A

PROJECT ON
“A DPR OF RURAL ROAD FROM RATEY(0+000m) TO
GHUNSA(1+940m)
IN DOLAKHA DISTRICT”.
 Tribhuwan University
Institute of Engineering
Kantipur Engineering College

SUBMITTED BY:

Mukkum Hang Limbu KAN077BCE049

Pashupati Nath Yadav KAN077BCE052
Rupesh Kumar Sah KAN077BCE069
Sandeep Singh Bohara KAN077BCE072
Satyam Shrestha KAN077BCE077
Sujan Jirel KAN077BCE087
 CHAPTER 1: INTRODUCTION
1.1 Salient Features
1.Location
Region: Central
Province: Bagmati
District: Dolakha
Municipality: Jiri municipality
Starting place: Ratey
Ending place: Ghunsha
2. Geographical Features
Terrain Mountainous and hilly
Climate Temperate to alpine
Types of soil Ordinary soil, disintegrated soil
4. Type of road: Rural village road
5. Existing type of road Earthen road
4.Status of road
i) Starting point 3056785.955N, 423633.577E, 1963.226m
ii) Ending point 3057475.728N,423675.934E, 1858.137m
iii) Total length 1+940m
iv) Total Right of way 15m
v) Roadway width 4m
vi) Carriage way width 3m

vii) Shoulder width 0.5m

1. Main Objectives of the Project
The main objectives of this project is to prepare the Detailed Project
Report of Rural Road from Ratey(0+000m) to Ghunsa (1+940m) in
Dolakha District.

2. Specific Objectives of the project:

• To carry out geometric design of road
• To design pavement of road
• To design Drainage structures of road
• To design Retaining structures of road
• To find the cost estimate of the Road.
3. Limitation of the Project
• EIA has not been done
• A study of bio-engineering on the project site has not been done
Fig: Map of Designed Road
 CHAPTER 2: LITERATURE REVIEW

For literature review, we studied various guidelines and code regarding the design
of hill road in Nepal. The code that we reviewed are:
Nepal Road Standard 2070,
Nepal Rural Road Standard 2071,
Standard Specifications for Road and bridge works- 2073,
Road note 31, Road Safety Note 2
CBR method, IRC guidelines, DPR preparation guidelines published by
provincial government.
• Road Type: Rural(Village) Road
• Total Road Width: 4 meters.
• Carriageway Width:
• 3 meters if traffic volume exceeds 100 motorized vehicles per day.
• Shoulders: 0.5 meters wide on each side.
• Total Right of Way (RoW): 15 meters (includes road, shoulders, and other
necessary features).
• Setback from Road Land Boundary to Building Line: 3 meters.
• Minimum Safe Stopping Sight Distance: 15 meters.
• Gradients:
• Ruling Gradient: 7%
• Limiting Gradient: 10%
• Exceptional Gradient:12%
• Horizontal Curves:
• Minimum radius: 10 meters.
• Hairpin bends should be spaced at least 100 meters apart.
• Minimum roadway width at the apex of curves: 5 meters.
• Camber: 3%
• Passing Zones:
• Recommended at intervals not exceeding 300 meters.
• Embankments:
• Should rise 1 meter above the highest flood level (HFL).
• Minimum embankment height: 0.5 meters.
• Maximum superelevation: 10%
Maximum transition curve length: 15m
• Extra Widening:

• Vertical Curve:

• According to IRC GUIDELINES:37-2001;

Design life of road= 10 Years
Vehicle Damage factor= 0.5
Land Distribution Factor(LDF)= 1.0
Annual Growth Rate(r)=5%
 CHAPTER 3:METHODOLOGY
3.1: DATA COLLECTION AND DESIGN METHOD
3.1.1 : Primary data collection:
1. Topographic Survey: Survey was done by longitudinal and cross-sectional method. The processes
include
Establishment of Benchmark (BM) and Initial Coordinates, Transfer of Coordinates to Intermediate Points
(IP), Detailed Surveying at Each IP.

• Longitudinal Profile: Elevation readings were taken every 5 meters along the path using a reflector
and surveying instrument (such as a Total Station).

• Cross-Section: Cross-sectional data was collected at each IP by taking measurements at 10-meter

intervals to the left and right of the IP, covering a 20-meter wide section.

