Nepal Twenty Years Road Plan

Nepal
Twenty Year Road Plan
Ministry of Physical Planning and Work Department of Roads Nepal
Table of Contents
TABLE OF CONTENTS
VOLUME I MAIN REPORT
Page No.
CHAPTER 1
1. 1.1 1.2 1.3 1.4 1.5 1.6 INTRODUCTION Background Objective of the Study Methodology The Report Estimation of Cost Review of the Report 11 11 12 12 13 11 11
CHAPTER 2
2. 2.1 2.2 2.3 2.4 2.4.1 2.4.2 2.4.3 2.4.4 2.4.5 2.4.6 2.4.7 2.4.8 2.4.9 NATIONAL ECONOMY AND ROADS SUB-SECTOR DEVELOPMENT Economic Overview Long Term Development Concept in the Ninth Plan Development Targets in the 10 Five Year Plan Road Network in Nepal The Historical Perspective Previous Strategies for the Extension of the Road Network Extension of Road Network Current Status of National Road Network Distribution of Roads Strategic Road Network National Highways Feeder Roads District Headquarters Without Road Connection
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21 21 23 24 24 24 25 26 27 28 210 210 210 212 212
2.4.10 Target and Progress of Road Construction
CHAPTER 3
3. 3.1 3.2 3.2.1 3.2.2 3.2.3 3.3 MOBILISATION OF FINANCIAL RESOURCES Background The Historical Perspective Expenditure in Previous Plans Budget Allocation Trend in Roads Sub-sector Foreign Assistance in Road Sub-sector Analysis of Development Budget for FY 2057/58 31 31 31 31 32 34 36
Road Year Road Plan
Table of Contents
3.4 3.4.1 3.4.2 3.4.3 3.4.4 3.4.5 3.5 3.6
Future Funding Opportunities Foreign Assistance Road Fund HMG Contribution Private Sector Finance Other Sources of Roads Sub-sector Revenue Projection of Availability of Fund in Roads Sub-sector Fund Requirement
36 36 37 38 38 39 39 310
CHAPTER 4
4. 4.1 4.2 4.2.1 4.2.2 4.2.3 4.2.4 4.2.5 4.3 4.3.1 DEVELOPMENT OF STRATEGIC ROAD NETWORK (SRN) Objectives of the Development of SRN Strategies for the Achievement of the Objectives Strengthening Political and Administrative Linkages Poverty Alleviation Minimise Total Transportation Cost Minimise Adverse Effects on the Environment Development Programmes Strengthening Political and Administrative Linkages 41 41 41 41 42 43 43 44 44 44 44 45 45 46 46 46 46 46 46 47 47 47 48 48 48
Development and Utilisation of Social, Economic and Cultural Potentials 42
4.3.1.1 Connect by Road Unconnected DHs with SRN 4.3.1.2 Provide Road Connection to Unconnected DHs/Growth Centres with the Adjacent Road Network of the Neighbouring Country 4.3.2 Poverty Alleviation 4.3.2.1 Develop SRN in Undeveloped Areas 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 the Maximum Use of Local Labour, Materials and Expertise 4.3.3 Develop and Use Social, Economic and Cultural Potentials 4.3.3.1 Provide Access to the Centres of Pilgrimage and Religion 4.3.3.2 Provide Access to the Areas of Hydropower Potentials 4.3.3.4 Provide Access to the Centres of Tourism and Recreation 4.3.3.5 Provide Access to the Areas of Agricultural Potentials 4.3.3.6 Provide Access to the Areas of Mines and other Resources 4.3.3.7 Attract Private Sector in the Construction and the Maintenance of SRN 4.3.4 Minimise Total Transportation Cost Corresponding Road Standard 4.3.4.1 Project Traffic Volume, Identity Rational Level of Service and
4.3.3.3 Provide Access to the Growth Centres of Trade, Industry and Commerce 46
Road Year Road Plan
Table of Contents
4.3.4.2 Adopt Philosophy of Stage Construction, if otherwise not warranted 4.3.4.3 Adopt Norms, Standards and Design Friendly with the Environment 4.3.4.4 Use Maximum Local Consultants, Contractors, Materials, Labour and Expertise in All stages of Design, Construction and Maintenance of SRN 4.3.4.5 Minimise Traffic Congestion and Delays 4.3.4.5.1 Extension of the Strategic Network 4.3.4.5.2 Improvement of Strategic Road Network 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 4.3.5.3 Assess the Probability and Magnitude of the Adverse Effects and Apply Suitable Mitigation Measures 4.4 4.4.1 4.4.2 4.5 4.5.1 4.5.2 Costing of the Construction of the Proposed Roads under SRN Determination of the Road Lengths Determination of the Costs Prioritisation and Implementation Screening Prioritisation
48 48
48 49 49 410 414 414 414 414 414 414 414 416 416 416 416 417 419 419 420 421 427 427
4.5.2.1 Category I 4.5.2.2 Category II 4.5.2.3 Category III 4.5.2.4 Category IV 4.5.2.5 Model For Prioritisation 4.5.2.6 Implementation Plan 4.5.2.7 Expected Status of Strategic Road Network at the End of 20-Year Plan 4.5.2.8 Non-Strategic Roads
CHAPTER 5
5. 5.1 5.1.1 5.1.2 5.1.3 5.2 5.2.1 TRAFFIC STUDIES Background Economic Development Land Use Plan and Development Traffic Generation Traffic Survey Review of Traffic Data 51 51 51 51 52 52 52 57 57 58
5.2.2
5.2.3 5.3
Selection of Growth Rate

Forecast Road Inventory
Road Year Road Plan
Table of Contents
5.4 5.4.1 5.4.2 5.4.3 5.5 5.6 5.6.1 5.6.2 5.6.3 5.6.4
Road Traffic Accident Economic Losses Traffic Management and Remedial Measures Separate Budget Head Road Capacity Analysis and Improvement Overall Situation Critical Capacity Section Traffic at 2007 Improvement Requirement
59 59 510 511 511 512 513 513 513 513 514 516 518
5.6.4.1 Widening National Highways 5.6.4.2 Widening Feeder Roads 5.6.4.3 Upgrading Feeder Roads
CHAPTER 6
6. 6.1 6.1.1 6.1.2 6.1.3 6.1.4 6.1.5 6.1.6 6.1.7 6.1.8 6.2 6.2.1 6.2.2 BRIDGES Construction of Bridges General Cost of Bridges Under Construction Unit Cost of New Bridges Bridges along Roads Connecting District Headquarters Bridges along Other Planned Strategic Fair-Weather Roads Bridges along the Strategic Roads to be Upgraded Total Construction Cost Planwise Budget Requirement for the Construction of New Bridges Maintenance and Rehabilitation of Bridges General Condition Survey of the Bridges 61 61 61 61 61 62 63 67 68 68 69 69 69 610 610 611 611 611 611 612 612 612 613 613
6.2.2.1 Methodology Proposed by PIP for Maintenance and Rehabilitation 6.2.2.2 Methodology Adopted for This Study for Maintenance and Rehabilitation Works 6.2.4 Maintenance of the Bridges 6.2.4.1 Routine and Recurrent Maintenance 6.2.4.2 Periodic Maintenance 6.2.5 6.2.6 6.2.7 Rehabilitation, Replacement and Major Repair Works Provision for the Emergencies Quantity Estimate
6.2.7.1 Bridges and Their Type 6.2.7.2 Routine and Recurrent Maintenance 6.2.7.3 Periodic Maintenance
Road Year Road Plan
Table of Contents
6.2.7.4 Replacement/Rehabilitation and Major Repair Works 6.2.8 Unit Cost 6.2.8.1 Periodic Maintenance 6.2.8.2 Replacement/Rehabilitation and Major Repair Works 6.2.9 6.3 Cost Estimate Planwise Budget Requirement for Bridge Works 6.2.10 Planwise Budget Requirement for Maintenance and Rehabilitation
613 614 614 614 614 616 616
CHAPTER 7
7. 7.1 7.1.1 7.1.2 7.1.3 7.1.4 7.1.5 7.1.6 7.1.7 ROAD MAINTENANCE AND REHABILITATION/RECONSTRUCTION Road Maintenance Introduction Categories for Maintenance Previous Road Maintenance Practice The Strategy of Maintenance The Nepal Strategic Network (SRN) Unit Costs for Maintenance Routine Maintenance 71 71 71 71 71 72 72 73 74 74 74 74 74 75 75 75 75 76 76 76 76 76 76 77 77 77 77 78 78 78 710
7.1.7.1 Background 7.1.7.2 Routine Maintenance Plan 7.1.8 Recurrent Maintenance 7.1.8.1 Background 7.1.8.2 Recurrent Maintenance Plan 7.1.9 Major Works 7.1.9.1 Background 7.1.9.2 Major Works Plan 7.1.10 Bio-Engineering 7.1.10.1 Background 7.1.10.2 Bio-Engineering Plan 7.1.11 Urban Road Maintenance 7.1.11.1 Background 7.1.11.2 Urban Road Maintenance Plan 7.1.12 Emergency Maintenance 7.1.12.1 Background 7.1.12.2 Emergency Maintenance Plan 7.1.12.3 Equipment for Emergency Maintenance 7.1.13 Periodic Maintenance 7.1.13.1 Background 7.1.13.2 Periodic Maintenance Plan 7.2 Road Rehabilitation Plan
Road Year Road Plan
Table of Contents
7.2.1 7.2.2 7.3
Background Road Rehabilitation Plan Summary of Costs
710 710 710
CHAPTER 8
8. 8.1 8.1.1 8.1.2 ENVIRONMENTAL ASPECTS Environmental Perspective General Road Related Environmental Issue 81 81 81 81 81 82 82 83 84 85 87 88 88 88 88 88 89 89 89 89 810
8.1.2.1 Construction and Operation of Road 8.1.2.2 Vehicular Population 8.1.3 8.1.4 8.1.5 8.1.6 8.1.7 Environmental Policy of the Government Environmental Policy and Action Plan for the Roads Sub-sector Environmental Consideration in National Transport Policy Environmental Aspects as focused in the Priority Investment Plan (PIP) Institutional Arrangements
8.1.7.1 Parliament 8.1.7.2 Parliamentary Committee on Natural Resources and Environment 88 81.7.3 The Cabinet 8.1.7.4 National Planning Commission 8.1.7.5 Environment Protection Council 8.1.7.6 Ministry of Population and Environment 8.1.7.7 Institutional Arrangement for the Roads Sector 8.2 8.2.1 8.2.2 8.2.3 Strategic Environmental Assessment Introduction Requirement of SEA for 20-Year Road Plan Selected Roads and Environment Issues
VOLUME II APPENDICES
Appendix I Appendix II Appendix III Appendix IV Appendix V Appendix VI : Development of Strategic Road Network : Traffic Studies : Bridges : Maintenance and Rehabilitation : Mobilisation of Financial Resources : Terms of Reference
Road Year Road Plan
Table of Contents
Road Year Road Plan
Executive Summary
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%. 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. 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). 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. 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. 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. 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
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Executive Summary
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. 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. 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. 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 Roads (km) Eastern 1516 Central 813 Western 610 Midwestern 805 Far western 296 Total (km) 4040
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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 Road (km) Budget (Mil. Rs.) 10th 988 13560 11th 1133 7735 12th 1040 7860 13th 879 6998 Total 4040 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:
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Executive Summary
Type of Roads Expected Present Status (km) Planned in 20 Years (km) Total (km)
Blacktopped 3257 190 3447
Gravelled 1254 1939 3193
Earthen 655 1911 2566
Total in Km 5166 4040 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 Length of Roads (km) Amount (Mil. Rs.) 10th 105.75 426.32 11th 126 183.60 12th 41.05 56.47 13th 101.27 147.55 Total 374.07 813.94
Summary of Plans for Upgrading of Roads Plan Period Length of Road (km) Total (Mil. Rs.) Blacktop Gravel 10th 149 512 8512.87 11th 41 536 8169.82 12th 518 7997.88 13th 563 8070.42 Total 190 2129 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. 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. 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. 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. 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.
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Executive Summary
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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. In order to cater to the fast growth of traffic near and around the towns and cities separate a master plan study is required. 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. 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. 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. The construction of bridges under construction will be completed within the 10th Plan period and the fund required is 1,142 million rupees. 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. 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. 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. 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. It has been planned to replace all expansion joints and bearings within 20 years. The cost estimated is 1,369 million rupees.
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Executive Summary
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. 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. 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. 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
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S. No 1 2
Particulars Cost of New Bridges Cost of Maintenance and Rehabilitation of Existing Bridges Total
10 Plan 3259 583
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Planwise Cost (Mil. Rs.) 11 Plan 12th Plan 13th Plan 2044 1050 1105 366 379 395
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Total 7458 1723
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. 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. 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. The Maintenance plans (physical targets) have been developed based on: Expected status of Strategic Road Network at the end of 9th Five Year Plan
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Executive Summary
37.
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.
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 Routine Maintenance Recurrent Maintenance Major Works Bio-engineering Urban Road Maintenance Emergency Maintenance Equipment & Spare Parts Purchase Periodic Maintenance Sub-total Road Rehabilitation Total
10th 621.35 769.56 1420.35 79.04 250.00 58.17 600.00 2027.40 5825.87 3109.24 8935.11
11th 766.52 879.20 1677.90 96.74 65.99 600.00 2478.80 6565.15 3109.24 9674.39
12th 914.39 1000.25 1935.45 114.44 73.82 150.00 2916.80 7105.15 3109.24 10214.39
13th 1063.64 1121.99 2193.00 132.14 81.64 150.00 3321.80 8064.21 3109.24 11173.45
Total 3365.20 3789.00 7226.70 422.36 250.00 279.62 1500.00 10744.80 27560.38 12436.96 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. 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.
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Executive Summary
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 X XI XII XIII Total
At 10% p.a. 7387 11897 19160 30858 69303
At 6% p.a. 6334 8476 11343 15179 41332
C. Two assumptions were considered for the projection of the availability of the government budget for the 20 Year Plan period. (i) (ii) The government budget remains in the present scale. 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 X XI XII XIII Total At 2 % growth rate p.a 10758 11878 13114 14479 50229 At no growth 10134 10134 10134 10134 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. 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.
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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.
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Executive Summary
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.
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The estimated fund requirement for the implementation of the plan is given below.
Summary of Expenditure (Financial Plans) (Mil. Rs.) Plan Extension of the Network Improvement of the Network Maintenance and Rehabilitation of Roads New Construction and Maintenance of Bridges Grand Total 10
th th th th
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12
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Total 36153 33644 27560 9181 106618
13560 8959 5826 3842 32207
7735 8373 6565 2410 25103
7860 8074 7105 1429 24488
6998 8238 8064 1500 24820
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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 Availability of Fund Scenario (a) Scenario (b) Expenditure Excess/Deficit (a) Scenario (b) Scenario 24592 25645 32207 -7615 -6562 20354 23775 25103 -4749 -1328 24457 32274 24488 -31 +7786 29658 45337 24820 +4838 +20517 99061 127032 106618 -7557 +20414 10
th th th th
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12
13
Total
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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.
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LIST OF ABBREVIATIONS
AADT AH AWBT BOT BUMP CDR DH DOLIDAR DOR DR EDR EWH
Annual Average Daily Traffic Arniko Highway All Weather Blacktop Build-Operate-Transfer Bridge Upgrading and Maintenance Project Central Development Region District Headquarters Department of Local Infrastructure Development and Agricultural Roads Department of Roads District Roads Eastern Development Region East West Highway Feeder Roads Far-Western Development Region His Majesty's Government of Nepal Mid Hill East West Highway Ministry of Finance Ministry of Physical Planning and Works Maintenance and Rehabilitation Co-ordination Unit Mid-Western Development Region National Highways National Park National Planning Commission National Road Network Nepal Road Statistics Other Roads Priority Investment Plan Road Management and Finance Reform Implementation Committee Right of Way Road Sector Skills Development Unit Strategic Road Network Terms of Reference Urban Roads Western Development Region
FR
FWDR HMG/N MHEWH MOF MOPPW MRCU MWDR NH NP NPC NRN NRS OR PIP RMFRIC ROW RSSDU SRN TOR UR WDR
List of Tables
LIST OF TABLES
S.No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 Table No. 2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 2.10 2.11 2.12 2.13 2.14 3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9 3.10 3.11 3.12 3.13 3.14 4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8 4.9 4.10 4.11 4.12 4.13 4.14 4.15 4.16 4.17 4.18 4.19 4.20 Description Performance of the Nepalese Economy Social Sector Performance Long-term Projection of Major Macroeconomic Indicators Targets and Progress in the 9th Plan Major Macroeconomic Indicators for the 10th Plan Extension of Road Network by Pavement Type and Road Density Extension of National Road Network National Road Network by Pavement Type and Classification for Development Regions
Length of Roads according to the Development Regions and Physiographic Zones
Page No. 21 22 23 24 24 26 27 28 29 210 211 212 213 214 31 32 33 33 34 35 35 36 38 38 39 310 310 310 44 45 45 46 46 46 47 47 47 49 49 410 410 411 411 412 412 412 413 413
Details on National Highways Feeder Roads of Nepal District Headquarters Without Road Connection Target and Progress in 7th , 8th and 9th Plans
Target and Progress of Construction of Roads in First Three Years of the Ninth Plan
Actual Development Spending, from Plan I to Plan VIII Growth of Public Spending Annual Allocation of Development Budget by Activities, 2051-2057 Annual Actual Expenditure, 2052-2057 Budget Allocation for Routine Road Maintenance Budget Allocation with Sources Itemwise Budget Allocation with Sources Development Budget Allocation in FY 2057/58 Estimate of Total Road Fund Revenue Projection of HMG's Component of Roads Development Budget, at 2057 prices Projected Availability of Fund Availability of Fund Summary of Expenditure (Financial Plans) Planwise Summary of Available Fund and Expenditure Roads Planned for Connecting Unconnected DHs Roads to Connect Unconnected DHs with China Border Roads Planned for Poverty Alleviation Access Roads to the Centres of Pilgrimage and Religion Access Roads to the Areas of Hydropower Potentials Access Roads to the Growth Centres of Trade Access Roads to the Centres of Tourism and Recreation Access Road to the Agricultural Potential Area Access Road to Cement Industry Parallel Service Roads Bypass Roads Shortcut Links and Fast Track Roads Ring Roads Financial Plan for the Construction of Traffic Management Facilities Plan for Widening of National Highways Plan for Widening of Feeder Roads to Intermediate Lane (5.5m) Plan for Widening of Feeder Roads to Two-Lane (7.0m) Summary Plan for Widening of Roads Plan for Upgrading Earth to Gravel Road Plan for Upgrading Gravel to Blacktop Road
List of Tables
S.No. 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97
Table No. 4.21 4.22 4.23 4.24 4.25 4.26 4.27 4.28 4.29 4.30 4.31 4.32 4.33 4.34 5.1 5.2 5.3 5.4 5.5 5.6 5.7 5.8 5.9 5.10 5.11 5.12 5.13 5.14 6.1 6.2 6.3 6.4 6.5 6.6 6.7 6.8 6.9 6.10 6.11 7.1 7.2 7.3 7.4 7.5 7.6 7.7 7.8 7.9 7.10
Description Plan for Upgrading District HQs Connecting Roads Summary of Plans for Upgrading Regionwise Costs of the Proposed Roads Roads under Category I Roads under Category II Roads under Category III Roads under Category IV Roads for 10th Five Year Plan Roads for 11th Five Year Plan Roads for 12th Five Year Plan Roads for 13th Five Year Plan Planwise Expenditure for Extension of the SRN (Mil. Rs.) Planwise Expenditure for Development of the SRN (Mil. Rs.) Expected Status of Strategic Road Network at the End of 20 Year Plan Comparison of Traffic Volume Between 1986 and 1993 Traffic Forecast for 1999 and 2010 A.D. Projected Increases of Traffic Volume and Road Link Forecast of Total Traffic Volume for the Whole Project Area of Kanti Rajpath Time Trend Traffic Growth upto 2000 A.D. (056-57 B.S.) (Manual Traffic Count on Annual Basis)
Time Trend Traffic Growth upto 1998 A.D. (B.S. 054/55) (Automatic Logger Count)
Page No. 414 414 415 417 418 419 420 423 424 425 426 426 426 426 52 53 55 55 56 57 58 58 59 512 515 517 519 520 62 64 66 68 69 610 615 615 616 616 617 72 73 73 73 74 75 75 76 76 77
Carriageway Width Terrain Classification Road Traffic Accident Record Design Capacity of Roads Widening National Highways Widening Feeder Roads Upgrading Feeder Roads from Gravel to Blacktop Upgrading Feeder Roads from Earth to Gravel Planwise Cost of Bridges Along Roads Connecting District Headquarters Cost Estimate of Bridges Along Planned Roads in Phase I Cost Estimate of Bridges Along Planned Roads Phase II Construction Cost of Bridges Planwise Budget Requirement for New Bridges Distribution of Bridges According to Urgency Rating Cost Estimation of Periodic Maintenance Cost Estimate of Replacement/Rehabilitation Works Total Estimate for Maintenance/Rehabilitation Works Planwise Budget Requirement for the Maintenance and Rehabilitation Summary of Cost Status of Strategic Road Network at the End of 9th Five Year Plan Unit Cost for Routine Maintenance (Rs./km/year) Unit Cost for Recurrent Maintenance. (Rs./km/year) Unit Cost for Periodic Maintenance. (Rs./km) Routine Maintenance Plan Recurrent Maintenance Plan (5 Year Planwise) Major Works Plan Bio-engineering Plan Urban Road Maintenance Plan Plan for Emergency Maintenance
II
List of Tables
S.No. 98 99 100 101 102 103 104 105 106 107 108 109 110
Table No. 7.11 7.12 7.13 7.14 7.15 7.16 7.17 8.1 8.2 8.3 8.4 8.5 8.6
Description Plan for Purchase of Equipment and Sparing Parts
Periodic Maintenance Plan (5 Year Planwise) Plan for Rehabilitation Summary of Costs of Maintenance and Rehabilitation (Mil. Rs.) Vehicles Registration in Nepal as up End of Asadh 2057 Environmental Policy and Action Plan for the Road Sector Physiographic Divisions Land Systems By Physiogaphic Regions of Nepal National Parks and Wild Life Conservation Areas of Nepal Environmental Requirement
Page No. 78 78 79 79 79 710 710 82 84 85 86 87 811
III
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.
Chapter1 Introduction
CHAPTER 1
1.
1.1
INTRODUCTION
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. 2. 3. Extension/Improvement of Strategic Road Network Maintenance and rehabilitation of strategic roads including bridges 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.
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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.
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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.
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Chapter 2: National Economy and Road Subsector Development
CHAPTER 2
2. 2.1
NATIONAL ECONOMY AND ROADS SUB-SECTOR DEVELOPMENT 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 19861990 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 Annual Growth Rate/Percent Per Annum at Constant Price 1986-90 3.9 4.7 19.8 12.3 -7.7 1991-94 4.7 5.6 21.06 14.3 -7.7 1995-2000 3.9 3.9 22.82 14.3 -8.6
Performance Indicator
Year 1999-2000 In Million US $ 4757 4928 956 701 -256 % GDP 96.5 100.0 19.4 14.3 -5.2
GDP at Factor Cost, 1984/Price GDP at Prod. Price Gross Domestic Investment Gross National Savings Current Account Balance
Note
: Gross domestic investment and savings are computed as % of GDP
Source : Nepal Rastra Bank, Kathmandu

21
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 Year 1992-97 South Asia 1992-97
Item Population : - 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 2.5 10.9 4.4
1281.3 1.5 27.0 3.5
42.0 23.0 44.0
220 114
380 117
36.7 7.6 44.8
1.2 2.8
0.8 3.0
Source : World Development Report -The World Bank 1999
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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 Ninth Plan 6.0 Tenth Plan 7.0 Eleventh Plan 7.5 Twelfth Plan 8.3
S.N. 1.
Plan Period Gross Domestic Product (% p.a) (at factor cost) 1.1 Agriculture sector growth rate (%) 1.2 Non- Agriculture sector growth rate (% p.a)
4.0
5.0
5.0
5.0
7.3
8.2
8.8
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 25.0 17.0 34.0 66.0 27.0 20.0 30.0 70.0 31.0 25.0 25.0 75.0 34.0 30.0
3. 4.
Investment (as percentage of GDP) National Saving (as percentage of GDP) Growth rate per annum (%)
8.8
10.0
12.0
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

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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. 1 Indicator Gross Domestic Product (%, p.a.) 1.1 Agriculture sector growth rate (%) 1.2 Non-agriculture sector growth rate (%) Investment (As percentage of GDP) National Savings (As percentage of GDP) People living below poverty line (%) Target 6.0 4.0 7.3 25.0 17.0 32 Progress 4.4 3.0 5.3 25.8 19.6 38
2 3 4
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--vis 9th Plan achievements are given in Table 2.5.
Table 2.5 : Major Macroeconomic Indicators for the 10th Plan S. No. 1 Indicators Per annum growth rate (at factor cost) 1.1 Agriculture sector growth rate (%) 1.2 Non-Agriculture sector growth rate (%) 2 3 4 National Savings (As percentage of GDP) Investment (As percentage of GDP) People living below poverty line (%) 9th Plan 4.4 3.0 5.3 19.6 25.8 38 10th Plan 6.2 4.1 7.3 22.7 26.8 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.
24
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.
25
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 Length of Roads, km Plan Blacktop 2007 B.S. 2012 B.S. First Second Third Fourth Fifth Sixth Seventh Eighth Ninth (3 years only) 5 137 821 1549 2044 2724 3164 3655 4522 Gravel 83 122 435 667 564 918 2243 3011 3646 Earth 288 365 1474 957 2332 2283 3443 5048 7140 Total 376 624 1193 2049 2730 3173 4940 5925 8851 11714 15308 Road Density (km) Per 10000 Population 0.47 0.74 1.25 1.95 2.37 2.47 3.38 3.63 4.65 5.41 6.68 Per 100 km2 land 0.26 0.44 0.84 1.45 1.88 2.2 3.4 4.08 6.01 7.96 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.
26
Table 2.7 : Extension of National Road Network Strategic Year 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 2048 2049 2050 2051 2052 2053 2054 2055 2056 2057 4977 4740 Roads (km) 3536 3570 3683 3742 3793 3835 3850 3863 3933 3951 3958 4031 4112 4254 4310 4510 1.0 3.2 1.6 1.4 1.1 0.4 0.3 1.8 0.5 0.2 0.2 1.8 2.0 3.5 1.3
(Growth) %
All Roads (km) 5021 5270 5546 5717 5925 6039 6306 6611 6681 6706 8328 8851 9534 9781 10724 11237 11714 13223 13709 13849 15308
Growth (%)
5.0 5.2 3.1 3.6 1.9 4.4 4.8 0.01 0.0 24.2 6.3 7.7 2.6 9.6 4.8 4.2 12.9 3.7 1.0 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.
27
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 Eastern Pavement Type Blacktop Gravel Earth Total Central Blacktop Gravel Earth Total Western Blacktop Gravel Earth Total Mid-Western Blacktop Gravel Earth Total Far-Western Blacktop Gravel Earth Total Nepal Blacktop Gravel Earth Total National Highways 506 117 45 668 658 63 6 727 479 7 0 486 341 52 181 574 340 0 148 488 2324 239 380 2943 Feeder Roads 147 69 90 306 377 137.2 136.3 650.5 241 96 130 467 40.2 118.8 248.5 407.5 0 79 123.8 202.8 805.2 500 728.6 2033.8 District Roads 68 652 1164.8 1884.8 303.8 1057.8 2314.9 3676.5 34 230.5 992.1 1256.6 15 259 660.5 934.5 42.5 145.5 406.8 594.8 463.3 2344.8 5539.1 8347.2 Urban Roads 128 146
Total 849 984
167 1466.8 441 3299.8 592.5 1931.3 315.2 1573.2 182.3 2639.5 1090 179 49 6144 933 382.5
123 1245.1 351 2560.6 19 32 12 63 11 20 8 929.5 562.2 492.3 1984 415.2 461.8 1102 1979 393.5 244.5 686.6 4522 3646 7140 15308
39 1324.6
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
28
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
Road Length (km) Development Region Physiographic Zones BT GR ER
Road Density (km) Length Total per 10000 pop

n
Length per 100 km2 32.2 8.3 0.71 11.6 32.3 10.3 7.6 14.8 16.0 9.2 8.6 15.3 6.3 4.7 12.4 8.9 1.6 6.8 23.3 8.9 1.3 10.4
Terai Hills EDR Mountains Total Terai Hills CDR Mountains Total Terai Hills WDR Mountains Total Terai Hills MDR Mountains Total Terai Hills FWDR Mountains Total Terai Hills Nepal Mountains Total
671 178 0 849 154 1120 658 1932 397 536 0 933 368 47 0 415 208 185 0 393 2302 2066 154 4522
797 183 4 984 95 509 968 1572 290 93 0 383 377 85 0 462 178 67 0 245 2610 937 99 3646
872 528 66 1466 238 1016 1386 2640 156 1089 0 1245 374 728 0 1102 215 348 124 687 3003 3709 428 7140
2340 889 70 3299 487 2645 3012 6144 843 1718 0 2561 1119 860 0 1979 601 600 124 1325 7915 6712 681 15308
6.89 5.06 1.64 5.91 7.75 7.66 8.4 7.76 4.78 5.82 5.4 9.03 5.72 6.47 6.37 7.4 3.07 6.14 7.05 6.41 3.9 6.68
Source: Nepal Road Statistics, Final Report, June 2000, NEPECON
29
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. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Ref.No. H01 H02 H03 H04 H05 H06 H07 H08 H09 H10 H11 H12 H13 H14 H15 Name Mahendra RM Tribhuvan RP Arniko RM Prithivi RM Narayanghat-Mugling Road BP Rajmarg Mechi RM Koshi RM Sagarmatha RM Siddartha RM Rapti RM Ratna RM Karnali RM Mahakali RM Seti RM Origin Kakarbhitta Tribhuvan Statue Maitighar Naubise Narayanghat Bitthmod Kechna Rani Kadmaha Chowk Belhiya Ameliya Jamuniya Birendranagar Mohana Bridge Sayaule Bazar Destination Gadda Chauki Birgunj Kodari Pokhara Mugling Dhulikhel Taplejung Hile Gaighat Pokhara Musikot Bangesimal Jumla Darchula Silgadhi Length (km) 1,024 159 113 173 36 205* 267 111 28 183 196* 113* 210* 320* 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.
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Table 2.11: Feeder Roads of Nepal

S. No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 Ref.No. Name (With Origin and Destination) F01 Birtamod-Chandragadhi F02 Damak-Gauriganj F03 Bhardaha-Rajbiraj F04 Rupani-Malhaniya F05 Chaurahawa-Mardar F06 Nawalpur-Malongwa F07 Chandranigahapur-Gaur F08 Birdaghat-Harpur F09 Sunwal-Parasi F10 Jitpur-Khunuwa F11 Gorusinge-Sandhikharka F12 Chanua-Krishnanagar F13 Bhalubang-Rolpa via Chakchake F14 Chakchake-Pyuthan F15 Lamahi-Tulsipur via Ghorahi F16 Bhurigaun-Gulariya F17 Junga-Rajapur F18 Birgunj-Kalaiya F19 Bhainse-Bhimphedi F20 Palung-Kulekhani F21 Tripureshwor-Dhunche F22 Balkhu-Dakchhinkali F23 Satdobato-Tikabhairab F24 Satdobato-Fulchowki via Godavari F25 Maharajgunj-Budhanilkantha F26 Chabahil-Sankhu F27 Jorpati-Sundarijal F28 Bhaktapur-Nagarkot F29 Banepa-Khopasi F30 Panchkhal-Helambu F31 Dolalghat-Chautara F32 Lamosangu-Ramechhap F33 Tamakoshi-Jiri F34 Malekhu-Dhading F35 Ambukhaireni-Gorkha F36 Dumbre-Besishar F37 Bharatpur-Bypass F38 Fikkal-Pashupatinagar F39 Biratnagar-Rangeli F40 Hile-Terathum F41 Pokhara-Sarangkot F42 Pokhara-Beni via Baglung F43 Burtung-Tamghas F44 Bhairahawa-Padaria F45 Lumbini-Taulihawa F46 Nepalgunj-Gulariya F47 Chinchu-Jajarkot F48 Surkhet-Dailekh F49 Khodpe-Chainpur F50 Santbanj-Jhulaghat F51 Silgadhi-Sanfebagar Development Region Eastern Eastern Eastern Eastern Eastern Central Central Central Western Western Western Western Mid-Western Mid-Western Mid-Western Mid-Western Mid-Western Central Central Central Central Central Central Central Central Central Central Central Central Central Central Central Central Central Central Western Central Eastern Eastern Eastern Western Western Western Western Western Mid-Western Mid-Western Mid-Western Far-Western Far-Western Far-Western Total (km) 13 22 18 23 27 27 44 23 9 33 69 20 108 23 47 32 28 12 12 21 117 16 12 22 5 13 7 23 10 31 25 130 38 20 25 43 5 11 24 48 5 90 80 23 25 35 107 64 110 42 67
Source: Nepal Road Statistics, Final Report, June 2000, NEPECON.
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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

