hilly 120.00 340.00 40,800.00

Total 120.00 40,800.00

1 Daram Khola Hilly 90.00 340.00 30,600.00

Total 90.00 30,600.00

1 Taman Khola Hilly 90.00 340.00 30,600.00

Total 90.00 30,600.00

1 Taman Khola Hilly 110.00 340.00 37,400.00

Total 110.00 37,400.00

1 Andhi Khola Hilly 70.00 340.00 23,800.00

Total 70.00 23,800.00

Total for Western Dev.Region 1,115.00 379,100.00

1 Sani Bheri Hilly 200.00 340.00 68,000.00

2 Bheri River Hilly 200.00 340.00 68,000.00

Total 400.00 136,000.00

1 Lothi Khola Hilly 70.00 340.00 23,800.00

2 Chhungsa Khola Hilly 70.00 340.00 23,800.00

3 Khurpharda Khola Hilly 160.00 340.00 54,400.00

Total 300.00 102,000.00

Bameteksar-Burtibang

Page 3 of 4



Syangja-Panchanul Road

Kusma-Phalebas Road



Lukumgaun-Jajarkot Road

Simikot-China Border Road



1 Thuli Bheri Hilly 225.00 340.00 76,500.00

Total 225.00 76,500.00

Total for Mid Western Dev.Region 925.00 314,500.00

1 Budhi Gad Hilly 105.00 340.00 35,700.00

Total 105.00 35,700.00

1 Karnali Hilly 300.00 340.00 102,000.00

2 Khetgairi Khola Hilly 80.00 340.00 27,200.00

Total 380.00 129,200.00

1 Seti Nadi Hilly 200.00 340.00 68,000.00

Total 200.00 68,000.00

Total for Far Western Dev.Region 685.00 232,900.00 Grand-Total 2,342,380.00

Jhupal-Jajarkot Road

Page 4 of 4


Babala-Martadi Road

Tult-Chalsa-Banatoli-Kalika

Bhatgaun-Kathbhairab-Khaptad Road

S. No. Name of Bridges Terrain Total

Length (m)


(Rs.x1000)

Total cost (Rs.x1000) Remarks

1 Unknown Hilly 18.00 340.00 6,120.00 Total 18.00 6,120.00


1 Unknown Hilly 25.00 340.00 8,500.00 2 Unknown Hilly 25.00 340.00 8,500.00 3 Unknown Hilly 25.00 340.00 8,500.00

Total 75.00 25,500.00

1 Unknown Hilly 25.00 340.00 8,500.00 2 Unknown Hilly 20.00 340.00 6,800.00 3 Unknown Hilly 30.00 340.00 10,200.00 4 Unknown Hilly 22.00 340.00 7,480.00 5 Unknown Hilly 35.00 340.00 11,900.00 6 Unknown Hilly 35.00 340.00 11,900.00 7 Unknown Hilly 40.00 340.00 13,600.00

Total 207.00 70,380.00

1 Unknown Hilly 20.00 340.00 6,800.00 2 Unknown Hilly 32.00 340.00 10,880.00

Total 52.00 17,680.00

1 Unknown Hilly 10.00 340.00 3,400.00 2 Unknown Hilly 20.00 340.00 6,800.00 3 Unknown Hilly 20.00 340.00 6,800.00 4 Unknown Hilly 20.00 340.00 6,800.00 5 Unknown Hilly 50.00 340.00 17,000.00 6 Unknown Hilly 32.00 340.00 10,880.00 7 Unknown Hilly 18.00 340.00 6,120.00

Total 170.00 57,800.00

EASTERN DEVELOPMENT REGIONFikkal-Shree Antu Road

Ilam-Maipokhari-Sandokpur Road


Taplejung-Olanchunggola-China Border


Appendix III.6 : Cost Estimate of Bridge Along Planned Roads Under Phase II


Page 1 of 6

1 Unknown Hilly 60.00 340.00 20,400.00 2 Unknown Hilly 10.00 340.00 3,400.00 3 Unknown Hilly 15.00 340.00 5,100.00 4 Unknown Hilly 30.00 340.00 10,200.00 5 Unknown Hilly 45.00 340.00 15,300.00 6 Chapan Khola Hilly 26.00 340.00 8,840.00 7 Unknown Hilly 20.00 340.00 6,800.00 8 Unknown Hilly 18.00 340.00 6,120.00 9 Unknown Hilly 30.00 340.00 10,200.00

10 Unknown Hilly 25.00 340.00 8,500.00 11 Dabar Khola Hilly 38.00 340.00 12,920.00 12 Unknown Hilly 22.00 340.00 7,480.00 13 Unknown Hilly 18.00 340.00 6,120.00 14 Kali Khola Hilly 32.00 340.00 10,880.00 15 Unknown Hilly 34.00 340.00 11,560.00 16 Unknown Hilly 30.00 340.00 10,200.00 17 Unknown Hilly 22.00 340.00 7,480.00 18 Unknown Hilly 22.00 340.00 7,480.00 19 Unknown Hilly 10.00 340.00 3,400.00 20 Unknown Hilly 20.00 340.00 6,800.00 21 Unknown Hilly 25.00 340.00 8,500.00 22 Kujar Dhar Hilly 30.00 340.00 10,200.00

Total 582.00 340.00 197,880.00

1 Unknown Hilly 35.00 340.00 11,900.00 2 Unknown Hilly 18.00 340.00 6,120.00 3 Sapsu Hilly 50.00 340.00 17,000.00 4 Unknown Hilly 40.00 340.00 13,600.00

Total 143.00 48,620.00

1 Unknown Hilly 30.00 340.00 10,200.00 2 Unknown Hilly 15.00 340.00 5,100.00 3 Unknown Hilly 20.00 340.00 6,800.00

Total 65.00 22,100.00

1 Unknown Hilly 12.00 340.00 4,080.00 2 Unknown Hilly 12.00 340.00 4,080.00 3 Rujde Khola Hilly 38.00 340.00 12,920.00 4 Unknown Hilly 40.00 340.00 13,600.00

Total 102.00 34,680.00

Diktel-Halesi Road



Bhojpur-Diktel Road

Page 2 of 6

1 Unknown Hilly 10.00 340.00 3,400.00 2 Unknown Hilly 18.00 340.00 6,120.00 3 Unknown Hilly 30.00 340.00 10,200.00 4 Unknown Hilly 20.00 340.00 6,800.00 5 Unknown Hilly 22.00 340.00 7,480.00 6 Unknown Hilly 10.00 340.00 3,400.00 7 Unknown Hilly 35.00 340.00 11,900.00 8 Unknown Hilly 15.00 340.00 5,100.00 9 Unknown Hilly 15.00 340.00 5,100.00

10 Unknown Hilly 22.00 340.00 7,480.00 11 Unknown Hilly 30.00 340.00 10,200.00 12 Paiyar Khola Hilly 25.00 340.00 8,500.00 13 Unknown Hilly 25.00 340.00 8,500.00 14 Unknown Hilly 22.00 340.00 7,480.00 15 Unknown Hilly 30.00 340.00 10,200.00 16 Unknown Hilly 25.00 340.00 8,500.00 17 Unknown Hilly 40.00 340.00 13,600.00

Total 394.00 133,960.00 Total for Eastern Development Region 1,848.00 628,320.00

1 Unknown Hilly 45.00 340.00 15,300.00 2 Gumu Khola Hilly 42.00 340.00 14,280.00 3 Sanju Khola Hilly 60.00 340.00 20,400.00 4 Chunghi Khola Hilly 35.00 340.00 11,900.00 5 Chayando Khola Hilly 55.00 340.00 18,700.00

Total 237.00 80,580.00


Total 77.00 26,180.00

1 Unknown Hilly 12.00 340.00 4,080.00 2 Unknown Hilly 42.00 340.00 14,280.00 3 Unknown Hilly 18.00 340.00 6,120.00 4 Damar Khola Hilly 22.00 340.00 7,480.00 5 Unknown Hilly 22.00 340.00 7,480.00 6 Unknown Hilly 24.00 340.00 8,160.00 7 Unknown Hilly 26.00 340.00 8,840.00 8 Unknown Hilly 38.00 340.00 12,920.00 9 Unknown Hilly 32.00 340.00 10,880.00

10 Bitizor Khola Hilly 42.00 340.00 14,280.00 11 Unknown Hilly 30.00 340.00 10,200.00 12 Unknown Hilly 22.00 340.00 7,480.00 13 Unknown Hilly 25.00 340.00 8,500.00 14 Manboderi Hilly 30.00 340.00 10,200.00

Total 385.00 130,900.00 Khurkot-NepalthokSindhuli-Khurkot


Roads as well as bridges along these roads are under construction


Page 3 of 6



Toxelghat-Khurkot Road

1 Sindhu Khola Hilly 30.00 340.00 10,200.00 2 Unknown Hilly 20.00 340.00 6,800.00

Total 50.00 17,000.00

1 Unknown Hilly 23.00 340.00 7,820.00 2 Unknown Hilly 32.00 340.00 10,880.00 3 Unknown Hilly 25.00 340.00 8,500.00 4 Unknown Hilly 97.00 340.00 32,980.00

Total 177.00 60,180.00


1 Unknown Terai 30.00 400.00 12,000.00 2 Unknown Terai 40.00 400.00 16,000.00

Total 70.00 28,000.00 Total for Central Development Region 1,016.00 349,640.00

1 Unknown Hilly 30.00 340.00 10,200.00 2 Panda Khola Hilly 45.00 340.00 15,300.00 3 Unknown Hilly 25.00 340.00 8,500.00

Total 100.00 34,000.00

1 Parya Khola Hilly 30.00 340.00 10,200.00 2 Gobago Khola Hilly 30.00 340.00 10,200.00 3 Unknown Hilly 35.00 340.00 11,900.00 4 Unknown Hilly 30.00 340.00 10,200.00 5 Unknown Hilly 38.00 340.00 12,920.00 6 Unknown Hilly 45.00 340.00 15,300.00 7 Ugarchha Khola Hilly 35.00 340.00 11,900.00

Total 243.00 82,620.00

1 Unknown Hilly 30.00 340.00 10,200.00 2 Gaudi Hilly 45.00 340.00 15,300.00 3 Unknown Hilly 25.00 340.00 8,500.00

Total 100.00 34,000.00

1 Unknown Hilly 35.00 340.00 11,900.00 2 Bhin Khola Hilly 65.00 340.00 22,100.00

Total 100.00 34,000.00



Baglung-Wamituksar Road

Wamitaksar-Bartibang Road

Page 4 of 6

Gaur Ring Road

Sankhu-Phatkeshor-Bahurepati Road


Syaprubesi-Rasuwagadhi-China Border

Kanti Rajpath



1 Unknown Terai 20.00 560.00 11,200.00 Total 20.00 11,200.00

Total for Western Development Region 638.00 221,320.00




10 Unknown Hilly 40.00 340.00 13,600.00 11 Unknown Hilly 50.00 340.00 17,000.00 12 Chhalgad Hilly 45.00 340.00 15,300.00 13 Unknown Hilly 32.00 340.00 10,880.00 14 Unknown Hilly 15.00 340.00 5,100.00

Total 434.00 340.00 147,560.00



Jitpur-Sitapur Road

MID WESTERN DEVELOPMENT REGIONLukumgaun-Jajarkot Road

Jajarkot (Mudra)-Dunai Road

Page 5 of 6

1 Unknown Hilly 35.00 340.00 11,900.00 2 Unknown Hilly 20.00 340.00 6,800.00 3 Khurparka Khola Hilly 50.00 340.00 17,000.00 4 Unknown Hilly 25.00 340.00 8,500.00 5 Unknown Hilly 30.00 340.00 10,200.00

Total 160.00 54,400.00


Total 35.00 11,900.00


Total for Mid Western Dev. Region 936.00 318,240.00

1 Samaiji Gad Hilly 62.00 340.00 21,080.00 2 Barju Gad Hilly 42.00 340.00 14,280.00 3 Unknown Hilly 30.00 340.00 10,200.00 4 Tiparo Gad Hilly 52.00 340.00 17,680.00 5 Bauli Gad Hilly 65.00 340.00 22,100.00

Total 251.00 85,340.00 Tult-Chalsa-Banatoli-Kaliua


Total 35.00 11,900.00

1 Unknown Hilly 30.00 340.00 10,200.00 2 Unknown Hilly 42.00 340.00 14,280.00 3 Unknown Hilly 35.00 340.00 11,900.00 4 Unknown Hilly 18.00 340.00 6,120.00 5 Unknown Hilly 15.00 340.00 5,100.00 6 Unknown Hilly 20.00 340.00 6,800.00

Total 160.00 54,400.00 Total for Far Western Dev. Region 446.00 151,640.00 Grand Total 4,884.00 1,669,160.00

Page 6 of 6

Patan-Pancheswar

Dang-Swargadari

FAR WESTERN DEVELOPMENT REGIONBabala-Martadi Road

Manma-Gadhwali

Jhupal-Jajarkot

Appendix IV.1 Expected Status of Strategic Road Network at the End of 9th Plan (km)

Terrain Blacktop R

Terai 1458Hill 1799Total 3257

S. Name of the Road Total RemarksNo. B.T Gravel Earthern B.T Gravel Earthern B.T Gravel Earthern

1(H01) Mahendra Highway 1024.00 - - - - - 1024.00 - - 1024.00 T2(H02) Tribhuvan Highway 189.00 - - - - - 189.00 - - 189.00 H3(H03) Arniko Highway 95.00 13.00 - 14.00 4.00 - 109.00 4.00 - 113.00 H4(H04) Prithvi Highway 174.00 - - - - - 174.00 - - 174.00 H5(H05) Narayanghat-Mugling 36.00 - - - - - 36.00 - - 36.00 H6(H06) Dhulikhel-Sindhuli-Bardibas Section 22.00 - - - 85.00 22.00 85.00 - 107.00 H7(H07) Mechi Rajmarg 123.00 63.00 - - 80.00 - 123.00 143.00 - 266.00 H8(H08) Koshi Rajmarg 111.00 - - - - - 111.00 - - 111.00 H9(H09) Sagarmatha Highway 21.00 - - - - 50.00 21.00 - 50.00 71.00 H

10(H10) Sidhartha Highway 185.00 - - - - - 185.00 - - 185.00 H11(H11) Rapti Highway 5.00 31.00 93.76 - - 66.00 5.00 31.00 159.76 196.26 H12(H12) Ratna Highway 122.73 - - - - - 122.73 - - 122.73 H13(H13) Karnali Highway - - 135.00 - 135.00 45.00 - 135.00 45.00 180.00 H14(H14) Mahakali Highway 153.76 - 133.00 - - 33.00 153.76 133.00 33.00 319.76 H15(H15) Syaule-Doti 65.00 - - - - - 65.00 - - 65.00 H

Total 2326.00 537.00 288.00 3151.00Total Highway Road LengthBlack top - 2326 km Black top Gravel Earthen Gravel - 537 km Terai - 1024 km Terai - 0 km Terai - 0 kmEarthen - 288 km Hill - 1302 km Hill - 537 km Hill - 288 kmTotal 3151 km 2326 km 537 km 288 km