• Geometrical Design: Geometrical road design involves defining the road's alignment, cross-section,
and dimensions for safety and efficiency. It includes horizontal and vertical alignment, roadway width,
shoulder, design speed, curve radii, and drainage. The design ensures proper clearances, sight distances,
and turning radii based on terrain and traffic volume.
2.Socio-economic survey
The cadastral survey was conducted on communities benefiting from the road.
Community members were asked about personal, family, and economic
backgrounds, as well as skills and training.
3. Material Availability Survey:
The distance to the nearest road was measured and the available materials (sand,
quarry stones, etc.) were identified. Accessibility to the quarry was checked and
the approximate quantity of material was estimated.
4. Geological and soil stability:
Data was collected by locating unstable areas along, above, or below the road. The
material forming the original slope, rock weathering grade, and hydrological
conditions were determined. The dimensions of the failure were measured. The cause
of the failure was identified. The life progression of the slide was determined.
5. Subgrade soil test:
• The subgrade of soil was determined with the help of DCPT machines.
The test was conducted at every 250m interval of road.
• The machine was placed on the road and the initial reading was taken.
• After that, number of blows was done on the pavement, reading was taken
and when there were same difference in the data, the blow was stopped
and moved to next location.

Calculation of CBR (parker and miller(1983),US)

Log10 (CBR) = 1.40 – 0.55 Log10 (PI)

Penetration Index (PI) =

 Secondary Data collection:
1. Traffic count survey:
• For traffic count survey, the movement of vehicle was recorded 12 hours for 7 days.
• Different types of vehicles were classified in sub-categories. For eg. Volume of vehicles is divided
into truck, bus, car , utility vehicles etc. and bus is divided in further categories such as big, mini,
micro. This data was collected through police documents and we calculated the annual average
daily traffic.

2. Axle load survey

In this part, the recorded vehicles depending upon their size and types of axles are converted and separated into
different categories.

3. Hydrological survey
The recorded rainfall of Jiri will be collected from Department of Hydrology and Meteorology(DHM) and will be used
for analysis and preparation of drainage structures.
4.Retaining Structures design
We use the standard gabion wall size of 2m*1m*1m of height 3m on the cut
side of the road.
5.Drainage structure design
After finding the peak intensity of rainfall and catchment area using GIS,
approximate value of coefficient of runoff is defined on the basis of soil
type to find the required discharge.
Discharge=(CIA)/360
Area = Q/v
6.Cost Estimation
After extracting the data of the quantiites of different material using civil
3d and multiply manually by individual district price rate of the material
Cost estimation=unit rate*quantity
 Design Software

•Data will be analyzed using Civil 3D.

•Civil 3D will generate road features
(alignment, contours, etc.).
•Geometric design parameters will be
input per NRRS 2071.
•Plan, profile, and cross-section designs
will be created.
•Pavement thickness and side drain size
will be defined.
•ArcGIS will be used for catchment
calculations.
 Calculation of CBR
Log10 (CBR) = 1.40 – 0.55 Log10 (PI) Penetration Index (PI) =

CHAINAGE PI(CM) CBR% Test CBR No equal or greater % of equal or

SN
Result in % than greater than
0+000 11.17 7.18 1 7.180 1 11.11
0+250 16.3 6.089 2 6.373 2 22.22
3 6.089 3 33.33
0+500 14.9 6.027
4 6.027 4 44.44
0+750 36.78 4.675
5 5.197 5 55.56
1+000 36.27 4.236
6 4.944 6 67.67
1+250 25.23 4.944
7 4.929 7 77.78
1+500 15.04 6.373
8 4.675 8 88.89
1+750 25.39 4.929
2+000 22.84 5.197 9 4.236 9 100
Fig: 87.5th Percentile of CBR value
 motorized vehicle
non-
2-axle, 6 tire, Two-Axle, Four Tire 2 axles, 2 or 3 wheel 3-axle, single-trailer Two-Axle, Six-Tire, motorized
(dual rear tires) trucks. Single-Unit Trucks vehicle TOTAL
type of
vehicle/date bus car Bike tractor truck cycle
from from from from from from from from from
startin ending starting Endin g starting Ending starting Ending starting Ending
g point point point (A) point (B) point (A) point (B) point (A) point (B) point (A) point (B)
(A) (B )
1st day 5 4 8 5 20 25 4 3 3 4 1 81
2nd day 4 4 7 6 23 18 5 2 4 2 0 75
3rd day 6 6 9 10 21 19 4 4 3 5 0 87
4th dav 5 6 8 9 26 22 2 3 5 2 1 88
5th day 5 5 6 7 20 16 4 3 4 4 2 74
6th day 5 5 9 8 23 19 3 3 3 4 1 82
7th dav 6 4 7 9 29 20 5 4 5 6 3 95
total 70 108 301 49 54 8 582
AADT 10 15 43 7 8 1 83
CVPD 30 15 21.5 21 24 0.5 111.5
equivalent factor 3 1 0.5 3 3 0.5
Computation of Design Traffic
The design traffic is considered in terms of the cumulative number of standard axles to be
carried during the design life of the pavement. This can be computed as:
Cumulative number (Ns) =
Where,
Annual growth rate of commercial vehicle(r) = 5%
Design life in year (n) = 10 years
Land Distribution Factor (LDF) = 1.0
Vehicle Damage Factor (VDF) = 0.5
Design traffic at the end of construction period in terms of standard axle A = P
= 124 CPVD
Present traffic(p) = 10*3 +15*1 +43*0.5 +7*3 +8*3+1*0.5=112cpvd
A= P(1+r)2 = 124 cpvd