Development S. N. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 District Sankhuwasabha Bhojpur Khotang Solukhumbu Manang Mustang Rukum Dolpa Humla Mugu Jumla Kalikot Jajarkot Bajhang Bajura Achham Darchula Zone Region Koshi Koshi Sagarmatha Sagarmatha Gandaki Dhaulagiri Rapti Karnali Karnali Karnali Karnali Karnali Bheri Seti Seti Seti Seti Eastern Eastern Eastern Eastern Western Western Mid Western Mid Western Mid Western Mid Western Mid Western Mid Western Mid Western Far Western Far Western Far Western Far Western Khandbari Bhojpur Diktel Salleri Chame Jomsom Musikot Dunai Simikot Gamgadhi Jumla Manma Jajarkot Chainpur Martadi Mangelsen Darchula District HQs
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.
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Table 2.13 : Target and Progress in 7th, 8th and 9th Plans Target (km) The Seventh Plan Blacktop Gravel Earthen Total The Eighth Plan* Blacktop Gravel Earthen Total The Ninth Plan** Blacktop Gravel Earth Total 740 1225 952 2917 465 1065 1067 2596 62 87 112 89 187 379 1212 1778 491 768 1604 2863 263 203 132 161 432 734 815 1981 207 659 303 1169 48 90 37 59 Progress (km) Percent
* 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.
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Table 2.14: Target and Progress of Construction of Roads in First Three Years of the Ninth Plan
Progress (km) Road Category Target of the Ninth Plan (km) 2054/55 2055/56 2056/57 Total in the First Three Years Blacktop Gravel Earth Total 740 1225 952 2917 131 182 208 521 69 221 197 487 80 235 235 550 279 639 640 1558 465 1065 1067 2596 62 87 112 89 Progress in the Ninth Progress in Percentage
Plan* (km)
*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
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Chapter 3 : Mobilisation of Financial Resources
CHAPTER 3
3. 3.1
MOBILISATION OF FINANCIAL RESOURCES 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) Total Spending Spending Spending Roads Share of Share of Share of Public in in Roads in Bridges Sub(2) in (1) (5) in (1) (5) in (2) Spending Transport Sector (%) (%) (%) Total (1) (2) (3) (4) (5) (6) (7) (8) 330 87.2 n.a. n.a. 54 26.4 16.4 61.9 670 86.2 n.a. n.a. 63.4 12.9 9.5 73.5 1740 631.2 n.a. n.a. 557.3 36.3 32.0 88.3 2570 1370.5 n.a. n.a. 1061.1 53.3 41.3 77.4 8828.4 2368.4 1844.2 121.9 1966.1 26.8 22.2 83.0 22092.5 3817.3 2774.7 250 3024.7 17.3 13.7 79.2 48345.5 6365.0 4799.3 300.8 5100.1 13.2 10.5 80.1 111919.8 20491.5 15379.7 1693.8 17073.5 18.31 15.26 83.32 196496.2 35217.3 24797.9 2366.5 28900.2 17.9 14.7 82.0
5 year Plan Plan I Plan II Plan III Plan IV Plan V Plan VI Plan VII Plan VIII Grand Total
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
31
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 in Spending Spending in Spending in Spending Transport in Roads Bridges Roads Subsector 103.0 -1.1 n.a. n.a 17.4 159.7 632.3 n.a. n.a 779.0 47.7 117.1 n.a. n.a 90.4 243.5 72.8 n.a. n.a 85.3 150.2 61.2 50.5 105.1 53.8 118.8 66.7 72.9 20.3 68.6 131.5 221.9 220.4 463.1 234.7 136.4 167.3 114.6 196.2 189.9
Plan II Plan III Plan IV Plan V Plan VI Plan VII Plan VIII Average
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
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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 Highways Feeder Roads Tourism Roads Urban Roads 2051/52 268.600 669.000 0 80.000 2052/53 270.500 654.200 0 71.000 2053/54 324.305 604.185 0 90.000 2054/55 340.000 770.245 8.000 72.000 2055/56 390.263 2056/57 595.482 2057/58 985.570
842.500 1009.869 1352.720 8.000 60.000 14.000 80.000 31.000 71.500
Maintenance and 1685.500 2305.008 2814.741 2833.963 3328.250 2657.051 1847.520 Reconstruction Bridges Miscellaneous Total 313.300 48.700 409.900 286.845 442.745 289.625 505.000 119.115 428.513 79.000 317.890 97.320 697.400 157.075
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 Highways Feeder Roads Tourism Roads Urban Roads Maintenance and Reconstruction Bridges Miscellaneous Total 293.373 45.059 226.712 144.304 317.890 97.320 322.533 66.860 608.726 85.255 697.400 157.075 5142.785 2052/53 2053/54 2054/55 820.690 638.031 5.496 75.290 2055/56 413.552 612.311 11.727 59.997 2056/57 457.033 802.701 12.670 64.000 2057/58+ 985.570 1352.720 31.000 71.500 1847.520
206.993 1162.473 594.082 0 60.253 412.634 0 70.693
1897.661 2962.557 3035.991 3184.708 2289.246
3097.421 4979.373 4990.708 4671.688 4319.631
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.
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Table 3.5: Budget Allocation for Routine Road Maintenance (Mil. Rs.) Fiscal Year Regular 2051/52 40 2052/53 38.6 2053/54 40 2054/55 40 2055/56 40 2056/57 30 2057/58 30 2058/59 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 Nepals 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.
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Table 3.6 : Budget Allocation with Sources

(Mil. Rs.)
Item Road Development Regular Budget Total Road Budget HMGContribution Donor's Contribution [%] Total National Budget % Allocation on Road 2048/49 2400 161 2561 1246 1315 [ 51.35 ] 264118 [ 9.69 ] 049/50 2800 118 2927 1126 1793 [ 61.26 ] 30898 [ 9.47 ] 2050/51 2634 118 2751 947 1816 [ 66.01 ] 33597 [ 8.19 ] 2051/52 3115 148 3264 1012 2156 [ 66.01 ] 39060 [ 8.36 ] 2052/53 3887 174 4061 1725 2321 [ 57.15 ] 46542 [ 8.73 ] 2053/54 4667 172 4839 1706 3132 [ 64.73 ] 50724 [ 9.94 ] 2054/55 4662 178 4840 1713 3127 [ 64.60 ] 57707 [ 8.39 ] 2055/56 5145 184 5328 1733 3595 [ 67.47 ] 69693 [ 7.65 ]
Source : Department of Roads, Ministry of Finance and Priority Investment Plan Table 3.7: Itemwise Budget Allocation with Sources Year 2054-2055 Item A. Regular Expenditure - MOWT - DOR - Routine Maintenance - Dept. of Transport Management B. Development Expenditure : - New Construction % - Reconstruction and Maintenance % - Bridges % - Miscellaneous % Grand Total Year 2055-2056 Item A. Regular Expenditure - MOWT - DOR - Routine Maintenance - Dept. of Transport Management B. Development Expenditure : - New Construction % - Reconstruction and Maintenance % - Bridges % - Miscellaneous % Grand Total (Mil.Rs.) Foreign Loan 2013 284 [ 23.84 ] 1597 [ 56.35 ] 55 [ 10.89 ] 78 [ 58.22 ] 2013 Foreign Loan 2370 530 [ 40.71 ] 1826 [ 54.86 ] 5 [ 1.17 ] 10 [ 11.49 ] 2370
Total 178 5 156 40 16 4662 1190 [ 25.53 ] 2834 [ 60.78 ] 505 [ 10.83 ] 133 [ 2.86 ] 4840 Total 184 5 161 40 17 5145 1301 [ 25.28 ] 3328 [ 64.69 ] 429 [ 8.33 ] 87 [ 1.69 ] 5328
HMG 178 5 156 40 16 1536 625 [ 52.55 ] 728 [ 25.69 ] 129 [ 25.52 ] 53 [ 30.90 ] 1713 HMG 184 5 161 40 17 1550 505 [ 38.84 ] 833 [ 25.01 ] 156 [ 36.40 ] 56 [ 64.37 ] 1733
Foreign Grant 1114 281 [ 23.61 ] 509 [ 17.96 ] 321 [ 63.39 ] 3 [ 1.88 ] 1114 Foreign Grant 1225 266 [ 20.45 ] 670 [ 20.13 ] 268 [ 62.43 ] 21 [ 24.14 ] 1225
Note : Number in parentheses denotes % of the total Source:DOR, Ministry of Finance,Foreign Aid Division and Economic Survey Report-2056.
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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 HMG Rs. % 848.890 17 (Mil Rs.) Foreign Rs. Total Grant % Loan % Total % Rs. % 998.500 19 593.400 12 1591.900 31 2440.790 47
Activities
New Construction and Upgrading a) National 293.270 Highways b) Feeder 527.620 Roads c) Tourism 6.500 Roads d) Urban Roads 21.500 Reconstruction 659.820 & Maintenance Bridges 386.700 Miscellaneous 91.675 Total 1987.085
436.500
255.800
5 6 0
692.300 13 985.570 825.100 16 1352.720 24.500 0 31.000
19 26 1 1 36
10 504.500 10 320.600 0 7.500 0 17.000
0 50.000 1 0 0 50.000 1 71.500 13 544.900 11 642.800 12 1187.700 23 1847.520
8 136.600 3 174.100 3 310.700 6 697.400 14 2 37.400 1 28.000 1 65.400 1 157.075 3 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,
36
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 Diesel levy at Rs. 1.5 per litre Road toll Vehicle license fee Counterpart funding by districts and municipalities Total Rs. 118 million Rs. 1,000 million Rs. 120 million Rs. 500 million Rs. 192 million Rs. 70 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.
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Table 3.9: Estimate of Total Road Fund Revenue (Mil. Rs.) at 2057 Prices Plan X XI XII XIII Total At 10% Growth Rate p.a. 7387 11897 19160 30858 69303 At 6% Growth Rate p.a. 6334 8476 11343 15179 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) (ii) HMG's budget remains in the same scale as it is at present. 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 X XI XII XIII Total
at 2 % growth rate p.a 10758 11878 13114 14479 50229
at no growth/stage 10134 10134 10134 10134 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.
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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 HMG Budget Road Fund Donors' Contribution Total 10 10758 6334 7500 24592 11 11878 8476 20354 12 13114 11343 24457 13 14479 15179 29658 Total 50229 41332 7500 99061
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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 HMG Budget Road Fund Donors' Contribution Total 10 10758 7387 7500 25645 11 11878 11897 23775 12 13114 19160 32274 13 14479 30858 45337 Total 50229 69303 7500 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 Extension of the Network Improvement of the Network Maintenance and Rehabilitation of Roads New Construction and Maintenance of Bridges Grand Total 32207 25103 24488 24820 106618 3842 2410 1429 1500 9181 5826 6565 7105 8064 27560 8959 8373 8074 8238 33644 10
th
11
th
12
th
13
th
Total 36153
13560
7735
7860
6998
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 Availability of Fund Scenario (a) Scenario (b) Expenditure Excess/Deficit (a) Scenario (b) Scenario 10th 24592 25645 32207 -7615 -6562 11th 20354 23775 25103 -4749 -1328 12th 24457 32274 24488 -31 +7786 13th 29658 45337 24820 +4838 +20517 Total 99061 127032 106618 -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.
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3 11
3 12
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.
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Chapter 4 : Development of Strategic Road Network (SRN)
CHAPTER 4
4. 4.1
DEVELOPMENT OF STRATEGIC ROAD NETWORK (SRN) 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.
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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
4.3.1.1
Strengthening Political and Administrative Linkages

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. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
Name of the Roads/Sections Piluwa Khola- Khandwari Gaighat Diktel Lguwaghat Bhojpur Okhaldhunga Salleri Khudi Chame Beni Jomsom Jajarkot Dunai Tila Jumla Tila Manma Jumla Gamgarhi Gamgarhi Simikot Babla Martadi Chamelia Darchula Chhinchu Jajarkot Salyan Musikot Sanfe Mangalsen Khodpe Bajhang Total
Category FR FR FR FR FR FR FR FR FR FR FR FR FR FR FR FR FR
Length (km) 38 100 54 43 65 80 144 72 20 50 110 28 17 18 18 13 21 891 km
District Headquarters Khandwari Diktel Bhojpur Salleri Chame Jomsom Dunai Jumla Manma Gamgarhi Simikot Martadi Darchula Jajarkot Musikot Mangalsen Chainpur
Districts Sakhuwasabha Solukhumbu Bhojpur Solu Manang Mustang Kalikot Jumla Kalikot Mugu Humla Bajura Darchula Jajarkot Rukum Achham Bajhang
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 1 2 3 4 5 6 Names of the Roads/Sections Taplejung Olangchungola China Border Khandwari Kimathanka China Border Dolkha Singti Lamabagar China Border Syaprubesi Rasuwagarhi China Border Jomsom China Border Simikot China Border Total Category FR FR FR FR FR FR Length (km) 192 290 88 22 115 88 795 km Remarks
4.3.2
4.3.2.1
Poverty Alleviation
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. 1 2 3 4 5 6 7 8 9 10 11 12 13 Name of the Roads/Sections Phidim Terhathum Bhojpur Diktel Diktel Halesi Halesi Hilepani Tokselghat Tokselghat Khurkot Baglung Bametaksar Bametaksar Burtibang Burtibang Talkot Lukumgaun Lukumgaun Jajarkot Kuralu(Chhinchu Jajarkot Road) Badabhairab Tult Chalsa Banatoli Kalika Dodhara-Chandani Hulaki Road (E-42, C-115, W-18, MW-28, FW 31) Category NH NH NH NH NH NH NH NH NH NH NH FR Lengths (km) 76 83 64 45 77 75 34 53 127 26 74 20 Remarks Parts of MidHill East-West Highway (MHEWH)
FR
234
Administrative Link 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 4.3.2.3 4.3.2.4 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
4.3.3
4.3.3.1
Develop and Utilise Social, Economic and Cultural Potentials

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. 1 2 3 4 5 6 Length (km) 5 80 26 12 7 45 175 km
Name of the Roads/Sections Ramdhuni Chatara Dharan Greater Janakpur Area Circumambulatory Road Jomsom Muktinath Lumbini Circumambulatory Road Bhingri Swargadwari Dang Swargadwari Total
Category FR FR FR FR FR FR
Remarks These roads are important from tourist point of view also
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. 1 2 3 Length (km) 115 48 62 225 km
Name of the Roads/ Sections Nunthala Lamidanda Namche Bazar Manma Gadwali Patan Pancheswor Total
Category FR FR FR
Remarks These roads are important from tourist point of view as well.
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.
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Table 4.6 : Access Roads to the Growth Centres of Trade
S No. 1 2 3 4
Name of the Roads/ Sections Gopetar - Chyangthapu Khurkot Manthali Khurkot Nepalthok Sindhuli Khurkot Total
Category FR FR NH NH
Length (km) 37 11 32 39 119 km
Remarks Trade + Tourism Trade Part of Jaleswor- Bardibas Dhulikhel Road.
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. 1 2 3 4 5 6 7 8 9 10
Name of the Roads/Sections Fikkal Shree Antu Shree Antu Baudh Dham Ilam Maipokhari Sandakpur Kichak Badh-Mechi Rajmarg Mulpani Changu Narayan- Nagarkot Burtibang Dhorpatan Syangja Panchmul Juphal Jajarkot Dunai Road Talarauna Khola (Achham) Khaptad Bhatgaun Kotbhairab Khaptad National Park. Total
Category FR FR FR FR FR FR FR FR FR FR
Length (km) 16 22 72 3 15 40 33 4 20 10 235 km
Remarks Tourism Tourism Tourism Tourism Tourism Tourism Tourism Tourism Tourism Tourism
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. 1
Name of the Road Kusma Falebansh
Category FR
Length (km) 20
Remarks 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 1
Name of the Road Jitpur Sitapur
Category FR
Length (km) 39
Remarks Cement Factory
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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.
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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. 1
Names of the Roads/Sections Ringroad Service Kathmandu Track in
Category UR
Length (km) 50
Remarks Traffic management
b. Provision of Bypass Roads The planned bypass roads are provided in Table 4.11.
Table 4.11: Bypass Roads S. No. 1 2 3 4 5 6 7 8 9
Names of the Roads/ Sections Biratnagar Bypass Road Katari Murkucha Chatara Dharan Road Linking Multimodel Project at Birgunj Pathalaiya Hetauda Bypass Narayanghat Mugling Bypass Mugling Naubise Bypass Kathmandu Naubise Bypass Road Surya Binayak Bypass Road* Hetauda Bypass Road Total
Category NH NH NH NH NH NH NH NH NH
Length (km) 18 115 22 29 36 83 26 10 15 235 km
Remarks Traffic Congestion Traffic Congestion Traffic Congestion Traffic Congestion Traffic Congestion Traffic Congestion Traffic Congestion Traffic Congestion Traffic congestion
*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).
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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. 1 2 3 4 5 6 Length (km) 45 33 9 66 95 24 272 km
Name of the Roads/Sections Damak Chisapani Sankhu Fatkeshwor Bahunepati Thimi Mulpani Kathmandu Hetauda Tunnelway Bagmati Corridor Road (Kathmandu MRM) Kanti Rajpath Total
Category FR FR FR FR
Remarks Shortcut KathmanduMelamchi Shortcut BhaktapurMelamchi Shortcut Shortcut + Fast Track Shortcut +Fast Track Shortcut
d. Provision of Ring Roads The list of Ring roads are shown in Table 4.13.
Table 4.13 : Ring Roads Length (km) 41 66 13 120 km See note
S.N. 1 2 3
Names of the Roads/Sections Biratnagar Ring Road Kathmandu Outer Ring Road Gaur Ring Road Total
Category UR UR UR
Remarks
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.
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Table 4.14 : Financial Plan for the Construction of Traffic Management Facilities Plan Period Amount (Mil. Rs.) 10th 20 11th 20 12th 20 13th 20 Total 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 Road length (km) Amount (Mil. Rs.) 2059/60 2060/61 4.5 129.78 2061/62 5.25 151.42 2062/63 2063/64 Total 9.75 281.20
(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) 10th 84
122.40
Plan Period Length of Roads (km)

Amount (Mil. Rs.)
11th 126
183.60
12th 30.05
44.44
13th 101.27
147.55
Total 341.77
497.99
Table 4.17 : Plan for Widening of Feeder Roads to Two-Lane (7.0 m)
Plan Period Length of Roads (km) Amount (Mil.Rs.)
10th 12 22.72
11th -
12th 11 12.03
13th -
Total 23 34.75
Table 4.18 : Summary Plan for Widening of Roads
Plan Period Length of Roads (km) Amount (Mil.Rs.)
10th 105.75 426.32
11th 126 183.60
12th 41.05 56.47
13th 101.27 147.55
Total 374.07 813.94
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 Length of Road (km) Amount (Mil. Rs.) 10th 12 19.13 11th 36 55.70 12th 18 27.88 13th 63 100.42 Total 129 203.13
Table 4.20 : Plan for Upgrading Gravel to Blacktop Road Plan Period Length of Road (km) Amount (Mil . Rs.) 10th 149 523.74 11th 41 144.12 12th 13th Total 190 667.86
(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 Plan Period Length of Road (km) Total (Mil. Rs.) 10th 500 7970 11th 500 7970 12th 500 7970 13th 500 7970 Total 2000 3188.0
The summary of plans of upgrading is presented in Table 4.22.

Table 4.22 : Summary of Plans for Upgrading 10th 11th 12th 13th
Plan Period
Total
Length of Road (km) Total (Mil. Rs.)
Blacktop Gravel
149 512 8512.87
41 536 8169.82
518 7997.88
563 8070.42
190 2129 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
4.4.1
Costing of the Construction of the Proposed Roads under SRN

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
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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. 2. 3. Road construction in Terai Road construction in Hills Bypass road/ring road construction in the plain area Rs 3.539 million / km Rs 5.380 million / km 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 Eastern region Central region Western region Mid- Western region Far- Western region Grand Total
Length (km) 1544 813 610 785 288 4040
Cost (Mil. Rs.) 8713 18122 3690 4172 1456 36153
Remarks
Figures are rounded
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4.5
4.5.1
Prioritisation and Implementation

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 cooperation 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.
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Table 4.24 : Roads under Category - I
S.N.
Name of the Roads/Sections Name of the Roads under Category I
Length (km)
Amount (Mil. Rs.)
1 2 3 4 5 6 7 8 9
Piluwa khola -Khandbari (Basantapur-Khandbari) Gaighat-Diktel Leguwaghat- Bhojpur (Hile-Bhojpur) Okhaldhunga-Salleri Khurkot - Nepalthok (Jaleswore-Bardibas-Dhulikhel) Sindhuli Khurkot (Jaleswore-Bardibas-Dhulikhel) Syaprubesi-Rasuwagadhi-China border Khudi-Chame (Besisahar-Chame) Beni-Jomsom
38 100 54 43 32 39 22 65 80 144 72 20 50 110 28 17 18 18 13 21 Total 984
204.440 538.000 290.520 231.340 1,107.520 1,349.790 118.360 349.700 430.400 774.720 387.360 107.600 269.000 591.800 150.640 91.460 96.840 96.840 69.940 112.980 7369.00
10 Jajarkot (Mudra) - Dunai 11 Tila - Jumla (Surkhet Jumla) 12 Tila Manma 13 Jumla - Gamgadhi 14 Gamgadhi - Simikot 15 Babala - Martadi (Sanfebagar-Martadi) 16 Chameliya - Darchula (Baitadi-Darchula) 17 Chhinchu Jajarkot 18 Salyan Musikot 19 Sanfebagar - Mangalsen 20 Khodpe Bajhang
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.
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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.
1 2 3 4 5 6 7 8 9 10 11 12 13
Name of the Roads/Sections

Biratnagar Ringroad Biratnagar Bypass Road linking Multi Model Project at Birgunj Kathmandu-Naubise Bypass Naubise-Mugling Bypass Mugling-Narayanghat Bypass Hetauda-Pathalaiya Bypass Kathmandu Outer Ringroad Kathmandu Ringroad track** Hetauda Bypass Gaur Ringroad Kathmandu-Hetauda Tunnelway Bagmati Corridor Road
Length (km)
41 18 22 26 83 36 29 66 50 15 13 66 95
Cost (Mil. Rs.)

707.619 310.662 379.698 3,750.00 4150.00 1800.00 1015.00 6,279.504 269.00 258.885 46.007 12,525.00 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. 1 2 3 4 5 6 7 8 Length Rate Amount (Mil. Rs.) 86.080 118.360 387.360 199.060 10.617 406.985 26.900 283.120
Name of the Roads/Sections Phikkal-Shree Antu Shree Antu - Baudh Dham Ilam-Maipokhari-Sandakpur Gopetar - Chyangthapu Kichak Badha - Mechi Rajmarga Nunthala-Lamidanda-Namche Bazar Ramdhuni-Chatara-Dharan Greater Janakpur Area Circumambulatory Road
(km) (Mil. Rs./km) 16 22 72 37 3 115 5 80 5.380 5.380 5.380 5.380 3.539 3.539 5.380 3.539
9 10 11 12 13 14 15 16 17
Mulpani-Changunarayan-Nagarkot Jomsom - Muktinath Burtibang - Dhorpatan Syangja - Panchamul Lumbini Circumambulatory road Juphal - upto Jajarkot Dunai road Bhingri - Swargadwari Dang - Swargadwari Talrauna Khola (Achham) - Khaptad National Park
15 26 40 33 12 4 7 45 20
5.380 5.380 5.380 5.380 3.539 5.380 5.380 5.380 5.380 139.880 215.200 177.540 42.468 21.520 37.660 242.100 107.600
18
Bhatgaun - Kotbhairab - Khaptad National Park. Total
10
5.380
53.800
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. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 Name of the Roads/Sections Damak-Chisapani Taplejung-Olangchunggola-China border Phidim -Terhathum Khandbari - Kimathanka - China border Katari-Gaighat- Murkucha-Chatara-Dharan Bhojpur - Diktel Diktel-Haleshi Haleshi - Hilepani -Toxelghat Hulaki road in eastern Dev. Region Dolkha -Singti -Lamabagar - China border Khurkot - Manthali Tokselghat - Khurkot Sankhu - Fatkeshwor- Bahunepati Thimi - Mulpani Kanti Rajpath (Hetauda-Chaughada-Thingan-Bhatte danda-Tikabhairab) Hulaki road in Central Dev. Region Jomsom-China border Kushma-Phalebansh Baglung-Bametaksar Bametaksar-Burtibang Burtibang - Talkot - Lukumgaun Jitpur-Sitapur Hulaki road in Western Dev. Region Lukumgaun - Jajarkot Kuralu(Chhinchu - Jajarkot road) - Badabhairab Manma - Gadhwali Simikot - China border Hulaki road in Mid Western Dev. Region Tult - Chalsa - Banatoli - Kalika Patan - Pancheshwar Dodhdra - Chandani Hulaki road in Far Western Dev. Region Total Length Cost (Mil. Rs.) (km) 45 242.100 192 76 290 115 83 64 45 42 88 11 77 33 9 24 115 115 20 75 34 53 39 18 127 26 48 88 28 74 62 20 31 2,167 1,032.960 408.880 1,560.200 618.700 446.540 344.320 242.100 148.638 473.440 59.180 414.260 177.540 48.420 129.120 406.985 618.700 107.600 403.500 182.920 285.140 673.101 63.702 683.260 139.880 258.240 473.440 99.092 398.120 333.560 70.780 109.709 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:
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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 From 501 MW to 1000 MW More than 1000 MW 10 points 15 points 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:
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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 cooperation 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 cooperation 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. PatanPancheshwor 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) b) c) d) e) Labour intensive works related specifications and amendment of rules and procedures, Stage construction of roads with / without modification in the present policy, Norms and standards, friendly with the environment in our context, Codes of Practices and Standard Specifications relevant to our conditions, 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.
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Table 4.28 : Roads for 10th Five Year Plan

Length (km) 38 60 54 43 32 39 22 45 80 40 72 20 30 28 17 18 18 13 21 690.00 Rate (Mil. Rs./ km) 5.38 5.38 5.38 5.38 34.61 34.61 5.38 5.38 5.38 5.38 5.38 5.38 5.38 5.38 5.38 5.38 5.38 5.38 5.38 Amount (Mil. Rs.) 204.44 322.80 290.52 231.34 1,107.52 1,349.79 118.36 242.10 430.40 215.20 387.36 107.60 161.40 150.64 91.46 96.84 96.84 69.94 112.98 5788.00
S.N.
Name of the Roads/Sections Name of the Roads under Category I
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
Piluwa khola -Khandbari Gaighat-Diktel Leguwaghat- Bhojpur Okhaldhunga-Salleri Khurkot - Nepalthok Sindhuli - Khurkot Syaprubesi-Rasuwagadhi-China border Khudi-Chame (Besisahar-Chame) Beni-Jomsom Jajarkot (Mudra) - Dunai Tila - Jumla (Surkhet Jumla road) Tila - Manma Jumla - Gamgadhi Babala - Martadi Chameliya - Darchula (Baitadi-Darchula road) Chhinchu - Jajarkot Salyan - Musikot Sanfebagar - Mangalsen Khodpe - Bajhang Total Name of the Roads under Category II
1 2 3 4 5 6 4 5
Biratnagar Bypass Road linking Multi Model project at Birgunj Kathmandu-Naubise-bypass Naubise-Mugling Bypass Mugling-Narayanghat Bypass Hetauda Bypass Kathmandu Ringroad track Kathmandu-Bagmati Corridor Road Total* Name of the Roads under Category III
18 22 26 83 36 15 50 95 185.00
17.259 17.259 50.00 50.00 17.25 5.38 65.79
310.662 379.698 3,750.00 4150.00 1800.00 200.00 269.00 6250.00 7209.00
1 2 3 4 5 6 7
Phikkal-Shree Antu Ilam-Maipokhari-Sandakpur Kichak Badha - Mechi Rajmarga Mulpani-Changunarayan-Nagarkot Burtibang - Dhorpatan Lumbini circumambulatory road Bhingri - Swargadwari Total Name of the Roads under Category IV Hulaki road in Far Western Dev. Region Total Grand Total (Category I, II, III & IV)
16 30 3 15 20 12 7 103.00 10 10.00 988.00
5.38 5.38 3.539 5.38 5.38 3.539 5.38
86.08 161.40 10.617 80.70 107.60 42.468 37.66 526.52 35.39 35.39 13,560.00
3.539
* 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.
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S.N. Name of the Roads/Sections Name of the Roads under Category I 1 2 3 4 5 Jajarkot (Mudra) - Dunai Jumla -Gamgadhi Gamgadhi - Simikot Khudi - Chame Gaighat - Diktel Total Name of the Roads under Category II 1 2 3 4 Biratnagar Ringroad Kathmandu Outer Ringroad Gaur Ringroad Hetauda-Pathalaiya Bypass* Total* Name of the Roads under Category III 1 2 3 4 5 6 7 8 9 Shreeantu - Baudh Dham Ilam-Maipokhari-Sandakpur Gopetar - Chyangthapu Ramdhuni-Upto Chatara Dharan Road Greater Janakpur Area circumambulatory Road Jomsom - Muktinath Burtibang - Dhorpatan Juphal - upto Jajarkot Dunai road Talrauna Khola (Achham) - Khaptad N.P. Total Name of the Roads under Category IV 1 2 3 4 5 6 7 Taplejung-Olangchunggola-China border Khandbari - Kimathanka - China border Hulaki road in Eastern Dev. Region Dolkha -Singti -Lamabagar - China border Khurkot - Manthali Thimi - Mulpani Kanti Rajpath Hetauda-Chaughada Thingan-Bhattedanda-Tikabhairab) 8 9 Hulaki road in Central Dev. Region Baglung-Bametaksar 8 30 75 8 62 20 Total Grand Total (Category I, II, III & IV) 553.00 1133.00 5.38 3.539 5.38 3.539 5.38 3.539 43.04 106.17 403.50 28.312 333.56 70.78 2,791.04 7735.00 100 100 42 88 11 9 5.38 5.38 3.539 5.38 5.38 5.38 538.00 538.00 148.638 473.44 59.18 48.42 22 42 37 5 40 26 20 4 20 216.00 5.38 5.38 5.38 5.38 3.539 5.38 5.38 5.38 5.38 118.36 225.96 199.06 26.90 141.56 139.88 107.60 21.52 107.60 1,088.44 41 16 13 29 70.00 17.259 95.00 3.539 35.00 707.619 1,520.00 46.07 1015.00 2,273.626 104 20 110 20 40 294.00 5.38 5.38 5.38 5.38 5.38 559.52 107.60 591.80 107.60 215.20 1,581.72 Length (km) Rate (Mil. Rs./ km) Amount (Mil. Rs.)
10 Hulaki road in Western Dev. Region 11 Patan - Pancheshwar 12 Dodhara - Chandani
* The cost and length of the Hetauda-Pathalaiya Bypass (S.N.4) is not included in the total (See 4.5.2.2).
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Length S.N. Name of the Roads/Sections (km) Name of the Roads under Category II 1 Kathmandu Outer Ringroad Total Name of the Roads under Category III 1 2 3 Nunthala-Lamidanda-Namche Bazar Greater Janakpur Area Crcumambulatory Road Syangja - Panchamul Total Name of the Roads under Category IV 1 2 3 4 5 6 7 Damak-Chisapani Taplejung-Olangchunggola-China border Khandbari - Kimathanka - China border Katari-Gaighat- Murkucha-Chatara-Dharan Tokselghat - Khurkot Sankhu - Fatkeshwor- Bahunepati Kanti Rajpath (Hetauda-Chaughada Thingan-Bhattedanda-Tikabhairab) 8 9 10 11 12 13 14 15 16 Hulaki road in Central Dev. Region Kushma-Phalebansh Bametaksar-Burtibang Burtibang - Talkot - Lukumgaun Jitpur-Sitapur Lukumgaun - Jajarkot Manma - Gadhwali Hulaki road in Mid Western Dev. Region Hulaki road in Far Western Dev. Region Total Grand Total (Category I, II, III & IV) 16 30 20 34 53 39 127 48 28 31 888 1040.00 45 92 100 115 77 33 45 40 20 105.00 25 25.00
Rate (Mil. Rs./ km)
Amount (Mil. Rs.)
95.00
2,375.00 2,375.00
3.539 3.539 5.38
159.255 141.56 107.60 408.415
5.38 5.38 5.38 5.38 5.38 5.38
242.10 494.96 538.00 618.70 414.26 177.54
5.380 3.539 5.38 5.38 5.38 17.259 5.38 5.38 3.539 3.539
86.08 106.17 107.60 182.92 285.14 673.101 683.26 258.24 99.092 109.709 5,076.872 7860.00
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Table 4.31: Roads for 13th Five Year Plan
S.N.
Name of the Roads/Sections Name of the roads under Category II
Length (km) 25 25 70 13 45 10 138 76 90 83 64 45 55 115 88 74 26 716.00 879.00
Cost (Mi.Rs.) 2,375.00 2,375.00 247.73 69.94 242.10 53.80 613.57 408.88 484.20 446.54 344.32 242.10 194.645 618.70 473.44 398.12 139.88 3,750.825 6739.40
Kathmandu outer Ringroad Total Names of the Roads under Category III
1 2 3 4
Nunthala-Lamidanda-Namche Bazar Syangja - Panchamul Dang - Swargadwari Bhatgaun - Kotbhairab - Khaptad N. P. Total Names of the Roads under Category IV
1 2 3 4 5 6 7 8 9 10
Phidim -Terhathum Khandbari - Kimathanka - China border Bhojpur - Diktel Diktel-Haleshi Haleshi - Hilepani -Toxelghat Hulaki road in Central Dev. Region Jomsom-China border Simikot - China border Tult - Chalsa - Banatoli - Kalika Kuralu (Chhinchu - Jajarkot Road) - Badabhairab Total Grand Total (Category I, II, III & IV)
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.)
Plan Period Roads Length (km) Total
10th 988 13560
11th 1133 7735
12th 1040 7860
13th 879 6998
Total 4040 36153
Table 4.33 : Planwise Expenditure for Development of SRN (Mil. Rs.) 10th 13560 8939 22499 11th 7735 8353 16088 12th 7860 8054 15914 13th 6998 8218 15216
Plan Period Extension of the Network Improvement of the Network Total