T - Terai/Plain H - Hill/Mountain Page 1 of 3

Appendix: IV.1

Earth Road (km)Gravel Road (km) Total

1568011011441254

35985166

655655

Already Completed (km) Additional upto 9th Plan (km)

Expected Status of Highway Network at the End of 9th Plan (km)

Total Road Length (km)

C:\road\20year\Highways Networkcheck

S.No Name of the Road Total RemarksB.T Gravel Earthern B.T Gravel Earthern B.T Gravel Earthern

1(F01) Birtamod-Chandragadhi 12.53 - - - - - 12.53 - - 12.53 T2(F02) Damak-Gauriganj - 21.96 - - - - - 21.96 - 21.96 T3(F03) Bhardah-Rajbiraj 17.75 - - - - - 17.75 - - 17.75 T4(F04) Rupani-Rajbiraj-Kunauli 23.10 - - - - - 23.10 - - 23.10 T5(F05) Chauharwa-Siraha-Madar 18.00 8.66 - - - - 18.00 8.66 - 26.66 T6(F06) Nawalpur-Malangwa 26.63 - - - - - 26.63 - - 26.63 T7(F07) Chandranigahpur-Gaur 44.00 - - - - - 44.00 - - 44.00 T8(F08) Barddighat-Pratappur 13.80 9.25 - - - - 13.80 9.25 - 23.05 T9(F09) Sunwal-Parasi 8.95 - - - - - 8.95 - - 8.95 T

10(F10) Jeetpur-Taulihwa-Khunua 18.00 15.39 - - - - 18.00 15.39 - 33.39 T11(F11) Gorshighe-Sandhikharka - - 69.13 - 69.13 - - 69.13 - 69.13 H12(F12) Chanauta-Krishnanagar 20.00 - - - - - 20.00 - - 20.00 T13(F13) Bhaluwang-Rolpa - 24.00 83.79 - 20.00 - - 44.00 63.79 107.79 H14(F14) Chakchake-Pyuthan - - 22.97 - - - - - 22.97 22.97 H15(F15) Lamhi-Tulsipur 46.62 - - - - - 46.62 - - 46.62 H16(F16) Bhurigaon-Gularia 5.00 27.00 - - - - 5.00 27.00 - 32.00 T17(F17) Junga-RaJapur - 12.00 16.00 - 16.00 - - 28.00 - 28.00 T18(F18) Birgunj-Kalaiya 12.00 - - - - - 12.00 - - 12.00 T19(F19) Bhaise-Bhimphedi 12.00 - - - - - 12.00 - - 12.00 H20(F20) Palung-Kulekhani - 21.00 - - - - - 21.00 - 21.00 H21(F21) Kathmandu-Trishuli-Dhunche 71.00 9.00 39.00 - - - 71.00 19.00 29.00 119.00 H22(F22) Balkhu-Dakshinkali 16.00 - - - - - 16.00 - - 16.00 H23(F23) Satdobato-Tikabhairab 12.00 - - - - - 12.00 - - 12.00 H24(F24) Satdobato-Phulchoki 18.00 4.00 - - - - 18.00 4.00 - 22.00 H25(F25) Maharajgunj-Budhanilkantha 5.00 - - - - - 5.00 - - 5.00 T26(F26) Chabahil-Sankhu 12.78 - - - - - 12.78 - - 12.78 T27(F27) Jorpati-Sundarijal 7.13 - - - - - 7.13 - - 7.13 T28(F28) Bhaktapur-Nagarkot 23.00 - - - - - 23.00 - - 23.00 H29(F29) Banepa-Khopasi 9.54 - - - - - 9.54 - - 9.54 T30(F30) Panchkhal-Helambu 6.00 16.00 8.00 - 8.00 - 6.00 24.00 10.00 40.00 H31(F31) Dolalghat-Chautara 9.00 16.00 - - - - 9.00 16.00 - 25.00 H

T - Terai/Plain H-Hill/Mountain Page 2 of 3

Appendix. IV.1

S.No Name of the Road Total Remarks

Expected Status of Feeder Roads Network at the End of 9th Plan (km)

Expected Status of Feeder Roads Network at the End of 9th Plan (km)

Already Completed (km) Total Road Length (km)

Already Completed (km)

Additional upto 9th Plan (km)

Additional upto 9th Plan (km) Total Road Length (km)


B.T Gravel Earthern B.T Gravel Earthern B.T Gravel Earthern32(F32) Lamosangu-Tama Koshi-Ramechhap 72.00 22.00 36.00 - 36.00 - 72.00 58.00 - 130.00 H33 (F33) Tama Koshi-Jiri 38.03 - - - - - 38.03 - - 38.03 H34(F34) Malekhu-Dhading - 17.50 - - - - 17.50 - 17.50 H35(F35) Abhukhaireni-Gorkha 24.69 - - - - - 24.69 - - 24.69 H36(F36) Dumre-Besisahar 43.40 - - - - - 43.40 - - 43.40 H37(F37) Bharatpur-Bypass 4.49 - - - - - 4.49 - - 4.49 T38)F38) Fikkal-Pashupatinagar 10.75 - - - - - 10.75 - - 10.75 H39(F39) Biratnagar-Rangeli 23.88 - - - - - 23.88 - - 23.88 T40(F40) Hile-Basantpur-Tehrthum - 22.00 26.00 - 26.00 - - 48.00 - 48.00 H41(F41) Pokhara-Sarangkot 5.00 - - - - - 5.00 - - 5.00 H42(F42) Pokhara-Baglung-Beni 72.00 1.00 19.00 - 10.00 - 72.00 11.00 9.00 92.00 H43(F43) Bartung-Tansen-Tamghas - 15.00 65.00 - 65.00 - - 80.00 - 80.00 H44(F44) Bhairahwa-Lumbini 22.78 - - - - - 22.78 - - 22.78 T45(F45) Lumbini-Taulihwa 9.00 14.00 - - - - 23.00 - 23.00 T46(F46) Nepalgung-Gularia 35.20 - - - - - 35.20 - - 35.20 T47(F47) Chinchu-Jajarkot - 25.00 61.00 - 61.00 21.00 - 86.00 21.00 107.00 H48(F48) Surkhet-Dailekh - - 67.00 - 30.00 - - 30.00 37.00 67.00 H49(F49) Khodape-Bajhang - - 80.00 - 30.00 30.00 - 30.00 80.00 110.00 H50(F50) Satbanjh-Jhulaghat - - 42.00 - - - - - 42.00 42.00 H51(F51) Silgadhi-Safebagar - 66.73 - - - - - 66.73 66.73 H

52 Sanfebagar-Martadi 58.00 58.00 15.00 H 53 Sanfebagar-Mangalsen 37.00 37.00 37.00 H 54 Kathmandu ring road 28.00 28.00 28.00 H 55 Jaleshwor-Bardibas 42.00 42.00 42.00 T

Total 931.00 717.00 367.00 2015.00 Other roads notincluded in strategic networkTotal Feeder Road LengthBlack top - 931 km Black top Gravel Earthen Gravel - 717 km Terai - 434 km Terai - 110 km Terai - 0 kmEarthen - 367 km Hill - 497 km Hill - 607 km Hill - 367 kmTotal 2015 km 931 km 717 km

T - Terai/Plain H - Hill/Mountain Page 3 of 3


Appendix IV.3

Pavement Type Average

Highway Feeder Total Highway Feeder Total Width (m)

Blacktopped 2248.44 901.84 3150.28 13504150 3483750 16987900 5.39

Gravelled 234.72 393.23 627.95 1120100 1542690 2662790 4.24

Earthen 447.98 641.18 1089.16 1567950 2312530 3880480 3.56

Total 2931.14 1936.25 4867.39 16192200 7338970 23531170

Page 1 of 8

Length Surface area

Average Width of Blacktopped, Gravelled and Earthen Roads in the Strategic Road Network (m)

Appendix:III.15

S.No Road Element Recurrent work discription Average quantity Quantity Unit Rate Amount

of Norms1 Gravelled (a) Pot hole repair 3% of surface area 3% 135.00 m.sq/km 146.00 19710.00

surface (spot regavelling)(b) Regrading once/yr 1.00 km 6545.00 6545.00

2 Access Road (a) Gravel access road 0.2 access/km road pot hole repair 0%-0.40% of GR access road area 0.20% 8.00 msq/km 146.00 1168.000.2 access/km road (b) B.T access road repair 0%-0.30% of BT access road area 0.15% 2.00 msq/km 195.00 390.00

3 Culverts Damaged headwall/wing wall/ catchpit/Abutment base minor repair, damaged 0-0.1 m3 per culvert 0.01 m3/culvert 0.50 cum/km 2593.00 1296.50checkdam and scour protectionwork, minor repair(masonry work)

4 (a) Gabion wall Damaged gabion minor repair (masonry work) 0-1 m3 per 1000m length 1.00 1.00 cum/km 1110.00 1110.00

(b) Masonary Damaged wall repair 0-0.5 m3 per 1000m length 0.50 cum/km 2593.00 1296.505 (a) Earthen Drain Reshaping (earth work) 0-5 m3 per 100m length 5.00 5.00 cum/km 77.00 385.00

(b) Masonry drain Damaged masonary work 0-2 m3 per 1000m length 2.00 2.00 cum/km 2593.00 5186.00(c) Concrete drain Replace concrete cover 0-0.25 m3 per 100m length 0.25 0.25 cum/km 4937.00 1234.25

6 Embankment a) Filling raincuts 0-2% of embankment area 1% of emb.area 30.00 Sqm/km 20.00 600.00b) Turfing 0-1% of embankment area 1%

7 Causeway Damaged slab/parts repair Sub-total 38520.008 Bridge Damaged handrail repair/replace9 (a) Road Sign

(b) Delinators(c) Masonry parapet Repair/replace/ Add 20% of the

Norms

Unit Cost of Recurrent Maintenance for Gravel Roads per year/km, roadway width=4.5m

C:\road\20year\estimate costcheck

( ) y p p p p(d) Concrete parapet damaged/stolen, total cost of above 7704.00(e) Drum parapet paint faded items(f) Guard rails road furniture(g) Gabion crash barrier(h) K.M. Post

Total 46224.00 Say Rs. 46200.00

Note:For Gravelled Road

1. The cost of recurrent maintenance for gravelled road is calculated for 4.5m wide carriageway, which is slightly higher than the present average width (4.24m) of the existing gravelled road. 2. Highest quantity is taken for calculation of item cost

3. Higher amount is chosen wherever they may be two types of work for the same operation. 4. Replacing concrete cover norms has been reduced by 50% as many roads sections do not have concrete drain covers. 5. For simplicity, although some terai roads may not have gabion and masonry wall, the cost of these items are included 6. 5 numbers of culverts and access roads are assumed in one kilometre of road 7. Access road dimenion are taken as 15mx6m. 8. The yearly recurrent maintenance cost/km of gravel road comes to Rs.46200.00


Appendix: III.15

S.No Road Element Recurrent work discription Average quantity Quantity Unit Rate Amountof Norms

1 Black top surface (a) Pot hole/patch/Edge repairAsphalt concrete surface 0%-0.2% of paved surface areaSurface dressing/premix 0%-0.75% of paved surface area Penetration macadam 0%-0.30% of paved surface area 0.75% 41.00 msq/km 195.00 7995.00

(b) Crack sealingAsphalt concrete surface 0%-0.3% of paved surface areaSurface dressing/premix 0%-0.2% of paved surface areaPenetration macadam 0%-0.1% of paved surface area 0.30% 16.00 msq/km 74.00 1184.00

2 Shoulder (a) Reshaping/Levelling compacting of gravel shoulders

Single lane 0%-0.5% of GR shoulder area 0.50% 10.00 msq/km 94.00 940.00Double lane 0%-0.2% of GR shoulder area

(b) Sealing of primecoat, SBST or Bitumen macad shoulder 0%-0.15% of Sealed shoulder area 0.15% 3.00 msq/km 117.00 351.00


4 Culverts Damaged headwall/wing wall/ catchpit/Abutment base minor repair, damaged 0-0.1 m3 per culvert 0.01 m3/culvert 0.50 cum/km 2593.00 1296.50checkdam and scour protectionwork minor repair (masonry work)


(b) Masonary Damaged wall repair 0-0.5 m3 per 1000m length 0.50 0.50 cum/km 2593.00 1296.506 (a) Earthen Drain Reshaping (earth work) 0-5 m3 per 100m length 5.00 5.00 cum/km 77.00 385.00

(b) Masonry drain Damaged masonary work 0-2 m3 per 1000m length 2.00 2.00 cum/km 2593.00 5186.00(c) Concrete drain Replace concrete cover 0-0.25 m3 per 100m length 0.25 0.25 m3/km 4937.00 1234.25



Norms

Unit Cost of Recurrent Maintenance for Paved Roads (Blacktopped) per year/km, roadway width=5.5m

10 (a) Road Sign(b) Delinators(c) Masonry parapet Repair/replace/ Add 20% of the (d) Concrete parapet damaged/stolen, total cost of above 4479.00(e) Drum parapet paint faded items(f) Guard rails road furniture(g) Gabion crash barrier(h) K.M. Post(I) C.L/Edge line painting Paint worn out road marking

Total 26873.00Say Rs. 27000.00

Note : For Paved Road 1. The cost of recurrent maintenance for blacktopped road is calculated for 5.5m wide carriageway, which is slightly higher than the present average width (5.39m) of the existing blacktopped road.