cumulative Number (Ns) =

365 ∗ [ ( 1 + 0.05 ) 10 − 1 ]
¿ ∗ 1 24 ∗ 1 ∗ 0.5
0.05

= 0.285 msa
Fig: Sample of Traffic Count Survey
Design of pavement layer’s thickness
After the calculation of CBR value and traffic volume analysis, the subgrade strength is
classified on the base of CBR value and traffic class according to traffic volume analysis.
Road Note 31 and IRC (2007) will be used to define the thickness of different layers of
the pavement.
TRT Overseas Road note 31 Method
Selection of traffic class and sub-grade strength class
From the above calculation of traffic volume and CBR we get,
CBR% = 4.346%
From the Road Note 31,
Traffic class = T1 and sub grade strength class = S2 (from table)
From the design catalogue chart,
we use chart 1 then,
Granular sub base (GS) =200mm
Granular road base (GB) =150mm
Surface dressing =20mm Fig: Traffic classification(T1) and Subgrade
Total thickness of the pavement =370mm strength(S2)
 According to IRC Guidelines 2001 (IRC 37-2001):
Wearing course=20mm
Granular base=150mm
Granular sub-base=200mm
Total thickness= 370mm

Hence, we prefer the total thickness of pavement by IRC Guidelines 2001(IRC 37-
2001).As, thicker road pavement increases durability and load-bearing capacity, making it
more resistant to damage from traffic and weather. It helps reduce cracking, extends the
road's lifespan, and lowers long-term maintenance costs.
 Rainfall Data of Year 2009-2024 (Jiri)
Recorded Rainfall Data, Daily
maximum hourly data
Peak Rainfall Intensity (mm)
1200
Year Peak Rainfall (mm)
2009 774.8
2010 958.1 1000
2011 973.1
2012 773.1
800
2013 637.2
2014 789.07
2015 723.1 600
2016 986.09
2017 952.6
2018 880.1 400
2019 848.7
2020 1021.8
2021 747.1 200

2022 641.390
2023 838.870
0
2024 542.400 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024
Average Rainfall 817.970
Peak Rainfall Intensity (mm)
Standard Deviation 140.336
 Catchment Areas

As per the Road Safe Side Drains, the pipe culvert will be placed at 500 m interval.
Other cross drainage structures such as causeways, bridges will be installed if required.
 Design of Drainage Structure
Design of Side Drain
Design Discharge (Qd) = 0.553
m3/s

Manning's Wetted Hydraulic

Width Depth (D), Side Velocit Discharg
SN Coefficient Area(Aw), m Perimeter (Pw), Radius Bed Slope (S)
2
Remarks
(B), m m slope y (V) e (Q)
(n) m (R),m

1 0.014 0.3 0.3 1 0.18 1.148 0.157 0.03 3.596 0.647

Trapezoidal Design
Drain
OK
Design of Cross Drainage
Design Discharge of Cross
Drainage (Qc) = 1.028 m3/s

Manning's Wetted Hydraulic

Velocit Discharg
SN Coefficient Dia (d), m Area(Aw), m Perimeter (Pw), Radius Bed Slope (S)
2
Remarks
y (V) e (Q)
(n) m (R),m

2 0.014 0.8 0.502655 1.759291886 0.28514286 0.01 3.099 1.558 pipe culvert(5)
 Geological Instability Survey Data
Rock Failure General Failure
Type of Hydrological Cause of
Chainage Side of road Material Weatherin Dimensions Slope Stability Type of Mechani
Instability Condition Failure
g Grade (m) Failure sm

Stable on
0+450m 5.6 m (right) Shear
Rock slide Residual soil High Well-drained 3.1 x 6 undisturbed hill Fall Groundwater
failure
slope