Total 36153 33564 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 Expected Present Status (Km) Planned in 20 Years (Km) Total (Km) Black topped 3257 190 3447 Graveled 1254 1939 3193 Earthen 655 1911 2566 Total in km 5166 4040 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.
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Chapter 5 : Traffic Studies
CHAPTER 5
5.
5.1
TRAFFIC STUDIES
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.
51
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 socioeconomic 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 Total Traffic Ratio Between 1993 and 1986 2.18 1.72 2.22 1.59 2.47 1.58 0.63
Year
Point
Name of the Point Banepa Thankot Hetauda Dhalkebar Bharatpur Pathlaiya Bardibas Banepa Thankot Hetauda Dhalkebar Bharatpur Pathlaiya Bardibas
Passenger Car 210 265 99 88 152 64 46 315 339 192 90 296 113 6
Bus
Truck
Motorcycle
Total Vpd 695 1401 836 493 842 639 79 1517 2404 1852 784 2081 1007 50
1986
1993
1 2 3 4 5 6 7 1 2 3 4 5 6 7
299 463 185 156 218 153 9 450 516 395 258 477 256 13
112 626 505 215 449 388 20 350 1.342 1.129 388 1.203 585 11
74 47 47 34 23 34 4 402 207 136 48 105 53 20
Traffic Growth : 5 to 11 % annually (1986-1993); Vpd = Vehicle per day Source : JICA, Bardibas-Sindhuli-Dhulikhel Road Project.
52
Vehicle Type VPD S. N o. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 Link Name CAR BUS TRUCK M.BIKE TOTAL
Annu al Grow th 2010 1784.00 4151.00 2551.00 2128.00 1671.00 6382.00 6021.00 5627.00 5711.00 1534.00 6447.00 7450.00 7450.00 7358.00 7613.00 2561.00 1313.00 1113.00 % 7.0 6.8 7.8 6.0 5.9 6.5 6.5 7.4 7.8 5.4 7.6 7.3 1.4 7.3 6.4 8.3 6.6 5.0
1999 Dhalkebar-MRMBharadaha MRM, BardibasDhalkebar Bardibas-Sindhuli MRM, BardibasNawalpur MRM, NabalpurPathlaiya Pathlaiya-Hetauda Birgunj-Pathlaiya Hetauda-Narayanghat Narayanghat-Mugling Mugling-Pokhara Mugling-Dhading Dhading-Naubise Naubise-Naghdhunga NagdhungaKathmandu Kathmandu-Bhaktapur Sindhuli-Dhulikhel Narayangarh-Butwal Dhulikhel-Dolalghat 109.00 282.00 221.00 61.00 54.00 194.00 178.00 120.00 188.00 240.00 428.00 475.00 475.00 470.00 765.00 186.00 63.00 124.00
2010 213.00 555.00 463.00 92.00 82.00 352.00 332.00 317.00 481.00 431.00 912.00 989.00 989.00 982.00 1445.0 0 452.00 121.00 203.00
1999 372.00 791.00 371.00 430.00 261.00 665.00 852.00 612.00 411.00 320.00 439.00 443.00 443.00 439.00 1335.0 0 368.00 178.00 248.00
2010 846.00 1697.00 918.00 815.00 481.00 1371.00 1722.00 1278.00 915.00 619.00 1110.00 1117.00 1117.00 1108.00 2752.00 963.00 363.00 438.00
1999 354.00 856.00 500.00 582.00 547.00 2105.00 1770.00 1760.00 1846.00 133.00 1771.00 2211.00 2211.00 2177.00 1053.00 478.00 403.00 138.00
2010 716.00 1745.00 1087.00 1150.00 1045.00 4195.00 3548.00 3770.00 4104.00 255.00 3985.00 4783.00 4783.00 4767.00 2163.00 1063.00 829.00 243.00
1999 5.00 69.00 26.00 43.00 30.00 243.00 223.00 75.00 51.00 163.00 214.00 283.00 283.00 283.00 697.00 26.00 0.00 137.00
2010 9.00 154.00 83.00 71.00 63.00 464.00 419.00 262.00 211.00 229.00 440.00 561.00 561.00 561.00 1253.0 0 83.00 0.00 229.00
1999 840.00 1998.00 1118.00 1116.00 892.00 3207.00 3023.00 2567.00 2496.00 856.00 2852.00 3412.00 3412.00 3369.00 3850.00 1058.00 644.00 647.00
Source: JICA, Bardibas-Sindhuli-Dhulikhel Road Project Average Annual Traffic Growth is 5 to 8% VPD - Vehicle per Day M. Bike - Motor Bike
53
(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 19982007, 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
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S. No 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28
Road Link Name Kakarbhitta-Itahari Itahari-Biratnagar Itahari-Dharan Itahari-Bhardaha Bhardaha-Rajbiraj Kadmaha-Bhardaha Kadmaha-Gaighat Kadmaha-Chouherwa Chouherwa-Dhalkebar Dhalkebar-Janakpur Dhalkebar-Nabalpur Nabalpur-Pathlaiya Pathlaiya-Birgunj Pathlaiya-Hetauda Hetauda-Narayanghat Narayanghat-Mugling Mugling-Naubise Naubise-Kathmandu Kathmandu-Kodari Mugling-Pokhara Pokhara-Butwal Narayanghat-Butwal Butwal-Bhairahawa Butwal-Kohalpur Kohalpur-Nepalgunj Nepalgunj-Ataria Ataria-Dhangadi Ataria-Mahendranagar Average Annual growth range
First Increase 1997-2001 AADT 3.9% 5.0% 4.1% 6.5% 3.8% 6.6% 6.1% 4.3% 4.3% 6.1% 4.4% 3.9% 5.9% 5.4% 6.1% 4.6% 4.9% 4.5% 3.3% 5.2% 1.2% 4.6% 5.4% 5.0% 5.2% 5.3% 4.5% 7.9% 4 to 6 %
Second Increase 2001-2006 AADT 4.9% 7.0% 5.0% 9.6% 4.6% 9.7% 10.6% 8.2% 8.1% 7.7% 7.9% 6.3% 8.4% 7.6% 8.1% 7.3% 6.7% 6.2% 4.5% 6.5% 1.4% 5.8% 7.1% 6.7% 7.2% 6.3% 6.0% 8.2% 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 Car M.Bus Bus M.Truck Truck 2 Truck 3 Total
1998 6663 69990 53298 60662 76801 41012 368426
2005 165248 116710 85105 100286 129140 65611 662100
2015 531286 197258 121026 136743 170503 88816 1245632
2025 978188 279907 150301 168995 196761 103026 1877178 2005 18.1 19.0 14.5 16.5 20.8 11.1 100
Mode Share (%) 2015 25.0 17.6 12.9 15.1 19.5 9.9 100 2025 42.7 15.8 9.7 11.0 13.7 7.1 100
Average Growth Rate (%) '98-'05 13.85 7.58 6.91 7.45 7.71 6.94 '05-'15 12.39 5.4 3.58 3.15 2.82 3.07 '15-'25 6.29 3.56 2.19 2.14 1.44 1.5 -
Traffic Growth Growth Period

1. 2. 3. 1998-2005 2005-2015 2015-2025
Growth
8.7% 6.5% 4.2% Annual Average Growth of Traffic = 6.5%
Source: Kanti Rajpath, Feasibility Study Report
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Table 5.5 : Time Trend Traffic Growth upto 2000 A.D. (056-57 B.S.) (Manual Traffic Count on Annual Basis) Nos. of Year S. No. 1 2 3 4 5 6 7 8 9 H0115 Kadmaha-Balan H0120 Kamala-Dhalkebar H0121 Dhalkebar-Ratu H0132 Hetauda-Saraswati Khola H0133 Saraswati Khola-Lother H0128 Dhansar-Pathlaiya H0129 Pathlaiya-Chure H0101 Kakarbhitta-Charali H0102 Charali-Birtamode Road Link, Name of Traffic 2 4 3 3 3 6 7 6 4 5 4 4 6 6 6 6 4 7 5 7 9 9 3 4 5 4 4 4 6 6 6 6 3 Annual Traffic N.A. 5 2 7 7 6.8 5 3 6 12 18 13 18 12 Roads exceeding 11 900 vehicles per day of traffic volume 9 9.3 5.6 5.6 7 7.2 11.8 3.5 14 8.3 2 7.8 1 8.3 10 5 7.8 6 Remarks
Count (Year) Growth (%)
10 H0109 Itahari-Sakhuwagachhi 11 H0111 Sunsari Itahari bridge-Koshi barrage 12 H0163 Sukhadchouraha-Ataria 13 H0164 Ataria-Mohana river 14 H0157 Khairi Khola-Kohalpur 15 H0158 Kohalpur-Manriver 16 H0144U Sukoura-Butwal 17 H0146U Butwal-Bahara Khola 18 H0134 Lother-Tikauli 19 H0108 Budhikhola-Itahari 20 H0204 Jitpur-Pathlaiya 21 H0214 Nagdhunga Ring Road 22 H0310U Chainedhunga-Khawa 23 H0304 Manohara Bridge-Sallaghari 24 H0405 Mugling-Mugling Bridge 25 H0404 Mawakhola-Mugling 26 H0411 Kotre-Bijayapur 27 H0503 Ramnagar-Mugling 28 H0604 Janakpur Mu. Bdr-Dhalkebar 29 H0804 Itahari-Seuti Bridge 30 H0803 Duhabi-Itahari 31 H1204 Nepalgunj-Kohalpur 32 H1002 Siddhartha Mu.Bdr to Butwal Mu.Bdr 33 F2201 Balkhu-Chovar 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)
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A sampling study of traffic growth trend against national population growth by Regression Analysis of Pathlaiya-Hetauda, Naubise-Kathmandu and NarayangarhMugling 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 Nos. of Year of Traffic Count (Year) 5 5 4 3 4 3 5 7 5 5 3 3 3 4 3 Annual Traffic Growth (%) 5.5 6.5 10.00 15.8 8.8 8.7 6.5 7.3 5.0 5.5 6.7 3.6 5.7 7.2 16
Name of Road Link
Remark
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
H0129 Pathlaiya-Chure H0134 Lother-Tikauli H0102 Charali-Bitamode H0111 Sunsari bridge-Koshi Barrage H0140 Arun Khola-Bardaghat H0128 Dhansar-Pathlaiya H0204 Jitpur-Pathlaiya H0204 Nagdhunga-Ring Road H0402 Galchhi Jun-Trisuli Bridge H0502U Anptari-Ramnagar H0804 Itahari-Seuti Bridge H0803 Duhabi-Itahari H1204 Nepalgunj-Kohalpur H1003 Butwal Mu.Bdr-Milanchowk H0409 Muse Khola-Bypass Mu,Bdr
Roads exceeding 900 vehicles per day of traffic volume
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.
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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) Two Lanes With Two Lanes Raised Kerb Without Raised Kerb 7.0 7.5 Multilane Carriageway, Width Per Lane 3.5
Single Lane 3.75 Notes :
Intermediate Lane 5.5
1.
2.
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. 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. 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 1 2 3 4 Terrain type Plain Rolling Hilly/Mountainous Steep Percent cross slope 0 to 10 10 to 25 25 to 60 60
3.
Source: Nepal Road Standard (NRS)
5.4
Road Traffic Accident

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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 Fatality Injury Vehicle Fatality/10000 Motor Vehicle
1985/86 409 98 64991 63
86/87 445 161 66870 66
87/88 439 179 69098 53
88/89 387 178 72365 53
89/90 368 168 75159 49
90/91 528 201 87018 61
91/92 538 242 101485 53
92/93 641 218 114346 56
Average 4 persons per 100,000 population per year from 1985/86 to 95/96.
Year Fatality Injury Vehicle Fatality/10000 Motor Vehicle
93/94 632 185 130955 48
94/95 941 1434 148369 63
95/96 171562 -
96/97 190672 -
97/98 211097 -
98/99 235236 -
99/2000 263546 -
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

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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) (2) (3) (4) (5) (6) (7) (8) (9) (10) Preparation of contemporary traffic rules and regulation Control the fleet size of national vehicle Registration and licensing of vehicles New route identification Conducting traffic education, awareness and drivers' training program Frequent vehicle checks on the spot Highway patrolling alongwith the police Checking maximum load and vehicle dimension Speed zoning and speed control Phasing out the old and obsolete vehicles
5.4.3 Separate Budget Head
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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 (1) Long term traffic volume study (2) Capacity study in the Strategic Road Network (3) Speed and delay study in urban and other areas (4) Origin and destination study (5) Intersection study (6) Accident study and analysis Budget NRs. 30,00,000.00 15,00,000.00 10,00,000.00 10,00,000.00 15,00,000.00 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
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Classification
Terrain
Design Capacity Veh/hr Veh/day 1,000 900 900 700 900 800 750 400 3,000 2,850 2,600 2,250 7,500 5,000 3,500 2,500 50,000 40,000 T.U/day 2,000 1,800 1,800 1,400 1,800 1,600 1,500 800 6,000 5,700 5,200 4,500 15,000 10,000 7,000 5,000 100,000 80,000
Single - lane Black - topped Road
Plain Rolling Mountainous Steep
100 90 90 70 90 80 75 40 300 285 260 225 750 500 250 250 5,000 4,000
Single - lane Water-bound Macadam Road
Intermediate lane Black topped Road
Two lane Black topped Road
Four - lane Divided Carriageway Road Note Veh/day Veh/hr T.U. Source : : : : :
Plain Rolling
The figures indicate total traffic in both directions Vehicle per day Vehicle per hour Transport Unit 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

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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, HetaudaNarayanghat, 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
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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.
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5 15
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 4lane 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.
5 16
5 17
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.
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5 19
5 20
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Chapter 6 : Bridges
CHAPTER 6
6. 6.1
BRIDGES 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
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Chapter 6 : Bridges
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-ManthaliRamechhap 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
Number of Bridges 7 3 Total Length of Bridges 386 232 Construction Cost Rsx1000 131,240 78,880 78880 131,240 Budget Allocation Rs x1000
S. No. 1. 2.
Name of the Roads
Development Region Eastern Eastern
Unit Cost Rsx1000 340 "
10 Plan
th
11 Plan
th
Gaighat-Diktel BasantpurChainpur-Khandbari
3. 4. 5.
Hile-Bhojpur Okhaldhunga-Salleri Khimti-ManthaliRamechhap
Eastern Eastern Central
2 2 7
300 100 244
" " "
102,000 34,000 82,960
102,000 34,000 82,960
6. 7. 8. 9. 10. 11. 12. 13. 14.
Khudi-Chame Beni-Jomsom Surkhet-Jumla Jumla-Gamgadhi Salyan-Musikot Chhinchu-Jajarkot Jajarkot-Dunai Tila-Manma Surkhet-RanimattaDailekh
Western Western Mid Western Mid Western Mid Western Mid Western Mid Western Mid Western Mid Western
10 6 20 2 3 6 18 3 3
525 350 800 285 110 565 1029 240 195
" " " " " " " " "
178,500 119,000 272,000 96,900 37,400 192,100 349,860 81,600 66,300
119,000 272,000 37,400 192,100 81,600 66,300
178,500 96,900 349,860 -
15. 16. 17.
Gamgadhi-Simikot Sanfebagar-Martadi SanfebagarMangalsen
Mid Western Far Western Far Western
11 8 2
600 590 252
" " "
204,000 200,600 85,680
200,600 85,680
204,000 -
18. 19.
Khodpe-Bajhang Baitadi-Darchula Total
Far Western Far Western
5 5 123
290 240 7333
" "
98,600 81,600 2,493,220
98,600 81,600 1,532,720
960,500
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Chapter 6 : Bridges
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.
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Chapter 6 : Bridges
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 Cost Per Total Meter Total cost No. of Length Terrain Length Rs.x1000 Bridges (m) Rs.x1000 EASTERN DEVELOPMENT REGION
S. No.
Name of the Roads
Remarks
1 Damak-Chisapani 2 Taplejung-Olanchungola-China Border
Hilly Hilly Hilly Hilly Hilly Terai Hilly Hilly Hilly Hilly
3 3 2 2 2 1 1
360 355 185 305 285 80 300
340 340 340 340 340 560 340
122,400 120,700 62,900 103,700 96,900 44,800 102,000
3 Gopetar-Chyangthapu 4 Phidim-Terhathum Khandbari-Kimathanka-China 5 Border 6 Biratnagar Bypass Katari-Gaighat-Murkucha-Chatara7 Dharan 8 Bhojpur-Diktel 9 Halesi-Hilepani-Toxelghat 10 Nunthala-Lamidanda-Namchebazar Sub-Total
1 2 4 21
70 650 550 3140
340 340 340
23,800 221,000 187,000 1085200
CENTRAL DEVELOPMENT REGION 1 Dolkha-Singti-Lambagar-China Border 2 Khurkot-Manthali 3 Road Linking Multi Model project at Birgunj 4 Kathmandu Naubise By pass
Hilly Hilly Terai
1 1 3 3
80 300 165 130
340 340 560 476
27,200 102,000 92,400
Hilly 5 Kanti Rajpath (Hetauda Chaughada Thingan Bhatte Hilly danda Tikabhairab) 6 Mulpani-Changu Narayan- Nagarkot Valley Total
61,880
1 1 10
80 50 805
340 400
27,200 20,000 330,680
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Chapter 6 : Bridges
WESTERN DEVELOPMENT REGION
1 Jomsom Muktinath 2 Jomsom China border 3 Kushma Phalebansh 4 Bametaksar Burtibang 5 Burtibang Dhorpatan 6 Burtibang Talkot Lukumgaun 7 Syangja Panchamul Total
Hilly Hilly Hilly Hilly Hilly Hilly Hilly
1 4 1 1 1 1 1 10
250 385 120 90 90 110 70 1,115
340 340 340 340 340 340 340
85,000 130,900 40,800 30,600 30,600 37,400 23,800 379,100
MID WESTERN DEVELOPMENT REGION
1 LLukumgaun-Jajarkot Hilly 2 SSimikot China border 3 Jhuphal upto Jajarkot Dunai road Total Hilly Hilly 2 3 1 6 400 300 225 925 340 340 340 136,000 102,000 76,500 314,500
FAR WESTERN DEVELOPMENT REGION
1 Babala Martadi 2 Tult Chalsa Banatoli Kalika 3 Bhatgaun Kotbhairab Khaptad N.P. Total Grand-Total
Hilly Hilly
1 2
105 380
340 340
35,700 129,200
Hilly
1 4 51
200 685 5,745
340
68,000 232,900 2,342,380
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Chapter 6 : Bridges
Table 6.3 : Cost Estimate of Bridges Along Planned Roads in Phase II Total No. of Length Terrain Bridges (m) Cost Per Meter Total cost Length Rs.x1000 Rs.x1000
S. No.
Name of the Roads
Remarks
EASTERN DEVELOPMENT REGION 1 Phikkal-Shree Antu 2 Ilam-Mainapokhari-Sandakpur 3 Damak-Chisapani 4 Taplejung-Olanchungola-China Border 5 Gopetar-Chyangthapu Hilly Hilly Hilly Hilly Hilly 1 1 3 7 2 7 22 18 40 75 207 52 170 582 340 340 340 340 340 340 340 6,120 13,600 25,500 70,380 17,680 57,800 197,880
6 Khandbari-Kimathanka-China Border Hilly Katari-Gaighat-Murkucha-Chatara7 Dharan 8 Bhojpur-Diktel 9 Diktel-Halesi 10 Halesi-Hilepani-Toxelghat 11 Nunthala-Lamidanda-Namchebazar Sub-Total Hilly
Hilly Hilly Hilly Hilly
4 2 4 17 70
143 65 102 394 1,848
340 340 340 340
48,620 22,100 34,680 133,960 628,320
CENTRAL DEVELOPMENT REGION
1 Dolkha-Singti-Lambagar-China Border 2 Khurkot-Manthali 3 Tokselghat Khurkot 4 Sankhu Phatkeswor-Bahunepati 5 Syaprubesy Rasuwaghadhi China border 6 Kanti Rajpath ( Hetauda Chaughada Thingan Bhatte danda Tikabhairab) 7 Gaur Ring Road Total
Hilly Hilly Hilly Hilly Hilly
5 2 4 2 4
237 77 385 50 177
340 340 340 340 340
80,580 26,180 130,900 17,000 60,180
Hilly Terai
1 2 20
20 70 1,016
340 400
6,800 28,000 349,640
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Chapter 6 : Bridges
WESTERN DEVELOPMENT REGION
1 Jomsom Muktinath 2 Jomsom China border 3 Baglung Bametaksar 4 Bametaksar Burtibang 5 Burtibang Dhorpatan 6 Burtibang Talkot Lukumgaun 7 Jitpur Sitapur Total
Hilly Hilly Hilly Hilly Hilly Hilly Terai
3 7 3 2 1 1 1 18
100 243 100 100 40 35 20 638
340 340 340 340 340 340 560
34,000 82,620 34,000 34,000 13,600 11,900 11,200 221,320
MID WESTERN DEVELOPMENT REGION 1 Lukumgaun-Jajarkot Hilly 2 Jajarkot-Dumai 3 Manma Gadhwali 4 Jhupal-Jajarkot 5 Dang Swargadwari Total Hilly Hilly Hilly Hilly 10 14 5 2 1 32 277 434 160 35 30 936
340 340 340 340 340
94,180 147,560 54,400 11,900 10,200 318,240
FAR WESTERN DEVELOPMENT REGION
1 Babala Martadi 2 Tult Chalsa Banatoli Kalika 3 Patan Pancheshwar* Total Grand-Total
Hilly Hilly Hilly
5 2 6 13 153
251 35 160 446 4884
340 340 340
85,340 11,900 54,400 151,640 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
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Chapter 6 : Bridges
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. 1. 2. Construction Cost (Mil. Rs.) 1,143 2,493
Type Bridges under construction Bridges along roads connecting district headquarters
Bridges
along
other
planned
strategic roads: Phase I Phase II 4 Bridges along strategic roads to be upgraded Total Total excluding Phase II bridges 9,127 7,458 2,342 1,669 1,480
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.
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Chapter 6 : Bridges
Table 6.5: Planwise Budget Requirement for New Bridges Budget Requirement (Mil. Rs.) S.N. 1 2 Category of Bridges Bridges under construction Bridges along roads connecting district headquarters 3 4 Bridges along other planned Strategic roads Bridges along Strategic roads to be upgraded Total 213 370 3,259 714 370 2,044 680 370 1,050 735 370 1,105 2342 1480 7,458 10 Plan 1143 1533
th
Total 13 Plan
th
11 Plan 960
th
12 Plan -
th
(Mil. Rs.) 1143 2493
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 PathlaiyaDhalkebar 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
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Chapter 6 : Bridges
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
Max Urge score 12 or more 8 Less than 8
Number of Bridges 105 325 256
Percentage 15.31 47.38 37.31
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
6 10
Chapter 6 : Bridges
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.
6 11
Chapter 6 : Bridges
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. 2. 3. 4. RCC and Arch : 37,687m Steel truss/composite/Bailey : 6593m Timber : 246m 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.
6 12
Chapter 6 : Bridges
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. 6.2.7.3 Periodic Maintenance 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. 2. 3. 4. Replacement of the bearing Replacement of the expansion joints Replacement of the timber bridges by RCC 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 The total number of the bearings The total length of the timber bridges : 17230 m : 8968 nos. : 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 Replacement of the bearings : 16840 m : 8908 nos. 246 m
Replacement of the timber bridges by RCC bridges :
6 13
Chapter 6 : Bridges
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 Replacement of the bearings Replacement of the timber bridges by RCC bridges : 842m per year : 445 nos. per year : 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

6.2.8.1 Periodic Maintenance 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.
6 14
Chapter 6 : Bridges
Table 6.7: Cost Estimation of Periodic Maintenance S.N. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 F/Y 59/60 60/61 61/62 62/63 63/64 64/65 65/66 66/67 67/68 68/69 69/70 70/71 71/72 72/73 73/74 74/75 75/76 76/77 77/78 78/79 Painting Steel Rate/m Amount Rs. Rs.1000 x1000 10 6,590 10 6,920 10 7,265 10 7,629 10 8,010 10 8,411 10 8,831 10 9,273 10 9,736 10 10,223 10 10,734 10 11,271 10 11,835 10 12,426 10 13,048 10 13,700 10 14,385 10 15,104 10 15,860 10 16,653 217,905 Remark Yearly addition of new steel bridges is assumed to be 5 %
Qty.(m) 659 692 727 763 801 841 883 927 974 1022 1073 1127 1183 1243 1305 1370 1439 1510 1586 1665 Total
Table 6.8 : Cost Estimate of Replacement/Rehabilitation Works

Major Repair Works Rsx1000 10000 10000 10000 10000 10000 50,000 Replacement of Expansion Joints Qty (m) 842 842 842 842 842 842 842 842 842 842 842 842 842 842 842 842 842 842 842 842 Rate/m Rsx1000 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 45 Amount Rsx1000 38,925 38,925 38,925 38,925 38,925 38,925 38,925 38,925 38,925 38,925 38,925 38,925 38,925 38,925 38,925 38,925 38,925 38,925 38,925 38,925 778,500 Replacement of Bearings Qty. nos. 445 445 445 445 445 445 445 445 445 445 445 445 445 445 445 445 445 445 445 445 Rate/ nos. Rsx1000 49.5 49.5 49.5 49.5 49.5 49.5 49.5 49.5 49.5 49.5 49.5 49.5 49.5 49.5 49.5 49.5 49.5 49.5 49.5 49.5 Amount Rsx1000 22,028 22,028 22,028 22,028 22,028 22,028 22,028 22,028 22,028 22,028 22,028 22,028 22,028 22,028 22,028 22,028 22,028 22,028 22,028 22,028 440,550
Replacement of Timber Bridges
S. N. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
F/Y
Qty (ms) 50 50 50 50 50
Rate/m Rsx1000 400 400 400 400 400
Amount Rsx1000 20,000 20,000 20,000 20,000 20,000
Total
59/60 60/61 61/62 62/63 63/64 64/65 65/66 66/67 67/68 68/69 69/70 70/71 71/72 72/73 73/74 74/75 75/76 76/77 77/78 78/79 Grand Total
100,000
90,953 90,953 90,953 90,953 90,953 60,953 60,953 90,953 90,953 60,953 60,953 90,953 90,953 60,953 60,953 90,953 90,953 60,953 60,953 90,953 1,369,060
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Chapter 6 : Bridges
Table 6.9 : Total Estimate for Maintenance/Rehabilitation Works
Periodic S. F/Y No. Rs.1000 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 59/60 60/61 61/62 62/63 63/64 64/65 65/66 66/67 67/68 68/69 69/70 70/71 71/72 72/73 73/74 74/75 75/76 76/77 77/78 78/79 Grand Total 6,590 6,920 7,265 7,629 8,010 8,411 8,831 9,273 9,736 10,223 10,734 11,271 11,835 12,426 13,048 13,700 14,385 15,104 15,860 16,653 217,905 Maintenance
Replacement/Rehabilitation Provision of & major repair works Emergency Rs.1000 Rs.1000 90,953 90,953 90,953 90,953 90,953 60,953 60,953 60,953 60,953 60,953 60,953 60,953 60,953 60,953 60,953 60,953 60,953 60,953 60,953 60,953 1,369,060 80,000 3,000 3,000 3,000 3,000 3,000 3,000 3,000 3,000 3,000 3,000 3,000 3,000 3,000 3,000 3,000 3,000 3,000 3,000 3,000 137,000 177,543 100,873 101,218 101,582 101,963 72,364 72,784 73,226 73,689 74,176 74,687 75,224 75,788 76,379 77,001 77,653 78,338 79,057 79,813 80,606 1,723,965 Rs.1000 Total Remark
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 Budget Requirement (Mil. Rs.)
10th 583
11th 366
12th 379
13th 395
Total 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.
6 16
Chapter 6 : Bridges
Table 6.11 : Summary of Cost Plan Wise Cost (Mil. Rs.) 10 Plan 3259 583
th
S.No. 1 2
Particulars Cost of New Bridges Cost of Maintenance and Rehabilitation of Existing Bridges Total
11 Plan 2044 366
th
12th Plan 1050 379
13th Plan 1150 395
Total 7458 1723
3842
2410
1429
1500
9181
6 17
Chapter 6 : Bridges
6 18
Chapter 7 : Road Maintenance and Rehabilitation / Reconstruction
CHAPTER 7
7. 7.1
ROAD MAINTENANCE AND REHABILITATION / RECONSTRUCTION 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.
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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 Type of Pavement Blacktop Gravel 2326 537 931 717 3257 1254
Road Category Highway (km) Feeder Roads km) Total (km) For details see Appendix IV.1
Earth 288 367 655
Total km 3151 2015 5166
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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 Black topped Terrain Hill Terai Urban Hill Terai Unit Cost (Rs.) 21,800.0 10,600.0 46,900.0 31,400.0 16,500.0
Gravelled/Earthen
Table 7.3: Unit Cost for Recurrent Maintenance. (Rs./km/year) Type of Road Black topped Gravelled Width of Roadway (m) 5.5 4.5 Unit Cost (Rs.) 27,000.0 46,200.0
Table 7.4: Unit Cost for Periodic Maintenance. (Rs./km) Type of Road Blacktopped (Single Bitumen Surface Treatment) Gravelled (Regravelling 15cm thick) Roadway width (m) 5.5 Unit Cost (Rs.) 515,000.00
4.5
810,000.00
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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 Road Length (km)* Amount (Mil.Rs.) 10th 5974 621.35 11th 6984 766.52 12th 7994 914.39 13th 9004 1063.64 Total 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.
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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 Plan Period Road Length (km)* Amount (Mil.Rs.) 10th 4923 769.56 11th 5441 879.20 12th 5977 1000.25 13th 6519 1121.99 Total 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 Plan Period Road Length (km)* Amount (Mil.Rs.) 10th 5974 1420.35 11th 6984 1677.90 12th 7994 1935.45 13th 9004 2193.00 Total 7226.70
* Length of road at the end of each plan For details see Appendix IV.6.
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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 bioengineering 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 Plan Period Road Length (km)* Amount (Mil.Rs.) 10th 4306 79.04 11th 5191 96.74 12th 6078 114.44 13th 6961 132.14 422.36 Total
* 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 Plan Period Amount (Mil.Rs.) 10th 250.00 11th 12th 13th Total 250.00
7.1.12 Emergency Maintenance

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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 Plan Period Road Length (km)* Amount (Mil.Rs.) 10th 5974 58.17 11th 6984 65.99 12th 7994 73.82 13th 9004 81.64 Total 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.
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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 10th 11th 12th 13th
Plan Period
Total (Mil Rs.)
Equipment Purchase (Mil. Rs.) Spare parts Purchase (Mil. Rs.) Total (Mil. Rs.)
450 150 550
450 150 550
150 150
150 150
900 600 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 10th Plan 11th Plan 12th Plan 13th Plan Road Length (Year Target km) 3257/5.4=603 3406/5.4=630 3447/5.4=638 3447/5.4=638
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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 10th Plan 11 Plan 12th Plan 13 Plan
th th
Yearly Target (km) 402 420 425 425
Five Yearly Target (km) 2010 2100 2125 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 10th Plan 11 Plan 12 Plan 13 Plan
th th th
Yearly Target (km) 1254/5.1=245 1766/5.1=345 2302/5.1=450 2820/5.1=550
Five Yearly Target (km) 1225 1725 2250 2750
The summary plan for periodic maintenance of blacktop and gravel roads is given in Table 7.15.
Table: 7.15: Periodic Maintenance Plan Plan Period Road Length* (km) Blacktop Gravelled 10th 2010 1225 2027.40 11th 2100 1725 2478.80 12th 2125 2250 2916.80 13th 2125 2750 3321.80 Total 10744.80
Total Amount in Mil.
* Road length for periodic maintenance. For details see Appendix IV.9 and IV.10.
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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 Road length (km) Amount (Mil. Rs.) 10th 862 3109.24 11th 862 3109.24 12th 862 3109.24 13th 862 3109.24 Total 3448 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 Routine Maintenance Recurrent Maintenance Major Works Bio-engineering Urban Road Maintenance Emergency Maintenance Equipment & Spare Parts Purchase Periodic Maintenance Sub-total Road Rehabilitation Total 10 621.35 769.56 1420.35 79.04 250.00 58.17 600.00 2027.40 5825.87 3109.24 8935.11 11 766.52 879.20 1677.90 96.74 65.99 600.00 2478.80 6565.15 3109.24 9674.39 12 914.39 1000.25 1935.45 114.44 73.82 150.00 2916.80 7105.15 3109.24 10214.39 13 1063.64 1121.99 2193.00 132.14 81.64 150.00 3321.80 8064.21 3109.24 11173.45 Total 3365.20 3789.00 7226.70 422.36 250.00 279.62 1500.00 10744.80 27560.38 12436.96 39997.34
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7 11
Chapter 8 : Environmental Aspects
CHAPTER 8
8.
8.1
ENVIRONMENTAL ASPECTS
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 countrys 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, threewheelers) 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
Truck/ Tanker 5295 9662 1338 1236 701 381 470 416 250 319 181 97 20346 Car/ Jeep/ Van 35993 7232 1802 2641 3021 463 566 455 406 160 162 172 53073 Tempo (3wheelers) 4778 1107 249 281 0 37 132 18 9 37 43 11 6702 Motorcycle 94217 15581 8437 10211 7298 3024 3205 1849 1267 1140 477 448 147154
Zones Bagmati Narayani Lumbini Koshi Gandaki Janakpur Bheri Mechi Sagarmatha Seti Mahakali Rapti Total
Bus 1632 4832 957 313 527 182 189 238 94 95 161 123 9343
Minibus 1610 428 167 184 202 18 34 35 16 5 6 6 2711
Tractor 1672 8412 4140 1960 653 1560 1124 439 640 1291 285 296 20472
Other 3338 64 25 162 22 71 16 6 3 2 6 6 3695
Total 148535 45318 17115 16988 12424 5736 5736 3456 2865 3049 1315 1159 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, socioeconomic 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 subsector. 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 Bioengineering 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 bioengineering 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 Institutional Responsibility
Policies Infrastructure Development 1. Promote the use of environment friendly road construction methods
Recommended Actions
Time Frame
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
Immediate
DOR, NPC
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 countrys 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) ii) iii) iv) v) vi) vii) Strengthen transport planning at the national level Decentralise road network administration Increase implementation capacity Maximise the benefits from available resources Provide transport services related to need Obtain a greater direct contribution to road costs from the users 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 Nepals 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 Terai Siwaliks or Churia Range Middle Hills High Mountains Himalaya Nepal Percentage Coverage 14% 13% 30% 20% 23% 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 High Himal Region Land Forms Alluvial, Colluvial and Morainal Depositional Surfaces Steep to very steep sloping mountainous Terrain Alluvial Plain Fans Past Glaciated Mountainous Terrain below upper Latitudinal Limit of Arable Agriculture Alluvial Plains and Fans Ancient Lake and River Terraces (Tars) (erosional) Moderate to steep sloping mountainous Terrain 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 Active Alluvial Plain (depositional) Recent Alluvial Plain "Lower Piedmon" (depositional erosional) Alluvial Fan Apron Complex "Upper Piedmont" (erosional)
1.
2.
High Mountain Region
3.
Middle Mountain Region
4.
Siwalik Region
5.
Terai Region
Source: A compendium on Environmental Statistics of Nepal: Issues and Facts, CBS,1994.
86
Table 8.5 : National Parks and Wild Life Conservation Areas of Nepal
Geophysiographic Zone Siwalik High Himal High Himal & High Mountains High Mountains High Himal High Mountains Terai & Siwalik High Himal & High Mountain Terai Terai Terai & Siwalik High Mountains Area Covered (in hectares) 93,200 114,800 171,000 10,600 355,500 22,500 96,800 150,000 Date of Establishment 1973 1976 1976 1976 1984 1984 1988 1992
Items a) National Parks 1. Royal Chitwan National Park 2. Sagarmatha National Park 3. Langtang National Park 4. 5. 6. 7. 8. b) Rara National Park Shey-Phoksundo National Park Khaptad National Park Royal Bardiya National Park Makalu Barun National Park
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 Conservation Area 1. Annapurna Conservation Area
30,500 17,500 49,900 132,500 14,478
1976 1976 1984 1987 1976
c)
2. Makalu Barun Conservation Area
High Mountains and Mid Mountains Mid Mountains
700,000
1986
83,000
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.
87
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):
88
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
89
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.
8 10
8 11
8 12
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.
8 13
20yrsRd\Phase I and II.xls
Appendix V : Cost Estimate of Bridges Along Planned Roads Under Phase II