2. Highest quantity is taken for calculation of item cost 3. Higher amount is chosen wherever they may be two types of work for the same operation. 4. Replacing concrete cover norms has been reduced by 50% as many roads sections do not have concrete drain covers. 5. For simplicity, although some terai roads may not have gabion and masonry wall, the cost of these items are included 6. 5 numbers of culverts and access roads are assumed in one kilometre of road 7. Access road dimenion are taken as 15mx6m. 8. The yearly recurrent maintenance cost/km of blacktopped road comes to Rs.27000.00

Appendix: IV.2

1 Gravelled (a) Pot hole repair 2% - 6% of surface area

surface (spot regavelling)

(b) Regrading once/yr

2 Access Road (a) Gravel access road

0.2 access/km road pot hole repair 0%-0.40% of GR access road area

0.2 access/km road (b) B.T access road repair 0%-0.30% of BT access road area

3 Culverts Damaged headwall/wing wall/

catchpit/Abutment

base minor repair, damaged 0-0.1 m3 per culvert

checkdam and scour protection

work, minor repair(masonry work)

4 (a) Gabion wall Damaged gabion minor repair

(masonry work) 0-1 m3 per 1000m length

(b) Masonary Damaged wall repair 0-0.5 m3 per 1000m length

5 (a) Earthen Drain Reshaping (earth work) 0-5 m3 per 100m length

(b) Masonry drain Damaged masonary work 0-2 m3 per 1000m length

(c) Concrete drain Replace concrete cover 0-0.25 m3 per 100m length

6 Embankment a) Filling raincuts 0-2% of embankment area

b) Turfing 0 1% of embankment area

Norms for Recurrent Maintenance of Gravelled Road

NormsS.No Road Element Recurrent work discription

Per Year Per Kilometre Recurrent Maintenance Work

b) Turfing 0-1% of embankment area

7 Causeway Damaged slab/parts repair

8 Bridge Damaged handrail repair/replace

9 (a) Road Sign

(b) Delinators

(c) Masonry parapet Repair/replace/ Add 20% of the

(d) Concrete parapet damaged/stolen, total cost of above

(e) Drum parapet paint faded items

(f) Guard rails road furniture

(g) Gabion crash barrier

(h) K.M. Post

Note: For non existing road element corresponding quantity should be excluded.

of 8 Appendix IV.3

A. Carriageway Widths and Areas of Links of National Highways.

Carriageway width is equal to or more than 7m.H0301U Maitighar - Tinkune AC 2.74 14.00 14.00 38.36H0201 Sirsiya bdr - Jn, old align. AC 1.33 15.00 12.00 15.96H0302U Tinkune - Koteshwar AC 0.87 12.50 11.50 10.01H0216U Ring rd,Kalanki - Tripureswor AC 3.46 10.60 10.60 36.68H0108 Budhi Kh - Itahari AC 1.35 14.00 10.00 13.50H0308U Punyamata brg - Banepa ST 0.96 15.00 10.00 9.60H0131U Ratmate - Hetauda ST 5.34 10.50 7.90 42.19H0214 Peepalmod - Nagdhunga AC 1.89 7.80 7.80 14.74H0122 Ratu - Bardibas ST 1.89 11.40 7.50 14.17H0213 Naubise - Peepalmod AC 10.66 7.50 7.50 79.95H1001U Belhiya - Sidarthanagar mu_b ST 6.08 9.40 7.40 44.99H0901 Kadmaha Ck - Siswari Brg ST 12.11 9.40 7.30 88.40H0105U Ratuwa - Mawa ST 6.76 9.20 7.20 48.67H0107 Harichamod - Budhi Kh AC 10.19 11.00 7.20 73.37H0903 Cement Fac - Gaighat ST 7.24 9.00 7.18 51.96H0203 Gandak Canal - Jitpur AC 12.52 9.80 7.10 88.89H0101 Kakarbhitta - Charali ST 11.25 9.20 7.00 78.75H0102 Charali - Birtamod ST 6.27 9.00 7.00 43.89H0103 Birtamod - Padajogi (Damak) ST 29.51 9.00 7.00 206.57H0104 Padajogi (Damak) - Ratuwa ST 0.96 9.00 7.00 6.72H0109 Itahari - Sakhhuwa Gachhi AC 15.24 11.00 7.00 106.68H0110U Sakhhuwa Gachhi - Sunsari Brg AC 3.41 11.00 7.00 23.87H0112 Koshi Barrage - Bhardaha AC 6.02 9.00 7.00 42.14H0113 Bharadaha - Rupni AC 30.79 11.00 7.00 215.53H0114 Rupni - Kadmaha AC 20.68 11.00 7.00 144.76H0115 Kadmaha - Balan AC 1.55 10.50 7.00 10.85H0116U Balan - Padariya Ck AC 5.14 10.00 7.00 35.98H0117 Padariya Ck - Chauharwa ST 19.66 11.00 7.00 137.62H0118 Chauharwa - Mirchaiya ST 5.15 10.00 7.00 36.05H0119 Mirchaiya - Kamala ST 13.32 10.00 7.00 93.24H0120 Kamala - Dhalkebar ST 20.57 10.00 7.00 143.99H0121 Dhalkebar - Ratu ST 8.01 9.20 7.00 56.07H0132U Hetauda - Sarashwati Kh ST 5.38 11.00 7.00 37.66H0133 Sarashwati Kh - Lothar ST 35.47 10.80 7.00 248.29H0134 Lothar - Tikauli ST 30.23 11.00 7.00 211.61H0135U Tikauli - Hakim Ck ST 2.06 11.00 7.00 14.42H0136U Hakim Ck - Narayanghat ST 3.63 11.00 7.00 25.41H0137U Narayanghat - Narayani brg ST 0.14 12.00 7.00 0.98H0138 Narayani brg - Jn. Tiger Moun ST 35.26 9.00 7.00 246.82H0139 Jn, Tiger Mount.- Arung Kh ST 14.93 9.00 7.00 104.51H0140 Arung Kh - Bardaghat ST 24.87 7.50 7.00 174.09H0141 Bardaghat - Sunwal ST 17.46 9.80 7.00 122.22H0142 Sunwal - Maha Kh ST 5.81 9.00 7.00 40.67H0143 Maha Kh - Sukoura ST 11.97 8.80 7.00 83.79H0144U Sukoura - Butwal (Milan Ck) ST 3.36 9.00 7.00 23.52H0145U Butwal - Butwal(Mahendra Ck) ST 1.40 15.00 7.00 9.80H0202U Jn,old alignment-Gandak Canal AC 7.30 10.00 7.00 51.10H0801U Rani - Kanchanbari ST 13.37 10.00 7.00 93.59H0802 Kanchanbari - Duhabi ST 4.67 9.00 7.00 32.69H0803 Duhabi - Itahari ST 11.61 9.00 7.00 81.27H0804 Itahari - Seuti Brg ST 11.09 9.00 7.00 77.63H1003U Butwal mu_b - Milan Ck ST 1.99 10.00 7.00 13.93H1004U Mahendra park - Chidiya Kh ST 2.74 8.30 7.00 19.18H1013U Pokhara mu_b - Prithvi Ck ST 4.42 8.70 7.00 30.94Total 532.08 3798.27Carriageway width is inbetween 6-7m

Appendix IV.3

CARRIAGEWAY

WIDTH

FORMATION

WIDTHLINK_NAME

CARRIAGEWAY AREA

PAVEMENT

TYPELengthElem_Id

Page 2 of 8 Appendix IV.3

H0106 Mawa - Harichamod ST 26.11 9.00 6.90 180.16H0111 Sunsari Brg - Koshi Barrage AC 23.88 10.20 6.90 164.77H0305U Sallaghari - Hanumante Clv AC 3.64 8.60 6.90 25.12H0805U Seuti brg - Base Camp ST 10.13 8.90 6.90 69.90H0806 Base Camp - Bhendetar ST 12.32 8.90 6.90 85.01H0130 Chure - Ratmate ST 4.39 10.80 6.70 29.41H0215 Peepalmod - Nagdhunga AC 9.11 8.30 6.70 61.04H0204 Jitpur - Pathlaiya AC 6.89 9.60 6.60 45.47H0160 Bhuregaon - Karnali ST 22.71 9.00 6.50 147.62H0401 Naubise - Galchhi AC 22.06 9.00 6.50 143.39H0402 Galchhi - Jn Trisuli brg AC 20.48 9.10 6.50 133.12H0403 Jn Trisuli brg - Mawa Kh AC 24.07 8.70 6.50 156.46H0404 Mawa Kh - Mugling AC 16.35 9.00 6.50 106.28H0405 Mugling - Mungling brg AC 0.33 9.00 6.50 2.15H0407 Anbukhaireni - Dumre ST 16.65 8.50 6.50 108.23H0408 Dumre - Muse Kh ST 14.11 8.50 6.50 91.72H0409U Muse Kh - Byas mu_b ST 5.32 8.50 6.50 34.58H0605 Bardibas - Rato River -1 12.90 7.70 6.50 83.85H1002 Sidar_nagar mu_b - Butwal mu_b ST 16.03 9.00 6.50 104.20H1012 Kubinde - Pokhara mu_b ST 12.09 6.50 6.50 78.59H0158 Kohalpur - Man River ST 12.13 9.40 6.40 77.63H0807 Bhendetar - Mulghat ST 18.38 6.40 6.40 117.63H0808 Mulghat - Patle Kh ST 11.58 6.30 6.30 72.95H0809U Patle Kh - Hile ST 18.31 6.20 6.20 113.52H0123 Bardibas - Banke ST 15.59 9.10 6.10 95.10H0129 Pathlaiya - Chure ST 19.34 10.10 6.10 117.97H0124 Banke - Nawalpur ST 16.88 9.00 6.00 101.28H0125 Nawalpur - Bagmati ST 13.35 9.00 6.00 80.10H0126 Bagmati - Chandranigahapur ST 13.71 8.80 6.00 82.26H0127 Chandranigahapur - Dhansar ST 12.68 9.00 6.00 76.08H0128 Dhansar - Pathlaiya ST 27.71 9.00 6.00 166.26H0146U Butwal - Bamaha Kh ST 9.54 10.00 6.00 57.24H0147 Bamaha Kh - Kothi River ST 17.24 9.70 6.00 103.44H0148 Kothi River - Jitpur ST 4.92 10.00 6.00 29.52H0149 Jitpur - Gorusinge ST 14.60 10.00 6.00 87.60H0150 Gorusinge - Chanauta ST 19.27 9.80 6.00 115.62H0151 Chanauta - Dhan Kh ST 22.05 8.70 6.00 132.30H0152 Dhan Kh - Bhalubang ST 12.24 8.20 6.00 73.44H0153 Bhalubang - Lamahi ST 27.02 10.00 6.00 162.12H0154 Lamahi - Ameliya ST 35.18 9.00 6.00 211.08H0155 Ameliya - Shiva Kh ST 2.66 9.00 6.00 15.96H0156 Shiva Kh - Khairi Kh ST 35.62 9.80 6.00 213.72H0157 Khairi Kh - Kohalpur ST 35.27 9.70 6.00 211.62H0159 Man River - Bhuregaon ST 41.63 9.00 6.00 249.78H0161 Karnali - Junga ST 14.48 8.00 6.00 86.88H0162 Junga - Sukhad Choraha ST 34.08 9.00 6.00 204.48H0163 Sukhad Choraha - Atariya ST 26.14 9.00 6.00 156.84H0164 Atariya - Mohana River ST 4.25 8.00 6.00 25.50H0165 Mohana River - Daiji ST 28.16 8.00 6.00 168.96H0166 Daiji - Sukhanala ST 6.90 8.00 6.00 41.40H0167U Sukhanala - Gadda Chauki ST 9.26 8.00 6.00 55.56H0205U Hetauda - Samari AC 3.31 8.00 6.00 19.86H0206 Samar - Bhainse AC 7.90 8.00 6.00 47.40H0303U Koteshwar - Manohara brg AC 0.78 9.50 6.00 4.68H0304 Manohara brg - Sallaghari AC 5.34 8.50 6.00 32.04H0306 Hanumante Clv - Sanga ST 5.14 7.00 6.00 30.84H0307 Sanga - Punyamata brg ST 4.18 7.60 6.00 25.08H0309U Banepa - Chalnedhunga ST 1.91 7.00 6.00 11.46H0310U Chalnedhunga - Khawa ST 5.87 7.00 6.00 35.22H0311 Khawa - Lamidanda ST 13.32 6.70 6.00 79.92

Elem_Id LINK_NAMEPAVEME

NT TYPE

FORMATION

WIDTH

CARRIAGEWAY

WIDTH

CARRIAGEWAY AREA

Length


H0406 Mungling brg - Anbukhairani AC 7.38 7.50 6.00 44.28H0410 Byas mu_b - Kotre ST 27.79 7.50 6.00 166.74H0501U Narayanghat - Anptari ST 2.45 8.00 6.00 14.70H0502U Anptari - Ramnagar ST 3.55 8.00 6.00 21.30H1005 Chidiya Kh - Banstari ST 27.39 6.00 6.00 164.34H1006U Banstari - Bartung ST 5.29 7.00 6.00 31.74H1007U Bartung - Tansen mu_b ST 1.10 6.00 6.00 6.60H1008 Tansen mu_b - Kaligandaki ST 25.15 6.00 6.00 150.90H1009 Kaligandaki - Waling ST 30.71 6.80 6.00 184.26H1010 Waling - Syangja ST 27.62 6.10 6.00 165.72H1011 Syangja - Kubinde ST 20.61 6.00 6.00 123.66H1201 Jamuniya - Campus ST 2.01 9.50 6.00 12.06H1202U Campus - Dhamboji ST 4.02 9.50 6.00 24.12H1203U Dhamboji - Nepalganj mu_b ST 1.28 9.50 6.00 7.68H1204 Nepalganj mu_b - Kohalpur ST 15.02 9.00 6.00 90.12H1401U Mohana brg - Boradandi ST 6.23 7.00 6.00 37.38H1402 Boradandi - Atariya ST 8.32 7.20 6.00 49.92H1403 Atariya - Faltunde ST 53.63 7.50 6.00 321.78Total 1177.04 7258.68Carriageway width is inbetween 5- 6mH0312 Lamidanda - Dolalghat ST 12.15 6.80 5.90 71.69H0412U Bijayapur Kh - Prithvi Ck ST 4.85 9.10 5.90 28.62H0503 Ramnagar - Mugling ST 30.16 7.10 5.70 171.91H0708U Mai Kh - Chureghanti ST 14.42 7.50 5.60 80.75H0313 Dolalghat - Lamosangu ST 19.24 6.50 5.50 105.82H0314 Lamosangu - Barabise ST 10.48 6.50 5.50 57.64H0411 Kotre - Bijayapur Kh ST 14.04 7.50 5.50 77.22H0606 Rato river - Chure Temple G 3.38 5.50 5.50 18.59H0705 Charali - Chihanedanda ST 16.78 6.80 5.50 92.29H0706 Chihanedanda - Fikkal GT 6.65 6.80 5.50 36.58H0902 Siswari Brg - Cement Fac ST 8.62 7.50 5.50 47.41H1205 Kohalpur - Deurali ST 23.06 7.50 5.50 126.83H1503U Samuha Gad - Jn, Sanfe rd ST 14.36 6.50 5.50 78.98H0709 Chureghanti - Ranke ST 32.14 -1.00 5.50 176.77H0710 Ranke - Phidim ST 30.86 -1.00 5.50 169.73H0707 Fikkal - Mai Kh GT 41.49 6.80 5.40 224.05H0603U Dhudhmadi brg - Janakpur mu_b ST 6.03 7.20 5.20 31.36H0607 Chure Temple - Sindhuli G 21.73 6.80 5.00 108.65H1404 Faltunde - Budar GT 11.38 6.00 5.00 56.90