Stable on
0+650m 5.6 m (right) Soil slide Slightly Monsoon Fall Shear Surface water
Residual soil 6x2 unstable hill
(with rock) weathered saturation (rock) failure erosion
slope

0+800m 5.6 m (right) Moderately Gentle slope Shear

Rock slide Residual soil Grassland 4x2 Fall Surface water
weathered (<35°) failure
 Material Availability Survey Data
Approximate
Location/ Distance from Side of the Road Types of material Status of the quantity of
chainage the Road(m) (Left/Right) (stones/aggregate/sand) access road Material
available(m3)

0+650m 261.365 left Sand and aggregate Access 6

1+900m 13.44 left Sand and stones Access 7

 CHAPTER 5: RESULT AND DISCUSSION
5.1: GEOMETRIC DESIGN
• The geometric design survey established a benchmark and 24 intersection points to ensure precise elevation measurements
and road alignment.
• Benchmark was taken along the main highway avoiding error .The elevation of benchmark was 1963.226.
• The road descends initially, with the lowest point at IP22 (1847.098 meters).
5.2: SOCIO-ECONOMIC SURVEY
• A socio-economic survey for a road project provides valuable insights that enhance project planning and design. It helps
in optimizing road routes and traffic flow through origin-destination (OD) studies, which analyze travel patterns and
improve route efficiency.
• Moreover, they lead to cost savings by focusing resources on critical areas, promote public support through
community engagement, and help forecast future transportation needs to accommodate growth and development.
5.3: MATERIAL AVAILABILTY SURVEY
• The material availability survey identified locally accessible stones, gravel, and sand along the project road, highlighting
their potential for cost-effective and environmentally sustainable construction. Specific quantities of these materials were
found near reference points, reducing transportation costs and environmental impact
 5.4: GEOLOGICAL INSTABILITY SURVEY
• The geological survey reveals that most of the soil along the road is stable.
• However, there is a specific area affected by a shallow slide caused by soil erosion.
• This average slides, measuring 5 meters in length, 6 meters in width, and 2 meters in depth, has occurred in a zone
where the slope below the slide is unstable. This instability is due to factors like steeper angles and less cohesive soil,
which make it more prone to erosion.
5.5: RAINFALL DATA SURVEY
• From 2009 to 2024, there was award trend in peak rainfall, indicating increased intensity of heavy rainfall events. However, a
significant decrease in rainfall was recorded in 2024. Overall, peak rainfall showed high variability from year to year,
reflecting fluctuating weather patterns and potential climate influences. 2020 recorded the highest peak rainfall, while 2024
experienced the lowest peak rainfall.
5.6: CBR value
•A CBR range of 4.236% to 7.180% was observed. This indicates a variation in the soil's strength across the sampled
locations.
•The 87.5th percentile CBR value was determined to be 4.346%. This value represents the point below which 87.5% of
the samples fall, providing a benchmark for the relative strength of the soil.
 CHAPTER 5: CONCLUSION
The project road shows significant potential for development, capable of agriculture
road to make bridge between agricultural product and market. Our comprehensive
surveys, including topographic, cadastral, material availability, geological, and soil
tests, indicate that the land is stable with minimal erosion and weathering of rocks.
Building materials are readily accessible, further facilitating the project's execution.
Moreover, local communities stand to benefit substantially from the road's
development, promising significant economic gains. It is recommended to stabilize
erosion-prone areas, design drainage systems to handle fluctuating rainfall, and use
locally sourced materials to reduce costs and environmental impact. Additionally,
socio-economic data should be utilized to optimize road design and future
transportation planning.
PROJECT TIMELINE
S.N Work Accomplished

1. Collection of Topographic Survey Data 9.Analysis of Survey Data through CIVIL 3D

2. Subgrade soil test 10.Geometrical Design of Road
3. Geological & Road instability Survey 11.Cost Estimation
4. Cadastral Survey 12.Design of Retaining Structure
5. Material Availability Survey
6. Hydrological Data Collection

7. Traffic Volume Analysis

8. Design of Drainage Structure

Reference
•Guragain, B. (2016). Economic condition of Nepal. Devkota
Publications.
•Nepal Road Standard, N. (2070). Nepal Rural Road Standard.
•Nepal Rural Road Standard, N. (2071). Nepal Rural Road
Standard (p. 32).
•International Journal of Research. (2014). Role of road transport in
economic development. Development of roads, 12-14.
•Ministry of Works and Transport. (2053). Design safety side drains.
•Transport Research Laboratory. (1993). Road Note 31.