Appendix III.6 : Cost Estimate of Bridge Along Planned Roads Under Phase II S. No. Name of Bridges Fikkal-Shree Antu Road 1 Unknown Total Ilam-Maipokhari-Sandokpur Road 1 Unknown Total Damak-Chisapani Road 1 Unknown 2 Unknown 3 Unknown Total Taplejung-Olanchunggola-China Border 1 Unknown 2 Unknown 3 Unknown 4 Unknown 5 Unknown 6 Unknown 7 Unknown Total Gopetar-Chyangthapu Road 1 Unknown 2 Unknown Total 1 Unknown 2 Unknown 3 Unknown 4 Unknown 5 Unknown 6 Unknown 7 Unknown Total 1 Unknown 2 Unknown 3 Unknown 4 Unknown 5 Unknown 6 Chapan Khola 7 Unknown 8 Unknown Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly 20.00 32.00 52.00 10.00 20.00 20.00 20.00 50.00 32.00 18.00 170.00 60.00 10.00 15.00 30.00 45.00 26.00 20.00 18.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 6,800,000.00 10,880,000.00 17,680,000.00 3,400,000.00 6,800,000.00 6,800,000.00 6,800,000.00 17,000,000.00 10,880,000.00 6,120,000.00 57,800,000.00 20,400,000.00 3,400,000.00 5,100,000.00 10,200,000.00 15,300,000.00 8,840,000.00 6,800,000.00 6,120,000.00 Hilly Hilly Hilly Hilly Hilly Hilly Hilly 25.00 20.00 30.00 22.00 35.00 35.00 40.00 207.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 8,500,000.00 6,800,000.00 10,200,000.00 7,480,000.00 11,900,000.00 11,900,000.00 13,600,000.00 70,380,000.00 Hilly Hilly Hilly 25.00 25.00 25.00 75.00 340,000.00 340,000.00 340,000.00 8,500,000.00 8,500,000.00 8,500,000.00 25,500,000.00 Hilly 40.00 40.00 340,000.00 13,600,000.00 13,600,000.00 Hilly 18.00 18.00 340,000.00 6,120,000.00 6,120,000.00 Terrain Total Cost per meter Total cost Rs. Remarks
EASTERN DEVELOPMENT REGION
Khandbari-Kimathanka-China Border Road
Katari-Gaighat-Murkucha-Chatara-Dharan Road

9 Unknown 10 Unknown 11 Dabar Khola 12 Unknown 13 Unknown 14 Kali Khola 15 Unknown 16 Unknown 17 Unknown 18 Unknown 19 Unknown 20 Unknown 21 Unknown 22 Kujar Dhar Total Bhojpur-Diktel Road 1 Unknown 2 Unknown 3 Sapsu 4 Unknown Total Diktel-Halesi Road 1 Unknown 2 Unknown 3 Unknown Total Halesi-Hilepani-Taxelghat Road 1 Unknown 2 Unknown 3 Rujde Khola 4 Unknown Total 1 Unknown 2 Unknown 3 Unknown 4 Unknown 5 Unknown 6 Unknown 7 Unknown 8 Unknown 9 Unknown 10 Unknown 11 Unknown 12 Paiyar Khola 13 Unknown Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly 12.00 12.00 38.00 40.00 102.00 10.00 18.00 30.00 20.00 22.00 10.00 35.00 15.00 15.00 22.00 30.00 25.00 25.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 4,080,000.00 4,080,000.00 12,920,000.00 13,600,000.00 34,680,000.00 3,400,000.00 6,120,000.00 10,200,000.00 6,800,000.00 7,480,000.00 3,400,000.00 11,900,000.00 5,100,000.00 5,100,000.00 7,480,000.00 10,200,000.00 8,500,000.00 8,500,000.00 Hilly Hilly Hilly 30.00 15.00 20.00 65.00 340,000.00 340,000.00 340,000.00 10,200,000.00 5,100,000.00 6,800,000.00 22,100,000.00 Hilly Hilly Hilly Hilly 35.00 18.00 50.00 40.00 143.00 340,000.00 340,000.00 340,000.00 340,000.00 11,900,000.00 6,120,000.00 17,000,000.00 13,600,000.00 48,620,000.00 Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly 30.00 25.00 38.00 22.00 18.00 32.00 34.00 30.00 22.00 22.00 10.00 20.00 25.00 30.00 582.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 10,200,000.00 8,500,000.00 12,920,000.00 7,480,000.00 6,120,000.00 10,880,000.00 11,560,000.00 10,200,000.00 7,480,000.00 7,480,000.00 3,400,000.00 6,800,000.00 8,500,000.00 10,200,000.00 197,880,000.00
Nanthala-Lamidanda-Namchebazar Road

14 Unknown 15 Unknown 16 Unknown 17 Unknown Total Total for Eastern Development Region Hilly Hilly Hilly Hilly 22.00 30.00 25.00 40.00 394.00 1,848.00 CENTRAL DEVELOPMENT REGION Dolkha-Singti-Lambagar-China Border Road 1 Unknown 2 Gumu Khola 3 Sanju Khola 4 Chunghi Khola 5 Chayando Khola Total Khurkot-Manthali Road 1 Unknown 2 Unknown Total Toxelghat-Khurkot Road 1 Unknown 2 Unknown 3 Unknown 4 Damar Khola 5 Unknown 6 Unknown 7 Unknown 8 Unknown 9 Unknown 10 Bitizor Khola 11 Unknown 12 Unknown 13 Unknown 14 Manboderi Total Khurkot-Nepalthok Sindhuli-Khurkot Sankhu-Phatkeshor-Bahurepati Road 1 Sindhu Khola 2 Unknown Total Syaprubesi-Rasuwagadhi-China Border 1 Unknown 2 Unknown 3 Unknown 4 Unknown Total Hilly Hilly Hilly Hilly 23.00 32.00 25.00 97.00 177.00 340,000.00 340,000.00 340,000.00 340,000.00 7,820,000.00 10,880,000.00 8,500,000.00 32,980,000.00 60,180,000.00 Hilly Hilly 30.00 20.00 50.00 340,000.00 340,000.00 10,200,000.00 6,800,000.00 17,000,000.00 Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly 12.00 42.00 18.00 22.00 22.00 24.00 26.00 38.00 32.00 42.00 30.00 22.00 25.00 30.00 385.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 4,080,000.00 14,280,000.00 6,120,000.00 7,480,000.00 7,480,000.00 8,160,000.00 8,840,000.00 12,920,000.00 10,880,000.00 14,280,000.00 10,200,000.00 7,480,000.00 8,500,000.00 10,200,000.00 130,900,000.00 Hilly Hilly 20.00 57.00 77.00 340,000.00 340,000.00 6,800,000.00 19,380,000.00 26,180,000.00 Hilly Hilly Hilly Hilly Hilly 45.00 42.00 60.00 35.00 55.00 237.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 15,300,000.00 14,280,000.00 20,400,000.00 11,900,000.00 18,700,000.00 80,580,000.00 340,000.00 340,000.00 340,000.00 340,000.00 7,480,000.00 10,200,000.00 8,500,000.00 13,600,000.00 133,960,000.00 628,320,000.00
Roads as well as bridges along these roads are under construction

Kanti Rajpath 1 Unknown Total Gaur Ring Road 1 Unknown 2 Unknown Total Mulpani-Chagunarayan-Nagarkot 1 Manohara Total Total for Central Development Region Jomsom-Muktimath Road 1 Unknown 2 Panda Khola 3 Unknown Total Jomsom-China Border Road 1 Parya Khola 2 Gobago Khola 3 Unknown 4 Unknown 5 Unknown 6 Unknown 7 Ugarchha Khola Total Baglung-Wamituksar Road 1 Unknown 2 Gaudi 3 Unknown Total Wamitaksar-Bartibang Road 1 Unknown 2 Bhin Khola Total Burtibang-Dhorpatan Road 1 Unknown Total Burtibang-Talkot-Lukumgaun Road 1 Unknown Total Jitpur-Sitapur Road 1 Unknown Total Total for Western Development Region Terai 20.00 20.00 638.00 MID WESTERN DEVELOPMENT REGION 400,000.00 8,000,000.00 8,000,000.00 218,120,000.00 Hilly 35.00 35.00 340,000.00 11,900,000.00 11,900,000.00 Hilly 40.00 40.00 340,000.00 13,600,000.00 13,600,000.00 Hilly Hilly 35.00 65.00 100.00 340,000.00 340,000.00 11,900,000.00 22,100,000.00 34,000,000.00 Hilly Hilly Hilly 30.00 45.00 25.00 100.00 340,000.00 340,000.00 340,000.00 10,200,000.00 15,300,000.00 8,500,000.00 34,000,000.00 Hilly Hilly Hilly Hilly Hilly Hilly Hilly 30.00 30.00 35.00 30.00 38.00 45.00 35.00 243.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 10,200,000.00 10,200,000.00 11,900,000.00 10,200,000.00 12,920,000.00 15,300,000.00 11,900,000.00 82,620,000.00 Hilly Hilly Hilly 30.00 45.00 25.00 100.00 340,000.00 340,000.00 340,000.00 10,200,000.00 15,300,000.00 8,500,000.00 34,000,000.00 Valley 50.00 50.00 1,066.00 WESTERN DEVELOPMENT REGION 340,000.00 17,000,000.00 17,000,000.00 366,640,000.00 Terai Terai 30.00 40.00 70.00 400,000.00 400,000.00 12,000,000.00 16,000,000.00 28,000,000.00 Hilly 20.00 20.00 340,000.00 6,800,000.00 6,800,000.00

Lukumgaun-Jajarkot Road 1 Unknown 2 Unknown 3 Unknown 4 Unknown 5 Unknown 6 Unknown 7 Unknown 8 Unknown 9 Unknown 10 Unknown Total Jajarkot (Mudra)-Dunai Road 1 Unknown 2 Unknown 3 Unknown 4 Unknown 5 Unknown 6 Unknown 7 Unknown 8 Unknown 9 Unknown 10 Unknown 11 Unknown 12 Chhalgad 13 Unknown 14 Unknown Total Manma-Gadhwali 1 Unknown 2 Unknown 3 Khurparka Khola 4 Unknown 5 Unknown Total Jhupal-Jajarkot 1 Unknown 2 Unknown Total Dang-Swargadari 1 Unknown Total Total for Mid Western Dev. Region Babala-Martadi Road 1 Samaiji Gad Hilly 62.00 340,000.00 21,080,000.00 Hilly 30.00 30.00 936.00 FAR WESTERN DEVELOPMENT REGION 340,000.00 10,200,000.00 10,200,000.00 318,240,000.00 Hilly Hilly 20.00 15.00 35.00 340,000.00 340,000.00 6,800,000.00 5,100,000.00 11,900,000.00 Hilly Hilly Hilly Hilly Hilly 35.00 20.00 50.00 25.00 30.00 160.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 11,900,000.00 6,800,000.00 17,000,000.00 8,500,000.00 10,200,000.00 54,400,000.00 Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly 30.00 20.00 22.00 30.00 60.00 18.00 25.00 22.00 25.00 40.00 50.00 45.00 32.00 15.00 434.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 10,200,000.00 6,800,000.00 7,480,000.00 10,200,000.00 20,400,000.00 6,120,000.00 8,500,000.00 7,480,000.00 8,500,000.00 13,600,000.00 17,000,000.00 15,300,000.00 10,880,000.00 5,100,000.00 147,560,000.00 Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly 22.00 15.00 45.00 25.00 35.00 22.00 18.00 38.00 25.00 32.00 277.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 7,480,000.00 5,100,000.00 15,300,000.00 8,500,000.00 11,900,000.00 7,480,000.00 6,120,000.00 12,920,000.00 8,500,000.00 10,880,000.00 94,180,000.00

2 Barju Gad 3 Unknown 4 Tiparo Gad 5 Bauli Gad Total Talarauna Khola-Khaptad Tult-Chalga-Banatoli-Kalika 1 Unknown 2 Unknown Total Patan-Pancheswar 1 Unknown 2 Unknown 3 Unknown 4 Unknown 5 Unknown 6 Unknown Total Total for Far Western Dev. Region Hilly Hilly Hilly Hilly Hilly Hilly 30.00 42.00 35.00 18.00 15.00 20.00 160.00 446.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 340,000.00 10,200,000.00 14,280,000.00 11,900,000.00 6,120,000.00 5,100,000.00 6,800,000.00 54,400,000.00 151,640,000.00 Hilly Hilly 20.00 15.00 35.00 340,000.00 340,000.00 6,800,000.00 5,100,000.00 11,900,000.00 Hilly Hilly Hilly Hilly 42.00 30.00 52.00 65.00 251.00 340,000.00 340,000.00 340,000.00 340,000.00 14,280,000.00 10,200,000.00 17,680,000.00 22,100,000.00 85,340,000.00
Appendix: III.4 20 Year Plan for Routine Maintenance (Physical and Financial)
Fiscal Year
Terrain Hill
Type Blacktop Gravel/Earth Blacktop Gravel/Earth
Road Length (Km) 1799 1799 1458 110
Unit Cost (Rs) 21800 31400 10600 16500 21800 31400 10600 16500 21800 31400 10600 16500 21800 31400 10600 16500 21800 31400 10600 16500
Amount (Rs.x1000) 39218 56489 15455 1815
2059/60
Terai
5166
Hill 2060/61 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth 1814 1961 1480 113
112977
39545 61575 15688 1865
10th Five Year Plan
5368
Hill 2061/62 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth Hill 2062/63 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth Hill 2063/64 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth 1851 2101 1480 138
118673
40352 65971 15688 2277
5570
1888 2241 1480 163
124288
41158 70367 15688 2690
5772
1926 2380 1480 188
129903
41987 74732 15688 3102
5974
135509
Total
Fiscal Year Terrain Hill 2064/65 Terai Type Blacktop Gravel/Earth Blacktop Gravel/Earth Hill 2065/66 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth Hill 2066/67 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth Hill 2067/68 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth Hill 2068/69 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth Road Length (Km) 1926 2557 1480 213 Unit Cost (Rs) 21800 31400 10600 16500 21800 31400 10600 16500 21800 31400 10600 16500 21800 31400 10600 16500 21800 31400 10600 16500
621350
Amount (Rs.x1000) 41987 80290 15688 3515
6176
1926 2734 1480 238
141480
41987 85848 15688 3927
11th Five Year Plan
6378
1926 2911 1480 263
147450
41987 91405 15688 4340
6580
1946 3068 1480 288
153420
42423 96335 15688 4752
6782
1967 3224 1480 313
159198
42881 101234 15688 5165
6984
164968
Total
766516
Page 1 of 11
Appendix: III. 4 20 Year Plan for Routine Maintenance (Physical and Financial) 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
Fiscal Year Terrain Hill 2069/70 Terai Type Blacktop Gravel/Earth Blacktop Gravel/Earth Hill 2070/71 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth Hill 2071/72 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth Hill 2072/73 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth Hill 2073/74 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth Road Length (Km) 1967 3401 1480 338 Unit Cost (Rs) Amount (Rs.x1000)
7186
1967 3578 1480 363
170938
12th Five Year Plan
7388
1967 3755 1480 388
176908
7590
1967 3932 1480 413
182878
7792
1967 4109 1480 438
188848
7994
194818
Total
Fiscal Year Terrain Hill 2074/75 Terai Type Blacktop Gravel/Earth Blacktop Gravel/Earth Hill 2075/76 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth Hill 2076/77 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth Hill 2077/78 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth Hill 2078/79 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth Road Length (Km) 1967 4286 1480 463 Unit Cost (Rs)
914390
Amount (Rs.x1000)
8196
1967 4463 1480 488
200788
13th Five Year Plan
8398
1967 4640 1480 513
206758
8600
1967 4817 1480 538
212728
8802
1967 4994 1480 563
218698
9004
224668
Total
1063640
Page 2 of 11
Appendix: III. 5 20 Year Plan for Recurrent Maintenance (Physical and Financial)
Fiscal Year Type Blacktop 2059/60 Gravel Road Length (Km) 3257 1254 Unit Cost (Rs) 27000 46200 Amount (Rs.x1000) 87939 57935
4511
Blacktop 3294 1217 27000 46200 2060/61 Gravel
145874
88938 56225
10 Five Year Plan
4511
Blacktop 2061/62 Gravel 3331 1180 27000 46200
145163
89937 54516
4511
Blacktop 2062/63 Gravel 3368 1155 27000 46200
144453
90936 53361
th
4523
Blacktop 2063/64 Gravel 3406 1117 27000 46200
144297
91962 51605
4523
143567
Total
Fiscal Year Type Blacktop 2064/65 Gravel Road Length (Km) 3406 1117 Unit Cost (Rs) 27000 46200
723354
Amount (Rs.x1000) 91962 51605
4523
Blacktop 3406 1117 27000 46200
143567
91962 51605
11 Five Year Plan
2065/66
Gravel
4523
Blacktop 2066/67 Gravel 3406 1117 27000 46200
143567
91962 51605
4523
Blacktop 2067/68 Gravel 3426 1097 27000 46200
143567
92502 50681
th
4523
Blacktop 2068/69 Gravel 3447 1094 27000 46200
143183
93069 50543
4541
143612
Total
717496
Page 3 of 11
Appendix: III. 5 20 Year Plan for Recurrent Maintenance (Physical and Financial)
4559
Blacktop 3447 1112 27000 46200
144443
93069 51374
12 Five Year Plan
2070/71
Gravel
4559
Blacktop 2071/72 Gravel 3447 1112 27000 46200
144443
93069 51374
4559
Blacktop 2072/73 Gravel 3447 1112 27000 46200
144443
93069 51374
th
4559
Blacktop 2073/74 Gravel 3447 1130 27000 46200
144443
93069 52206
4577
145275
Total
723047
Amount (Rs.x1000) 93069 52206
4577
Blacktop 3447 1130 27000 46200
145275
93069 52206
13 Five Year Plan
2075/76
Gravel
4577
Blacktop 2076/77 Gravel 3447 1130 27000 46200
145275
93069 52206
4577
Blacktop 2077/78 Gravel 3447 1151 27000 46200
145275
93069 53176
th
4598
Blacktop 2078/79 Gravel 3447 1172 27000 46200
146245
93069 54146
4619
147215
Total
729285
Page 4 of 11
Appendix: III.6 20 Year Road Plan for Major Works (Physical and Financial) Fiscal Year 10th Five Year Plan 2059/60 2060/61 2061/62 2062/63 2063/64 Total 11th Five Year Plan 2064/65 2065/66 2066/67 2067/68 2068/69 Total 12th Five Year Plan 2069/70 2070/71 2071/72 2072/73 2073/74 Total 13th Five Year Plan 2074/75 2075/76 2076/77 2077/78 2078/79 Total 5166 5166 5166 5166 5166 51000 51000 51000 51000 51000 5166 5166 5166 5166 5166 51000 51000 51000 51000 51000 5166 5166 5166 5166 5166 51000 51000 51000 51000 51000 Existing Road (km) 5166 5166 5166 5166 5166 Unit Cost/Km (Rs.) 51000 51000 51000 51000 51000 Amount New Road (Rs1000) (km) 263466 263466 263466 263466 263466 1317330 263466 263466 263466 263466 263466 1317330 263466 263466 263466 263466 263466 1317330 263466 263466 263466 263466 263466 1317330 3030 3232 3434 3636 3838 25000 25000 25000 25000 25000 2020 2222 2424 2626 2828 25000 25000 25000 25000 25000 1010 1212 1414 1616 1818 25000 25000 25000 25000 25000 0 202 404 606 808 Unit Cost/Km (Rs.) 25000 25000 25000 25000 25000 Amount (Rs.1000) 0 5050 10100 15150 20200 50500 25250 30300 35350 40400 45450 176750 50500 55550 60600 65650 70700 303000 75750 80800 85850 90900 95950 429250 Total (Rs.1000) 263466 268516 273566 278616 283666 1367830 288716 293766 298816 303866 308916 1494080 313966 319016 324066 329116 334166 1620330 339216 344266 349316 354366 359416 1746580
12
Appendix: III.7 20 Year Plan for Bio-engineering Work (Physical and Financial) Five Year Plan Fiscal Year 2059/60 2060/61 2061/62 2062/63 2063/64 2064/65 2065/66 2066/67 2067/68 2068/69 2069/70 2070/71 2071/72 2072/73 2073/74 2074/75 2075/76 2076/77 2077/78 2078/79 Total Hill Road Unit Cost/Km Length (km) (Rs) 3598 4000 3775 4000 3952 4000 4129 4000 4306 4000 Total 4483 4000 4660 4000 4837 4000 5014 4000 5191 4000 Total 5368 4000 5545 4000 5722 4000 5899 4000 6078 4000 Total 6253 4000 6430 4000 6607 4000 6784 4000 6961 4000 Total Amount (Rs. 1000) 14392 15100 15808 16516 17224 79040 17932 18640 19348 20056 20764 96740 21472 22180 22888 23596 24312 114448 25012 25720 26428 27136 27844 132140
10
11
12
13
Appendix: III. 8 20 Year Plan for Emergency Maintenance (Physical and Financial) Five Year Plan Fiscal Year 2059/60 2060/61 2061/62 2062/63 2063/64 2064/65 2065/66 2066/67 2067/68 2068/69 2069/70 2070/71 2071/72 2072/73 2073/74 2074/75 2075/76 2076/77 2077/78 2078/79 Total Hill Road Unit Cost/Km Length (km) (Rs) 5166 1550 5368 1550 5570 1550 5772 1550 5974 1550 Total 6176 1550 6378 1550 6580 1550 6782 1550 6984 1550 Total 7186 1550 7388 1550 7590 1550 7792 1550 7994 1550 Total 8196 1550 8398 1550 8600 1550 8802 1550 9004 1550 Total Amount (Rs. 1000) 8007 8320 8633 8946 9259 43165 9572 9885 10198 10511 10824 50990 11137 11450 11763 12076 12389 58815 12702 13015 13328 13641 13954 66640
10
+1500 = 58165
11
+1500 = 65990
12
+ 1500 = 73815
13
+ 1500 = 81640
Appendix: III.9
20 Year Plan for Periodic Maintenance for Blacktopped Road (Physical and Financial) Five Year Plan Length of Road Unit Cost/Km (Rs) (Km) 402 402 402 402 402 515000 515000 515000 515000 515000 515000 515000 515000 515000 515000 515000 515000 515000 515000 515000 515000 515000 515000 515000 515000 Amount (Rs. 1000) 207030 207030 207030 207030 207030
Fiscal Year 2059/60 2060/61 2061/62 2062/63 2063/64
10
Total
2064/65 2065/66 2066/67 2067/68 2068/69
2010
420 420 420 420 420
1035150
216300 216300 216300 216300 216300
11
Total
2069/70 2070/71 2071/72 2072/73 2073/74
2100
425 425 425 425 425
1081500
218875 218875 218875 218875 218875
12
Total
2074/75 2075/76 2076/77 2077/78 2078/79
2125
425 425 425 425 425
1094375
218875 218875 218875 218875 218875
13
Total
2125
1094375
Appendix: III.10
20 Year Plan for Periodic Maintenance for Gravelled Road (Physical and Financial) Five Year Plan Length of Road Unit Cost/Km (Rs) (Km) 246 246 246 246 246 810000 810000 810000 810000 810000 810000 810000 810000 810000 810000 810000 810000 810000 810000 810000 810000 810000 810000 810000 810000 Amount (Rs. 1000) 199260 199260 199260 199260 199260
Fiscal Year 2059/60 2060/61 2061/62 2062/63 2063/64
10
Total
2064/65 2065/66 2066/67 2067/68 2068/69
1230
248 248 248 248 248
996300
200880 200880 200880 200880 200880
11
Total
2069/70 2070/71 2071/72 2072/73 2073/74
1240
255 255 255 255 255
1004400
206550 206550 206550 206550 206550
12
Total
2074/75 2075/76 2076/77 2077/78 2078/79
1275
259 259 259 259 259
1032750
209790 209790 209790 209790 209790
13
Total
1295
1048950
Appendix: 1.12 20 Year Plan for Upgrading Earthen to Gravel Road (According to Traffic Demand) (Physical and Financial) Length of Road (km) Unit Cost/Km (Rs) Amount (Rs. 1000)
Five Year Plan
Fiscal Year 2059/60 2060/61 2061/62 2062/63 2063/64
10
12
1594000
19128
Total
2064/65 2065/66 2066/67 2067/68 2068/69
12
19128
11
18 18
1594000 1594000
27882 27882
Total
2069/70 2070/71 2071/72 2072/73 2073/74
36
55764
12
18
1594000
27882
Total
2074/75 2075/76 2076/77 2077/78 2078/79
18
27882
13
21 21 21
1594000 1594000 1594000
33474 33474 33474
Total
63
100422
Appendix: 1.13
20 Year Plan for Upgrading Gravel to Blacktop Roads (According to Traffic Demand) (Physical and Financial) Length of Road (km) 37 37 37 38 Unit Cost/Km (Rs) 3515000 3515000 3515000 3515000 Amount (Rs. 1000) 130055 130055 130055 133570
Five Year Plan
Fiscal Year 2059/60 2060/61 2061/62 2062/63 2063/64
10
Total
2064/65 2065/66 2066/67 2067/68 2068/69
149
523735
11
20 21
3515000 3515000
70300 73815
Total
41
144115
Note: In the 12th and 13th Five Year Plans, there are no planned roads for upgrading from gravel to blacktopped surface.
Appendix: 1.10 20 Year Plan for Widening of Feeder Roads to Intermediate Lane (5.50m) (Physical and Financial) Length of Road (km) Unit Cost/Km (Rs) Amount (Rs. 1000)
Five Year Plan
Fiscal Year 2059/60 2060/61 2061/62 2062/63 2063/64
10
42 42
1457000 1457000
61194 61194
Total
2064/65 2065/66 2066/67 2067/68 2068/69
84
122388
11
42 42 42
1457000 1457000 1457000
61194 61194 61194
Total
2069/70 2070/71 2071/72 2072/73 2073/74
126
183582
12
30.5
1457000
44438
Total
2074/75 2075/76 2076/77 2077/78 2078/79
30.5
44438
13
50 51.27
1457000 1457000
72850 74700
Total
101.27
147550
Appendix: 1.11
20 Year Plan for Widening of Feeder Roads to Two Lane (7.0m) (Physical and Financial) Length of Road (km) 8 4 Unit Cost/Km (Rs) 1748000 2185000 Amount (Rs. 1000) 13984 8740
Five Year Plan
Fiscal Year 2059/60 2060/61 2061/62 2062/63 2063/64
10
Total
2064/65 2065/66 2066/67 2067/68 2068/69
12
11 1093000
22724
12023
12
Total
11
12023
Appendix :IV.11.1 Analysis of Unit Cost for Routine Maintenance/Km/Year Blacktopped Road (Hill) Rate (Rs)
S.No. For 3 km (1) Dry Season Labour Supervisor
Type of Work
Unit
Quanity
Amount
Remarks
No. No.
0.17 1.00
100.00 85.00
Sub-total
5% for tool etc 15% for fuel and lubricants 3% bicycle and rain coat Total (2) Rainy Season Labour Supervisor 5% for tool etc 15% for fuel and lubricants 3% cycle and rain coat Total No. No. 2.50 0.17 85.00 100.00
Sub-total
85.00 17.00 102.00 5.10 15.30 3.06 125.46 125.46240/3 = 10048/km 212.50 17.00 229.50 11.47 31.87 6.88 279.72 279.73125/3 = 11655.41km Total Cost/Year/Km = 10048 + 11655.41 = 21703.41 Say Rs.21800.00/Km/Year
Page 1 of 5
Appendix: IV.11.1
Analysis of Unit Cost for Routine Maintenance/Km/Year Black-topped Road (Terai) S.No. For 5 km Type of Work Unit Quanity Rate (Rs) Amount Remarks
(1)
Dry Season Labour Supervisor 5% for tool etc 15% for fuel and lubricants 3% cycle and rain coat
No. No.
1.00 0.25
80.00 95.00
Sub-total
Total
80.00 23.75 103.75 5.18 15.56 3.11 127.60 127.6240/5 = 6125.00
(2)
Rainy Season Labour Supervisor 5% for tool etc 15% for fuel and lubricants 3% cycle and rain coat
No. No.
1.00 0.25
80.00 95.00
Sub-total
Total
120.00 23.75 143.75 7.18 21.56 4.31 176.80 176.8125/5 = 4420.00 Total Cost/Year/Km = 4420+6125 = 10545.00 Say Rs.10600.00/Km/Year
Page 2 of 5
Appendix: IV.11.1 Analysis of Unit Cost for Routine Maintenance/Km/Year
Gravelled and Earthen Road (Hill) S.No. For 3 km (1) Dry Season Labour Supervisor 5% for tool etc 15% for fuel and lubricants 3% cycle and rain coat Total For 2 km (2) Rainy Season Labour Supervisor 5% for tool etc 15% for fuel and lubricants 3% cycle and rain coat Total Type of Work Unit Quanity Rate (Rs) Amount Remarks
No. No.
1.00 0.11
85.00 100.00
Sub-total
85.00 11.00 96.00 4.80 14.40 2.88 118.08 118.08240/3 = 14169.60/Km/Year
No. No.
2.50 0.11
85.00 100.00
Sub-total
212.50 11.00 223.50 11.75 33.52 6.70 275.47 275.47125/2 = 17217.50 Total Cost/Year/Km = 14169.60+17217.50 = 31387.10 Say Rs.31400.00/Km/Year
Page 3 of 5
Appendix: IV.11.1 Analysis of Unit Cost for Routine Maintenance/Km/Year Gravelled and Earthen Road (Terai)
S.No. For 3 km
Type of Work
Unit
Quanity
Rate (Rs)
Amount
Remarks
(1)
Dry Season Labour Supervisor 5% for tool etc 15% for fuel and lubricants 3% cycle and rain coat
No. No.
1.00 0.17
80.00 95.00
Sub-total
Total For 3 km
80.00 16.15 96.15 4.80 14.42 2.88 118.25 118.25240/3 = 9460.32/Km/Year
(2)
Rainy Season Labour Supervisor 5% for tool etc 15% for fuel and lubricants 3% cycle and rain coat
No. No.
1.50 0.17 Subtotal
Total
120.00 16.15 136.15 6.80 20.42 4.08 167.45
167.45125/3 = 6977.27 Total Cost/Year/Km = 6977.27+9460.32 = 16437.59 Say Rs.16500.00/Km/Year
Page 4 of 5
Appendix: IV.11.1 Analysis of Unit Cost for Routine Maintenance/Km/Year Urban Roads Rate (Rs)
S.No.
Type of Work
Unit
Quanity
Amount
Remarks
For 1km
(1)
Dry Season and Rainy Season Labour Supervisor 5% for tool etc 15% for fuel and lubricants 3% cycle and rain coat Total No. No. 1.00 0.13 90.00 100.00
Sub-total
90.00 14.30 104.30 5.21 15.64 3.12 128.27 Total Cost/Year/Km = 128.27 x 365 = 46822.20 Say Rs.46800.00/Km/Year
Page 5 of 5
Appendix I.9
MISCELLANEOUS
1. 1.1
Review of Institutional Aspects

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 costeffective 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 costeffectiveness. The developed countries have developed various design methods and construction techniques based on their own conditions. These are primarily akin to their
1 of 3
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. b. c. d. e. Making and updating Codes of Practices for the design of roads and bridges Updating Norms for analysis of rates Updating Standard Specifications for roads and bridges Conducting researches for rational utilization of local materials and expertise in road construction. 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. 2. 3. 4. 5. National Highways Feeder Roads District Roads Urban Road and 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 RoadsFeeder (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.
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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. 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. The Central Bureau of Statistics be made responsible to publish the combined statistical data on Strategic and non-Strategic roads.
2.
3.
The DOR should make available to the DOLIDAR all the data it has regarding District and Urban Roads for this purpose.
1 of 5
1 of 6
Appendix II.1
NaubiseKathmandu Road, Regression Analysis Traffic Versus Population