NT TYPE

CARRIAGEWAY

WIDTH

CARRIAGEWAY AREA

LengthFORMA

TION WIDTH


H1405 Budar - Gairha GT 22.08 6.00 5.00 110.40H1406 Gairha - Syaule GT 29.74 6.00 5.00 148.70H1407 Syaule - Anarkholi GT 22.38 6.00 5.00 111.90H1501 Syaule Bazar - Korayal ST 24.96 5.50 5.00 124.80H1502 Koryal - Samuha Gad ST 24.73 5.50 5.00 123.65Total 445.71 2381.22 Carriageway width is inbetween 4- 5mH0702 Kechna vil - Jhapa Ck ST 21.67 6.90 4.70 101.85H0704 Bhaire Ck - Charali ST 10.37 7.00 4.20 43.55H0601U Bhittamod - Jaleshwar mu_b ST 5.61 6.10 4.10 23.00Total 37.65 168.40Carriageway width is inbetween 3- 4mH0211 Tistung - Dist. bdr ST 17.80 5.40 3.60 64.08H0207 Bhainse - Lamidanda ST 18.11 5.50 3.50 63.39H0208 Lamidanda - Symbhanjyang ST 22.65 5.20 3.50 79.28H0210 Palung - Tistung ST 4.78 5.00 3.50 16.73H0212 Dist. bdr - Naubise ST 17.11 5.30 3.50 59.89H0602 Jaleswor mu_b - Dhudhmadi brg ST 12.20 5.50 3.50 42.70H0604 Janakpur mu_b - Dhalkebar ST 19.10 7.40 3.50 66.85H0703U Jhapa Ck - Bhaire Ck ST 4.17 6.00 3.50 14.60H1206 Deurali - Harre ST 23.55 5.50 3.50 82.43H1207 Harre - Chhinchu ST 11.75 5.50 3.50 41.13H1208 Chhinchu - Newari Kh ST 25.40 5.50 3.50 88.90H1209 Newari Kh - Bangesimal ST 6.99 6.30 3.50 24.47H0315 Barabise - Kodari ST 26.21 -1.00 3.50 91.74H0701 Kechna bdr - Kechna vil AC 3.00 -1.00 3.50 10.50H0711 Phidim - Gopetar G 35.07 -1.00 3.50 122.75H0712 Gopetar - Kabeli G 25.93 -1.00 3.50 90.76H0713 Kabeli - Taplejung G 24.00 -1.00 3.50 84.00H0904 Gaighat - G 22.03 -1.00 3.50 77.11H1101 Ameliya - Tulsipur mu_b E 27.63 -1.00 3.50 96.71H1102U Tulsipur mu_b - Birendra Ck G 1.99 -1.00 3.50 6.97H1103U Birendra Ck - Lauri Kh E 6.62 -1.00 3.50 23.17H1104 Lauri Kh - Chordanda E 9.94 -1.00 3.50 34.79H1105 Chordanda - Jn, Salyan rd E 37.16 -1.00 3.50 130.06H1106 Jn, Salyan rd - Musikot E 46.66 -1.00 3.50 163.31H1107 Jn, Salyan rd - Musikot E 28.00 -1.00 3.50 98.00H1108 Jn, Salyan rd - Musikot E 38.00 -1.00 3.50 133.00H1301 Bangesimal - Jumla E 42.00 -1.00 3.50 147.00H1408 Anarkholi - Khodpe E 7.18 -1.00 3.50 25.13H1409 Khodpe - Patan E 23.23 -1.00 3.50 81.31H1410 Patan - Satbhanj E 15.51 -1.00 3.50 54.29H1411 Satbanj - Darchula E 54.32 -1.00 3.50 190.12H1412 Satbanj - Darchula E 65.70 -1.00 3.50 229.95H0209 Symbhanjyang - Palung ST 14.84 5.00 3.40 50.46Total 738.63 2585.50Under construction H0905 Gaighat -(Under construction) -1 50.00 -1.00 -1.00H0906 Gaighat -(Under construction) -1 50.00 -1.00 -1.00H0907 Gaighat -(Under construction) -1 50.00 -1.00 -1.00H0908 Gaighat -(Under construction) -1 65.00 -1.00 -1.00H1302 Bangesimal - Jumla (135 G. by RMDP) -1 58.00 -1.00 -1.00H1303 Bangesimal - Jumla (135 G. by RMDP) -1 50.00 -1.00 -1.00H1304 Bangesimal - Jumla (135 G. by RMDP) -1 50.00 -1.00 -1.00H1305 Bangesimal - Jumla (135 G. by RMDP) -1 10.00 -1.00 -1.00H0608 To be constructed by JICA -1 29.15 -1.00 -1.00H0609 To be constructed by JICA -1 40.00 -1.00 -1.00H0610 To be constructed by JICA -1 38.00 -1.00 -1.00Total 490.15Total A 3421.26 16192.08


NT TYPE

LengthFORMA

TION WIDTH

CARRIAGEWAY

WIDTH

CARRIAGEWAY AREA


B. Carriageway Widths and Areas of Links of Feeder Roads.

Carriageway width is equal to or more than 7 m.F2101U Tripureshwar - Ring rd AC 4.38 10.60 10.60 46.43F2102U Ring rd - Balaju Bypass ST 0.96 16.00 10.00 9.60F2601U Chabahil (Ring Rd) - Pipal Bot ST 1.91 10.00 10.00 19.10F2301U Satdobato - Sunakothi ST 2.42 7.00 7.00 16.94Total 9.67 92.07 Carriageway width is Inbeetween 6 - 7 m.F2201 Balkhu - Chovar AC 4.28 9.50 6.70 28.68F2103U Balaju bypas - Nagarjun ST 1.59 7.50 6.50 10.34F2501U Maharajgunj - Bansbari ST 0.84 8.50 6.50 5.46F4401U Bhairahawa - Bhairahawa mu_b ST 4.40 8.30 6.10 26.84F1201 Chanauta - Bahadurgunj ST 12.02 9.00 6.00 72.12F1202 Bahadurgunj - Krishnanagar ST 8.04 9.00 6.00 48.24F2401U Satdobato - Karmanas brg AC 1.70 9.00 6.00 10.20F2901U Banepa - Punyamata brg ST 0.59 7.00 6.00 3.54F4202U Bindebasini - Yamdi brg ST 2.76 6.00 6.00 16.56Total 36.22 221.97Carriageway width is Inbeetween 5- 6m.F4201U Pokhara - Bindebasini ST 3.96 6.50 5.80 22.97F3801 Fikkal - Pasupatinagar ST 10.75 7.50 5.70 61.28F3701U Bharatpur bypass ST 4.49 7.30 5.50 24.70F1301 Bhalubang - Ganaha Kh brg G 8.00 -1.00 5.50 44.00F1302 Ganaha Kh brg - Chakchake G 35.43 -1.00 5.50 194.87F3901U Biratnagar - Singhiya brg ST 2.35 7.00 5.30 12.46F0202 Gauradaha Dipu - Gaurigunj G 11.40 7.60 5.20 59.28F0201 Damak - Gauradaha Dipu ST 10.56 6.90 5.17 54.61F1101 Gorusinge - Kapilvastu ds_b E 12.34 6.20 5.10 62.93F2108U Batar - Gerkha Kh ST 4.71 6.00 5.10 24.02F0402U Rajbiraj mu_b - Rajbiraj ST 1.74 7.00 5.00 8.70F0403U Rajbiraj - Rajbiraj mu_b ST 0.58 7.00 5.00 2.90F1001 Jitpur - Taulihawa mu_b G 18.00 7.00 5.00 90.00F2602 Pipal Bot - Saankhu ST 10.87 6.30 5.00 54.35F4002 Gunrase - Chitre E 13.23 6.10 5.00 66.15Total 148.41 783.20Carriageway width is Inbeetween 4 - 5 m.F1702 Jn, rd to Tikapur - Rajapur G 14.27 6.20 4.80 68.50F2402 Karmanas brg - Godavari ST 7.68 7.60 4.60 35.33F1701 Junga - Jn, rd to Tikapur G 13.85 5.70 4.40 60.94F2107U Tadi Kh - Batar ST 7.52 5.60 4.40 33.09F3502 Marsyangdi River - Gorkha ST 23.84 6.10 4.30 102.51F4203 Yamdi brg - Sandh brg ST 37.04 6.90 4.30 159.27F1801U Birgunj - Bara ds_b ST 2.78 5.50 4.20 11.68F2110 Phalankha Kh - Dhunche -1 39.34 6.00 4.20 165.23F3501 Anbukhaireni-Marshyangdi River ST 0.85 6.00 4.20 3.57F4204 Sandh brg - Kaligandaki brg ST 24.11 5.80 4.20 101.26F2302 Sunakothi - Jn, rd to Lele ST 8.68 5.47 4.20 36.46F2801U Bhaktapur - Army camp ST 4.40 6.20 4.00 17.60F4001U Hile - Gunrase -1 4.18 6.10 4.00 16.72F4402 Bhairahawa mu_b - Lumbini ST 13.65 7.00 4.00 54.60Total 202.19 866.75

FORMATION

WIDTH

CARRIAGEWAY

WIDTH

CARRIAGEWAY AREA


NT TYPE

Length


Carriageway width is Inbeetween 3 - 4 m.F2104 Nagarjun - Thulo Kh ST 10.12 5.50 3.90 39.47F2202 Chovar - Dakchhinkali ST 12.11 5.60 3.90 47.23F2502 Bansbari - Budhanilkantha ST 4.05 10.30 3.90 15.80F0101 Birtamod - Chandragadhi ST 12.53 5.70 3.80 47.61F2701 Jorpati - Sundarijal ST 7.13 5.30 3.80 27.09F3601 Dumre(PRM) - ds_b ST 24.26 5.00 3.80 92.19F3602 ds_b - Besisahar ST 19.17 5.00 3.80 72.85F4101 Pokhara - Sarankot ST 4.80 3.80 3.80 18.24F2106 Kakani - Tadi Kh ST 34.60 5.10 3.70 128.02F2109 Gerkha Kh - Phalankha Kh -1 6.20 5.60 3.70 22.94F3902 Singhiya brg - Rangeli ST 21.53 5.50 3.70 79.66F0301 Bhardaha - Inaruwa ST 7.00 5.50 3.50 24.50F0302 Inaruwa - Rajbiraj mu_b ST 9.13 5.50 3.50 31.96F0303U Rajbiraj mu_b - Rajbiraj ST 1.62 5.50 3.50 5.67F0401 Rupni - Rajbiraj mu_b ST 9.53 5.50 3.50 33.36F0601 Nawalpur - Malangwa mu_b ST 22.02 5.50 3.50 77.07F0602U Malangwa mu_b - Malangwa ST 4.61 5.50 3.50 16.14F0701 Chandranigahapur - Gaur mu_b ST 38.27 5.50 3.50 133.95F0702U Gaur mu_b - Gaur ST 5.87 5.50 3.50 20.55F0801 Bardaghat - Pratappur ST 13.80 5.50 3.50 48.30F0802 Pratappur - Surajpura ST 4.58 5.50 3.50 16.03F0803 Surajpura - Harpur bdr ST 4.67 7.00 3.50 16.35F0901 Sunwal - Parasi ST 8.95 5.60 3.50 31.33F1003U Bank Chr - Taulihawa mu_b ST 3.02 6.50 3.50 10.57F1004 Taulihawa mu_b - Khunuwa ST 7.84 6.50 3.50 27.44F1501 Lamahi - Tribhuvannagar mu_b ST 18.87 5.50 3.50 66.05F1502U Tribh_nagar mu_b - Tribh_nagar ST 4.04 5.50 3.50 14.14F1504 Tribh_nagar mu_b-Tulsipur mu_b ST 15.01 5.50 3.50 52.541505U Tulsipur mu_b - Tulsipur ST 26.00 5.50 3.50 91.00F1601 Bhuregaon-Jn,rd to Kothiyaghat ST 14.67 5.50 3.50 51.35F1602 Jn, rd to Kothiyaghat-Gulariya ST 17.64 5.50 3.50 61.74F1802 Bara ds_b - Kalaiya mu_b ST 6.86 5.50 3.50 24.01F1803U Kalaiya mu_b - Kalaiya ST 2.02 5.50 3.50 7.07F1901 Bhaise - Bhimphedi ST 11.99 5.70 3.50 41.97F2001 Palung - Kulekhani G 20.57 5.50 3.50 72.00F2802 Army camp - Nagarkot ST 18.60 5.50 3.50 65.10F2903 Panauti - Khopasi ST 3.54 5.00 3.50 12.39F4003 Chitre - Tehrathum E 4.12 5.70 3.50 14.42F4205 Kaligandaki brg - Baglung ST 4.71 5.50 3.50 16.49F4601U Nepalgunj - Nepalgunj mu_b ST 1.89 5.50 3.50 6.62F4602 Nepalgunj mu_b - Man brg ST 13.51 5.50 3.50 47.29F4603 Man brg - Gulariya ST 19.82 5.50 3.50 69.37F0501 Chauharwa - Siraha ST 18.21 5.50 3.50 63.74F1002U Taulihawa mu_b - Bank Chr G 4.53 -1.00 3.50 15.86F0502 Siraha - Mardar ST 8.45 -1.00 3.50 29.58F1102 Kapilvastu ds_b - Thada Jugena G 24.48 -1.00 3.50 85.68F1103

g g ( yRMDP) E 18.30 -1.00 3.50 64.05

F1104g ( y

RMDP) E 14.01 -1.00 3.50 49.04F1303 Chakchake - Rolpa E 36.57 -1.00 3.50 128.00F1304 Chakchake - Rolpa E 27.79 -1.00 3.50 97.27F1401 Chakchake - Phhuthan E 22.97 -1.00 3.50 80.40F1503U Tribhuvannagar - Tribh. mu_b ST 6.10 -1.00 3.50 21.35F2105 Thulo Kh - Kakani ST 7.68 -1.00 3.50 26.88F2303 Jn, rd to Lele - Tikabhairab ST 0.47 -1.00 3.50 1.65F2902 Punyamata brg - Panauti ST 5.41 -1.00 3.50 18.94F3001 Panchkhal - Dhad Kh G 10.66 -1.00 3.50 37.31F3002 Dhad Kh - Melamchi E 11.84 -1.00 3.50 41.44F3003 Melamchi - Helambu E 40.50 -1.00 3.50 141.75F3101 Dolalghat - Chautara G 25.11 -1.00 3.50 87.89