S.No 1 2 3 4 5 6 7 8 9 =9 Year 1992 1993 94 95 96 97 98 1999 2000 Traffic (y) (in 100) 15.65 15.96 22.37 24.02 25.00 26.06 24.00 27.67 28.42 y = 213.35 y = 23.77 Pop (x) in (10,00,000) 18.94 19.39 19.88 20.34 20.83 21.33 21.84 22.36 22.90 x = 187.79 x = 20.86 X2 358.72 375.97 394.42 413.71 433.88 454.97 476.98 499.97 524.41 x2 =3933.03 Y2 277.22 254.72 500.42 616.03 625.00 679.12 729.00 765.13 807.70 y2 = 5245.84 XY 315.35 309.46 444.27 504.84 520.15 555.86 589.68 618.70 650.82 xy = 4509.53
Linear Regression Equation, y = a + bx,

xy x y x 2( x ) 2
'x' = Population in 10,00,000 'y' = Traffic in 100
is used to establish relation between population & traffic growth where a and
b are constant
b=
is number of sample
4509.53187.79 x 213.35 = 9 x9 x 3933.03 (187.79 ) 2
= 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 1 2 3 4 5 Year 1997 1998 1999 2000 Traffic (y) in 100 17.77 21.92 24.10 24.10 y=87.88 y=21.97 Pop (x) in (10,00,000) 21.33 21.84 22.36 22.90 x =88.43 x =22.11 X2 454.97 476.98 499.97 524.41 x2=1956.33 y2 315.77 48.48 580.81 580.81 y2=1957.87 XY 379.03 478.73 538.87 551.89 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 1 2 3 4 5 6 7 =7 Year 1994 1995 1996 1997 1998 1999 2000 Traffic (y) in 100 13.79 15.09 16.20 17.31 17.75 17.23 19.60 y=116.97 y=16.71 Pop (x) in (1000000) 19.88 20.34 20.83 21.33 21.84 22.36 22.90 x =149.50 y =21.35 X2 394.42 413.71 433.88 454.97 4876.98 499.97 524.41 x2=3198.12 XY 274.14 306.94 337.45 369.22 378.05 396.89 448.82 xy=2511.53 y2 190.16 227.71 262.44 299.64 315.06 296.87 384.16 y2=1976.06
Linear Regression Equation, where A and B are constants
y = A+Bx
Y is dependent and X is independent variables

nxy - xy B = __________ x2 - (x)2
7x2511.53 - 149.50x116.97 B = ______________________ 7x3198.12 - (149.50) 2
2 of 3
B=
93.695 _______ 36.59 = 2.561
Also Equation for mean
y = A+BX 16.71 = A+21.35B A = 16.71-21.35B = 16.71-21.35x2.561 A = - 37.967
Pop. @2002 = 2,41,01,239 Pop @ 2007 = 2,68,417,23
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 where, = 5 in this case
= Y2002
-1
3077
1/5
Annual Traffic Growth =

2357
-1
= 0.055 = 5.5%
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
2) 10th
2.25 Various agencies have various population forecast
3) 11th
2.10
4) 12th
1.85
5) 13th
1.55
3 of 3
Appendix II.2 TOTAL VEHICLE : 263516 MOTOR BIKE :147157 OTHER VEHICLE: 116359
Expansion of Road Network with Contributing Parameters
Fiscal Year
Black- Gravelled topped km km
Fair
Total
Growth of Differents Parameters Contributing to Road growth Gross Domestic Product Price (74/75) Vehicle Registration Nos. 45276 46581 47362 48379 50065 51220 52796 53830 54940 57441 62870 64991 66870 69098 72365 75159 87018 101485 114346 130955 146369 171562 190672 211097 239236 263516 (1984/85)=100 2.40% 4.50% 7-10% 2.64% 100 102.7 101.99 108.68 115.37 122.03 124.65 123.33 122.57 131.89 131.45 137.26 142.93 144.42 147.85 (1986/87)=100 5.70% 85% 100% 15% 9.70% 100 107.39 102.07 100.58 129.72 141.7 143.68 150.25 164.07 179.97 185.36 198.01 206.76 32879 37795 38109 48042 47912 55489 52574 62204 66230 71904 76251 86295 88930 92696 117981 123679 193332 209810 227103 262168 291695 302124 347543 365774 366144 Agricultural Index Industrial Index P.O.L KL
Weather Length Population km km Nos.
1974/75 1975/76 1976/77 1977/78 1978/79 1979/80 1980/81 1981/82 1982/83 1983/84 1984/85 1985/86 1986/87 1987/88 1988/89 1989/90 1990/91 1991/92 1992/93 1993/94 1994/95 1995/96 1996/97 1997/98 1998/99 1999/00 SRN ONLY Annual growth
1575 1579 1751 1851 1916 2044 2167 2322 2484 2645 2724 2757 2794 2822 2837 2821 3083 3164 3404 3451 3533 3609 3655 4080 4186 4522 3129
416 310 556 593 685 564 703 719 830 815 918 946 1180 1348 1477 1542 2181 2243 2373 2396 2662 2867 3011 3489 3528 3646 739
1182 1555 1829 2151 2090 2332 2151 2229 2232 2257 2283 2336 2332 2441 2297 2343 3064 3444 3757 3934 4529 4761 5048 5654 5686 7140 1108
3173 3444 4136 4595 4691 4940 5021 5270 5546 5717 5925 6039 6306 6611 6611 6706 8328 8851 9534 9781 10724 11237 11714 13223 13400 15309 4976 6.23% 18491097 18937160 19393984 19861827 20340957 20831644 21331362 21843068 22367048 22903598 15023000
4.40 3.02 4.40 2.37 -2.32 8.34 7.78 -2.98 4.68 4.66 1.87 7.03 5.43 4.92 6.44 4.62 3.29 7.9 2.87 5.7 4.77 2.72 3.39 5.9
16571 17394 17280 19732 22215 23351 27307 30986 33761 39390 46587 55734 63864 76906 89270 103416 120370 149487 171474 199272 219175 248913 280513 300547 339723 376433
P.O.L. - Petroleum oil and lubricant KL - Kilolitre KM - Kilometre NOS - Number
Heavy Truck : 40000 (77%) Traffic (100) Nos Bus : 12000 (23%) Nos.
Diesel : 52000 nos. Petrol :
Ap
Summary of Traffic Volume in 1998