NT TYPE

LengthFORMA

TION WIDTH

CARRIAGEWAY

WIDTH

CARRIAGEWAY AREA


F3204 Tamakoshi(Jiri rd jn)-Kirnetar E 22.08 -1.00 3.50 77.28F3205 Kirnetar - Ramechhap E 36.00 -1.00 3.50 126.00F3401 Malekhu - Dhading Besi ST 19.90 -1.00 3.50 69.65F4004 Basantapur - Tehrathum E 26.47 -1.00 3.50 92.65F4206 Baglung - Myagdi ds_b E 7.42 -1.00 3.50 25.97F4207 Myagdi ds_b - Beni E 10.00 -1.00 3.50 35.00F4301U Bartung - Batase Danda G 4.61 -1.00 3.50 16.14F4302 Batase Danda - Harthok G 10.87 -1.00 3.50 38.05F4303 Harthok - Ridi brg G 20.18 -1.00 3.50 70.63F4304 Ridi brg - Ghumti G 32.80 -1.00 3.50 114.80F4305 Ghumti - Tamghas G 11.74 -1.00 3.50 41.09F4403 Lumbini jn - Padaria Chr ST 4.73 -1.00 3.50 16.56F4501 Lumbini - Kothi brg G 5.71 -1.00 3.50 19.99F4502 Kothi brg - Taulihawa mu_b G 17.14 -1.00 3.50 59.99F4503U Taulihawa mu_b - Taulihawa G 1.70 -1.00 3.50 5.95F4701 Chinchu - Raikar G 31.00 -1.00 3.50 108.50F4702 Raikar - Devasthal E 12.42 -1.00 3.50 43.47F4703 Devasthal - Chedaghad kh E 27.58 -1.00 3.50 96.53F4704 Chhedagad kh - Jajarkot E 36.00 -1.00 3.50 126.00F4801 Surkhet - Dailekh E 64.00 -1.00 3.50 224.00F4901 Khodpe - Bithad E 30.00 -1.00 3.50 105.00F4902 Bithad - Deura E 40.00 -1.00 3.50 140.00F4903 Deura - Chainpur E 40.00 -1.00 3.50 140.00F5001 Satbanj - Baitadi E 18.45 -1.00 3.50 64.58F5002 Baitadi - Jhulaghat E 23.55 -1.00 3.50 82.43F5101 Silgadhi - Dist. bdr G 24.00 -1.00 3.50 84.00F5102 Dist. bdr - Sanfebagar G 43.00 -1.00 3.50 150.50F0404 Rajbiraj mu_b - Malhaniya ST 11.25 5.50 3.40 38.25F2403 Godavari - Phulchoki ST 12.86 4.21 3.15 40.56F3201 Lamosangu - Ningale Danda ST 28.27 5.20 3.10 87.64F3202 Ningale Danda - Charikot ST 25.45 5.40 3.00 76.35F3203 Charikot-Tamakoshi(Jiri rd jn) ST 18.20 6.10 3.00 54.60F3301 Tamkoshi - Jiri ST 38.03 4.70 3.00 114.09Total 1539.76 5374.78

1936.25 7338.775357.51 23530.85

Total B Total (A + B)

FORMATION

WIDTH

CARRIAGEWAY

WIDTH

CARRIAGEWAY AREA


NT TYPE

Length





5166 112977 Hill Blacktop 1814 21800 39545


Gravel/Earth 113 16500 18655368 118673


2061/62 Terai Blacktop 1480 10600 15688

Gravel/Earth 138 16500 22775570 124288



5772 129903 Hill Blacktop 1926 21800 41987


Gravel/Earth 188 16500 31025974 135509

Total 621350

Fiscal Year Terrain Type Road Length (Km) Unit Cost (Rs) Amount

(Rs.x1000) Hill Blacktop 1926 21800 41987


Gravel/Earth 213 16500 35156176 141480



6378 147450 Hill Blacktop 1926 21800 41987


Gravel/Earth 263 16500 43406580 153420



6782 159198 Hill Blacktop 1967 21800 42881


Gravel/Earth 313 16500 51656984 164968

Total 766516

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Appendix: IV. 4














7994 194818 Total 914390

Fiscal Year Terrain Type Road Length (Km)

Unit Cost (Rs) Amount (Rs.x1000)













9004 224668 Total 1063640

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As there is no planned upgrading from gravel to blacktop road and new blacktop road construction from the 12 th

to 13th Plan, the maintenance cost will increase as per the increase in the length of gravel/earth roads i.e. 177 km in the Hills (H) and 25 km in the Terai (T) i.e. 202 km/year. The yearly increase in allocation will be 77x31400+25x16500=5557800+412500=5970,300, Say Rs.5,970,000.00


Page 2 of 11


Blacktop 3257 27000 87939

2059/60 Gravel 1254 46200 57935

4511 145874 Blacktop 3294 27000 88938

2060/61 Gravel 1317 46200 60845

4611 149783 Blacktop 3331 27000 89937

2061/62 Gravel 1380 46200 63756

4711 153693 Blacktop 3368 27000 90936

2062/63 Gravel 1455 46200 67221

4823 158157 Blacktop 3406 27000 91962

2063/64 Gravel 1517 46200 70085

4923 162047Total 769554


Blacktop 3406 27000 91962

2064/65 Gravel 1617 46200 74705

5023 166667 Blacktop 3406 27000 91962

2065/66 Gravel 1717 46200 79325

5123 171287 Blacktop 3406 27000 91962

2066/67 Gravel 1817 46200 83945

5223 175907 Blacktop 3426 27000 92502

2067/68 Gravel 1897 46200 87641

5323 180143 Blacktop 3447 27000 93069

2068/69 Gravel 1994 46200 92123

5441 185192Total 879196


Appendix: IV.5

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Blacktop 3447 27000 93069

2069/70 Gravel 2112 46200 97574

5559 190643 Blacktop 3447 27000 93069

2070/71 Gravel 2212 46200 102194

5659 195263 Blacktop 3447 27000 93069

2071/72 Gravel 2312 46200 106814

5759 199883 Blacktop 3447 27000 93069

2072/73 Gravel 2412 46200 111434

5859 204503 Blacktop 3447 27000 93069

2073/74 Gravel 2530 46200 116886

5977 209955Total 1000247


Blacktop 3447 27000 93069

2074/75 Gravel 2630 46200 121506

6077 214575 Blacktop 3447 27000 93069

2075/76 Gravel 2730 46200 126126

6177 219195 Blacktop 3447 27000 93069

2076/77 Gravel 2830 46200 130746

6277 223815 Blacktop 3447 27000 93069

2077/78 Gravel 2951 46200 136336

6398 229405 Blacktop 3447 27000 93069

2078/79 Gravel 3072 46200 141926

6519 234995Total 1121985

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Appendix: IV.5


Page 4 of 11

Appendix: IV.6

Fiscal Year

Existing Road (km)

Unit Cost/Km (Rs.)

Amount (Rs×1000)

New Road (km)

Unit Cost/Km (Rs.)

Amount (Rs.×1000)

Total (Rs.×1000)

2059/60 5166 51000 263466 0 51000 0 263466

2060/61 5166 51000 263466 202 51000 10302 273768

2061/62 5166 51000 263466 404 51000 20604 284070

2062/63 5166 51000 263466 606 51000 30906 294372

2063/64 5166 51000 263466 808 51000 41208 304674

Total 1317330 103020 1420350

2064/65 5166 51000 263466 1010 51000 51510 314976

2065/66 5166 51000 263466 1212 51000 61812 325278

2066/67 5166 51000 263466 1414 51000 72114 335580

2067/68 5166 51000 263466 1616 51000 82416 345882

2068/69 5166 51000 263466 1818 51000 92718 356184

Total 1317330 360570 1677900

2069/70 5166 51000 263466 2020 51000 103020 366486

2070/71 5166 51000 263466 2222 51000 113322 376788

2071/72 5166 51000 263466 2424 51000 123624 387090

2072/73 5166 51000 263466 2626 51000 133926 397392

2073/74 5166 51000 263466 2828 51000 144228 407694

Total 1317330 618120 1935450

2074/75 5166 51000 263466 3030 51000 154530 417996

2075/76 5166 51000 263466 3232 51000 164832 428298

2076/77 5166 51000 263466 3434 51000 175134 438600

2077/78 5166 51000 263466 3636 51000 185436 448902

2078/79 5166 51000 263466 3838 51000 195738 459204

Total 1317330 875670 2193000

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20 Year Road Plan for Major Works (Physical and Financial)

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Appendix: IV.7

Five Year Plan

Fiscal Year


Unit Cost/Km (Rs)

Amount (Rs. ×1000)

2059/60 3598 4000 143922060/61 3775 4000 151002061/62 3952 4000 158082062/63 4129 4000 165162063/64 4306 4000 17224

790402064/65 4483 4000 179322065/66 4660 4000 186402066/67 4837 4000 193482067/68 5014 4000 200562068/69 5191 4000 20764

967402069/70 5368 4000 214722070/71 5545 4000 221802071/72 5722 4000 228882072/73 5899 4000 235962073/74 6078 4000 24312

1144482074/75 6253 4000 250122075/76 6430 4000 257202076/77 6607 4000 264282077/78 6784 4000 271362078/79 6961 4000 27844

132140Total

10

20 Year Plan for Bio-engineering Work (Physical and Financial)

13

12

11

Total

Total

Total

Appendix: IV. 8

Five Year Plan

Fiscal Year


Unit Cost/Km (Rs)

Amount (Rs. ×1000)

2059/60 5166 1550 80072060/61 5368 1550 83202061/62 5570 1550 86332062/63 5772 1550 89462063/64 5974 1550 9259

43165 +1500 = 581652064/65 6176 1550 95722065/66 6378 1550 98852066/67 6580 1550 101982067/68 6782 1550 105112068/69 6984 1550 10824

50990 +1500 = 659902069/70 7186 1550 111372070/71 7388 1550 114502071/72 7590 1550 117632072/73 7792 1550 120762073/74 7994 1550 12389

58815 + 1500 = 738152074/75 8196 1550 127022075/76 8398 1550 130152076/77 8600 1550 133282077/78 8802 1550 136412078/79 9004 1550 13954

66640 + 1500 = 81640

10

Total

11

20 Year Plan for Emergency Maintenance (Physical and Financial)

Total

Total

12

Total

13

Appendix: IV.9




Appendix: IV.10




11

12

13

20 Year Plan for Periodic Maintenance for Blacktopped Road (Physical and Financial)

10

11

20 Year Plan for Periodic Maintenance for Gravelled Road (Physical and Financial)

12

13

10

Appendix: I…

Five Year Plan Fiscal Year Length of Road (km) Unit Cost/Km (Rs) Amount

(Rs. × 1000)2059/60 2060/61 2061/62 2062/63 12 1594000 191282063/64

Total 12 191282064/65 2065/66 2066/67 2067/68 18 1594000 278822068/69 18 1594000 27882

Total 36 557642069/70 2070/71 2071/72 2072/73 18 1594000 278822073/74

Total 18 278822074/75 2075/76 2076/77 21 1594000 334742077/78 21 1594000 334742078/79 21 1594000 33474

Total 63 100422

Appendix: I…..


(Rs. ×1000)2059/60 37 3358000 1242462060/61 37 3358000 1242462061/62 37 3358000 1242462062/63 38 3358000 1276042063/64

Total 149 5003422064/65 2065/66 2066/67 20 3358000 671602067/68 21 3358000 705182068/69

Total 41 137678

Note: In the 12th and 13th Five Year Plans, there are no planned roads for upgrading from gravel to blacktopped surface.

11

10


20 Year Plan for Upgrading Earthen to Other Roads

10

11

20 Year Plan for Upgrading Gravel to Blacktop Road


12

13

Appendix: I….


(Rs. ×1000)2059/60 2060/61 2061/62 2062/63 42 1457000 611942063/64 42 1457000 61194Total 84 122388

2064/65 2065/66 2066/67 42 1457000 611942067/68 42 1457000 611942068/69 42 1457000 61194Total 126 183582

2069/70 2070/71 2071/72 2072/73 2073/74 30.5 1457000 44438Total 30.5 44438

2074/75 2075/76 2076/77 2077/78 50 1457000 728502078/79 51.27 1457000 74700Total 101.27 147550

Appendix: I…..


(Rs. ×1000)2059/60 8 1748000 139842060/61 4 2185000 87402061/622062/63 2063/64 Total 12 22724

2064/65 2065/66 11 1093000 120232066/672067/68 2068/69 Total 11 12023

20 Year Plan for Widening of Feeder Roads to Intermediate Lane (5.50m)

11

12



12

10

13

20 Year Plan for Widening of Feeder Roads to Two Lane (7.0m)

10

Appendix III.3

Pavement Type Average

Highway Feeder Total Highway Feeder Total Width (m)

Blacktopped 2248.44 901.84 3150.28 13504150 3483750 16987900 5.39

Gravelled 234.72 393.23 627.95 1120100 1542690 2662790 4.24

Earthen 447.98 641.18 1089.16 1567950 2312530 3880480 3.56

Total 2931.14 1936.25 4867.39 16192200 7338970 23531170

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Length Surface area

Average Width of Blacktopped, Gravelled and Earthen Roads in the Strategic Road Network (m)

Appendix:IV.11.3

S.No Road Element Recurrent work discription Average quantity Quantity Unit Rate Amount

of Norms1 Gravelled (a) Pot hole repair 3% of surface area 3% 135.00 m.sq/km 146.00 19710.00

surface (spot regavelling)(b) Regrading once/yr 1.00 km 6545.00 6545.00


3 Culverts Damaged headwall/wing wall/ catchpit/Abutment base minor repair, damaged 0-0.1 m3 per culvert 0.01 m3/culvert 0.50 cum/km 2593.00 1296.50checkdam and scour protectionwork, minor repair(masonry work)


(b) Masonary Damaged wall repair 0-0.5 m3 per 1000m length 0.50 cum/km 2593.00 1296.505 (a) Earthen Drain Reshaping (earth work) 0-5 m3 per 100m length 5.00 5.00 cum/km 77.00 385.00

(b) Masonry drain Damaged masonary work 0-2 m3 per 1000m length 2.00 2.00 cum/km 2593.00 5186.00(c) Concrete drain Replace concrete cover 0-0.25 m3 per 100m length 0.25 0.25 cum/km 4937.00 1234.25



(b) Delinators(c) Masonry parapet Repair/replace/ Add 20% of the

Norms

Unit Cost of Recurrent Maintenance for Gravel Roads per year/km, roadway width=4.5m


(c) Masonry parapet Repair/replace/ Add 20% of the (d) Concrete parapet damaged/stolen, total cost of above 7704.00(e) Drum parapet paint faded items(f) Guard rails road furniture(g) Gabion crash barrier(h) K.M. Post

Total 46224.00 Say Rs. 46200.00

Note:For Gravelled Road

1. The cost of recurrent maintenance for gravelled road is calculated for 4.5m wide carriageway, which is slightly higher than the present average width (4.24m) of the existing gravelled road. 2. Highest quantity is taken for calculation of item cost

3. Higher amount is chosen wherever they may be two types of work for the same operation. 4. Replacing concrete cover norms has been reduced by 50% as many roads sections do not have concrete drain covers. 5. For simplicity, although some terai roads may not have gabion and masonry wall, the cost of these items are included 6. 5 numbers of culverts and access roads are assumed in one kilometre of road 7. Access road dimenion are taken as 15mx6m. 8. The yearly recurrent maintenance cost/km of gravel road comes to Rs.46200.00


Appendix: IV.11.2

S.No Road Element Recurrent work discription Average quantity Quantity Unit Rate Amountof Norms

1 Black top surface (a) Pot hole/patch/Edge repairAsphalt concrete surface 0%-0.2% of paved surface areaSurface dressing/premix 0%-0.75% of paved surface area Penetration macadam 0%-0.30% of paved surface area 0.75% 41.00 msq/km 195.00 7995.00

(b) Crack sealingAsphalt concrete surface 0%-0.3% of paved surface areaSurface dressing/premix 0%-0.2% of paved surface areaPenetration macadam 0%-0.1% of paved surface area 0.30% 16.00 msq/km 74.00 1184.00

2 Shoulder (a) Reshaping/Levelling compacting of gravel shoulders

Single lane 0%-0.5% of GR shoulder area 0.50% 10.00 msq/km 94.00 940.00Double lane 0%-0.2% of GR shoulder area

(b) Sealing of primecoat, SBST or Bitumen macad shoulder 0%-0.15% of Sealed shoulder area 0.15% 3.00 msq/km 117.00 351.00


4 Culverts Damaged headwall/wing wall/ catchpit/Abutment base minor repair, damaged 0-0.1 m3 per culvert 0.01 m3/culvert 0.50 cum/km 2593.00 1296.50checkdam and scour protectionwork minor repair (masonry work)


(b) Masonary Damaged wall repair 0-0.5 m3 per 1000m length 0.50 0.50 cum/km 2593.00 1296.506 (a) Earthen Drain Reshaping (earth work) 0-5 m3 per 100m length 5.00 5.00 cum/km 77.00 385.00

(b) Masonry drain Damaged masonary work 0-2 m3 per 1000m length 2.00 2.00 cum/km 2593.00 5186.00(c) Concrete drain Replace concrete cover 0-0.25 m3 per 100m length 0.25 0.25 m3/km 4937.00 1234.25



Norms

Unit Cost of Recurrent Maintenance for Paved Roads (Blacktopped) per year/km, roadway width=5.5m

10 (a) Road Sign(b) Delinators(c) Masonry parapet Repair/replace/ Add 20% of the (d) Concrete parapet damaged/stolen, total cost of above 4479.00(e) Drum parapet paint faded items(f) Guard rails road furniture(g) Gabion crash barrier(h) K.M. Post(I) C.L/Edge line painting Paint worn out road marking

Total 26873.00Say Rs. 27000.00

Note : For Paved Road 1. The cost of recurrent maintenance for blacktopped road is calculated for 5.5m wide carriageway, which is slightly higher than the present average width (5.39m) of the existing blacktopped road.