Unit:
Bus Node NarayanghatButwal NarayanghatMugling BirgunjNarayangadh HetaudaNarayangadh HetaudaPathalaiya PathalaiyaBagmati PathalaiyaBirgunj NaubiseMugling NaubiseKathmandu ChandranighaNawalpul NawalpurJanakpur KathmanduBhaktapur BhaktapurDhulikhel DhalkebarJaleswor KathmanduBhaktapur Volume Type Veh Pcu Veh Pcu Veh Pcu Veh Pcu Veh Pcu Veh Pcu Veh Pcu Veh Pcu Veh Pcu Veh Pcu Veh Pcu Veh Pcu Veh Pcu Veh Pcu Veh Pcu Car 117 117 46 46 212 212 176 176 109 109 44 44 92 92 76 76 211 211 31 31 20 20 123 123 117 117 18 18 150 150 M. Bus 28 84 12 36 33 100 16 47 67 201 16 48 14 41 54 162 86 259 12 36 15 46 42 125 34 101 14 41 48 145 Bus 418 1671 233 933 521 2082 427 1710 380 1521 372 1489 292 1166 191 165 655 2620 301 1204 277 1107 488 1950 464 1858 166 663 557 2228
Truck M.Trk 77 116 27 41 58 87 60 90 71 107 36 54 66 99 71 106 118 176 41 61 31 46 75 113 66 99 23 34 79 118 Trk2 709 2835 259 1038 689 2756 739 2958 901 3604 574 2296 969 3876 282 1127 1160 4640 499 1996 450 1081 874 3497 834 3337 265 1059 821 3283 Trk3 493 2957 158 948 436 2618 368 2209 175 1051 132 793 177 1063 151 905 266 1598 105 630 89 536 187 1122 148 885 48 286 298 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 day P.C.U.: Passenger car unit per day Source : Kanti Rajpath feasibility study
pendix II.3
Veh/P.C.U.
Total 1842 7780 735 3042 1949 7855 1786 7190 1703 6593 1174 4724 1610 6337 825 2541 2496 9504 989 3958 882 2836 1789 6930 1663 6397 534 2101 1953 7711
Appendix II.4 Average Annual Daily Traffic (AADT) & 5 Year Plan Period Growth Bituminous Paved Roads ADT Growth 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 LINK 2000 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 2479 AC 1.35 14.00 2.00 2227 5.6 2479 3240 4336 5802 7949 7500 H0108 Budhi Kh-Itahari AC 15.24 11.00 2.00 2282 12 2540 3320 4443 4946 8146 7500 H0109 Itahari-Sakhhuwa Gachhi AC 3.41 11.00 2.00 1450 6 1614 2109 2822 3777 5179 7500 H0110U Sakhhuwa Gachhi-Sunsari Brg AC 23.88 10.00 1.40 800 18 890 1163 15565 2082 2852 H0111 Sunsari Brg-Koshi Barrage AC 6.02 9.00 1.00 800 5 890 1163 1556 2082 2852 H0112 Koshi Barrage-Bhardana AC 30.79 11.00 1.80 800 5 890 1163 1556 2082 2852 H0113 Bhardana-Rupni AC 20.66 11.00 2.00 1150 0 1280 1673 2239 2996 4105 7500 H0114 Rupni-Kadmaha AC 1.55 11.00 2.00 800 5 890 1163 1556 2082 2852 H0115 Kadmaha-Balan AC 5.14 10.00 1.50 800 5 890 1163 1556 2082 2852 H0116U Balan-Padariya Ck H0117 H0118* H0119* H0120* H0121* H0122 H0123 H0124 H0125 H0127 H0128 H0129 H0130 H0131U H0132U* H0133* H0134* H0135U* H0136U* H0137U* H0138 H0139 H0140* H0141* H0142* H0143* H0144U* H0145U* H0146U Padariya Ck-Chauharwa Chauharwa-Mirchaiya Mirchaiya-Kamala Kamala-Dhalkebar Dhalkebar-Ratu Ratu-Bardibas Bardibas-Banke Banke-Nawalpur Nawalpur-Bagmati Chandranigahapur-Dhansar Dhansar-Pathlaiya Pathalaiya-Chure Chure-Ratmate Ratmate-Hetauda Hetauda-Sarashwati Kh Sarashwati Kh-Lothar Lothar-Tikauli Tikauli-Hakim Ck Hakim Ck-Narayanghat Narayanghat-Narayani brg Narayani brg-Jn.Tiger Moun Jn.Tiger Moun-Arung Kh Arung Kh-Bardaghat Bardaghat-Sunwal Sunwal-Maha Kh Maha Kh-Sukoura Sukoura-Butwal (Milan Ck) Butwal-Butal (Mahendra Ck) Butwal-Bhamaha Kh AC ST ST ST ST ST ST ST ST ST ST OVSA OVSA OVSA RSST RSST RSST RSST RSST RSST ST ST RSST RSST RSST RSST RSST RSST RSST 19.66 5.15 13.32 20.57 8.01 1.89 15.59 16.88 13.35 12.68 27.71 19.34 4.39 5.34 5.38 35.47 30.23 2.06 3.63 0.14 35.26 14.93 24.87 17.46 5.81 11.97 3.36 1.40 9.54 11.00 10.00 10.00 10.00 9.20 11.50 9.00 9.00 9.00 9.00 9.00 10.00 11.00 10.50 11.00 10.80 10.00 11.00 11.00 12.00 9.00 9.00 7.00 10.00 9.00 9.50 9.00 15.00 10.00 2.00 1.50 1.50 1.50 1.00 2.00 1.50 1.50 1.50 1.00 1.00 1.95 2.00 1.25 2.00 1.40 1.50 1.50 1.40 2.40 1.00 0.80 0.70 1.50 1.00 1.00 1.00 4.00 1.50
Page 1 of 8
800 800 800 968 1334 900 900 900 1500 1423 1423 1960 1960 1950 1950 1633 2666 2666 2666 2666 2247 NA 1200 1200 1200 1200 1200 2157 1200 1621
5 5 5 5 3 5 5 5 5 6.8 6.8 5 5 6 6 5 5.6 5.6 5.6 5.6 5 5 5 5 5 9 5 9.3
890 890 890 1077 1485 1002 1002 1002 1664 1584 1584 2180 2180 2170 2170 1817 2967 2967 2967 2967 2501 1336 1336 1336 1336 1336 2401 1336 1804
1163 1163 1163 1407 1941 1309 1309 1309 2181 2070 2070 2849 2849 2836 2836 2375 3878 3878 3878 3878 3269 1746 1746 1746 1746 1746 3128 1746 2358
1556 1556 1556 1883 2597 1751 1751 1751 2919 2970 2970 3812 3812 3795 3795 3178 5190 5190 5190 5190 4375 2336 2336 2336 2336 2336 4199 2336 3155
2082 2082 2082 2520 3476 2343 2343 2343 3906 3707 3707 5102 5102 5079 5079 4253 6945 6945 6945 6945 5854 3126 3126 3126 3126 3126 5620 3126 4223
2852 2852 2852 3453 4762 3210 3210 3210 5351 5079 5079 6990 6990 6957 6957 5827 9515 9515 9515 9515 8020 4283 4283 4283 4283 4283 7700 4283 5786
7562
7500 5000 5000 5000 7500
7500
7500 7500
LINK H0147 H0148 H0149 H0150 H0151 H0152 H0153 H0154 H0155 H0156* H0157 H0158* H0159* H0160* H0161* H0162* H0163* H0164* H0165* H0166* H0167U* H0201* H0202U H0203 H0204 H0205U* H0206* H0207* H0208* H0209* H0210* H0211*
Name Bhamaha Kh-Koithi river Kothi river-Jitpur Jitpur-Gorusinge Gorusinge-Chanauta Chanuta-Dhan Kh Dhan Kh-Bhaiubang Bhaiubang-Lamahi Lamahi-Ameliya Ameliya-Shiva Kh Shiva Kh-Khairi Kh Khairi Kh-Kohalpur Kohalpur-Man River Man River-Bhuregaon Bhuregaon-Karnali Karnali-Junga Junga-Sukhad Choraha Sukhad Choraha-Atariya Atariya-Mohana River Mohana River-Daiji Daiji-Sukha Nala Sukha Nala-Gadda Chauki Sirsiya bdr-Jn, old align. Jn, old align.-Gandak Canal Gandak Canal-Jitpur Jitpur-Pathalaiya Hetauda-Samari Samari-Bhainse Bhainse-Lamidanda Lamidanda-Symbhanjyang Symbhanjyang-Palung Palung-Tistung Tistung-Dist.bdr
Average Annual Daily Traffic (AADT) & 5 Year Plan Period Growth Bituminous Paved Roads ADT Growth 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) RSST 17.24 10.00 2.00 340 5 378 494 661 884 1211 RSST 4.92 10.00 2.00 340 5 378 494 661 884 1211 RSST 14.60 10.00 2.00 340 5 378 494 661 884 1211 RSST 19.27 10.00 2.00 340 5 378 494 661 884 1211 RSST 22.05 8.70 1.35 340 5 378 494 661 884 1211 RSST 12.24 8.20 1.10 340 5 378 494 661 884 1211 RSST 27.02 10.00 2.00 340 5 378 494 661 884 1211 RSST 35.18 9.00 1.50 340 5 378 494 661 884 1211 RSST 2.66 9.00 1.50 340 5 378 494 661 884 1211 RSST 35.62 10.00 2.00 340 5 378 494 661 884 1211
RSST RSST RSST RSST RSST RSST RSST RSST RSST RSST ST AC AC AC AC ST RSST RSST RSST RSST RSST RSST
35.27 12.13 41.63 22.71 14.48 34.08 26.14 4.25 28.16 6.90 9.26 1.33 7.30 12.52 6.89 3.31 7.90 18.11 22.65 14.84 4.78 17.80
9.70 9.40 9.00 9.00 8.00 9.00 9.00 8.00 8.00 8.00 8.00 15.00 10.00 10.00 9.60 8.00 8.00 5.50 5.50 5.50 5.50 5.50
1.80 1.50 1.50 1.50 1.00 1.50 1.50 1.00 1.00 1.00 1.00 1.50 1.50 1.50 1.50 1.00 1.00 1.00 1.00 1.00 1.00 1.00
634 513 250 250 250 250 594 489 NA 180 180 180 2068 2068 2068 2068 80 80 80 80 80 80 80
12 11 5 5 5 5 13 5 5 5 5 5 5 7 5 5 5 5 5 5 5
706 571 278 278 278 278 661 544 200 200 200 2302 2302 2302 2302 89 89 89 89 89 89 89
923 746 363 363 363 363 864 711 261 261 261 3009 3009 3009 3009 116 116 116 116 116 116 116
1235 998 486 486 486 486 1156 954 349 349 349 4027 4027 4027 4027 155 155 155 155 155 155 155
1653 1336 650 650 650 650 1547 1273 467 467 467 5389 5389 5389 5389 208 208 208 208 208 208 208
2265 1830 890 890 890 890 2119 1744 640 640 640 7500 7500 7500 7500 285 285 285 285 285 285 285
7500
7500
Page 2 of 8
LINK H0212* H0213* H0214* H0303U H0304 H0305U H0306 H0307 H0308U H0309U H0310U H0311 H0312 H0313 H0314 H0401 H0402 H0403 H0404 H0405 H406* H407* H0408* H0409U* H0410 H0411 H0412U H0501U* H0502U* H0503*
Average Annual Daily Traffic (AADT) & 5 Year Plan Period Growth Bituminous Paved Roads ADT Growth 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) Dist. Bdr-Naubise RSST 17.11 5.50 1.00 80 5 89 116 155 208 285 Naubise-Nagdhunga OVSA 10.66 7.50 0.00 2069 2300 3008 4025 5386 7379 3000-3500 Nagdhunga-Ringroad OVSA 11.00 7.80 0.00 3123 7.2 3476 4243 5678 7598 10410 3500-5000 Koteshwar-Manohara brg OVSA 0.78 9.50 1.75 9173 3.5 10210 13344 17857 23896 32739 3500-7500 Manohara brg-Sallaghari OVSA 5.34 8.50 1.25 9173 3.5 10210 13344 17857 23896 32739 7500 Sallaghari-Hanumante culv RSAC 3.64 8.60 1.30 9173 3.5 10210 13344 17857 23896 32739 3000-7500 Hanumante culv-Sanga RSST 5.14 7.00 0.50 900 11.8 1102 1440 1927 2579 3533 Sanga-Punymata brg RSST 4.18 7.60 0.50 900 11.8 1102 1440 1927 2579 3533 Punyamata brg-Banepa RSST 0.96 15.00 2.50 900 11.8 1102 1440 1927 2579 3533 Banepa-Chainedhunga ST 1.91 7.00 0.50 900 11.8 1102 1440 1927 2579 3533
Name
Chainedhunga-Khawa Khawa-Lamidanda Lamidanda-Dolalghat Dolalghat-Lamosanghu Lamosanghu-Barhabise Naubise-Galchhi Galchhi-Jn. Trishuli brg Jn. Trisuli brg-Mawa Kh Mawa Kh-Mugling Mugling-Mugling brg Mugling brg-Anbukhairani Anbukhairani-Dumre Dumre-Muse Kh Muse Kh-Byas mu_b Byas mu_b-Kotre Kotre-Bijayapur Kh Bijayapur Kh-Prithvi Ck Narayanghat-Anptari Anptari-Rmanagar Ramnagar-Mugling
ST ST ST ST ST AC AC AC AC AC ST ST ST ST ST ST ST OVSA OVSA OVSA RSAC RSAC RSAC RSAC ST ST ST ST
5.87 13.32 12.15 19.24 10.48 22.06 20.48 24.07 16.35 0.33 7.71 16.65 14.10 5.32 27.79 14.04 4.85 2.45 3.55 30.16 5.61 12.20 6.03 19.10 2.84 16.78 23.22 24.92
7.00 6.70 6.80 6.50 6.50 9.00 9.00 8.70 9.00 9.00 7.50 8.50 8.50 8.50 7.50 7.50 9.10 8.00 8.00 7.10 6.10 5.50 7.20 7.50 6.00 6.80 6.80 6.80
0.50 0.35 0.40 0.50 0.50 1.00 1.00 1.10 1.25 1.25 0.75 1.00 1.00 1.00 0.75 1.00 1.60 1.00 1.00 0.70 1.00 1.00 1.00 2.00 1.20 0.60 0.70 0.70
Page 3 of 8
900 500 500 500 500 2563 2563 2563 2563 1130 840 840 840 840 840 1457 1457 2400 2400 2400 226 400 400 990 100 565 565 310
11.8 4 4 4 4 8.3 8.3 8.3 8.3 14 5 5 5 5 5 2 2 7.8 7.8 7.8 5 2 2 2 5 7 7 5.6
1102 554 554 554 554 2853 2853 2853 2853 1258 935 935 935 935 935 1622 1622 2670 2670 2670 251 445 445 1102 111 629 629 345
1440 724 724 724 724 3729 3729 3729 3729 1644 1222 1222 1222 1222 1222 2120 2120 3489 3489 3489 328 581 581 1440 145 822 822 451
1927 964 964 964 964 4990 4990 4990 4990 2200 1635 1635 1635 1635 1635 2837 2837 4669 4669 4669 439 777 777 1927 194 1100 1100 603
2579 1297 1297 1297 1297 6678 6678 6678 6678 2944 2183 2183 2183 2183 2183 3796 3796 6248 6248 6248 587 1040 1040 2579 260 1472 1472 807
3533 1777 1777 1777 1777 9149 5000 9149 5000 9149 3500-5000 9149 3500-5000 4033 2998 2998 2998 2998 2998 5200 5000-7500 5200 8560 2600-3500 8560 2600-3500 8560 3500 804 1425 1425 3533 356 2017 2017 1105
H0601U* Bhittamod-Jaleshwar mu_b H0602* Jaleshwar mu_b-Dhudhmadi brg H603U* Dhudhmadi brg-Janakpur mu_b H0604* Janakpur mu_b-Dhalkebar H0703UA Jhapa Ck-Bhaire Ck H0705 Charali-Chihanedanda H0706 Chihanedanda-Fikkal H0707 Fikkal-Mai Kh
5000
LINK
Name
Bituminous Paved Roads ADT Growth Surface Type Length (km) F Width(m) Shoulder W (m) 2056/57 %
Average Annual Daily Traffic (AADT) & 5 Year Plan Period Growth
2058/59
2063/64 2068/69 2073/74 2078/79 Capacity VPD
H0708 H0709 H0801U H0802 H0803 H0804 H0805U H0806 H0807 H0808 H0809U H0901 H0902 H0903 H1001U H1002 H1003U* H1004U* H1005 H1006U* H1007U* H1008* H1009* H1010* H1011 H1012 H1013U H1201 H1202U H1203U H1204 H1205 H1401U* H1402* H1403 H1501 H1502 H1503
Maikhola-Chureghanti Chureghanti-Ranke Rani-Kanchanbari Kanchanbari-Duhabi Duhabi - Itahari Itahari - Seuti Brg Seuti Brg - Base Camp Base camp - Bhendetar Bhendetar - Mulghat Mulghat - Patle Kh Patle Kh - Hile Kadmaha Ck - Siswari Brg Siswari Brg - Cement Fac Cement Fac - Gaighat Belhiya - Sidarthanagar mu_b Sidar_nagar mu_b - Butwal mu_b Butwal mu_b - Milan Ck Mahendra park - Chidiya Kh Chidiya Kh - Bans Tari Bans Tari - Bartung Bartung - Tansen mu_b Tansen mu_b - Kaligandaki Kaligandaki - Waling Waling - Syangja Syangja - Kubinde Kubinde - Pokhara mu_b Pokhara mu_b - Prithvi Ck Jamuniya - Campus Campus - Dhamboji Dhamboji - Nepalganj mu_b Nepalganj mu_b - Kohalput Kohalpur - Deurali Mohan brg - Boradandi Boradandi - Atariya Atariya - Faltunde Syaule Bazar - Korayal Koryal - Samuha Gad Samuha Gad Jn, Sanfe rd
ST ST ST ST ST ST ST ST ST ST ST ST ST ST AC AC RSST RSST RSST RSST RSST RSST RSST RSST ST ST AC ST ST ST ST RSST RSST RSST ST ST ST ST
14.42 32.14 13.37 4.67 11.61 11.61 10.13 12.32 18.38 11.58 18.31 12.11 8.62 7.24 6.08 16.03 1.99 2.74 27.39 5.29 1.10 25.15 30.71 27.62 20.61 12.09 4.42 2.01 4.02 1.28 15.02 13.67 6.23 8.32 53.63 24.96 24.73 14.36
7.50 5.50 10.00 9.00 9.00 9.00 9.00 9.00 6.90 6.30 6.20 9.50 7.50 9.00 9.40 9.00 10.00 8.30 6.00 7.00 6.00 6.00 6.80 6.00 6.00 6.50 8.70 9.50 9.50 9.50 9.50 7.00 7.00 7.00 7.00 5.50 5.50 5.50
1.00 0.00 1.50 1.00 1.00 1.00 1.00 1.00 0.10 0.00 0.00 1.10 1.00 1.00 1.00 1.20 1.50 0.60 0.00 0.50 0.00 0.00 0.40 0.00 0.00 0.00 0.80 1.70 1.70 1.70 1.70 0.50 0.50 0.50 0.50 0.25 0.25 0.25
2000 210 210 2200 2200 2200 1625 1400 377 377 377 377 458 458 458 2730 2230 2358 796 420 420 420 210 210 210 332 332 500 1200 1339 1339 1339 270 779 779 360 125 125 125
2002(5.5) 2007(5.5) 2012 (6) 2017(6) 2022(6.5) 230 305 408 546 748 230 305 480 546 748 5 2449 3201 4284 5733 7855 5 2449 3201 4284 5733 7855 10 8.3 4 4 4 4 20 20 20 7.8 7.8 7.8 7 2449 1809 1558 420 420 420 420 510 510 510 2482 2482 2624 886 462 462 462 231 231 231 369 369 550 1320 1490 1490 1490 300 867 867 400 139 139 139 3201 2364 2036 549 549 549 549 666 666 666 3244 3244 3429 1132 604 604 604 302 302 302 482 482 719 1725 1947 1947 1947 392 1133 1133 523 182 182 182 4284 3163 2745 735 735 735 735 891 891 891 4341 4341 4589 1515 808 808 808 404 404 404 645 645 962 2308 2605 2605 2605 525 1516 1516 700 243 243 243 5733 4233 3673 983 983 983 983 1192 1192 1192 5809 5809 6141 2027 1081 1081 1081 540 540 540 863 863 1287 3008 3486 3486 3486 702 2029 2029 937 325 325 325 7855 5799 5032 1347 1347 1347 1347 1633 1633 1633 7959 7959 8414 2777 1481 1481 1481 740 740 740 1182 1182 1763 4121 4476 4476 4476 962 2780 2780 1284 445 445 445 7500 7500
7500 7500 7500
0 0 0 0 5 5 5 4 6 6 15 0 0 0
7500
7500
Page 4 of 8
LINK
Name
Average Annual Daily Traffic (AADT) & 5 Year Plan Period Growth Bituminous Paved Roads ADT Growth 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)
F0101 F0301 F0302 F0303U F0401 F0402U F0403U F0404 F0502 F0601A* F0602U* F0701* F0702U* F0901 F1002U F1003U F1004 F1201 f1202 F1801U* F1802 F1803U* F1901 F2104 F2105 F2106* F2107U* F2108U* F2201 F2202 F2301U F2302 F2401U* F2402* F2403A F2501U F2502 F2601U F2602 F2701
Birtamod - Chandragadhi Bhardaha - Inarwa Inarwa - Rajbiraj mu_b Rajbiraj mu_b - Rajbiraj Rupni - Rajbiraj mu_b Rajbiraj mu_b - Rajbiraj Rajbiraj - Rajbiraj mu-b Rajbiraj mu_b - Malhaniya Siraha - Mardar Nawalpur - Malangwa mu-b Malangwa mu_b - Malangwa Chandranigahapur - Gaur mu_b Baur mu_b - Gaur Sunwal - Parasi Taulihawa mu_b - Bank Chr. Bank Chr - Taulihawa mu_b Taulihawa mu_b - Khunwa Chanauta - Bahadurgunj Bahadurganj - Krishnagar Birgunj - Bara ds_b Bara ds_b - Kalaiya mu_b Kalaiya mu_b - Kalaiya Bhaise - Bhimphedi Nagarjun - Thulo Kh Thulo Kh - Kakani Kakani - Tadi Kh Tadi Kh - Batar Batar - Gerkha Kh Balkhu - Chovar Chovar - Dakshhinkali Satdobato - Sunakothi Sunakothi - Jn, rd to Lele Satdobato - Karmanas brg Karmanas brg - Godavari Godavari - Phulchoki Maharajgunj - Bansbari Bansbari - Budhanilkantha Chabahil (Ring Rd) - Pipal Bot Pipal Bot - Sannkhu Jorpati - Sundarijal
ST ST ST ST ST ST ST ST ST RSST RSST RSST RSST ST RSST RSST RSST RSST RSST RSST RSST RSST ST ST ST RSST RSST RSST ST ST ST ST RSST RSST ST SSST SSST ST ST SSST
12.53 7.00 9.13 1.62 9.53 1.47 0.58 11.25 8.45 6.00 4.61 38.27 5.87 8.95 2.53 3.02 7.84 12.02 8.04 2.78 6.86 2.02 11.99 10.12 7.68 34.60 7.52 4.71 4.28 12.11 2.42 8.68 1.70 7.68 8.62 0.84 4.05 1.91 10.87 7.13
5.70 5.50 5.50 5.50 5.50 7.00 7.00 5.40 5.50 5.50 5.50 5.50 5.50 5.50 5.50 6.50 6.50 9.00 9.00 5.50 5.50 5.50 5.70 5.50 5.50 5.50 5.70 6.00 9.50 5.60 7.00 5.50 9.50 7.60 4.20 8.50 10.00 10.00 6.00 5.30
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.50 1.50 1.50 1.50 0.60 1.00 1.00 1.10 0.80 1.00 0.90 0.65 0.50 1.40 0.85 0.00 0.65 1.50 1.50 0.35 1.00 3.00 0.00 0.50 0.70
Page 5 of 8
773 400 400 400 643 643 643 643 358 570 570 300 300 303 230 230 230 547 387 108 640 640 50 539 539 300 300 200 1430 1000 850 850 1500 1500 50 3000 2000 3000 1500 600
2 12 15 17 12 6 0 0 10 10 7 6 -
860 445 445 445 716 768 768 768 398 634 634 334 334 337 276 276 276 609 431 120 712 712 60 600 600 330 330 220 1592 1100 935 935 1650 1650 560 3300 2200 3300 1650 660
1124 581 581 581 936 1003 1003 1003 520 828 828 436 436 440 361 361 361 796 563 157 930 930 78 784 784 431 431 287 2081 1438 1222 1222 2156 2156 73 4313 2879 4313 2156 862
1504 787 787 787 1252 1342 1342 1342 969 1108 1108 583 583 589 483 483 483 1065 753 210 1244 1244 104 1049 1049 576 576 384 2785 1924 1635 1635 2885 2885 98 5772 3847 5772 2885 1153
2013 1053 1053 1053 1676 1796 1796 1796 1031 1483 1483 781 781 788 646 646 646 1425 1008 281 1665 1665 139 1404 1404 771 771 514 3727 2573 2188 2188 3861 3861 131 7724 5148 7724 3861 1544
2758 1425 1425 1425 2296 2461 2461 2461 1275 2032 2032 1070 1070 1080 885 885 885 1952 1381 385 2281 2281 190 1924 1924 1056 1056 704 5106 3528 2998 2998 7500 3500 179 10582 7053 10582 5290 2115
LINK F2801U
Name Bhaktapur - Army camp
Bituminous Paved Roads Average Annual Daily Traffic (AADT) & 5 Year Plan Period Growth ADT Growth 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) ST 4.40 6.20 1.10 728 5 810 951 1273 1703 2333
F2802 F2901U* F2902* F3101A F3201 F3202 F3203 F3301 F3501* F3502* F3801 F3901U* F3902* F4101 F4201U F4202U F4203 F4204 F4205 F4301U F4401U* F4402* F4403* F4601U F4602A H0101 H0102 H0103 H0104 H0105* H0106* H1205B H1206 H1207 H1208 H1209 H1405 H1406 H1407 H1408 H1409 H1410 H1411
Army camp - Nagarkot Banepa - Punyamata brg Punyamata brg - Panauti Dolalghat - Chautara Lamosangu - Nigale danda Nigale danda- Charikot Charikot - Tamakoshi Tamakoshi - Jiri Anbukhaireni - Marshyangdi River Marsyangdi River - Gorkha Fikkal - Pashupati Nagar Biratnagar - Singhiya brg Singhiya brg - Rangeli Pokhara- Sarankot Pokhara - Bindebasini Bindebasini - Yamdi brg Yamdi brg - Sandh brg Sandh brg - Kaligandaki brg Kaligandaki brg - Baglung Bartung - Batase Danda Bhairahawa - Bhairahawa mu_b Bhairahawa mu_b - Lumbini Lumbini jn -Padaria Chr Nepalgunj - Nepalgunj mu_b Nepalgunj mu_b - Man brg Kakarbhitta - Charali Charali - Birtamod Birtamod - Padajogi (Damak) Padajogi (Damak) - Ratuwa Ratuwa - Mawa Mawa - Harichamod Kohalpur-Deurali Deurali-Harre Harre-Chhinchu Chhinchu--Newari Kh Newari Kh-Bangesimal Faltunde-Budar Budar-Gairha Gairha-Syaule Syaule-Anarkholi Anarkholi-Khodpe Khodpe-Patan Patan-Satbanjh
ST ST ST AC OCMS OCMS OCMS OCMS RSST RSST ST RSST RSST AC ST ST ST ST ST AC RSAC RSAC RSAC ST ST RSST RSST RSST RSST ST ST ST ST ST ST ST ST ST ST Gr Gr Gr Gr
18.60 0.59 5.41 5.00 28.27 25.45 18.20 38.03 0.80 23.84 10.75 2.35 21.53 4.80 3.96 2.76 37.04 24.11 4.71 4.61 4.40 13.65 4.73 1.89 8.11 11.25 6.27 29.51 0.96 6.76 26.11 9.39 23.55 11.75 25.40 6.99 11.38 22.08 29.74 22.38 7.18 23.20 15.50
5.50 7.00 7.00 3.50 5.20 5.40 6.10 4.70 6.00 6.10 7.50 7.00 5.50 3.80 6.50 6.00 6.90 5.80 5.50 3.50 8.30 7.00 3.50 5.50 5.50 9.20 9.00 9.00 9.00 9.20 9.00 7.50 5.50 5.50 5.50 6.30 6.00 6.00 6.00 5.50 5.50 6.00 6.00
1.00 0.50 0.50 0.00 1.05 1.20 1.55 0.85 0.90 0.90 0.90 0.85 1.00 0.00 0.35 0.00 1.30 0.80 1.00 0.00 1.10 1.50 0.00 1.00 1.00 1.10 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.40 0.50 0.50 0.50 0.50 0.50 0.50 0.50
Page 6 of 8
728 273 273 85 300 300 200 100 426 105 182 268 725 240 1140 1140 1140 144 120 600 1060 1060 404 278 278 1008 1158 1158 1030 1030 1030 60 60 60 60 60 47 47 47 35 35 28 28
5 5 5 0 20 20 8 0 7 4 6 6 6 10 2 10 3 6 -
810 304 304 95 334 334 226 113 474 110 202 286 807 264 1269 1269 1269 170 132 283 1100 1100 450 309 309 1113 1289 1289 1133 1133 1133
951 397 397 124 436 436 290 145 619 143 264 374 1055 345 1658 1658 1658 222 172 370 1438 1438 588 404 404 1455 1685 1685 1481 1481 1481 87 87 87 87 87 68 68 68 50 50 40 40
1273 531 531 166 583 583 388 194 353 191 352 500 1412 462 2219 2219 2219 297 230 495 1924 1924 787 540 540 1947 2255 2255 1982 1982 1982 116 116 116 116 116 91 91 91 70 70 55 55
1703 711 711 222 781 781 520 260 573 256 471 669 1889 618 2969 2969 2969 397 308 663 2579 2579 1053 723 723 2606 3017 3017 2652 2652 2652 155 155 155 155 155 121 121 121 94 94 70 70
2333 974 974 304 1070 1070 720 360 785 351 645 916 2588 847 4068 4068 4068 544 422 908 3528 3528 1443 990 990 3570 4133 4133 3633 3633 3633 212 212 212 212 212 165 165 165 129 129 100 100
3000
3000
LINK F0201 F0202 F0501 F0601B F0801 F0802 F0803 F1001 F1002U F1101 F1102 F1103 F1104 F1301 F1302 F1303 F1401 F1501 F1502U F1503U F1504 F1505U F1601 F1602 F1701 F1702 F2001 F2109 F2110 F2303 F2403B F2903 F3001 F3002 F3101B F3204 F3401 F3601 F3602 F4001U F4002 F4003
Bituminous Paved, Gravel and Earth Roads Name Surface Type Length (km) F Width(m) Shoulder W (m) Damak Gauradaha Dipu Chauharwa Nawalpur Bardaghat Pratappur Surajpur Jitpur Taulihawa mu_b Gorusinge Kabilvastu ds_b Thada Jugens Angure Ghumti Bhalubang Ganaha Kh brg Chakchake Chakchake Lumahi Tribuvannagar mu_b Tribuvannagar mu_b Tribuvannagar mu_b Tulsipur Bhuregoan Jn rd to Kothght Junga Jn rd to Tikapur Palung Gerkha Kh Phalankha Kh Jn rd toLele Godavari Panauti Panchal Dhad Kh Dolalghat Tamakoshi Malekhu Dumre District Bdr. hile Gunrase Chitre Gauradaha Dipu RvGr Gaurigunj RvGr Siraha ST Malangwa mu_b ST Pratappur ST Surajpur ST Harpur Bdr. ST Taulihawa mu_b RvGr Bank Chr. RvGr Kabilvastu ds_b RvGr Thada Jugens RvGr Angure Ghumti Earth Sandhikarka Earth Ganaha Kh brg RvGr Chakchake RvGr Rolpa RvGr Phyuthan RvGr Tribuvannagar mu ST Tribuvannagar mu ST Tribuvannagar mu ST Tulsipur ST Tulsipur ST Jn rd to Kothght ST Gularia ST Jn rd to Tikapur RvGr Rajapur RvGr Kulekhani RvGr Phalankha Kh RvGr Dhunche RvGr Tikabhairab ST Phulchoki ST Khopasi ST Dhad Kh RvGr Melamchi Earth Chautara RvGr Kimetar RvGr Dhading Besi ST District Bdr. ST Besisahar ST Gunrase RvGr Chitre RvGr Basantapur RvGr 10.56 11.40 18.21 16.02 13.80 4.58 4.67 18.00 2.00 12.34 24.48 18.30 14.01 8.00 35.43 64.36 22.97 18.87 4.04 6.10 15.01 2.60 14.67 17.64 13.85 14.27 20.58 6.20 39.34 0.47 4.24 1.50 11.66 11.84 20.11 22.08 19.90 24.26 19.17 4.18 13.23 4.12 6.90 7.60 5.50 5.50 5.50 5.50 7.00 7.00 5.50 6.20 3.50 3.50 3.50 3.50 3.50 3.50 3.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.7 6.2 5.5 5.6 6 5.7 4.1 5 3.5 3.5 3.5 3.5 5.4 5 5 6 6 5.7 0.85 1.20 1.00 1.00 1.00 1.00 1.75 1.00 1.00 0.55 0 0 0 0 0 0 0 1 1 1 1 1 1 1 0.65 0.7 1 1 0.9 0.7 0.5 0.75 0 0 0 0 1 0.6 0.6 1 0.5 1.1
Average Annual Daily Traffic (AADT) & 5 Year Plan Period Growth ADT Growth 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) 85 5 124 166 222 304 50 73 98 131 179 150 220 294 393 538 110 160 21 28 38 100 145 194 260 356 20 29 40 53 72 6 9 12 16 22 50 80 107 143 196 250 366 448 564 688 85 124 166 222 304 25 36 48 64 88 25 36 48 64 88 20 29 40 53 73 40 60 80 106 145 40 60 80 106 145 15 22 29 39 54 10 14 19 25 34 200 290 388 519 711 200 290 388 519 711 200 290 388 519 711 60 90 120 160 219 60 90 120 160 219 50 73 98 131 179 40 60 80 106 145 50 73 98 131 179 10 14 19 25 34 25 36 48 64 88 15 22 29 38 54 13 17 25 39 45 900 1360 1820 2435 3336 5 7 10 13 18 10 14 19 25 34 80 120 160 214 334 45 65 87 116 159 45 65 87 116 159 85 124 166 222 304 50 73 98 131 179 95 138 185 247 338 60 90 120 160 219 60 90 120 160 219 60 90 120 160 219 60 90 120 160 219
Page 7 of 8
LINK
Bituminous Paved, Gravel and Earth Roads Surface Type Length (km) F Width(m) Shoulder W (m) Name
ADT 2056/57 2000
Average Annual Daily Traffic (AADT) & 5 Year Plan Period Growth Growth % 2058/59 2063/64 2068/69 2073/74 2078/79 Capacity VPD 2002(5.5) 2007(5.5) 2012 (6) 2017(6) 2022(6.5) (Vehicle Per Day)
F4004 F4302 F4303 F4304 F4501 F4502 F4503U F4602B F4603 F4701 F4801 F4901 F5001 F5101 F5102 H0315 H0605 H0606 H0607 H0701 H0702 H0703UB H0704 H0708U H0709 H0710 H1101 H1102U H1103U H1104 H1105 F4702 F4703 F4704 F3205 F4206 F4207
Basantapur Batase Danda Harthok Rdid brg. Lumbini Kothi brg Taulihawa mu_b Nepalgunj mu-b Man brg. Chinchu Surkhet Khodpe Satbani Silgadhi Dist. Bdr. Barbise Bardibas Rato river Chure temple Kechana bdr. Kechna vil. Jhapa Ck Bhaire Ck Mai Kh Chureghanti Ranke Ameliya Tulsipur mu_b Birendra Ck Lauri Kh Chordana Raikar Devasthal Chhedagad Kirnetar Baglung Magdi Dist.bord
Tehrathum Harthok Rdid brg. Ghumti Kothi brg Taulihawa mu_b Taulihawa Man brg. Gularia Rajkar Dailekh Bithad Baitadi Dist. Bdr. Sanfebagar Kodari\ Rato river Chure temple Sindhuli Kechna vil. Jhapa Ck Bhaire Ck Charali Chureghanti Ranke Phidim Tulsipur mu_b Birendra Ck Lauri Kh Chorfana Salyan Devasthal Chhedagad Jajarkot Manthali Magdi Dist.bord Beni
Earth RvGr RvGr RvGr ST ST ST ST ST RvGr Earth Earth Earth RvGr RvGr RvGr RvGr RvGr RvGr ST ST ST ST ST ST RvGr RvGr RvGr RvGr RvGr RvGr RvGr Earth Earth Earth Earth Earth
26.47 5.7 10.87 RMDP 20.13 RMDP 10.34 RMDP 5.71 3.5 17.14 3.5 1.70 3.5 5.40 5.5 19.82 5.5 31.00 3.5 30.00 3.5 30.00 3.5 18.45 3.5 24.00 3.5 43.00 3.5 26.21 3.5 12.90 7.7 3.38 5.5 21.73 6.8 3.00 3.5 21.67 7 1.33 6 1.37 5 14.42 7.5 32.14 7.5 30.86 7.5 27.63 3.5 1.99 3.5 6.62 3.5 9.94 3.5 37.16 3.5 12.42 3.5 27.58 3.5 36.00 3.5 18.00 3.5 7.00 3.5 10.00 3.5
1.1
0 0 0 1 1
0.5 0.5 0.9 30 1 1.2 30 0.5 1 1 0 0 0 0 0 0 0 0 0 0 0
15 80 70 60 60 60 40 145 55 21 10 6 20 20 20 85 60 60 60 35 35 35 35 210 210 210 40 40 40 40 40 40 40 40 30 30 30
22 120 100 90 90 90 60 211 80 31 14 8 30 30 30 124 90 90 90 51 51 51 51 305 305 305 60 60 60 60 60 60 60 60 45 45 45
29 160 133 120 120 120 80 282 107 41 19 11 40 40 40 166 120 120 120 70 70 70 70 408 408 408 80 80 80 80 80 80 80 80 60 60 60
39 219 170 160 160 160 106 377 143 51 23 15 53 53 53 222 160 160 160 94 94 94 94 546 546 546 106 106 106 106 106 106 106 106 80 80 80
54 293 219 219 219 219 159 516 516 77 30 20 73 73 73 304 219 219 219 129 129 129 129 748 748 748 159 159 159 159 159 159 159 159 110 110 110
Page 8 of 8
Time Trend Traffic Growth upto 2000 A.D. Nos. of Year of Traffic Count (Year) 2 4 3 3 3 6 7 6 4 5 4 4 6 6 6 6 4 7 5 7 9 9 3 4 5 4 4 4 6 6 6 6 3 Annual Traffic Growth (%) N.A. 5 2 7 7 6.8 5 3 6 12 18 13 18 12 11 9 9.3 5.6 5.6 7 7.2 11.8 3.5 14 8.3 2 7.8 1 8.3 10 5 7.8 6
S.No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33
Road Link, Name H0115 Kadmaha-Balan H0120 Kamala-Dhalkebar H0121 Dhalkebar-Ratu H0132 Hetauda-Saraswati Khola H0133 Saraswati Khola-Lother H0128 Dhansar-Pathalaiya H0129 Pathalaiya-Chure H0101 Kakarbhitta-Charali H0102 Charali-Birtamode H0109 Ithari-Sakhuwagachhi H0111 Sunsari bridge-Koshi barrage H0163 Sukhadchouraha-Ataria H0164 Ataria-Mohana river H0157 Khairi Khola-Kohalpur H0158 Kohalpur-Manriver H0144U Sukoura-Butwal H0146U Butwal-Bahara Khola H0134 Lother-Tikauli H0108 Budhikhola-Itahari H0204 Jitpur-Pathalaiya H0214 Nagdhunga Ring Road H0310U Chainedhunga-Khawa H0304 Manohara Bridge-Sallaghari H0405 Mugling-Mugling Bridge H0404 Mawakhola-Mugling H0411 Kotre-Bijayapur H0503 Ramnagar-Mugling H0604 Janakpur Mu. Bdr-Dhalkebar H0804 Itahari-Seuti Bridge H0803 Duhabi-Itahari H1204 Nepalgunj-Kohalpur H1002 Sidhartha Mu. Bdr to Butwal Mu. Bdr F2201 Balkhu-Chovar
Remarks Traffic counting done annually by Dept. of Roads on some important roads. These are the list of roads exceeding traffic volume of 900 VPD.
Source: Department of Roads
Appendix III.4 : Cost Estimate of Bridges Along Roads Connecting District Headquarters
S. No.
Name of Bridges
Terrain
Total Length (m)
Cost per meter length (Rs.x1000)
Total Cost (Rs.x1000)
Remarks
EASTERN DEVELOPMENT REGION 1 Gaikhat-Diktel 1 Sunkoshi Hilly 150 100 32 16 20 50 18 386 340 340 340 340 340 340 340 51000 34000 10880 5440 6800 17000 6120 131,240
2 Sapsu-Dikhuwa Khola Hilly 3 Unknown 4 Unknown 5 Unknown 6 Tuwa 7 Un Total 2 Basantapur-Chainpur-Khandbari 1 Piluwa khola 2 Sabaha khola 3 Unknown Total 3 Hile-Bhojpur 1 Arun 2 Unknown Total 4 Okhaldhunga-Salleri 1 Unknown 2 Unknown Total Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly
72 120 40 232
340 340 340
24480 40800 13600 78,880
250 50 300
340 340
85000 17000 102,000
60 40 100
340 340
20400 13600 34,000
Page 1 of 5 CENTRAL REGION 5 Khimti-Manthali-Ramechhap 1 Khahare Hilly 18 340 6120
2 Tiphang 3 Khani khola 4 Kathajur 5 Lipi khola 6 Kakarvitta 7 Unknown Total 6 Khudi-Chame 1 Sundar khola 2 Unknown 3 Unknown 4 Unknown 5 Unknown 6 Unknown 7 Unknown 8 Unknown 9 Unknown 10 Unknown Total 7 Ben-Jomsom 1 Myagdi khola 2 Rahu khola 3 Bej khola 4 Rupse khola 5 Lete khola 6 Larjung khola Total 8 Surkhet-Jumla 1 Total bridges, 20 nos. Total
Hilly Hilly Hilly Hilly Hilly Hilly
22 18 18 18 100 50 244 WESTERN REGION
340 340 340 340 340 340
7480 6120 6120 6120 34000 17000 82,960
Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly
170 130 22 22 30 25 50 20 25 31 525
340 340 340 340 340 340 340 340 340 340
57800 44200 7480 7480 10200 8500 17000 6800 8500 10540 178,500
60 50 40 70 70 60 350
340 340 340 340 340 340
20400 17000 13600 23800 23800 20400 119,000
Hilly
800 800
340
272000 272,000
Page 2 of 5 MID WESTERN REGION 9 Jumla-Gamgadhi 1 Baine Khola 2 Mugu Khola Total Hilly Hilly 85 200 285 340 340 28900 68000 96,900
10
Salyan-Musikot 1 Matelin khola 2 Parajul khola 3 Chupra khola Total
Hilly Hilly Hilly
60 30 20 110
340 340 340
20400 10200 6800 37,400
11 1 2 3 4 5
Chhinchu-Jajarkot Bangad Bheri Simita Kali Thati
6 Chheda Total 12 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 Jajarkot-Dunai Warot khola Unknown Sali Gad Thuli Bheri Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Unknown Total
50 185 200 25 25 80 565
340 340 340 340 340 340
17000 62900 68000 8500 8500 27200 192,100
Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly
145 30 170 250 30 20 22 30 60 18 25 22 25 40 50 45 32 15 1029
340 340 340 340 340 340 340 340 340 340 340 340 340 340 340 340 340 340
49300 10200 57800 85000 10200 6800 7480 10200 20400 6120 8500 7480 8500 13600 17000 15300 10880 5100 349,860
Page 3 of 5 13 Tila-Manma 1 Tila river 2 Unknown 3 Unknown Total 14 Surkhet-Ranimatta-Dailekh 1 Matelin khola Hilly 2 Parajul khola Hilly Hilly Hilly Hilly 200 20 20 240 340 340 340 68000 6800 6800 81,600
25 45
340 340
8500 15300
3 Chupra khola Total 15 1 2 3 4 5 6 7 8 Gamgadhi-Simikot Lothi khola Chuwa khola Unknown Unknown Khurparka khola Unknown Unknown Unknown
Hilly
125 195
340
42500 66,300
9 Unknown 10 Unknown 11 Unknown Total
Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly
190 180 42 30 58 17 10 12 17 19 25 600 FAR WESTERN REGION
340 340 340 340 340 340 340 340 340 340 340
64600 61200 14280 10200 19720 5780 3400 4080 5780 6460 8500 204,000
16 1 2 3 4 5 6 7 8
Sanfebagar-Martadi Jijod Andola Ikadi Bajure Gad Gui Gad Jipad Gad Budhi gad Kodari Gad Total
Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly
40 40 70 50 190 40 80 80 590
340 340 340 340 340 340 340 340 340
13600 13600 23800 17000 64600 13600 27200 27200 200,600
17
Sanfebagar-Mangalsen 1 Kailash Hilly 2 Unknown Hilly Total
100 152 252
340 340
34000 51680 85,680
Page 4 of 5 18 Khodpe-Bajhang 1 Kalanja Gad 2 Juli Gad 3 Turi Gad 4 Khali Gad 5 Bahauli Gad Total Baitadi-Darchula Hilly Hilly Hilly Hilly Hilly 60 55 70 40 65 290 340 340 340 340 340 20400 18700 23800 13600 22100 98,600
19
1 Jagadi 2 Dhikgad 3 Ranchar 4 Thalijad 5 Bhartola Total Grand Total
Hilly Hilly Hilly Hilly Hilly
40 25 15 60 100 240
340 340 340 340 340
13600 8500 5100 20400 34000 81,600 2,493,220
Page 5 of 5
150
340000
51000000
Appendix III.5: Cost Estimate of Bridges Along Planned Roads Under Phase I
Cost per meter length (Rs.x1000)
S. No.
Name of Bridges
Terrain
Total Length (m)
Total cost (Rs.x1000)
Remarks
EASTERN DEVELOPMENT REGION Damak-Chisapani Road 1 Devmai Khola 2 Mai Khola 3 Jogmai Khola Total Hilly Hilly Hilly 100.00 150.00 110.00 360.00 340.00 340.00 340.00 34,000.00 51,000.00 37,400.00 122,400.00
Taplejung-Olanchunggola-China Border Road 1 Simbuwa Khola 2 Dhunsa Khola 3 Yangma Khola Total Gopetar-Chyangthapu Road 1 Kabeli 2 Iwa Khola Total Phidim-Terhathum Road 1 Tamar 2 Koya Khola Total Hilly Hilly 200.00 105.00 305.00 340.00 340.00 68,000.00 35,700.00 103,700.00 Hilly Hilly 115.00 70.00 185.00 340.00 340.00 39,100.00 23,800.00 62,900.00 Hilly Hilly Hilly 90.00 145.00 120.00 355.00 340.00 340.00 340.00 30,600.00 49,300.00 40,800.00 120,700.00
Khandbari-Kimathanka-China Border Road 1 Unknown 2 Barun Total Biratnagar Bypass 1 Budhi River Total Hilly 80.00 80.00 560.00 44,800.00 44,800.00 Hilly Hilly 170.00 115.00 285.00 340.00 340.00 57,800.00 39,100.00 96,900.00
Katari-Gaighat-Murkucha-Chatara-Dharan Road 1 Koshi Total Bhojpur-Diktel Road 1 Phikhuwa Khola Total Hilly 70.00 70.00 340.00 23,800.00 23,800.00 Hilly 300.00 300.00 340.00 102,000.00 102,000.00
Page 1 of 4
Halesi-Hilepani-Taxelghat Road 1 Dhudhkoshi 2 Sunkoshi Total Hilly Hilly 250.00 400.00 650.00 340.00 340.00 85,000.00 136,000.00 221,000.00
Nanthala-Lamidanda-Namchebazar Road 1 Rawa Khola 2 Hongu Khola 3 Lungkhu Khola 4 Imja Khola Total Total for Eastern Development Region Hilly Hilly Hilly Hilly 120.00 140.00 120.00 170.00 550.00 3,140.00 340.00 340.00 340.00 340.00 40,800.00 47,600.00 40,800.00 57,800.00 187,000.00 1,085,200.00
CENTRAL DEVELOPMENT REGION Dolkha-Singti-Lambagar-China Border Road 1 Lapche Khola Total Khurkot-Manthali Road 1 Sunkoshi River Total Hilly 300.00 300.00 340.00 102,000.00 102,000.00 Hilly 80.00 80.00 340.00 27,200.00 27,200.00
Road Linking Multimodel Project in Birgunj 1 Bheda 2 Gandak 3 Manboderi Total Kathmandu-Naubise Bypass 1 Mahesh Khola 2 Mahesh Khola 3 Dharke Total Kanti Rajpath 1 Bagmati Total Mulpani Changunarayan-Nagarkot 1 Manohara Total Total for Central Development Region Valley 50.00 50.00 805.00 400.00 20,000.00 20,000.00 330,680.00 Hilly 80.00 80.00 340.00 27,200.00 27,200.00 Hilly Hilly Hilly 25.00 25.00 80.00 130.00 476.00 476.00 476.00 11,900.00 11,900.00 38,080.00 61,880.00 Hilly Hilly Hilly 40.00 15.00 110.00 165.00 560.00 560.00 560.00 22,400.00 8,400.00 61,600.00 92,400.00
Page 2 of 4
WESTERN DEVELOPMENT REGION Jomsom-Muktimath Road 1 Kaligandaki Total Jomsom-China Border Road 1 Chalungpa 2 Dhami 3 Unknown 4 Unknown Total Kusma-Phalebas Road 1 Modi Khola Total Bameteksar-Burtibang 1 Daram Khola Total Burtibang-Dhorpatan Road 1 Taman Khola Total Burtibang-Talkot-Lukumgaun Road 1 Taman Khola Total Syangja-Panchanul Road 1 Andhi Khola Total Total for Western Dev.Region Hilly 70.00 70.00 1,115.00 MID WESTERN DEVELOPMENT REGION Lukumgaun-Jajarkot Road 1 Sani Bheri 2 Bheri River Total Simikot-China Border Road 1 Lothi Khola 2 Chhungsa Khola 3 Khurpharda Khola Total Hilly Hilly Hilly 70.00 70.00 160.00 300.00 340.00 340.00 340.00 23,800.00 23,800.00 54,400.00 102,000.00 Hilly Hilly 200.00 200.00 400.00 340.00 340.00 68,000.00 68,000.00 136,000.00 340.00 23,800.00 23,800.00 379,100.00 Hilly 110.00 110.00 340.00 37,400.00 37,400.00 Hilly 90.00 90.00 340.00 30,600.00 30,600.00 Hilly 90.00 90.00 340.00 30,600.00 30,600.00 Hilly 120.00 120.00 340.00 40,800.00 40,800.00 Hilly Hilly Hilly Hilly 115.00 90.00 110.00 70.00 385.00 340.00 340.00 340.00 340.00 39,100.00 30,600.00 37,400.00 23,800.00 130,900.00 Hilly 250.00 250.00 340.00 85,000.00 85,000.00
Page 3 of 4
Jhupal-Jajarkot Road 1 Thuli Bheri Total Total for Mid Western Dev.Region Hilly 225.00 225.00 925.00 340.00 76,500.00 76,500.00 314,500.00
FAR WESTERN DEVELOPMENT REGION Babala-Martadi Road 1 Budhi Gad Total Tult-Chalsa-Banatoli-Kalika 1 Karnali 2 Khetgairi Khola Total Bhatgaun-Kathbhairab-Khaptad Road 1 Seti Nadi Total Total for Far Western Dev.Region Grand-Total Hilly 200.00 200.00 685.00 340.00 68,000.00 68,000.00 232,900.00 2,342,380.00 Hilly Hilly 300.00 80.00 380.00 340.00 340.00 102,000.00 27,200.00 129,200.00 Hilly 105.00 105.00 340.00 35,700.00 35,700.00
Page 4 of 4
Appendix III.6 : Cost Estimate of Bridge Along Planned Roads Under Phase II Cost per meter length (Rs.x1000)
S. No.
Name of Bridges
Terrain
Total Length (m)
Total cost (Rs.x1000)
Remarks
EASTERN DEVELOPMENT REGION Fikkal-Shree Antu Road 1 Unknown Total Ilam-Maipokhari-Sandokpur Road 1 Unknown Total Damak-Chisapani Road 1 Unknown 2 Unknown 3 Unknown Total Taplejung-Olanchunggola-China Border 1 Unknown 2 Unknown 3 Unknown 4 Unknown 5 Unknown 6 Unknown 7 Unknown Total Gopetar-Chyangthapu Road 1 Unknown 2 Unknown Total 1 Unknown 2 Unknown 3 Unknown 4 Unknown 5 Unknown 6 Unknown 7 Unknown Total Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly 20.00 32.00 52.00 10.00 20.00 20.00 20.00 50.00 32.00 18.00 170.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 6,800.00 10,880.00 17,680.00 3,400.00 6,800.00 6,800.00 6,800.00 17,000.00 10,880.00 6,120.00 57,800.00 Hilly Hilly Hilly Hilly Hilly Hilly Hilly 25.00 20.00 30.00 22.00 35.00 35.00 40.00 207.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 8,500.00 6,800.00 10,200.00 7,480.00 11,900.00 11,900.00 13,600.00 70,380.00 Hilly Hilly Hilly 25.00 25.00 25.00 75.00 340.00 340.00 340.00 8,500.00 8,500.00 8,500.00 25,500.00 Hilly 40.00 40.00 340.00 13,600.00 13,600.00 Hilly 18.00 18.00 340.00 6,120.00 6,120.00
Khandbari-Kimathanka-China Border Road
Page 1 of 6
Katari-Gaighat-Murkucha-Chatara-Dharan Road 1 Unknown 2 Unknown 3 Unknown 4 Unknown 5 Unknown 6 Chapan Khola 7 Unknown 8 Unknown 9 Unknown 10 Unknown 11 Dabar Khola 12 Unknown 13 Unknown 14 Kali Khola 15 Unknown 16 Unknown 17 Unknown 18 Unknown 19 Unknown 20 Unknown 21 Unknown 22 Kujar Dhar Total Bhojpur-Diktel Road 1 Unknown 2 Unknown 3 Sapsu 4 Unknown Total Diktel-Halesi Road 1 Unknown 2 Unknown 3 Unknown Total Halesi-Hilepani-Taxelghat Road 1 Unknown 2 Unknown 3 Rujde Khola 4 Unknown Total Hilly Hilly Hilly Hilly 12.00 12.00 38.00 40.00 102.00 Page 2 of 6 340.00 340.00 340.00 340.00 4,080.00 4,080.00 12,920.00 13,600.00 34,680.00 Hilly Hilly Hilly 30.00 15.00 20.00 65.00 340.00 340.00 340.00 10,200.00 5,100.00 6,800.00 22,100.00 Hilly Hilly Hilly Hilly 35.00 18.00 50.00 40.00 143.00 340.00 340.00 340.00 340.00 11,900.00 6,120.00 17,000.00 13,600.00 48,620.00 Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly 60.00 10.00 15.00 30.00 45.00 26.00 20.00 18.00 30.00 25.00 38.00 22.00 18.00 32.00 34.00 30.00 22.00 22.00 10.00 20.00 25.00 30.00 582.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 20,400.00 3,400.00 5,100.00 10,200.00 15,300.00 8,840.00 6,800.00 6,120.00 10,200.00 8,500.00 12,920.00 7,480.00 6,120.00 10,880.00 11,560.00 10,200.00 7,480.00 7,480.00 3,400.00 6,800.00 8,500.00 10,200.00 197,880.00
Nanthala-Lamidanda-Namchebazar Road Unknown Hilly 10.00 340.00 3,400.00 Unknown Hilly 18.00 340.00 6,120.00 Unknown Hilly 30.00 340.00 10,200.00 Unknown Hilly 20.00 340.00 6,800.00 Unknown Hilly 22.00 340.00 7,480.00 Unknown Hilly 10.00 340.00 3,400.00 Unknown Hilly 35.00 340.00 11,900.00 Unknown Hilly 15.00 340.00 5,100.00 Unknown Hilly 15.00 340.00 5,100.00 Unknown Hilly 22.00 340.00 7,480.00 Unknown Hilly 30.00 340.00 10,200.00 Paiyar Khola Hilly 25.00 340.00 8,500.00 Unknown Hilly 25.00 340.00 8,500.00 Unknown Hilly 22.00 340.00 7,480.00 Unknown Hilly 30.00 340.00 10,200.00 Unknown Hilly 25.00 340.00 8,500.00 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 CENTRAL DEVELOPMENT REGION Dolkha-Singti-Lambagar-China Border Road 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 Khurkot-Manthali Road 1 Unknown Hilly 20.00 340.00 6,800.00 2 Unknown Hilly 57.00 340.00 19,380.00 Total 77.00 26,180.00 Toxelghat-Khurkot Road 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-Nepalthok Roads as well as bridges along these roads are under construction Sindhuli-Khurkot 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Page 3 of 6
Sankhu-Phatkeshor-Bahurepati Road 1 Sindhu Khola 2 Unknown Total Syaprubesi-Rasuwagadhi-China Border 1 Unknown 2 Unknown 3 Unknown 4 Unknown Total Kanti Rajpath 1 Unknown Total Gaur Ring Road 1 Unknown 2 Unknown Total Total for Central Development Region Jomsom-Muktimath Road 1 Unknown 2 Panda Khola 3 Unknown Total Jomsom-China Border Road 1 Parya Khola 2 Gobago Khola 3 Unknown 4 Unknown 5 Unknown 6 Unknown 7 Ugarchha Khola Total Baglung-Wamituksar Road 1 Unknown 2 Gaudi 3 Unknown Total Wamitaksar-Bartibang Road 1 Unknown 2 Bhin Khola Total Hilly Hilly 35.00 65.00 100.00 Page 4 of 6 340.00 340.00 11,900.00 22,100.00 34,000.00 Hilly Hilly Hilly 30.00 45.00 25.00 100.00 340.00 340.00 340.00 10,200.00 15,300.00 8,500.00 34,000.00 Hilly Hilly Hilly Hilly Hilly Hilly Hilly 30.00 30.00 35.00 30.00 38.00 45.00 35.00 243.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 10,200.00 10,200.00 11,900.00 10,200.00 12,920.00 15,300.00 11,900.00 82,620.00 Hilly Hilly Hilly 30.00 45.00 25.00 100.00 340.00 340.00 340.00 10,200.00 15,300.00 8,500.00 34,000.00 Terai Terai 30.00 40.00 70.00 1,016.00 WESTERN DEVELOPMENT REGION 400.00 400.00 12,000.00 16,000.00 28,000.00 349,640.00 Hilly 20.00 20.00 340.00 6,800.00 6,800.00 Hilly Hilly Hilly Hilly 23.00 32.00 25.00 97.00 177.00 340.00 340.00 340.00 340.00 7,820.00 10,880.00 8,500.00 32,980.00 60,180.00 Hilly Hilly 30.00 20.00 50.00 340.00 340.00 10,200.00 6,800.00 17,000.00
Burtibang-Dhorpatan Road 1 Unknown Total Burtibang-Talkot-Lukumgaun Road 1 Unknown Total Jitpur-Sitapur Road 1 Unknown Total Total for Western Development Region Lukumgaun-Jajarkot Road 1 Unknown 2 Unknown 3 Unknown 4 Unknown 5 Unknown 6 Unknown 7 Unknown 8 Unknown 9 Unknown 10 Unknown Total Jajarkot (Mudra)-Dunai Road 1 Unknown 2 Unknown 3 Unknown 4 Unknown 5 Unknown 6 Unknown 7 Unknown 8 Unknown 9 Unknown 10 Unknown 11 Unknown 12 Chhalgad 13 Unknown 14 Unknown Total Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly 30.00 20.00 22.00 30.00 60.00 18.00 25.00 22.00 25.00 40.00 50.00 45.00 32.00 15.00 434.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 10,200.00 6,800.00 7,480.00 10,200.00 20,400.00 6,120.00 8,500.00 7,480.00 8,500.00 13,600.00 17,000.00 15,300.00 10,880.00 5,100.00 147,560.00 Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly Hilly 22.00 15.00 45.00 25.00 35.00 22.00 18.00 38.00 25.00 32.00 277.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 340.00 7,480.00 5,100.00 15,300.00 8,500.00 11,900.00 7,480.00 6,120.00 12,920.00 8,500.00 10,880.00 94,180.00 Terai 20.00 20.00 638.00 MID WESTERN DEVELOPMENT REGION 560.00 11,200.00 11,200.00 221,320.00 Hilly 35.00 35.00 340.00 11,900.00 11,900.00 Hilly 40.00 40.00 340.00 13,600.00 13,600.00
Page 5 of 6
Manma-Gadhwali 1 Unknown 2 Unknown 3 Khurparka Khola 4 Unknown 5 Unknown Total Jhupal-Jajarkot 1 Unknown 2 Unknown Total Dang-Swargadari 1 Unknown Total Total for Mid Western Dev. Region Babala-Martadi Road 1 Samaiji Gad 2 Barju Gad 3 Unknown 4 Tiparo Gad 5 Bauli Gad Total Tult-Chalsa-Banatoli-Kaliua 1 Unknown 2 Unknown Total Patan-Pancheswar 1 Unknown 2 Unknown 3 Unknown 4 Unknown 5 Unknown 6 Unknown Total Total for Far Western Dev. Region Grand Total Hilly Hilly Hilly Hilly Hilly Hilly 30.00 42.00 35.00 18.00 15.00 20.00 160.00 446.00 4,884.00 Page 6 of 6 340.00 340.00 340.00 340.00 340.00 340.00 10,200.00 14,280.00 11,900.00 6,120.00 5,100.00 6,800.00 54,400.00 151,640.00 1,669,160.00 Hilly Hilly 20.00 15.00 35.00 340.00 340.00 6,800.00 5,100.00 11,900.00 Hilly Hilly Hilly Hilly Hilly 62.00 42.00 30.00 52.00 65.00 251.00 340.00 340.00 340.00 340.00 340.00 21,080.00 14,280.00 10,200.00 17,680.00 22,100.00 85,340.00 Hilly 30.00 30.00 936.00 FAR WESTERN DEVELOPMENT REGION 340.00 10,200.00 10,200.00 318,240.00 Hilly Hilly 20.00 15.00 35.00 340.00 340.00 6,800.00 5,100.00 11,900.00 Hilly Hilly Hilly Hilly Hilly 35.00 20.00 50.00 25.00 30.00 160.00 340.00 340.00 340.00 340.00 340.00 11,900.00 6,800.00 17,000.00 8,500.00 10,200.00 54,400.00
Appendix IV.1 Expected Status of Strategic Road Network at the End of 9 Plan (km) Terrain Terai Hill Total Blacktop R Gravel Road (km) 1458 1799 3257 110 1144 1254 Earth Road (km) 0 655 655 Total 1568 3598 5166
th
Expected Status of Highway Network at the End of 9 th Plan (km)

S. No. 1(H01) 2(H02) 3(H03) 4(H04) 5(H05) 6(H06) 7(H07) 8(H08) 9(H09) Mahendra Highway Tribhuvan Highway Arniko Highway Prithvi Highway Narayanghat-Mugling Dhulikhel-Sindhuli-Bardibas Section Mechi Rajmarg Koshi Rajmarg Sagarmatha Highway Name of the Road Already Completed (km) B.T 1024.00 189.00 95.00 174.00 36.00 22.00 123.00 111.00 21.00 185.00 5.00 122.73 153.76 65.00 Gravel 13.00 63.00 31.00 Earthern 93.76 135.00 133.00 Additional upto 9th Plan (km) B.T 14.00 Gravel 4.00 85.00 80.00 135.00 50.00 66.00 45.00 33.00 Total Total Highway Road Length Black top - 2326 km Gravel Total
T - Terai/Plain
Total Road Length (km) B.T 1024.00 189.00 109.00 174.00 36.00 22.00 123.00 111.00 21.00 185.00 5.00 122.73 153.76 65.00 2326.00 Gravel 4.00 85.00 143.00 31.00 135.00 133.00 537.00 Earthern 50.00 159.76 45.00 33.00 288.00
Total 1024.00 189.00 113.00 174.00 36.00 107.00 266.00 111.00 71.00 185.00 196.26 122.73 180.00 319.76 65.00 3151.00
Remarks T H H H H H H H H H H H H H H
Earthern -
10(H10) Sidhartha Highway 11(H11) Rapti Highway 12(H12) Ratna Highway 13(H13) Karnali Highway 14(H14) Mahakali Highway 15(H15) Syaule-Doti
Black top Terai - 1024 km Hill - 1302 km 2326 km
Gravel Terai Hill 0 km 537 km 537 km

Page 1 of 3
Earthen Terai Hill 0 km 288 km - 288 km
- 537 km 3151 km
H - Hill/Mountain
Earthen - 288 km
Appendix: IV.1
C:\road\20year\Highways Networkcheck
Expected Status of Feeder Roads Network at the End of 9 th Plan (km)

S.No 1(F01) 2(F02) 3(F03) 4(F04) 5(F05) 6(F06) 7(F07) 8(F08) 9(F09) 10(F10) 11(F11) 12(F12) 13(F13) 14(F14) 15(F15) 16(F16) 17(F17) 18(F18) 19(F19) 20(F20) 21(F21) 22(F22) 23(F23) 24(F24) 25(F25) 26(F26) 27(F27) 28(F28) 29(F29) 30(F30) 31(F31)
T - Terai/Plain
Name of the Road Birtamod-Chandragadhi Damak-Gauriganj Bhardah-Rajbiraj Rupani-Rajbiraj-Kunauli Chauharwa-Siraha-Madar Nawalpur-Malangwa Chandranigahpur-Gaur Barddighat-Pratappur Sunwal-Parasi Jeetpur-Taulihwa-Khunua Gorshighe-Sandhikharka Chanauta-Krishnanagar Bhaluwang-Rolpa Chakchake-Pyuthan Lamhi-Tulsipur Bhurigaon-Gularia Junga-RaJapur Birgunj-Kalaiya Bhaise-Bhimphedi Palung-Kulekhani Kathmandu-Trishuli-Dhunche Balkhu-Dakshinkali Satdobato-Tikabhairab Satdobato-Phulchoki Maharajgunj-Budhanilkantha Chabahil-Sankhu Jorpati-Sundarijal Bhaktapur-Nagarkot Banepa-Khopasi Panchkhal-Helambu Dolalghat-Chautara
H-Hill/Mountain
Already Completed (km) B.T Gravel Earthern 12.53 21.96 17.75 23.10 18.00 8.66 26.63 44.00 13.80 9.25 8.95 18.00 15.39 69.13 20.00 24.00 83.79 22.97 46.62 5.00 27.00 12.00 16.00 12.00 12.00 21.00 71.00 9.00 39.00 16.00 12.00 18.00 4.00 5.00 12.78 7.13 23.00 9.54 6.00 16.00 8.00 9.00 16.00 -
Additional upto 9th Plan (km) B.T Gravel Earthern 69.13 20.00 16.00 8.00 Page 2 of 3
Total Road Length (km) B.T Gravel Earthern 12.53 21.96 17.75 23.10 18.00 8.66 26.63 44.00 13.80 9.25 8.95 18.00 15.39 69.13 20.00 44.00 63.79 22.97 46.62 5.00 27.00 28.00 12.00 12.00 21.00 71.00 19.00 29.00 16.00 12.00 18.00 4.00 5.00 12.78 7.13 23.00 9.54 6.00 24.00 10.00 9.00 16.00 -
Total 12.53 21.96 17.75 23.10 26.66 26.63 44.00 23.05 8.95 33.39 69.13 20.00 107.79 22.97 46.62 32.00 28.00 12.00 12.00 21.00 119.00 16.00 12.00 22.00 5.00 12.78 7.13 23.00 9.54 40.00 25.00
Remarks T T T T T T T T T T H T H H H T T T H H H H H H T T T H T H H
Appendix. IV.1 Expected Status of Feeder Roads Network at the End of 9 Plan (km)
S.No Name of the Road C:\road\20year\Highways Networkcheck Already Completed (km) Additional upto 9th Plan (km) Total Road Length (km) Total
th
Remarks
32(F32) 33 (F33) 34(F34) 35(F35) 36(F36) 37(F37) 38)F38) 39(F39) 40(F40) 41(F41) 42(F42) 43(F43) 44(F44) 45(F45) 46(F46) 47(F47) 48(F48) 49(F49) 50(F50) 51(F51) 52 53 54 55
Lamosangu-Tama Koshi-Ramechhap Tama Koshi-Jiri Malekhu-Dhading Abhukhaireni-Gorkha Dumre-Besisahar Bharatpur-Bypass Fikkal-Pashupatinagar Biratnagar-Rangeli Hile-Basantpur-Tehrthum Pokhara-Sarangkot Pokhara-Baglung-Beni Bartung-Tansen-Tamghas Bhairahwa-Lumbini Lumbini-Taulihwa Nepalgung-Gularia Chinchu-Jajarkot Surkhet-Dailekh Khodape-Bajhang Satbanjh-Jhulaghat Silgadhi-Safebagar Sanfebagar-Martadi Sanfebagar-Mangalsen Kathmandu ring road Jaleshwor-Bardibas
B.T 72.00 38.03 24.69 43.40 4.49 10.75 23.88 5.00 72.00 22.78 9.00 35.20 -
Gravel 22.00 17.50 22.00 1.00 15.00 14.00 25.00 66.73
Earthern 36.00 26.00 19.00 65.00 61.00 67.00 80.00 42.00 -
B.T -
Gravel 36.00 26.00 10.00 65.00 61.00 30.00 30.00 -
Earthern 21.00 30.00 58.00 37.00
B.T 72.00 38.03 17.50 24.69 43.40 4.49 10.75 23.88 5.00 72.00 22.78 23.00 35.20 -
Gravel 58.00 48.00 11.00 80.00 86.00 30.00 30.00 66.73
Earthern 9.00 21.00 37.00 80.00 42.00 58.00 37.00
28.00 42.00 Total
28.00 42.00 931.00
717.00
367.00
130.00 38.03 17.50 24.69 43.40 4.49 10.75 23.88 48.00 5.00 92.00 80.00 22.78 23.00 35.20 107.00 67.00 110.00 42.00 66.73 15.00 37.00 28.00 42.00 2015.00
H H H H H T H T H H H H T T T H H H H H H H H T
Other roads notincluded in strategic network Total Feeder Road Length Black top Black top - 931 km Gravel - 717 km Terai - 434 km Earthen - 367 km Hill - 497 km Total 2015 km 931 km
T - Terai/Plain H - Hill/Mountain
Gravel Terai - 110 km Hill - 607 km 717 km

Page 3 of 3
Earthen Terai 0 km Hill - 367 km
C:\road\20year\Highways Networkcheck
Appendix IV.3
Average Width of Blacktopped, Gravelled and Earthen Roads in the Strategic Road Network (m) Length Highway Blacktopped Gravelled Earthen Total 2248.44 234.72 447.98 2931.14 Feeder 901.84 393.23 641.18 1936.25 Total 3150.28 627.95 1089.16 4867.39 Highway 13504150 1120100 1567950 16192200 Surface area Feeder 3483750 1542690 2312530 7338970 Total 16987900 2662790 3880480 23531170
Pavement Type
Average Width (m) 5.39 4.24 3.56
Page 1 of 8
Appendix:III.15
Unit Cost of Recurrent Maintenance for Gravel Roads per year/km, roadway width=4.5m
S.No 1 Road Element Gravelled surface 2 Access Road 0.2 access/km road 0.2 access/km road 3 Culverts Recurrent work discription (a) Pot hole repair (spot regavelling) (b) Regrading (a) Gravel access road pot hole repair (b) B.T access road repair Damaged headwall/wing wall/ catchpit/Abutment base minor repair, damaged checkdam and scour protection work, minor repair(masonry work) 4 (a) Gabion wall (b) Masonary 5 (a) Earthen Drain (b) Masonry drain (c) Concrete drain 6 7 8 9 Embankment Causeway Bridge (a) Road Sign (b) Delinators (c) ( ) Masonry y parapet p p (d) Concrete parapet (e) Drum parapet (f) Guard rails (g) Gabion crash barrier (h) K.M. Post Repair/replace/ p p damaged/stolen, paint faded road furniture Add 20% of the total cost of above items 7704.00 Damaged gabion minor repair (masonry work) Damaged wall repair Reshaping (earth work) Damaged masonary work Replace concrete cover a) Filling raincuts b) Turfing Damaged slab/parts repair Damaged handrail repair/replace 0-1 0-0.5 0-5 0-2 0-0.25 0-2% 0-1% m3 per 1000m length m3 per 1000m length m3 per 100m length m3 per 1000m length m3 per 100m length of embankment area of embankment area 0-0.1 m3 per culvert 0%-0.40% 0%-0.30% of GR access road area of BT access road area once/yr 1.00 km 6545.00 146.00 195.00 6545.00 1168.00 390.00 3% Norms of surface area Average quantity of Norms 3% 135.00 m.sq/km 146.00 19710.00 Quantity Unit Rate Amount
0.20% 0.15%
8.00 2.00
msq/km msq/km
0.01 m3/culvert
0.50
cum/km
2593.00
1296.50
1.00 5.00 2.00 0.25 1% of emb.area 1%
1.00 0.50 5.00 2.00 0.25 30.00
cum/km cum/km cum/km cum/km cum/km Sqm/km
1110.00 2593.00 77.00 2593.00 4937.00 20.00
1110.00 1296.50 385.00 5186.00 1234.25 600.00 38520.00
Sub-total
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
C:\road\20year\estimate costcheck
Appendix: III.15
Unit Cost of Recurrent Maintenance for Paved Roads (Blacktopped) per year/km, roadway width=5.5m
S.No 1 Road Element Black top surface Recurrent work discription (a) Pot hole/patch/Edge repair Asphalt concrete surface Surface dressing/premix Penetration macadam (b) Crack sealing Asphalt concrete surface Surface dressing/premix Penetration macadam 2 Shoulder (a) Reshaping/Levelling compacting of gravel shoulders Single lane Double lane (b) Sealing of primecoat, SBST or Bitumen macad shoulder 3 Access Road 0.2 access/km road 0.2 access/km road 4 Culverts (a) Gravel access road pot hole repair (b) B.T access road repair Damaged headwall/wing wall/ catchpit/Abutment base minor repair, damaged checkdam and scour protection work minor repair (masonry work) 5 (a) Gabion wall (b) Masonary 6 (a) Earthen Drain (b) Masonry drain (c) Concrete drain 7 8 9 10 Embankment Causeway Bridge (a) Road Sign (b) Delinators (c) Masonry parapet (d) Concrete parapet (e) Drum parapet (f) Guard rails (g) Gabion crash barrier (h) K.M. Post (I) C.L/Edge line painting Paint worn out road marking Repair/replace/ damaged/stolen, paint faded road furniture Add 20% of the total cost of above items 4479.00 Damaged gabion minor repair (masonry work) Damaged wall repair Reshaping (earth work) Damaged masonary work Replace concrete cover a) Filling raincuts b) Turfing Damaged slab/parts repair Damaged handrail repair/replace 0-1 0-0.5 0-5 0-2 0-0.25 0-2% 0-1% m3 per 1000m length m3 per 1000m length m3 per 100m length m3 per 1000m length m3 per 100m length of embankment area of embankment area 0-0.1 m3 per culvert 0%-0.40% 0%-0.30% of GR access road area of BT access road area 0%-0.15% of Sealed shoulder area 0%-0.5% 0%-0.2% of GR shoulder area of GR shoulder area 0%-0.3% 0%-0.2% 0%-0.1% of paved surface area of paved surface area of paved surface area 0%-0.2% 0%-0.75% 0%-0.30% of paved surface area of paved surface area of paved surface area Norms Average quantity of Norms Quantity Unit Rate Amount
0.75%
41.00
msq/km
195.00
7995.00
0.30%
16.00
msq/km
74.00
1184.00
0.50%
10.00
msq/km
94.00
940.00
0.15% 0.40% 0.30%
3.00 8.00 2.00
msq/km msq/km msq/km
117.00 146.00 195.00
351.00 1168.00 390.00
0.01 m3/culvert
0.50
cum/km
2593.00
1296.50
1.00 0.50 5.00 2.00 0.25 1% of emb.area 1%
1.00 0.50 5.00 2.00 0.25 30.00
cum/km cum/km cum/km cum/km m3/km Sqm/km
1100.00 2593.00 77.00 2593.00 4937.00 20.00 Sub-total
1100.00 1296.50 385.00 5186.00 1234.25 600.00 22394.00
Total
26873.00 Say 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 Norms for Recurrent Maintenance of Gravelled Road Per Year Per Kilometre Recurrent Maintenance Work
S.No 1 Road Element Gravelled surface Recurrent work discription (a) Pot hole repair (spot regavelling) (b) Regrading 2 Access Road 0.2 access/km road 0.2 access/km road 3 Culverts (a) Gravel access road pot hole repair (b) B.T access road repair Damaged headwall/wing wall/ catchpit/Abutment base minor repair, damaged checkdam and scour protection work, minor repair(masonry work) 4 (a) Gabion wall Damaged gabion minor repair (masonry work) (b) Masonary 5 (a) Earthen Drain (b) Masonry drain (c) Concrete drain 6 Embankment Damaged wall repair Reshaping (earth work) Damaged masonary work Replace concrete cover a) Filling raincuts b) Turfing 7 8 9 Causeway Bridge (a) Road Sign (b) Delinators (c) Masonry parapet (d) Concrete parapet (e) Drum parapet (f) Guard rails (g) Gabion crash barrier (h) K.M. Post Repair/replace/ damaged/stolen, paint faded road furniture Add 20% of the total cost of above items Damaged slab/parts repair Damaged handrail repair/replace 0-1 0-0.5 0-5 0-2 0-0.25 0-2% 0-1% 0 1% m3 per 1000m length m3 per 1000m length m3 per 100m length m3 per 1000m length m3 per 100m length of embankment area of embankment area 0-0.1 m3 per culvert 0%-0.40% 0%-0.30% of GR access road area of BT access road area once/yr 2% - 6% Norms of surface area
Note: For non existing road element corresponding quantity should be excluded.
Page 1 of 8
Appendix IV.3
Appendix IV.3
A. Carriageway Widths and Areas of Links of National Highways.

PAVEME NT Length TYPE AC AC AC AC AC ST ST AC ST AC ST ST ST AC ST AC ST ST ST ST AC AC AC AC AC AC AC ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST AC ST ST ST ST ST ST ST 2.74 1.33 0.87 3.46 1.35 0.96 5.34 1.89 1.89 10.66 6.08 12.11 6.76 10.19 7.24 12.52 11.25 6.27 29.51 0.96 15.24 3.41 6.02 30.79 20.68 1.55 5.14 19.66 5.15 13.32 20.57 8.01 5.38 35.47 30.23 2.06 3.63 0.14 35.26 14.93 24.87 17.46 5.81 11.97 3.36 1.40 7.30 13.37 4.67 11.61 11.09 1.99 2.74 4.42 532.08 FORMA CARRIAGE CARRIAGE WAY TION WAY WIDTH WIDTH AREA 14.00 15.00 12.50 10.60 14.00 15.00 10.50 7.80 11.40 7.50 9.40 9.40 9.20 11.00 9.00 9.80 9.20 9.00 9.00 9.00 11.00 11.00 9.00 11.00 11.00 10.50 10.00 11.00 10.00 10.00 10.00 9.20 11.00 10.80 11.00 11.00 11.00 12.00 9.00 9.00 7.50 9.80 9.00 8.80 9.00 15.00 10.00 10.00 9.00 9.00 9.00 10.00 8.30 8.70 14.00 12.00 11.50 10.60 10.00 10.00 7.90 7.80 7.50 7.50 7.40 7.30 7.20 7.20 7.18 7.10 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 7.00 38.36 15.96 10.01 36.68 13.50 9.60 42.19 14.74 14.17 79.95 44.99 88.40 48.67 73.37 51.96 88.89 78.75 43.89 206.57 6.72 106.68 23.87 42.14 215.53 144.76 10.85 35.98 137.62 36.05 93.24 143.99 56.07 37.66 248.29 211.61 14.42 25.41 0.98 246.82 104.51 174.09 122.22 40.67 83.79 23.52 9.80 51.10 93.59 32.69 81.27 77.63 13.93 19.18 30.94 3798.27
Elem_Id
LINK_NAME
Carriageway width is equal to or more than 7m.

H0301U Maitighar - Tinkune H0201 Sirsiya bdr - Jn, old align. H0302U Tinkune - Koteshwar H0216U Ring rd,Kalanki - Tripureswor H0108 Budhi Kh - Itahari H0308U Punyamata brg - Banepa H0131U Ratmate - Hetauda H0214 Peepalmod - Nagdhunga H0122 Ratu - Bardibas H0213 Naubise - Peepalmod H1001U Belhiya - Sidarthanagar mu_b H0901 Kadmaha Ck - Siswari Brg H0105U Ratuwa - Mawa H0107 Harichamod - Budhi Kh H0903 Cement Fac - Gaighat H0203 Gandak Canal - Jitpur H0101 Kakarbhitta - Charali H0102 Charali - Birtamod H0103 Birtamod - Padajogi (Damak) H0104 Padajogi (Damak) - Ratuwa H0109 Itahari - Sakhhuwa Gachhi H0110U Sakhhuwa Gachhi - Sunsari Brg H0112 Koshi Barrage - Bhardaha H0113 Bharadaha - Rupni H0114 Rupni - Kadmaha H0115 Kadmaha - Balan H0116U Balan - Padariya Ck H0117 Padariya Ck - Chauharwa H0118 Chauharwa - Mirchaiya H0119 Mirchaiya - Kamala H0120 Kamala - Dhalkebar H0121 Dhalkebar - Ratu H0132U Hetauda - Sarashwati Kh H0133 Sarashwati Kh - Lothar H0134 Lothar - Tikauli H0135U Tikauli - Hakim Ck H0136U Hakim Ck - Narayanghat H0137U Narayanghat - Narayani brg H0138 Narayani brg - Jn. Tiger Moun H0139 Jn, Tiger Mount.- Arung Kh H0140 Arung Kh - Bardaghat H0141 Bardaghat - Sunwal H0142 Sunwal - Maha Kh H0143 Maha Kh - Sukoura H0144U Sukoura - Butwal (Milan Ck) H0145U Butwal - Butwal(Mahendra Ck) H0202U Jn,old alignment-Gandak Canal H0801U Rani - Kanchanbari H0802 Kanchanbari - Duhabi H0803 Duhabi - Itahari H0804 Itahari - Seuti Brg H1003U Butwal mu_b - Milan Ck H1004U Mahendra park - Chidiya Kh H1013U Pokhara mu_b - Prithvi Ck Total Carriageway width is inbetween 6-7m
Page 2 of 8
Appendix IV.3
Elem_Id H0106 H0111 H0305U H0805U H0806 H0130 H0215 H0204 H0160 H0401 H0402 H0403 H0404 H0405 H0407 H0408 H0409U H0605 H1002 H1012 H0158 H0807 H0808 H0809U H0123 H0129 H0124 H0125 H0126 H0127 H0128 H0146U H0147 H0148 H0149 H0150 H0151 H0152 H0153 H0154 H0155 H0156 H0157 H0159 H0161 H0162 H0163 H0164 H0165 H0166 H0167U H0205U H0206 H0303U H0304 H0306 H0307 H0309U H0310U H0311
LINK_NAME Mawa - Harichamod Sunsari Brg - Koshi Barrage Sallaghari - Hanumante Clv Seuti brg - Base Camp Base Camp - Bhendetar Chure - Ratmate Peepalmod - Nagdhunga Jitpur - Pathlaiya Bhuregaon - Karnali Naubise - Galchhi Galchhi - Jn Trisuli brg Jn Trisuli brg - Mawa Kh Mawa Kh - Mugling Mugling - Mungling brg Anbukhaireni - Dumre Dumre - Muse Kh Muse Kh - Byas mu_b Bardibas - Rato River Sidar_nagar mu_b - Butwal mu_b Kubinde - Pokhara mu_b Kohalpur - Man River Bhendetar - Mulghat Mulghat - Patle Kh Patle Kh - Hile Bardibas - Banke Pathlaiya - Chure Banke - Nawalpur Nawalpur - Bagmati Bagmati - Chandranigahapur Chandranigahapur - Dhansar Dhansar - Pathlaiya Butwal - Bamaha Kh Bamaha Kh - Kothi River Kothi River - Jitpur Jitpur - Gorusinge Gorusinge - Chanauta Chanauta - Dhan Kh Dhan Kh - Bhalubang Bhalubang - Lamahi Lamahi - Ameliya Ameliya - Shiva Kh Shiva Kh - Khairi Kh Khairi Kh - Kohalpur Man River - Bhuregaon Karnali - Junga Junga - Sukhad Choraha Sukhad Choraha - Atariya Atariya - Mohana River Mohana River - Daiji Daiji - Sukhanala Sukhanala - Gadda Chauki Hetauda - Samari Samar - Bhainse Koteshwar - Manohara brg Manohara brg - Sallaghari Hanumante Clv - Sanga Sanga - Punyamata brg Banepa - Chalnedhunga Chalnedhunga - Khawa Khawa - Lamidanda
PAVEME NT Length TYPE ST AC AC ST ST ST AC AC ST AC AC AC AC AC ST ST ST -1 ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST AC AC AC AC ST ST ST ST ST 26.11 23.88 3.64 10.13 12.32 4.39 9.11 6.89 22.71 22.06 20.48 24.07 16.35 0.33 16.65 14.11 5.32 12.90 16.03 12.09 12.13 18.38 11.58 18.31 15.59 19.34 16.88 13.35 13.71 12.68 27.71 9.54 17.24 4.92 14.60 19.27 22.05 12.24 27.02 35.18 2.66 35.62 35.27 41.63 14.48 34.08 26.14 4.25 28.16 6.90 9.26 3.31 7.90 0.78 5.34 5.14 4.18 1.91 5.87 13.32
FORMA CARRIAGE CARRIAGE TION WAY WAY WIDTH WIDTH AREA 9.00 10.20 8.60 8.90 8.90 10.80 8.30 9.60 9.00 9.00 9.10 8.70 9.00 9.00 8.50 8.50 8.50 7.70 9.00 6.50 9.40 6.40 6.30 6.20 9.10 10.10 9.00 9.00 8.80 9.00 9.00 10.00 9.70 10.00 10.00 9.80 8.70 8.20 10.00 9.00 9.00 9.80 9.70 9.00 8.00 9.00 9.00 8.00 8.00 8.00 8.00 8.00 8.00 9.50 8.50 7.00 7.60 7.00 7.00 6.70 6.90 6.90 6.90 6.90 6.90 6.70 6.70 6.60 6.50 6.50 6.50 6.50 6.50 6.50 6.50 6.50 6.50 6.50 6.50 6.50 6.40 6.40 6.30 6.20 6.10 6.10 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 180.16 164.77 25.12 69.90 85.01 29.41 61.04 45.47 147.62 143.39 133.12 156.46 106.28 2.15 108.23 91.72 34.58 83.85 104.20 78.59 77.63 117.63 72.95 113.52 95.10 117.97 101.28 80.10 82.26 76.08 166.26 57.24 103.44 29.52 87.60 115.62 132.30 73.44 162.12 211.08 15.96 213.72 211.62 249.78 86.88 204.48 156.84 25.50 168.96 41.40 55.56 19.86 47.40 4.68 32.04 30.84 25.08 11.46 35.22 79.92
Page 3 of 8
Appendix IV.3
Elem_Id
LINK_NAME
PAVEME NT Length TYPE AC ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST 7.38 27.79 2.45 3.55 27.39 5.29 1.10 25.15 30.71 27.62 20.61 2.01 4.02 1.28 15.02 6.23 8.32 53.63 1177.04 12.15 4.85 30.16 14.42 19.24 10.48 14.04 3.38 16.78 6.65 8.62 23.06 14.36 32.14 30.86 41.49 6.03 21.73 11.38
FORMA CARRIAGE CARRIAGE WAY TION WAY WIDTH WIDTH AREA 7.50 7.50 8.00 8.00 6.00 7.00 6.00 6.00 6.80 6.10 6.00 9.50 9.50 9.50 9.00 7.00 7.20 7.50 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 6.00 44.28 166.74 14.70 21.30 164.34 31.74 6.60 150.90 184.26 165.72 123.66 12.06 24.12 7.68 90.12 37.38 49.92 321.78 7258.68 71.69 28.62 171.91 80.75 105.82 57.64 77.22 18.59 92.29 36.58 47.41 126.83 78.98 176.77 169.73 224.05 31.36 108.65 56.90
H0406 Mungling brg - Anbukhairani H0410 Byas mu_b - Kotre H0501U Narayanghat - Anptari H0502U Anptari - Ramnagar H1005 Chidiya Kh - Banstari H1006U Banstari - Bartung H1007U Bartung - Tansen mu_b H1008 Tansen mu_b - Kaligandaki H1009 Kaligandaki - Waling H1010 Waling - Syangja H1011 Syangja - Kubinde H1201 Jamuniya - Campus H1202U Campus - Dhamboji H1203U Dhamboji - Nepalganj mu_b H1204 Nepalganj mu_b - Kohalpur H1401U Mohana brg - Boradandi H1402 Boradandi - Atariya H1403 Atariya - Faltunde Total Carriageway width is inbetween 5- 6m H0312 Lamidanda - Dolalghat H0412U Bijayapur Kh - Prithvi Ck H0503 Ramnagar - Mugling H0708U Mai Kh - Chureghanti H0313 Dolalghat - Lamosangu H0314 Lamosangu - Barabise H0411 Kotre - Bijayapur Kh H0606 Rato river - Chure Temple H0705 Charali - Chihanedanda H0706 Chihanedanda - Fikkal H0902 Siswari Brg - Cement Fac H1205 Kohalpur - Deurali H1503U Samuha Gad - Jn, Sanfe rd H0709 Chureghanti - Ranke H0710 Ranke - Phidim H0707 Fikkal - Mai Kh H0603U Dhudhmadi brg - Janakpur mu_b H0607 Chure Temple - Sindhuli H1404 Faltunde - Budar
ST ST ST ST ST ST ST G ST GT ST ST ST ST ST GT ST G GT
6.80 9.10 7.10 7.50 6.50 6.50 7.50 5.50 6.80 6.80 7.50 7.50 6.50 -1.00 -1.00 6.80 7.20 6.80 6.00
5.90 5.90 5.70 5.60 5.50 5.50 5.50 5.50 5.50 5.50 5.50 5.50 5.50 5.50 5.50 5.40 5.20 5.00 5.00
Page 4 of 8
Appendix IV.3
Elem_Id
LINK_NAME
PAVEME NT Length TYPE GT GT GT ST ST 22.08 29.74 22.38 24.96 24.73 445.71 21.67 10.37 5.61 37.65 17.80 18.11 22.65 4.78 17.11 12.20 19.10 4.17 23.55 11.75 25.40 6.99 26.21 3.00 35.07 25.93 24.00 22.03 27.63 1.99 6.62 9.94 37.16 46.66 28.00 38.00 42.00 7.18 23.23 15.51 54.32 65.70 14.84 738.63 50.00 50.00 50.00 65.00 58.00 50.00 50.00 10.00 29.15 40.00 38.00 490.15 3421.26
FORMA CARRIAGE CARRIAGE TION WAY WAY WIDTH WIDTH AREA 6.00 6.00 6.00 5.50 5.50 5.00 5.00 5.00 5.00 5.00 110.40 148.70 111.90 124.80 123.65 2381.22 101.85 43.55 23.00 168.40 64.08 63.39 79.28 16.73 59.89 42.70 66.85 14.60 82.43 41.13 88.90 24.47 91.74 10.50 122.75 90.76 84.00 77.11 96.71 6.97 23.17 34.79 130.06 163.31 98.00 133.00 147.00 25.13 81.31 54.29 190.12 229.95 50.46 2585.50
H1405 Budar - Gairha H1406 Gairha - Syaule H1407 Syaule - Anarkholi H1501 Syaule Bazar - Korayal H1502 Koryal - Samuha Gad Total Carriageway width is inbetween 4- 5m H0702 Kechna vil - Jhapa Ck H0704 Bhaire Ck - Charali H0601U Bhittamod - Jaleshwar mu_b Total Carriageway width is inbetween 3- 4m H0211 Tistung - Dist. bdr H0207 Bhainse - Lamidanda H0208 Lamidanda - Symbhanjyang H0210 Palung - Tistung H0212 Dist. bdr - Naubise H0602 Jaleswor mu_b - Dhudhmadi brg H0604 Janakpur mu_b - Dhalkebar H0703U Jhapa Ck - Bhaire Ck H1206 Deurali - Harre H1207 Harre - Chhinchu H1208 Chhinchu - Newari Kh H1209 Newari Kh - Bangesimal H0315 Barabise - Kodari H0701 Kechna bdr - Kechna vil H0711 Phidim - Gopetar H0712 Gopetar - Kabeli H0713 Kabeli - Taplejung H0904 Gaighat H1101 Ameliya - Tulsipur mu_b H1102U Tulsipur mu_b - Birendra Ck H1103U Birendra Ck - Lauri Kh H1104 Lauri Kh - Chordanda H1105 Chordanda - Jn, Salyan rd H1106 Jn, Salyan rd - Musikot H1107 Jn, Salyan rd - Musikot H1108 Jn, Salyan rd - Musikot Bangesimal - Jumla H1301 H1408 Anarkholi - Khodpe H1409 Khodpe - Patan H1410 Patan - Satbhanj H1411 Satbanj - Darchula H1412 Satbanj - Darchula H0209 Symbhanjyang - Palung Total Under construction H0905 Gaighat -(Under construction) H0906 Gaighat -(Under construction) H0907 Gaighat -(Under construction) H0908 Gaighat -(Under construction) Bangesimal - Jumla (135 G. by RMDP) H1302 Bangesimal - Jumla (135 G. by RMDP) H1303 Bangesimal - Jumla (135 G. by RMDP) H1304 Bangesimal - Jumla (135 G. by RMDP) H1305 H0608 H0609 H0610 Total To be constructed by JICA To be constructed by JICA To be constructed by JICA
ST ST ST
6.90 7.00 6.10
4.70 4.20 4.10
ST ST ST ST ST ST ST ST ST ST ST ST ST AC G G G G E G E E E E E E E E E E E E ST
5.40 5.50 5.20 5.00 5.30 5.50 7.40 6.00 5.50 5.50 5.50 6.30 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 5.00
3.60 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.40
-1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1
-1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00
-1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 16192.08
Total A
Page 5 of 8
Appendix IV.3
B. Carriageway Widths and Areas of Links of Feeder Roads.