2. Highest quantity is taken for calculation of item cost 3. Higher amount is chosen wherever they may be two types of work for the same operation. 4. Replacing concrete cover norms has been reduced by 50% as many roads sections do not have concrete drain covers. 5. For simplicity, although some terai roads may not have gabion and masonry wall, the cost of these items are included 6. 5 numbers of culverts and access roads are assumed in one kilometre of road 7. Access road dimenion are taken as 15mx6m. 8. The yearly recurrent maintenance cost/km of blacktopped road comes to Rs.27000.00

Appendix: III.2.

1 Gravelled (a) Pot hole repair 2% - 6% of surface areasurface (spot regavelling)

(b) Regrading once/yr 2 Access Road (a) Gravel access road

0.2 access/km road pot hole repair 0%-0.40% of GR access road area0.2 access/km road (b) B.T access road repair 0%-0.30% of BT access road area

3 Culverts Damaged headwall/wing wall/catchpit/Abutment base minor repair, damaged 0-0.1 m3 per culvertcheckdam and scour protectionwork, minor repair(masonry work)

4 (a) Gabion wall Damaged gabion minor repair (masonry work) 0-1 m3 per 1000m length

(b) Masonary Damaged wall repair 0-0.5 m3 per 1000m length5 (a) Earthen Drain Reshaping (earth work) 0-5 m3 per 100m length

(b) Masonry drain Damaged masonary work 0-2 m3 per 1000m length(c) Concrete drain Replace concrete cover 0-0.25 m3 per 100m length

6 Embankment a) Filling raincuts 0-2% of embankment areab) Turfing 0-1% of embankment area

7 Causeway Damaged slab/parts repair8 Bridge Damaged handrail repair/replace9 (a) Road Sign

(b) Delinators( ) M t R i / l / Add 20% f th

Norms for Recurrent Maintenance of Gravelled Road

NormsS.No Road Element Recurrent work discription

Per Year Per Kilometre Recurrent Maintenance Work

(c) Masonry parapet Repair/replace/ Add 20% of the (d) Concrete parapet damaged/stolen, total cost of above(e) Drum parapet paint faded items(f) Guard rails road furniture(g) Gabion crash barrier(h) K.M. Post

Note: For non existing road element corresponding quantity should be excluded.

Appendix III.15

Activity.No Type Unit Quantity Rate Amount Type Unit Quantity Rate Amount Type Unit Quantity Rate Amount

Single bitumensurface treatment m2 5,500.00 93.73 515,515.00

Total (A) 515,515.00 Total (B) Toal (C)Total A+B+C = Rs. 515,515.00 Say Rs. 515,000.00/kmOverhead (15%) = VAT (10%) =Total =

Appendix III.15

Unit Cost/kmPeriodic maintenance of blacktopped road, width= 5.5m

Manpower Material Equipment


Regravelling 15cm thick including rolling m3 675.00 1,199.84 809,892.00

Total (A) 809,892.00 Total (B) Toal (C)Total A+B+C = Rs. 809,892.00 Say Rs.810,000.00/kmOverhead (15%) = VAT (10%) =Total =

Appendix III.17


Unit Cost/km

Unit Cost/kmPeriodic maintenance for gravel road, width= 4.5m


1 Subbase 15cm m3 150.00 1,199.84 179,976.00

2 Base course 10cm m2 1,000.00 277.49 277,490.00 3 D.B.S.T. m2 1,000.00 204.83 204,830.00

Total (A) 662,296.00 Total (B) Total (C)Total A+B+C = Rs. 662,296.00 Contingency @10% 66229.60 728,525.60

Widening of blacktop road by 1m


Appendix IV.11.4

Unit as per Norms 1 km


15.5 Skilled Labour md 1.00 175.00 175.00 Fuel lit 40.00 26.50 1060.00 Motor grader hr 2.00 1000.00 2000.00Unskilled labour md 2.00 100.00 200.00

Rate Analysis

Manpower (A) Material (B) Equipment (C)

Subgrade Preparation by Using Motor Grader

Total (A) 375.00 Total (B) 1060.00 Total (C) 2000.00

Total A+B+C = 3,435.00 Overhead 15% = 515.25

3,950.25 VAT 10% = 395.03 Unit Rate = Rs. 4,345.28 / kmTotal = 4,345.28

Page 1 of 10

Appendix IV.11.4

Unit as per Norms 1 cu.m


15.12.2 Skilled Labour md 0.10 175.00 17.50 River gravel cu.m 1.45 300.00 435.00 Road roller hr 0.14 800.00 112.00Unskilled labour md 1.20 100.00 120.00

15.14 Unskilled labour md 0.44 100.00 44.00

Rate Analysis

Spot GravellingLaying River Gravel in Layers and Rolling



Total A+B+C 728.50 Overhead 15% = 109.28

837.78 VAT 10% = 83.78 Unit Rate = Rs. 921.55 / cu.mTotal = 921.55

Page 2 of 10Appendix IV.11.4

Rate Analysis

Unit as per Norms 1 sq.m


15.12.2.6 Skilled Labour md 0.02 175.00 3.50 Coarse agg. cu.m 0.1333 800.00 106.64 Road roller hr 0.0042 800.00 3.36Unskilled labour md 0.21 100.00 21.00 Stone dust cu.m 0.0266 400 10.64

Fuel lit 2.9 26.5 76.85

Macadom Base CoarseBase Coarse: (10 cm)




255.29 VAT 10% = 25.53 Unit Rate = Rs. 280.82 / sq.mTotal = 280.82


Rate Analysis

Priming on New Base



15.17.5 Skilled Labour md Bitumen kg 12.20 24.00 292.80 Boiler hr 0.04 90.00 3.60Unskilled labour md 0.20 100.00 20.00 Kerosen lit 1.30 23 29.90 Sprayer hr 0.02 800 16.00







Rate Analysis

One Coat Surface Dressing (SBST)

Activity.No Type Unit Quantity Rate Amount Type Unit Quantity Rate Amount Type Unit Quantity Rate Amount15.19 Skilled Labour md 0.05 175.00 8.75 Bitumen kg 20.00 24.00 480.00 Road roller hr 0.04 800.00 32.00

Unskilled labour md 0.51 100.00 51.00 Agg. 12mm size cu.m 0.15 800.00 120.00 Boiler hr 0.04 90.00 3.60 Kerosen lit 2.00 23.00 46.00 Bitumen Dist. hr 0.01 850.00 8.50





Page 6 of 10

Appendix IV.11.4



Rate Analysis

Two Coat Surface Dressing (DBST)


15.2 Skilled Labour md 0.05 175.00 8.75 Bitumen kg 34.00 24.00 816.00 Road roller hr 0.06 800.00 48.00Unskilled labour md 0.87 100.00 87.00 Agg. 12mm size cu.m 0.28 800.00 224.00 Boiler hr 0.01 850.00 8.50

Kerosen lit 3.50 23.00 80.50 Bitumen Dist. hr 0.04 90.00 3.60


Total A+B+C 1,276.35 Overhead 15% = 191.45

1,467.80 VAT 10% = 146.78 Unit Rate = Rs. 161.46 / sq.mTotal = 1,614.58




15.12.2 Skilled Labour md Fuel lit 0.01 209.00 2.09 Roller hr 0.002 800.00 1.60Unskilled labour md 0.05 100.00 5.00 Water tank hr 0.002 550.00 1.10

Scarfying Existing SD Road Including Levelling and Compaction


Rate Analysis

Motor grader hr 0.004 1000.00 4.00



15.86 VAT 10% = 1.59 Unit Rate = Rs. 17.44 / cu.mTotal = 17.44

Page 8 of 10 Appendix IV.11.4



15.12.2 Skilled Labour md 0.10 175.00 17.50 River Gravel cu.m 1.30 450.00 585.00 Roller-10 MT hr 0.14 800.00 112.00Unskilled labour md 1.60 100.00 160.00

15.14 Unskilled labour md 0.44 100.00 44.00 Clay and sand cu.m 0.20 150.00 30.00


Rate Analysis

Laying River Gravel and Sand Clay Mixture in Layers and Rolling



1,090.78 VAT 10% = 109.08 Unit Rate = Rs. 1,199.85 / cu.mTotal = 1,199.85

Page 3 of 10

Appendix IV.11.4

S.No. Item Quantities Unit Unit Rate (Rs). Amount (Rs). Remarks1 Scarify and Mix 5,500 m2 17.24 94,820.00 2 Base course (10cm) 5,500 m2 280.82 1,544,510.00 3 DBSD including priming 5,500 m3 204.83 1,126,565.00 4 Shoulder filing 200 m3 1,199.85 239,970.00

3,005,865.00 Add 20% for rehabilitation 601,173.00 of drains and culverts

Total 3,607,038.00 Say Rs. 3,607,000.00

S.No. Item Quantities Unit Unit Rate (Rs). Amount (Rs). Remarks1 Grading of existing surface 4,500 m2 40.00 180,000.00 2 Excavation in soil

a. Soft rock 500 m3 206.00 103,000.00 b. Hard rock 500 m3 266.00 133,000.00

3 Gravelling (15cm) 675 m3 1,199.85 809,898.75 4 Lined side drains 100 m 1,544.00 154,400.00 5 Gabion boxes 100 m3 1,500.00 150,000.00 6 Cross drains (60 cm dia.) 6 m 10,648.00 63,888.00

Total 1,594,186.75 Say Rs. 15,94,000.00

S.No. Item Quantities Unit Unit Rate (Rs). Amount (Rs). Remarks1 Grading existing surface 4,500 m2 40.00 180,000.00 2 Subbase 450 m3 1,199.85 539,932.50 3 Base coarse (10cm) 3,500 m2 280.81 982,835.00 4 DBSD including priming 3,500 m2 204.83 716,905.00 5 Shoulder filling 100 m3 1,199.85 119,985.00 6 Lined side drains 500 m 1,544.00 772,000.00 7 Cross drains (60 cm dia.) 12 m 10,648.00 127,776.00 8 Gabion boxes 50 m3 1,500.00 75,000.00

Total 3,514,433.50 Say Rs. 35,15,000.00

Page 9 of 10

Upgrading from Gravel Road to Bituminous Standard Hill Terrain Roadway Width 3.5m

Rehabilitation of Blacktopped RoadUnit Cost/km

Unit Cost/km

Unit Cost/km

Roadway Width 5.5m

Upgrading from Earth to Gravel StandardHill Terrain Roadway Width 4.5m

Appendix IV.11.4

S.No. Item Quantities Unit Unit Rate (Rs). Amount (Rs). Remarks1 Subbase 15cm 150 m3 1,199.84 179,976.00 2 Base course 10cm 1,000 m2 280.82 280,820.00 3 D.B.S.T. 1,000 m2 204.83 204,830.00

665,626.00 Add 10% for other small 66,229.00 works

Total 731,855.00 Say Rs. 7,32,000.00

S.No. Item Quantities Unit Unit Rate (Rs). Amount (Rs). Remarks1 Regravelling 15 cm thick including rolling 675 m3 1,199.84 809,892.00

Total 809,892.00 Say Rs. 8,10,000.00

S.No. Item Quantities Unit Unit Rate (Rs). Amount (Rs). Remarks1 Single bitumen surface treatment 5,500 m2 93.73 515,515.00

Total 515,515.00 Say Rs. 5,15,000.00

Page 10 of 10

Widening of Blacktop Road by 1mUnit Cost/km

Unit Cost/kmPeriodic Maintenance of Gravel Road, Width = 4.5m

Unit Cost/kmPeriodic Maintenance of Blacktopped Road, Width = 5.5m


Available Fund Expenditure10th Plan 24592 3220711th Plan 20354 2510312th Plan 24457 2448813th Plan 29658 24820

Total 99061 106618

99061

106618

60000

80000

100000

120000

Planwise Graphical Representations of

Available Fund and Expenditure Scenario (a)

Available Fund

Expenditure

Twenty Year Road Plan Figure 3.1 3 – 11

24592

20354

24457

29658

99061

32207

25103 24488 24820

106618

0

20000

40000

60000

80000

100000

120000

10th Plan 11th Plan 12th Plan 13th Plan Total

Planwise Graphical Representations of

Available Fund and Expenditure Scenario (a)

Available Fund

Expenditure

Chapter – 3 : Mobilsation of Financial Resources

Available Fund Expenditure10th Plan 25645 3220711th Plan 23775 2510312th Plan 32274 2448813th Plan 45337 24820

Total 127032 106618

127032

106618

60000

80000

100000

120000

140000

Planwise Graphical Representation of

Available Fund and Expenditure Scenario (b)

Available Fund

Expenditure

Twenty Year Road Plan Figure 3.2 3 – 12

2564523775

32274

45337

127032

32207

25103 24488 24820

106618

0

20000

40000

60000

80000

100000

120000

140000

10th Plan 11th Plan 12th Plan 13th Plan Total

Planwise Graphical Representation of

Available Fund and Expenditure Scenario (b)

Available Fund

Expenditure


1 Phikkal-Shree Antu* 16 FR EIA

2 Shreeantu - Baudh Dham 22 FR EIA

3 Ilam-Maipokhari-Sandakpur 72 FR EIA

4 Damak-Chisapani* 45 FR EIA

5 Taplejung-Olangchunggola-China border 192 FR EIA

6 Gopetar - Chyangthapu* 37 FR EIA

7 Phidim -Terhathum 76 NH EIA

8 Piluwa khola -Khandbari* 59 FR EIA

9 Khandbari - Kimathanka - China border 290 FR EIA

10 Biratnagar ring road* 41 UR IEE

11 Biratnagar by pass 18 NH EIA

12 Katari-Gaighat-Murkhucha- Chatara-Dharan* 115 NH EIA

13 Gaighat-Diktel* 101 NH EIA

14 Leguwaghat- Bhojpur 56 NH EIA

15 Bhojpur - Diktel* 83 NH EIA

16 Diktel-Haleshi 64 NH EIA

17 Haleshi - Hilepani -Toxelghat* 45 NH EIA

18 Okhaldhunga-Salleri* 47 FR EIA

19 Kichak Badha - Mechi Rajmarga 3 FR IEE

20 Nunthala-Lamidanda-Namche Bazar 115 NH EIA

21 Ramdhuni-Upto Chatara Dharan Road 5 FR IEE

22 Hulaki road * 42 FR EIA

Total 1,544

1 Dolkha -Singti -Lamabagar - China border 88 NH EIA

2 Khurkot - Manthali* 11 NH EIA

3 Tokselghat - Khurkot 77 NH EIA

4 Khurkot - Nepalthok** 32 NH EIA

5 Shindhuli - Khurkot** 39 NH EIA

6 Sankhu - Fatkeshwor- Bahunepati* 33 OR IEE

7 Thimi - Mulpani 9 OR IEE

8 Syaprubesi-Rasuwaghadhi-China border 22 NH EIA

9 Road linking Multi Model project at Birgunj) 22 NH EIA

10 Kathmandu-Naubise-By pass*/Bagmati corridor 26 NH EIA

11 Kathmandu - Hetauda Tunnelway / Bagmati corridor road 66 NH EIA


Thingan-Bhatte danda-Tikabhairab)* 24 NH EIA

13 Kathmandu outer Ring road* 66 UR IEE

14 Kathmandu Ring road track* 50 UR IEE

15 Suryabinayak Bypass 10 NH EIA

16 Hetauda Bypass / Bagmati corridor 15 NH EIA

17 Gaur Ring road* 13 OR IEE

18 Greater Janakpur Area circumambulatory

road. ( 80km falling in Nepal out of 150km.) 80 OR EIA

19 Mulpani-Changunarayan-Nagarkot 15 FR IEE

20 Hulaki road* 115 EIA

Total 813

Note

1 Distance from Kathmandu to Pathlaiya via Hetauda (Tunnel option) - 95km.

2 Distance from Kathmandu to Pathlaiya via Bagmati corridor -110 km.

8 – 11

Length in km. Category of Road

Environmental Requirement as per EPR 2054

Central Development Region


Category of RoadLength in km.Name of the roads

S.N. Name of the roads

Eastern Zone

Table 8.6: Environmental Requirement

Twenty Year Road Project

S.N.


1 Khudi-Chame (Besisahar-Chame)* 65 FR EIA

2 Beni-Jomsom* 80 FR EIA

3 Jomsom - Muktinath 26 FR EIA

4 Jomsom-China border 115 FR EIA

5 Kushma-Phalebansh 20 FR EIA

6 Baglung-Bametaksar 75 NH EIA

7 Bametaksar-Burtibang 34 NH EIA

8 Burtibang - Dhorpatan 40 FR EIA

9 Burtibang - Talkot - Lukumgaun 53 FR EIA

10 Jitpur-Sitapur 39 FR EIA

11 Syangja - Panchamul 33 FR EIA

12 Lumbini circumambulatory road 12 OR EIA

13 Hulaki road* 18 FR EIA

Total 610

1 Lukumgaun - Jajarkot 127 NH EIA

2 Jajarkot (Mudra) - Dunai 144 FR EIA

3 Tila - Jumla (Surkhet Jumla road)* 88 FR EIA

4 Manma - Gadhwali 48 FR EIA

5 Tila - Manma* 20 FR EIA

6 Jumla - Gamgadhi 50 FR EIA

7 Gamgadhi - Simikot 110 FR EIA

8 Simikot - China border 88 FR EIA

9 Juphal - upto Jajarkot Dunai road 4 FR EIA

10 Bhingri - Swargadwari 7 FR EIA

11 Dang - Swargadwari 45 FR EIA


Total 759

1 Babala - Martadi 37 FR EIA

2 Talrauna Khola (Achham) - Khaptad 20 FR EIA

3 Tult - Chalsa - Banatoli - Kalika 74 NH EIA

4 Patan - Pancheshwar * 62 FR EIA

5 Dodhdra - Chandani 20 UR IEE

6 Chameliya - Darchula (Baitadi-Darchula road)* 34 FR EIA

7 Bhatgaun - Kotbhairab - Khaptad N. P. 10 FR EIA


Total 288.000

Grand Total 4,013.600

8 – 12

S.N. Name of the roads Length in km. Category of Road


Note :- 1 * Mark lengths are taken from Detail / Feasibility Study

Far Western

S.N. Name of the roads Length in km.

Western Development Region

Mid Western Development Region

Category of RoadEnvironmental

Requirement as per EPR 2054




Name of the road length RateT Phikkal-Shree Antu* 16.00 5,124,350.00T Shreeantu - Baudh Dh 22.00 5,124,350.00

Ilam-Maipokhari-Sand 72.00 5,124,350.00Damak-Chisapani* 45.00 5,124,350.00Taplejung-Olangchung 192.00 5,124,350.00Gopetar - Chyangthap 37.00 5,124,350.00Phidim -Terhathum 76.00 5,124,350.00Piluwa khola -Khandb 58.50 5,124,350.00Khandbari - Kimathan 290.00 5,124,350.00Biratnagar ring road* 41.00 3,033,800.00Biratnagar by passKatari-Gaighat-Murkhucha- Chatara-Dharan* 115.00 5,124,350.00Gaighat-Diktel* 101.00 5,124,350.00Leguwaghat- Bhojpur 104.00 5,124,350.00 Bhojpur - Diktel* 83.00 5,124,350.00Diktel-Haleshi 64.00 5,124,350.00Haleshi - Hilepani -Tox 45.00 5,124,350.00Okhaldhunga-Salleri* 47.00 5,124,350.00

T Kichak Badha - Mechi 3.00 3,033,800.00T Nunthala-Lamidanda-N 115.00 3,033,800.00T Ramdhuni-Upto Chata 5.00 5,124,350.00

Hulaki road * 42.00 3,033,800.00Total 1,573.50

Name of the road length RateDolkha -Singti -Lamab 88.00 5,124,350.00Khurkot - Manthali* 11.00 5,124,350.00Tokselghat - Khurkot 77.00 5,124,350.00Khurkot - Nepalthok* 32.00 5,124,350.00Shindhuli - Khurkot* 39.00 5,124,350.00Sankhu - Melamchi* 33.00 5,124,350.00Thimi - Mulpani - Goka 38.00 5,124,350.00Syaprubesi-Rasuwagh 22.00 5,124,350.00Road linking Multi Mod 22.00 3,033,800.00Kathmandu-Naubise-B 26.00 5,124,350.00Okharpauwa-Dumping 10.20Dakshinkali-Chhaimale-BhimphediDakshinkali-Chhaimale-Kulekhani- BhimphediKathmandu - Hetauda TunnelwayKanti Rajpath (Hetauda-Chaughada -Thingan-Bhatte danda 24.00 5,124,350.00Kathmandu outer Ring 66.10Kathmandu Ring road 50.00 5,124,350.00Suryabinayak Bypass 10.00 5,124,350.00Hetauda Bypass 5.00 5,124,350.00Gaur Ring road* 13.00 3,033,800.00

T Greater Janakpur Area circumambulatoryroad. ( 80km falling in 80.00 3,033,800.00Timbu - Timbulghyang 13.00 5,124,350.00

T Mulpani-Changunaray 15.00 5,124,350.00Hulaki road* 115.00 3,033,800.00Total 789.30

Name of the road length RateKhudi-Chame (Besisah 65.00 5,124,350.00Beni-Jomsom* 80.00 5,124,350.00

T Jomsom - Muktinath 26.00 5,124,350.00Jomsom-China border 115.00 5,124,350.00

Kushma-Phalebansh 20.00 5,124,350.00Baglung-Bametaksar 75.00 5,124,350.00Bametaksar-Burtibang 34.00 5,124,350.00Burtibang - Dhorpatan 40.00 5,124,350.00Burtibang - Talkot - Lu 53.00 5,124,350.00Jitpur-Sitapur 39.00 5,124,350.00

T Syangja - Panchamul 33.00 5,124,350.00Hulaki road* 18.00 3,033,800.00Total 598.00

Name of the road length RateLukumgaun - Jajarkot 127.00 5,124,350.00Jajarkot (Mudra) - Dun 144.00 5,124,350.00Tila - Jumla (Surkhet J 110.00 5,124,350.00Manma - Gadhwali 48.00 5,124,350.00Tila - Manma* 20.00 5,124,350.00Jumla - Gamgadhi 50.00 5,124,350.00Gamgadhi - Simikot 110.00 5,124,350.00Simikot - China border 88.00 5,124,350.00Juphal - upto Jajarkot 4.00 5,124,350.00

T Bhingri - Swargadwari 7.00 5,124,350.00T Dang - Swargadwari 45.00 5,124,350.00

Hulaki road* 28.00 3,033,800.00Total 781.00

Name of the road length RateBabala - Martadi 37.00 5,124,350.00

T Talrauna Khola (Achha 20.00 5,124,350.00Tult - Chalsa - Banatol 74.00 5,124,350.00Patan - Pancheshwar * 62.00 5,124,350.00Dodhdra - Chandani 20.00 3,033,800.00Chameliya - Darchula

(Baitadi-Darchula road 34.00 5,124,350.00T Bhatgaun - Kotbhairab 10.00 5,124,350.00

Hulaki road* 31.00 3,033,800.00Total 288.00Grand Total 4,029.80

Amount81,989,600.00

112,735,700.00368,953,200.00230,595,750.00983,875,200.00189,600,950.00389,450,600.00299,774,475.00

1,486,061,500.00124,385,800.00

589,300,250.00517,559,350.00532,932,400.00425,321,050.00327,958,400.00230,595,750.00240,844,450.00

9,101,400.00348,887,000.0025,621,750.00

127,419,600.007,642,964,175.00

Annex B

Amount450,942,800.0056,367,850.00

394,574,950.00163,979,200.00199,849,650.00169,103,550.00194,725,300.00112,735,700.0066,743,600.00

133,233,100.00**153108066.00

122,984,400.00** 20106493610.00

256,217,500.0051,243,500.0025,621,750.0039,439,400.00

242,704,000.0066,616,550.0076,865,250.00

348,887,000.003,172,835,050.00

Amount333,082,750.00409,948,000.00133,233,100.00589,300,250.00

102,487,000.00384,326,250.00174,227,900.00204,974,000.00271,590,550.00199,849,650.00169,103,550.0054,608,400.00

3,026,731,400.00

Amount650,792,450.00737,906,400.00563,678,500.00245,968,800.00102,487,000.00256,217,500.00563,678,500.00450,942,800.0020,497,400.0035,870,450.00

230,595,750.0084,946,400.00

3,943,581,950.00

Amount189,600,950.00102,487,000.00379,201,900.00317,709,700.0060,676,000.00

174,227,900.0051,243,500.0094,047,800.00

1,369,194,750.0019,155,307,325.00

REFERENCES 1. CBS, 2000: Statistical Pocket Book Nepal; His majesty’s Government, National Planning

Commission, Central Bureau of Statistics, Kathmandu. 2. Definitions of Maintenance and Maintenance Activities- November 1994 3. Deoja, Birendra B., 1994: Sustainable Approaches to the Construction of Roads and Other

Infrastructure in the Hindu-Kush Himalayas, ICIMOD Occasional Paper No. 24, International Centre for Integrated Mountain Development, Kathmandu.

4. Departmental Policy Document

a. The DOR Strategy-July, 1995.

b. Design Standards for Feeder Roads: - August 1997.

c. Guideline on the use of Surface Dressing and Premix Surfacing-July 1995.

5. DOR, 1997: Environmental Management guidelines for the Roads, 1997, Strengthening of

Geo-Environmental Unit of the Department of Roads, Road Maintenance and Rehabilitation Project, IDA Credit No. 2578-NEP, May 1997, His Majesty’s Government, Ministry of Works and Transport, Department of Roads, Kathmandu,

6. DOR, 1997: Priority Investment Plan Project, Master Plan for Strategic Road Network and

Rural Transport, Final Report, His Majesty’s Government, Ministry of Works and Transport, Department of Roads, Kathmandu.

7. Economic Survey Reports, Ministry of Finance. 8. Glasson et al., 1995: Introduction to Environmental Impact Assessment, John Glasson, Riki

Therivel & Andrew Chadwick; UCL Press, 1995. 9. Kathmandu–Terai Link, A Viable Alternative, July 2001, Dr. Dharma Acharya. 10. MOPE, 1996: Nepal Environment Protection Act, His Majesty’s Government, Ministry of Population and Environment, 1996, Kathmandu. 11 MOPE, 1997: Nepal Environment Protection Regulations, His Majesty’s Government,

Ministry of Population and Environment, 1997, Kathmandu. 12. National Plan for Rural Road Maintenance -2056. 13. National Strategy for Rural Infrastructure Development - 1997. 14. National Transport Policy, Ministry of Works and Transport (MOWT), 2001.

15. NCS, 1988: National Conservation Strategy for Nepal, Prepared by His Majesty’s Government of Nepal together with the International Union for Conservation of Nature and Natural Resources (IUCN).

16. Nepal Road Standard. 17. Nepal Road Statistics. 18. NEPAP, 1993: Nepal Environmental Policy and Action Plan, integrating environment and

development; His majesty’s Government Environment Protection Council, August 1993. 19. NPC, 1992: Approach Paper Eighth Plan (!992-1997), April 1992, His Majesty’s

Government, National Planning Commission, Kathmandu. 20. NPC, 1992: The Eighth Plan (1992-1997), His Majesty’s Government, National Planning

Commission, Kathmandu. 21. NPC, 1993: National Environmental Impact assessment Guidelines, His Majesty’s

Government, National Conservation Strategy Implementation Project, National planning Commission in collaboration with IUCN- The World Conservation Union.

22. NPC, 1996: Environmental Impact Assessment Guidelines for the Road Sector Final Draft,

His Majesty’s Government, National Conservation Strategy Implementation Project, National Planning Commission/ Ministry of Works and Transport in collaboration with IUCN, The World Conservation Union.

23. NPC, 1996: Environmental Institutions and Management Plan with Special focus on EIA,

Nepal EIA Strengthening Project ADB TA Project No. 2244-NEP, April 1996, His Majesty’s Government, National Planning Commission, Kathmandu.

24. NPC, 1997: Ninth Plan (1997-2002), 1997, His Majesty’s Government, National Planning

Commission, Kathmandu. 25. NPC, 2002, Tenth Plan (2002-2006), Concept Paper. 26. Priority Investment Plan, Final Report--February 1997. 27. Standard Norms for Analysis of Rates. 28. Statistical Year Book of Nepal, Central Bureau of Statistics. 29. Transportation and Economic Development, Transportation Research Board, USA.

Present Terrain Formation Carriageway Present Impro. Impro. Improve-S. Road Surface Length Classi- width width traffic Year Surface ment RemarksL. Link Style (km) fication (m) (m) (VPD) Traffic Type 2003- 2008- 2013- 2018- Proposed

2000 2007 2012 2017 2022

Improvement or Upgrading for 5 year plan period

Upgrading Earth & Gravel Roads


Present Terrain Formation Carriageway Present Present Improvement Improvement

S. Road Link Name Surface Length Classi- Width Width Traffic Capacity Period Surface Remarks

No. Type (km) fication (m) (m) 2000 AD VPD Traffic Type 059/60 064/65 069/70 074/75

(VPD) (VPD) 063/64 068/69 073/074 078/79

1 F1303, Chakchake-Rolpa Earth 36.5 H 4.5 3.5 15 54 Gr - - - UG Upgrading of roads proposed

2 F3002 Dhad Khola-Melamchi Earth 11.8 H 4.5 3.5 45 65 Gr UG - - - in 13th Five Year Plan have to

3 F3205 Kirnetarl-Manthali Earth 18.0 H 4.5 3.5 30 60 Gr - UG - - be decided after 11th Five Year

4 F4004 Basantpur-Terhathum Earth 26.5 H 5.7 3.5 15 54 Gr - - - UG Plan and review of traffic

5 F4206 Baglung-Myagdi Earth 7.5 H 4.5 3.5 30 80 Gr - UG - - growth.

6 F4207 Myagdi-Beni Earth 10.0 H 4.5 3.5 30 80 Gr - UG - -

7 F5001 Satbanj-Baitadi Earth 18.0 H 4.5 3.5 20 53 Gr - - UG -

Total 128.3 11.8 35.5 18.0 63.0

UG - Upgrading required in different plan periods

P Plain

Table 5.14 : Upgrading Feeder Roads from Earth to Gravel

Improvement in Different

5 Year Plan

P - Plain

H - Hill

R - Rolling

G - Gravel






(VPD) (VPD) 063/64 068/69 073/074 078/79

1 F3001, Panchkhal-Dhadkhola Gr 10.6 H 4.5 3.5 80 - 160 B.T - UG - - Upgrading proposal is based on

2 F3204 Tamakoshi-Kirentar Gr 22 H 4.5 3.5 85 - 166 B.T - UG - - threshold traffic level for low

3 F4302 Batasedanda-Harthok Gr 8.5 H 4.5 3.5 80 - 160 B.T - UG - - trafficked Roads

Sub total (A) 41.1 41.1

Following Projects are expected to be undertaken by 4th ADB project within 10th 5 year plan period (059/60-063/64)

4 H1408-H1411 Syauli-Satbanjh Gr 64

5 F0201-0202 Damak-Gaurigunj Gr 22

6 H0710 Ranke-Phidim Gr 26 B.T. U.G.

7 F3101 Dolalghat-Choutara Gr 16

8 F4001-02-03 Hile-Basantpur Gr 21

Sub total (B) 149 149 41.1

Total (A+B) 190.1


5 Year Plan

Table 5.13 : Upgrading Feeder Roads from Gravel to Blacktop

UG - Upgrading required in different plan periods

P - Plain

H - Hill

R - Rolling

B - Blacktop


Chapter —5 : Traffic Studies




(VPD) (VPD) 063/64 068/69 073/074 078/79

1 H0303 Koteswor-Hanumante Culvert B.T 9.75 P 8.5~9.5 6.0 9200 3000~7500 13344 B.T W - - - Widening to four lane required

2 H0213-H0215 Naubise-Ring Road B.T 22.00 H+R 7.5~7.8 7.0 3000 3000~3500 4243 B.T W - - - due to high traffic volume and

3 H0501-0503, Narayanghat-Mugling B.T 36.00 H 7.10~8.0 5.7~6.0 2400 2600~3000 3489 B.T W - - - narrow carrigeway

4 H0401-H0404, Naubise-Mugling B.T 83.00 H 8.7~9.0 6.5~7.0 2500 3500~5000 3729 B.T W - - -

5 H0129-H0131 Pathalaiya-Hetauda B.T 29.00 R 10.1~10.5 6.1~8.0 1960 5000 5102 B.T - W - -

6 H0132-H0136 Hetauda-Narayanghat B.T 78.00 P 10.8 7 2000 7500 7137* B.T - - - W * Nearing capacity in 13th 5 Year

Plan, widening may be required

due to strategic location

Sub total 257.75 150.75 29 78

7 H0107-08 Haraincha Mode-Budhikhola B.T 11.0 P 11.0 7.2 2227 7500 7949 B.T - - - W Widening to 4-lane proposed in

8 H0138 Narayani Bridge Tiger Mountain B.T 21.0 P 9.0 7.0 2501 7500 8020 B.T - - - W the 13th 5 Year Plan may be

9 H0144U,Sukauna-Butwal B.T 3.0 P 9.0 7.0 2157 7500 7700 B.T - - - W postponed to some future years

10 H1001-03 Bhairahawa-Butwal B.T 24.0 P 9.0 7.0 2482 7500 7959 B.T - - - W with the help of a good traffic

11 H0202 U-H0204 Birgunj-Pathalaiya 25.0 P 10.0 7.0 2068 7500 7500 B.T - - - W management scheme because

local traffic is predominant

Sub total 84.0 84.0

Table 5.11 : Widening National Highways


5 Year Plan

12 Bypass Roads

a H0131 Hetauda-bypass 15.0 P 10.0 7.0 1960 5000 5000 B.T - - - B.P. Two lane bypasses required

b H0801U-0803 Rani-Duhabi-Ithari 30.0 P 9.0 7.0 2200 7500 7855 B.T - - - B.P. " "

Sub total 45.0 45.0

Grand total 386.75 150.75 29 207.00

P - PlainH - HillR - RollingB.P. - BypassB.T. - BlacktopW - Widening



Present Length Terrain Formation Carriageway Present Present Improvement Improvement

S. Link Name Surface (km) Classi- Width Width Traffic Capacity Period SurfaceNo. Type fication (m) (m) 2000 AD VPD Traffic Type 059/60 064/65 069/70 074/75 Remarks

(VPD) (VPD) 063/64 068/69 073/074 078/791 F2202 Chovar-Dakshinkali B.T 12.0 H 5.6 3.9 1000 900 1438 B.T W - - - Widen to intermediate lane 2 F0101 Birtamode-Chandragadhi B.T 12.0 P 5.7 3.8 773 1000 1124 B.T W - - - (5.5m wide)3 F0301/02 Bhardaha-Rajbiraj M.B B.T 16.0 P 5.5 3.5 400 1000 1040 B.T - - W -4 F0303 Rajbiraj M.B-Rajbiraj B.T 1.5 P 5.5 3.5 400 1000 1040 B.T - - W -5 F0401 Rupani-Rajbiraj B.T 9.0 P 5.5 3.5 643 1000 1252 B.T - W - -6 F0404 Rajbiraj M.B-Madanlachouk B.T 12.0 P 5.4 3.5 643 1000 1242 B.T - W - -7 F0601-02 Nabalpur-Malangwa B.T 27.0 P 5.5 3.5 570 1000 1108 B.T W - 8 F0901 Sunwal-Parasi B.T 9.0 P 5.5 3.5 300 1000 1080 B.T - - - W9 F1802/03 Bara d.B-Kalaiya B.T 9.0 P 5.5 3.5 640 1000 1244 B.T - W - -10 F2104/05 Nagarjun-Kakani B.T 18.0 H 5.5 4 539 900 1049 B.T - W - -11 F2302 Sunakothi-Lele B.T 9.0 P 5.6 4 850 1000 1222 B.T W - - -12 F2701 Jorpati-Sundarijal B.T 7.0 P 5.3 4 600 1000 1153 B.T W - -13 F2801-02 Bhaktapur-Nagarkot B.T 23.0 H 6.2 4 728 900 1273 B.T W - -14 F3201-02 Lamosangu-Charikot B.T 54.0 H 5.4 3 300 900 1070 B.T - - - W15 F3902 Singhai Bridge-Rangeli B.T 21.0 P 5.5 3.5 725 1000 1055 B.T W - -16 F4203 Yandi Bridge-Sandh Bridge B.T 37.0 H 7 4.3 1140 900 1656 B.T W - -17 F4402 Bhairahawa-Lumbini B.T 14.0 P 7 4 1060 1000 1438 B.T W - -18 F4403 Lumbini-Padariya B.T 4.5 P 6 3.5 404 1000 1053 B.T - - W -19 F0502 Siraha-Madar B.T 8.5 P 5.5 3.5 358 1000 1031 B.T - - W -20 F0701 Chandranigahapur-Gour B.T 38.3 P 5.5 3.5 300 1000 1070 B.T - - - W

Sub Total 341.77 84 126 30.5 101.2721 F2402 K G d i B T 8 0 P 7 6 4 6 1500 1000 2156 B T W Wid t t l

5 Year Plan

Table 5.12 : Widening Feeder Roads


21 F2402 Karmanasa-Godawari B.T 8.0 P 7.6 4.6 1500 1000 2156 B.T W - - - Widen to two lane 22 F2502 Bansbari-Budhanilkantha B.T 4.0 P 10 4 2000 1000 3847 B.T W - - - Widen to two lane 23 F2602 Pipalbot-Sankhu B.T 11.0 P 6.3 5* 1500 3000 3861 B.T - - W - Widen to two lane

Sub Total 23.0 12 - 11 -Grand Total 364.77 96 126 41.5 101.27

P - PlainH - Hill

R - Rolling

W - Widening

B.T. - Blacktop


1 Phikkal-Shree Antu* 16 FR EIA

2 Shreeantu - Baudh Dham 22 FR EIA

3 Ilam-Maipokhari-Sandakpur 72 FR EIA

4 Damak-Chisapani* 45 FR EIA

5 Taplejung-Olangchunggola-China border 192 FR EIA

6 Gopetar - Chyangthapu* 37 FR EIA

7 Phidim -Terhathum 76 NH EIA

8 Piluwa khola -Khandbari* 59 FR EIA

9 Khandbari - Kimathanka - China border 290 FR EIA

10 Biratnagar ring road* 41 UR IEE

11 Biratnagar by pass 18 NH EIA

12 Katari-Gaighat-Murkhucha- Chatara-Dharan* 115 NH EIA

13 Gaighat-Diktel* 101 NH EIA

14 Leguwaghat- Bhojpur 56 NH EIA

15 Bhojpur - Diktel* 83 NH EIA

16 Diktel-Haleshi 64 NH EIA

17 Haleshi - Hilepani -Toxelghat* 45 NH EIA

18 Okhaldhunga-Salleri* 47 FR EIA

19 Kichak Badha - Mechi Rajmarga 3 FR IEE

20 Nunthala-Lamidanda-Namche Bazar 115 NH EIA

21 Ramdhuni-Upto Chatara Dharan Road 5 FR IEE

22 Hulaki road * 42 FR EIA

Total 1,544

1 Dolkha -Singti -Lamabagar - China border 88 NH EIA

2 Khurkot - Manthali* 11 NH EIA

3 Tokselghat - Khurkot 77 NH EIA

4 Khurkot - Nepalthok** 32 NH EIA

5 Shindhuli - Khurkot** 39 NH EIA

6 Sankhu - Fatkeshwor- Bahunepati* 33 OR IEE

7 Thimi - Mulpani 9 OR IEE

8 Syaprubesi-Rasuwaghadhi-China border 22 NH EIA

9 Road linking Multi Model project at Birgunj) 22 NH EIA

10 Kathmandu-Naubise-By pass*/Bagmati corridor 26 NH EIA

11 Kathmandu - Hetauda Tunnelway / Bagmati corridor road 66 NH EIA


Thingan-Bhatte danda-Tikabhairab)* 24 NH EIA

13 Kathmandu outer Ring road* 66 UR IEE

14 Kathmandu Ring road track* 50 UR IEE

15 Suryabinayak Bypass 10 NH EIA

16 Hetauda Bypass / Bagmati corridor 15 NH EIA

17 Gaur Ring road* 13 OR IEE

18 Greater Janakpur Area circumambulatory

road. ( 80km falling in Nepal out of 150km.) 80 OR EIA

19 Mulpani-Changunarayan-Nagarkot 15 FR IEE

20 Hulaki road* 115 EIA

Total 813

Note

1 Distance from Kathmandu to Pathlaiya via Hetauda (Tunnel option) - 95km.

2 Distance from Kathmandu to Pathlaiya via Bagmati corridor -110 km.

3 Cost of Tunnel option and Bagmati corridor road is not included in the total.

8-11

Table 8.6: Environmental Requirement

Central Development Region

4 Cost of Bagmati corridor road will be compensated by the cost of Kathmandu - Khanikhola and Hetauda bypass road as they are not required when Bagmati corridor road comes into existence.


Category of RoadLength in km.Name of the roadsS.N.

S.N. Name of the roads

Eastern Zone

Length in km. Category of Road


1 Khudi-Chame (Besisahar-Chame)* 65 FR EIA

2 Beni-Jomsom* 80 FR EIA

3 Jomsom - Muktinath 26 FR EIA

4 Jomsom-China border 115 FR EIA

5 Kushma-Phalebansh 20 FR EIA

6 Baglung-Bametaksar 75 NH EIA

7 Bametaksar-Burtibang 34 NH EIA

8 Burtibang - Dhorpatan 40 FR EIA

9 Burtibang - Talkot - Lukumgaun 53 FR EIA

10 Jitpur-Sitapur 39 FR EIA

11 Syangja - Panchamul 33 FR EIA

12 Lumbini circumambulatory road 12 OR EIA


Total 610

1 Lukumgaun - Jajarkot 127 NH EIA

2 Jajarkot (Mudra) - Dunai 144 FR EIA

3 Tila - Jumla (Surkhet Jumla road)* 88 FR EIA

4 Manma - Gadhwali 48 FR EIA

5 Tila - Manma* 20 FR EIA

6 Jumla - Gamgadhi 50 FR EIA

7 Gamgadhi - Simikot 110 FR EIA

8 Simikot - China border 88 FR EIA

9 Juphal - upto Jajarkot Dunai road 4 FR EIA

10 Bhingri - Swargadwari 7 FR EIA

11 Dang - Swargadwari 45 FR EIA


Total 759

1 Babala - Martadi 37 FR EIA

2 Talrauna Khola (Achham) - Khaptad 20 FR EIA

3 Tult - Chalsa - Banatoli - Kalika 74 NH EIA

4 Patan - Pancheshwar * 62 FR EIA

5 Dodhdra - Chandani 20 UR IEE

6 Chameliya - Darchula (Baitadi-Darchula road)* 34 FR EIA

7 Bhatgaun - Kotbhairab - Khaptad N. P. 10 FR EIA


Total 288.000

Grand Total 4,013.600

8-12

Western Development Region



Note :- 1 * Mark lengths are taken from Detail / Feasibility Study

Far Western

S.N. Name of the roads Length in km.

Mid Western Development Region

Category of RoadEnvironmental

Requirement as per EPR 2054