PAVEME Length NT TYPE AC ST ST ST 4.38 0.96 1.91 2.42 9.67 4.28 1.59 0.84 4.40 12.02 8.04 1.70 0.59 2.76 36.22 3.96 10.75 4.49 8.00 35.43 2.35 11.40 10.56 12.34 4.71 1.74 0.58 18.00 10.87 13.23 148.41 14.27 7.68 13.85 7.52 23.84 37.04 2.78 39.34 0.85 24.11 8.68 4.40 4.18 13.65 202.19 FORMA CARRIAGE CARRIAGE TION WAY WAY WIDTH WIDTH AREA 10.60 16.00 10.00 7.00 10.60 10.00 10.00 7.00 46.43 9.60 19.10 16.94 92.07 28.68 10.34 5.46 26.84 72.12 48.24 10.20 3.54 16.56 221.97 22.97 61.28 24.70 44.00 194.87 12.46 59.28 54.61 62.93 24.02 8.70 2.90 90.00 54.35 66.15 783.20 68.50 35.33 60.94 33.09 102.51 159.27 11.68 165.23 3.57 101.26 36.46 17.60 16.72 54.60 866.75
Elem_Id
LINK_NAME
Carriageway width is equal to or more than 7 m. F2101U Tripureshwar - Ring rd F2102U Ring rd - Balaju Bypass F2601U Chabahil (Ring Rd) - Pipal Bot F2301U Satdobato - Sunakothi Total Carriageway width is Inbeetween 6 - 7 m. F2201 Balkhu - Chovar F2103U Balaju bypas - Nagarjun F2501U Maharajgunj - Bansbari F4401U Bhairahawa - Bhairahawa mu_b F1201 Chanauta - Bahadurgunj F1202 Bahadurgunj - Krishnanagar F2401U Satdobato - Karmanas brg F2901U Banepa - Punyamata brg F4202U Bindebasini - Yamdi brg Total Carriageway width is Inbeetween 5- 6m. F4201U Pokhara - Bindebasini F3801 Fikkal - Pasupatinagar F3701U Bharatpur bypass F1301 Bhalubang - Ganaha Kh brg F1302 Ganaha Kh brg - Chakchake F3901U Biratnagar - Singhiya brg F0202 Gauradaha Dipu - Gaurigunj F0201 Damak - Gauradaha Dipu F1101 Gorusinge - Kapilvastu ds_b F2108U Batar - Gerkha Kh F0402U Rajbiraj mu_b - Rajbiraj F0403U Rajbiraj - Rajbiraj mu_b F1001 Jitpur - Taulihawa mu_b F2602 Pipal Bot - Saankhu F4002 Gunrase - Chitre Total Carriageway width is Inbeetween 4 - 5 m. F1702 Jn, rd to Tikapur - Rajapur F2402 Karmanas brg - Godavari F1701 Junga - Jn, rd to Tikapur F2107U Tadi Kh - Batar F3502 Marsyangdi River - Gorkha F4203 Yamdi brg - Sandh brg F1801U Birgunj - Bara ds_b F2110 Phalankha Kh - Dhunche F3501 Anbukhaireni-Marshyangdi River F4204 Sandh brg - Kaligandaki brg F2302 Sunakothi - Jn, rd to Lele F2801U Bhaktapur - Army camp F4001U Hile - Gunrase F4402 Bhairahawa mu_b - Lumbini Total
AC ST ST ST ST ST AC ST ST
9.50 7.50 8.50 8.30 9.00 9.00 9.00 7.00 6.00
6.70 6.50 6.50 6.10 6.00 6.00 6.00 6.00 6.00
ST ST ST G G ST G ST E ST ST ST G ST E
6.50 7.50 7.30 -1.00 -1.00 7.00 7.60 6.90 6.20 6.00 7.00 7.00 7.00 6.30 6.10
5.80 5.70 5.50 5.50 5.50 5.30 5.20 5.17 5.10 5.10 5.00 5.00 5.00 5.00 5.00
G ST G ST ST ST ST -1 ST ST ST ST -1 ST
6.20 7.60 5.70 5.60 6.10 6.90 5.50 6.00 6.00 5.80 5.47 6.20 6.10 7.00
4.80 4.60 4.40 4.40 4.30 4.30 4.20 4.20 4.20 4.20 4.20 4.00 4.00 4.00
Page 6 of 8
Appendix IV.3
Elem_Id
LINK_NAME
PAVEME NT Length TYPE ST ST ST ST ST ST ST ST ST -1 ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST ST G ST ST E ST ST ST ST ST G ST G E E E E E ST ST ST ST G E E G 10.12 12.11 4.05 12.53 7.13 24.26 19.17 4.80 34.60 6.20 21.53 7.00 9.13 1.62 9.53 22.02 4.61 38.27 5.87 13.80 4.58 4.67 8.95 3.02 7.84 18.87 4.04 15.01 26.00 14.67 17.64 6.86 2.02 11.99 20.57 18.60 3.54 4.12 4.71 1.89 13.51 19.82 18.21 4.53 8.45 24.48 18.30 14.01 36.57 27.79 22.97 6.10 7.68 0.47 5.41 10.66 11.84 40.50 25.11
FORMA CARRIAGE CARRIAGE TION WAY WAY WIDTH WIDTH AREA 5.50 5.60 10.30 5.70 5.30 5.00 5.00 3.80 5.10 5.60 5.50 5.50 5.50 5.50 5.50 5.50 5.50 5.50 5.50 5.50 5.50 7.00 5.60 6.50 6.50 5.50 5.50 5.50 5.50 5.50 5.50 5.50 5.50 5.70 5.50 5.50 5.00 5.70 5.50 5.50 5.50 5.50 5.50 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 3.90 3.90 3.90 3.80 3.80 3.80 3.80 3.80 3.70 3.70 3.70 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 39.47 47.23 15.80 47.61 27.09 92.19 72.85 18.24 128.02 22.94 79.66 24.50 31.96 5.67 33.36 77.07 16.14 133.95 20.55 48.30 16.03 16.35 31.33 10.57 27.44 66.05 14.14 52.54 91.00 51.35 61.74 24.01 7.07 41.97 72.00 65.10 12.39 14.42 16.49 6.62 47.29 69.37 63.74 15.86 29.58 85.68 64.05 49.04 128.00 97.27 80.40 21.35 26.88 1.65 18.94 37.31 41.44 141.75 87.89
Carriageway width is Inbeetween 3 - 4 m. F2104 Nagarjun - Thulo Kh F2202 Chovar - Dakchhinkali F2502 Bansbari - Budhanilkantha F0101 Birtamod - Chandragadhi F2701 Jorpati - Sundarijal F3601 Dumre(PRM) - ds_b F3602 ds_b - Besisahar F4101 Pokhara - Sarankot F2106 Kakani - Tadi Kh F2109 Gerkha Kh - Phalankha Kh F3902 Singhiya brg - Rangeli F0301 Bhardaha - Inaruwa F0302 Inaruwa - Rajbiraj mu_b F0303U Rajbiraj mu_b - Rajbiraj F0401 Rupni - Rajbiraj mu_b F0601 Nawalpur - Malangwa mu_b F0602U Malangwa mu_b - Malangwa F0701 Chandranigahapur - Gaur mu_b F0702U Gaur mu_b - Gaur F0801 Bardaghat - Pratappur F0802 Pratappur - Surajpura F0803 Surajpura - Harpur bdr F0901 Sunwal - Parasi F1003U Bank Chr - Taulihawa mu_b F1004 Taulihawa mu_b - Khunuwa F1501 Lamahi - Tribhuvannagar mu_b F1502U Tribh_nagar mu_b - Tribh_nagar F1504 Tribh_nagar mu_b-Tulsipur mu_b 1505U Tulsipur mu_b - Tulsipur F1601 Bhuregaon-Jn,rd to Kothiyaghat F1602 Jn, rd to Kothiyaghat-Gulariya F1802 Bara ds_b - Kalaiya mu_b F1803U Kalaiya mu_b - Kalaiya F1901 Bhaise - Bhimphedi F2001 Palung - Kulekhani F2802 Army camp - Nagarkot F2903 Panauti - Khopasi F4003 Chitre - Tehrathum F4205 Kaligandaki brg - Baglung F4601U Nepalgunj - Nepalgunj mu_b F4602 Nepalgunj mu_b - Man brg F4603 Man brg - Gulariya F0501 Chauharwa - Siraha F1002U Taulihawa mu_b - Bank Chr F0502 Siraha - Mardar F1102 Kapilvastu Jugena( g ds_b - Thada g RMDP) F1103 g ( RMDP) F1104 F1303 Chakchake - Rolpa F1304 Chakchake - Rolpa F1401 Chakchake - Phhuthan F1503U Tribhuvannagar - Tribh. mu_b F2105 Thulo Kh - Kakani F2303 Jn, rd to Lele - Tikabhairab F2902 Punyamata brg - Panauti F3001 Panchkhal - Dhad Kh F3002 Dhad Kh - Melamchi F3003 Melamchi - Helambu F3101 Dolalghat - Chautara
y y
Page 7 of 8
Appendix IV.3
Elem_Id F3204 F3205 F3401 F4004 F4206 F4207 F4301U F4302 F4303 F4304 F4305 F4403 F4501 F4502 F4503U F4701 F4702 F4703 F4704 F4801 F4901 F4902 F4903 F5001 F5002 F5101 F5102 F0404 F2403 F3201 F3202 F3203 F3301 Total Total B Total (A + B)
LINK_NAME Tamakoshi(Jiri rd jn)-Kirnetar Kirnetar - Ramechhap Malekhu - Dhading Besi Basantapur - Tehrathum Baglung - Myagdi ds_b Myagdi ds_b - Beni Bartung - Batase Danda Batase Danda - Harthok Harthok - Ridi brg Ridi brg - Ghumti Ghumti - Tamghas Lumbini jn - Padaria Chr Lumbini - Kothi brg Kothi brg - Taulihawa mu_b Taulihawa mu_b - Taulihawa Chinchu - Raikar Raikar - Devasthal Devasthal - Chedaghad kh Chhedagad kh - Jajarkot Surkhet - Dailekh Khodpe - Bithad Bithad - Deura Deura - Chainpur Satbanj - Baitadi Baitadi - Jhulaghat Silgadhi - Dist. bdr Dist. bdr - Sanfebagar Rajbiraj mu_b - Malhaniya Godavari - Phulchoki Lamosangu - Ningale Danda Ningale Danda - Charikot Charikot-Tamakoshi(Jiri rd jn) Tamkoshi - Jiri
PAVEME NT Length TYPE E E ST E E E G G G G G ST G G G G E E E E E E E E E G G ST ST ST ST ST ST 22.08 36.00 19.90 26.47 7.42 10.00 4.61 10.87 20.18 32.80 11.74 4.73 5.71 17.14 1.70 31.00 12.42 27.58 36.00 64.00 30.00 40.00 40.00 18.45 23.55 24.00 43.00 11.25 12.86 28.27 25.45 18.20 38.03 1539.76 1936.25 5357.51
FORMA CARRIAGE CARRIAGE TION WAY WAY WIDTH WIDTH AREA -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 -1.00 5.50 4.21 5.20 5.40 6.10 4.70 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.50 3.40 3.15 3.10 3.00 3.00 3.00 77.28 126.00 69.65 92.65 25.97 35.00 16.14 38.05 70.63 114.80 41.09 16.56 19.99 59.99 5.95 108.50 43.47 96.53 126.00 224.00 105.00 140.00 140.00 64.58 82.43 84.00 150.50 38.25 40.56 87.64 76.35 54.60 114.09 5374.78 7338.77 23530.85
Page 8 of 8
Appendix IV.3
Appendix: IV.4 20 Year Plan for Routine Maintenance (Physical and Financial)
Fiscal Year
Terrain Hill
Type Blacktop Gravel/Earth Blacktop Gravel/Earth
Road Length (Km) 1799 1799 1458 110
Unit Cost (Rs) 21800 31400 10600 16500 21800 31400 10600 16500 21800 31400 10600 16500 21800 31400 10600 16500 21800 31400 10600 16500
Amount (Rs.x1000) 39218 56489 15455 1815
2059/60
Terai
5166
Hill 2060/61 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth 1814 1961 1480 113
112977
39545 61575 15688 1865
10th Five Year Plan
5368
Hill 2061/62 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth Hill 2062/63 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth Hill 2063/64 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth 1851 2101 1480 138
118673
40352 65971 15688 2277
5570
1888 2241 1480 163
124288
41158 70367 15688 2690
5772
1926 2380 1480 188
129903
41987 74732 15688 3102
5974
135509
Total
Fiscal Year Terrain Hill 2064/65 Terai Type Blacktop Gravel/Earth Blacktop Gravel/Earth Hill 2065/66 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth Hill 2066/67 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth Hill 2067/68 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth Hill 2068/69 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth Road Length (Km) 1926 2557 1480 213 Unit Cost (Rs) 21800 31400 10600 16500 21800 31400 10600 16500 21800 31400 10600 16500 21800 31400 10600 16500 21800 31400 10600 16500
621350
Amount (Rs.x1000) 41987 80290 15688 3515
6176
1926 2734 1480 238
141480
41987 85848 15688 3927
11th Five Year Plan
6378
1926 2911 1480 263
147450
41987 91405 15688 4340
6580
1946 3068 1480 288
153420
42423 96335 15688 4752
6782
1967 3224 1480 313
159198
42881 101234 15688 5165
6984
164968
Total
766516
Page 1 of 11
Appendix: IV. 4 20 Year Plan for Routine Maintenance (Physical and Financial) 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
Fiscal Year Terrain Hill 2069/70 Terai Type Blacktop Gravel/Earth Blacktop Gravel/Earth Hill 2070/71 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth Hill 2071/72 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth Hill 2072/73 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth Hill 2073/74 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth Road Length (Km) 1967 3401 1480 338 Unit Cost (Rs) Amount (Rs.x1000)
7186
1967 3578 1480 363
170938
12th Five Year Plan
7388
1967 3755 1480 388
176908
7590
1967 3932 1480 413
182878
7792
1967 4109 1480 438
188848
7994
194818
Total
Fiscal Year Terrain Hill 2074/75 Terai Type Blacktop Gravel/Earth Blacktop Gravel/Earth Hill 2075/76 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth Hill 2076/77 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth Hill 2077/78 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth Hill 2078/79 Terai Blacktop Gravel/Earth Blacktop Gravel/Earth Road Length (Km) 1967 4286 1480 463 Unit Cost (Rs)
914390
Amount (Rs.x1000)
8196
1967 4463 1480 488
200788
13th Five Year Plan
8398
1967 4640 1480 513
206758
8600
1967 4817 1480 538
212728
8802
1967 4994 1480 563
218698
9004
224668
Total
1063640
Page 2 of 11
Appendix: IV.5 20 Year Plan for Recurrent Maintenance (Physical and Financial)
4511
Blacktop 3294 1317 27000 46200 2060/61 Gravel
145874
88938 60845
10 Five Year Plan
4611
Blacktop 2061/62 Gravel 3331 1380 27000 46200
149783
89937 63756
4711
Blacktop 2062/63 Gravel 3368 1455 27000 46200
153693
90936 67221
th
4823
Blacktop 2063/64 Gravel 3406 1517 27000 46200
158157
91962 70085
4923
162047
Total
769554
Amount (Rs.x1000) 91962 74705
5023
Blacktop 3406 1717 27000 46200
166667
91962 79325
11 Five Year Plan
2065/66
Gravel
5123
Blacktop 2066/67 Gravel 3406 1817 27000 46200
171287
91962 83945
5223
Blacktop 2067/68 Gravel 3426 1897 27000 46200
175907
92502 87641
th
5323
Blacktop 2068/69 Gravel 3447 1994 27000 46200
180143
93069 92123
5441
185192
Total
879196
Page 3 of 11
Appendix: IV.5 20 Year Plan for Recurrent Maintenance (Physical and Financial)
5559
Blacktop 3447 2212 27000 46200
190643
93069 102194
12 Five Year Plan
2070/71
Gravel
5659
Blacktop 2071/72 Gravel 3447 2312 27000 46200
195263
93069 106814
5759
Blacktop 2072/73 Gravel 3447 2412 27000 46200
199883
93069 111434
th
5859
Blacktop 2073/74 Gravel 3447 2530 27000 46200
204503
93069 116886
5977
209955
Total
1000247
Amount (Rs.x1000) 93069 121506
6077
Blacktop 3447 2730 27000 46200
214575
93069 126126
13 Five Year Plan
2075/76
Gravel
6177
Blacktop 2076/77 Gravel 3447 2830 27000 46200
219195
93069 130746
6277
Blacktop 2077/78 Gravel 3447 2951 27000 46200
223815
93069 136336
th
6398
Blacktop 2078/79 Gravel 3447 3072 27000 46200
229405
93069 141926
6519
234995
Total
1121985
Page 4 of 11
Appendix: IV.6 20 Year Road Plan for Major Works (Physical and Financial) Fiscal Year 10th Five Year Plan 2059/60 2060/61 2061/62 2062/63 2063/64 Total 11th Five Year Plan 2064/65 2065/66 2066/67 2067/68 2068/69 Total 12th Five Year Plan 2069/70 2070/71 2071/72 2072/73 2073/74 Total 13th Five Year Plan 2074/75 2075/76 2076/77 2077/78 2078/79 Total 5166 5166 5166 5166 5166 51000 51000 51000 51000 51000 5166 5166 5166 5166 5166 51000 51000 51000 51000 51000 5166 5166 5166 5166 5166 51000 51000 51000 51000 51000 Existing Road (km) 5166 5166 5166 5166 5166 Unit Cost/Km (Rs.) 51000 51000 51000 51000 51000 Amount New Road (Rs1000) (km) 263466 263466 263466 263466 263466 1317330 263466 263466 263466 263466 263466 1317330 263466 263466 263466 263466 263466 1317330 263466 263466 263466 263466 263466 1317330 3030 3232 3434 3636 3838 51000 51000 51000 51000 51000 2020 2222 2424 2626 2828 51000 51000 51000 51000 51000 1010 1212 1414 1616 1818 51000 51000 51000 51000 51000 0 202 404 606 808 Unit Cost/Km (Rs.) 51000 51000 51000 51000 51000 Amount (Rs.1000) 0 10302 20604 30906 41208 103020 51510 61812 72114 82416 92718 360570 103020 113322 123624 133926 144228 618120 154530 164832 175134 185436 195738 875670 Total (Rs.1000) 263466 273768 284070 294372 304674 1420350 314976 325278 335580 345882 356184 1677900 366486 376788 387090 397392 407694 1935450 417996 428298 438600 448902 459204 2193000
12
Appendix: IV.7 20 Year Plan for Bio-engineering Work (Physical and Financial) Five Year Plan Fiscal Year 2059/60 2060/61 2061/62 2062/63 2063/64 2064/65 2065/66 2066/67 2067/68 2068/69 2069/70 2070/71 2071/72 2072/73 2073/74 2074/75 2075/76 2076/77 2077/78 2078/79 Total Hill Road Unit Cost/Km Length (km) (Rs) 3598 4000 3775 4000 3952 4000 4129 4000 4306 4000 Total 4483 4000 4660 4000 4837 4000 5014 4000 5191 4000 Total 5368 4000 5545 4000 5722 4000 5899 4000 6078 4000 Total 6253 4000 6430 4000 6607 4000 6784 4000 6961 4000 Total Amount (Rs. 1000) 14392 15100 15808 16516 17224 79040 17932 18640 19348 20056 20764 96740 21472 22180 22888 23596 24312 114448 25012 25720 26428 27136 27844 132140
10
11
12
13
Appendix: IV. 8 20 Year Plan for Emergency Maintenance (Physical and Financial) Five Year Plan Fiscal Year 2059/60 2060/61 2061/62 2062/63 2063/64 2064/65 2065/66 2066/67 2067/68 2068/69 2069/70 2070/71 2071/72 2072/73 2073/74 2074/75 2075/76 2076/77 2077/78 2078/79 Total Hill Road Unit Cost/Km Length (km) (Rs) 5166 1550 5368 1550 5570 1550 5772 1550 5974 1550 Total 6176 1550 6378 1550 6580 1550 6782 1550 6984 1550 Total 7186 1550 7388 1550 7590 1550 7792 1550 7994 1550 Total 8196 1550 8398 1550 8600 1550 8802 1550 9004 1550 Total Amount (Rs. 1000) 8007 8320 8633 8946 9259 43165 9572 9885 10198 10511 10824 50990 11137 11450 11763 12076 12389 58815 12702 13015 13328 13641 13954 66640
10
+1500 = 58165
11
+1500 = 65990
12
+ 1500 = 73815
13
+ 1500 = 81640
Appendix: IV.9
20 Year Plan for Periodic Maintenance for Blacktopped Road (Physical and Financial) Five Year Plan Length of Road Unit Cost/Km (Rs) (Km) 402 402 402 402 402 515000 515000 515000 515000 515000 515000 515000 515000 515000 515000 515000 515000 515000 515000 515000 515000 515000 515000 515000 515000 Amount (Rs. 1000) 207030 207030 207030 207030 207030
Fiscal Year 2059/60 2060/61 2061/62 2062/63 2063/64
10
Total
2064/65 2065/66 2066/67 2067/68 2068/69
2010
420 420 420 420 420
1035150
216300 216300 216300 216300 216300
11
Total
2069/70 2070/71 2071/72 2072/73 2073/74
2100
425 425 425 425 425
1081500
218875 218875 218875 218875 218875
12
Total
2074/75 2075/76 2076/77 2077/78 2078/79
2125
425 425 425 425 425
1094375
218875 218875 218875 218875 218875
13
Total
2125
1094375
Appendix: IV.10
20 Year Plan for Periodic Maintenance for Gravelled Road (Physical and Financial) Five Year Plan Length of Road Unit Cost/Km (Rs) (Km) 245 245 245 245 245 810000 810000 810000 810000 810000 810000 810000 810000 810000 810000 810000 810000 810000 810000 810000 810000 810000 810000 810000 810000 Amount (Rs. 1000) 198450 198450 198450 198450 198450
Fiscal Year 2059/60 2060/61 2061/62 2062/63 2063/64
10
Total
2064/65 2065/66 2066/67 2067/68 2068/69
1225
345 345 345 345 345
992250
279450 279450 279450 279450 279450
11
Total
2069/70 2070/71 2071/72 2072/73 2073/74
1725
450 450 450 450 450
1397250
364500 364500 364500 364500 364500
12
Total
2074/75 2075/76 2076/77 2077/78 2078/79
2250
550 550 550 550 550
1822500
445500 445500 445500 445500 445500
13
Total
2750
2227500
Appendix: I 20 Year Plan for Upgrading Earthen to Other Roads (Physical and Financial) Five Year Plan Fiscal Year 2059/60 2060/61 2061/62 2062/63 2063/64 Length of Road (km) Unit Cost/Km (Rs) Amount (Rs. 1000)
10
12
1594000
19128
Total
2064/65 2065/66 2066/67 2067/68 2068/69
12
19128
11
18 18
1594000 1594000
27882 27882
Total
2069/70 2070/71 2071/72 2072/73 2073/74
36
55764
12
18
1594000
27882
Total
2074/75 2075/76 2076/77 2077/78 2078/79
18
27882
13
21 21 21
1594000 1594000 1594000
33474 33474 33474
Total
63
100422
Appendix: I.. 20 Year Plan for Upgrading Gravel to Blacktop Road (Physical and Financial) Five Year Plan Fiscal Year 2059/60 2060/61 2061/62 2062/63 2063/64 Length of Road (km) 37 37 37 38 Unit Cost/Km (Rs) 3358000 3358000 3358000 3358000 Amount (Rs. 1000) 124246 124246 124246 127604
10
Total
2064/65 2065/66 2066/67 2067/68 2068/69
149
500342
11
20 21
3358000 3358000
67160 70518
Total
41
137678
Note: In the 12 and 13 Five Year Plans, there are no planned roads for upgrading from gravel to blacktopped surface.
th
th
Appendix: I. 20 Year Plan for Widening of Feeder Roads to Intermediate Lane (5.50m) (Physical and Financial) Five Year Plan Fiscal Year 2059/60 2060/61 2061/62 2062/63 2063/64 Length of Road (km) Unit Cost/Km (Rs) Amount (Rs. 1000)
10
42 42
1457000 1457000
61194 61194
Total
2064/65 2065/66 2066/67 2067/68 2068/69
84
122388
11
42 42 42
1457000 1457000 1457000
61194 61194 61194
Total
2069/70 2070/71 2071/72 2072/73 2073/74
126
183582
12
30.5
1457000
44438
Total
2074/75 2075/76 2076/77 2077/78 2078/79
30.5
44438
13
50 51.27
1457000 1457000
72850 74700
Total
101.27
147550
Appendix: I.. 20 Year Plan for Widening of Feeder Roads to Two Lane (7.0m) (Physical and Financial) Length of Road (km) 8 4 Amount (Rs. 1000) 13984 8740
Five Year Plan
Fiscal Year 2059/60 2060/61 2061/62 2062/63 2063/64
Unit Cost/Km (Rs) 1748000 2185000
10
Total
2064/65 2065/66 2066/67 2067/68 2068/69
12
11 1093000
22724
12023
12
Total
11
12023
Appendix III.3 Average Width of Blacktopped, Gravelled and Earthen Roads in the Strategic Road Network (m) Pavement Type Highway Blacktopped Gravelled Earthen Total 2248.44 234.72 447.98 2931.14 Length Feeder 901.84 393.23 641.18 1936.25 Total 3150.28 627.95 1089.16 4867.39 Highway 13504150 1120100 1567950 16192200 Surface area Feeder 3483750 1542690 2312530 7338970 Total 16987900 2662790 3880480 23531170 Average Width (m) 5.39 4.24 3.56
Page 1 of 8
Appendix:IV.11.3 Unit Cost of Recurrent Maintenance for Gravel Roads per year/km, roadway width=4.5m
S.No 1 Road Element Gravelled surface 2 Access Road 0.2 access/km road 0.2 access/km road 3 Culverts Recurrent work discription (a) Pot hole repair (spot regavelling) (b) Regrading (a) Gravel access road pot hole repair (b) B.T access road repair Damaged headwall/wing wall/ catchpit/Abutment base minor repair, damaged checkdam and scour protection work, minor repair(masonry work) 4 (a) Gabion wall (b) Masonary 5 (a) Earthen Drain (b) Masonry drain (c) Concrete drain 6 7 8 9 Embankment Causeway Bridge (a) Road Sign (b) Delinators (c) Masonry parapet (d) Concrete parapet (e) Drum parapet (f) Guard rails (g) Gabion crash barrier (h) K.M. Post Repair/replace/ damaged/stolen, paint faded road furniture Add 20% of the total cost of above items 7704.00 Damaged gabion minor repair (masonry work) Damaged wall repair Reshaping (earth work) Damaged masonary work Replace concrete cover a) Filling raincuts b) Turfing Damaged slab/parts repair Damaged handrail repair/replace 0-1 0-0.5 0-5 0-2 0-0.25 0-2% 0-1% m3 per 1000m length m3 per 1000m length m3 per 100m length m3 per 1000m length m3 per 100m length of embankment area of embankment area 0-0.1 m3 per culvert 0%-0.40% 0%-0.30% of GR access road area of BT access road area once/yr 1.00 km 6545.00 146.00 195.00 6545.00 1168.00 390.00 3% Norms of surface area Average quantity of Norms 3% 135.00 m.sq/km 146.00 19710.00 Quantity Unit Rate Amount
0.20% 0.15%
8.00 2.00
msq/km msq/km
0.01 m3/culvert
0.50
cum/km
2593.00
1296.50
1.00 5.00 2.00 0.25 1% of emb.area 1%
1.00 0.50 5.00 2.00 0.25 30.00
cum/km cum/km cum/km cum/km cum/km Sqm/km
1110.00 2593.00 77.00 2593.00 4937.00 20.00
1110.00 1296.50 385.00 5186.00 1234.25 600.00 38520.00
Sub-total
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
C:\road\20year\estimate costcheck
Appendix: IV.11.2 Unit Cost of Recurrent Maintenance for Paved Roads (Blacktopped) per year/km, roadway width=5.5m
S.No 1 Road Element Black top surface Recurrent work discription (a) Pot hole/patch/Edge repair Asphalt concrete surface Surface dressing/premix Penetration macadam (b) Crack sealing Asphalt concrete surface Surface dressing/premix Penetration macadam 2 Shoulder (a) Reshaping/Levelling compacting of gravel shoulders Single lane Double lane (b) Sealing of primecoat, SBST or Bitumen macad shoulder 3 Access Road 0.2 access/km road 0.2 access/km road 4 Culverts (a) Gravel access road pot hole repair (b) B.T access road repair Damaged headwall/wing wall/ catchpit/Abutment base minor repair, damaged checkdam and scour protection work minor repair (masonry work) 5 (a) Gabion wall (b) Masonary 6 (a) Earthen Drain (b) Masonry drain (c) Concrete drain 7 8 9 10 Embankment Causeway Bridge (a) Road Sign (b) Delinators (c) Masonry parapet (d) Concrete parapet (e) Drum parapet (f) Guard rails (g) Gabion crash barrier (h) K.M. Post (I) C.L/Edge line painting Paint worn out road marking Repair/replace/ damaged/stolen, paint faded road furniture Add 20% of the total cost of above items 4479.00 Damaged gabion minor repair (masonry work) Damaged wall repair Reshaping (earth work) Damaged masonary work Replace concrete cover a) Filling raincuts b) Turfing Damaged slab/parts repair Damaged handrail repair/replace 0-1 0-0.5 0-5 0-2 0-0.25 0-2% 0-1% m3 per 1000m length m3 per 1000m length m3 per 100m length m3 per 1000m length m3 per 100m length of embankment area of embankment area 0-0.1 m3 per culvert 0%-0.40% 0%-0.30% of GR access road area of BT access road area 0%-0.15% of Sealed shoulder area 0%-0.5% 0%-0.2% of GR shoulder area of GR shoulder area 0%-0.3% 0%-0.2% 0%-0.1% of paved surface area of paved surface area of paved surface area 0%-0.2% 0%-0.75% 0%-0.30% of paved surface area of paved surface area of paved surface area Norms Average quantity of Norms Quantity Unit Rate Amount
0.75%
41.00
msq/km
195.00
7995.00
0.30%
16.00
msq/km
74.00
1184.00
0.50%
10.00
msq/km
94.00
940.00
0.15% 0.40% 0.30%
3.00 8.00 2.00
msq/km msq/km msq/km
117.00 146.00 195.00
351.00 1168.00 390.00
0.01 m3/culvert
0.50
cum/km
2593.00
1296.50
1.00 0.50 5.00 2.00 0.25 1% of emb.area 1%
1.00 0.50 5.00 2.00 0.25 30.00
cum/km cum/km cum/km cum/km

3 m /km
1100.00 2593.00 77.00 2593.00 4937.00 20.00 Sub-total
1100.00 1296.50 385.00 5186.00 1234.25 600.00 22394.00
Sqm/km
Total
26873.00 Say 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.
Norms for Recurrent Maintenance of Gravelled Road

Per Year Per Kilometre Recurrent Maintenance Work
S.No 1 Road Element Gravelled surface 2 Access Road 0.2 access/km road 0.2 access/km road 3 Culverts Recurrent work discription (a) Pot hole repair (spot regavelling) (b) Regrading (a) Gravel access road pot hole repair (b) B.T access road repair Damaged headwall/wing wall/ catchpit/Abutment base minor repair, damaged checkdam and scour protection work, minor repair(masonry work) 4 (a) Gabion wall (b) Masonary 5 (a) Earthen Drain (b) Masonry drain (c) Concrete drain 6 7 8 9 Embankment Causeway Bridge (a) Road Sign (b) Delinators ( )M (c) Masonry parapet t (d) Concrete parapet (e) Drum parapet (f) Guard rails (g) Gabion crash barrier (h) K.M. Post Repair/replace/ R i/ l / damaged/stolen, paint faded road furniture Add 20% of f th the total cost of above items Damaged gabion minor repair (masonry work) Damaged wall repair Reshaping (earth work) Damaged masonary work Replace concrete cover a) Filling raincuts b) Turfing Damaged slab/parts repair Damaged handrail repair/replace 0-1 0-0.5 0-5 0-2 0-0.25 0-2% 0-1% m3 per 1000m length m3 per 1000m length m3 per 100m length m3 per 1000m length m3 per 100m length of embankment area of embankment area 0-0.1 m3 per culvert 0%-0.40% 0%-0.30% of GR access road area of BT access road area once/yr 2% - 6% Norms of surface area
Note: For non existing road element corresponding quantity should be excluded.
Appendix III.15 Unit Cost/km Periodic maintenance of blacktopped road, width= 5.5m
Activity. No Type Single bitumen surface treatment m2 5,500.00 93.73 515,515.00 Unit Manpower Quantity Rate Amount Type Material Unit Quantity Rate Amount Type Equipment Unit Quantity Rate Amount
Total (A) Total A+B+C = Rs. Overhead (15%) = VAT (10%) = Total = 515,515.00 Say Rs. 515,000.00/km
515,515.00 Total (B)
Toal (C)
Appendix III.15
Unit Cost/km Periodic maintenance for gravel road, width= 4.5m

Activity. No Type Regravelling 15cm thick including rolling m3 675.00 1,199.84 809,892.00 Unit Manpower Quantity Rate Amount Type Material Unit Quantity Rate Amount Type Equipment Unit Quantity Rate Amount
Total (A) Total A+B+C = Rs. Overhead (15%) = VAT (10%) = Total = 809,892.00 Say Rs.810,000.00/km
809,892.00 Total (B)
Toal (C)
Appendix III.17 Unit Cost/km
Widening of blacktop road by 1m

Activity. No 15cm 2 Base course 10cm 3 D.B.S.T. Type 1 Subbase m3 m2 m2 150.00 1,000.00 1,000.00 1,199.84 277.49 204.83 179,976.00 277,490.00 204,830.00 Unit Manpower Quantity Rate Amount Type Material Unit Quantity Rate Amount Type Equipment Unit Quantity Rate Amount
Total (A) Total A+B+C = Rs. Contingency @10% 662,296.00 66229.60 728,525.60
662,296.00 Total (B)
Total (C)
Appendix IV.11.4 Rate Analysis Subgrade Preparation by Using Motor Grader Unit as per Norms
Activity. No Type Unskilled labour 15.5 Skilled Labour Manpower (A) Unit md md Quantity 1.00 2.00 Rate 175.00 100.00 Amount 175.00 Fuel 200.00 Type lit Material (B) Unit Quantity 40.00 Rate 26.50 Amount Type Unit hr 1060.00 Motor grader Equipment (C) Quantity 2.00 Rate 1000.00 Amount 2000.00
1 km
Total (A) Total A+B+C = 3,435.00 515.25 3,950.25 VAT 10% Total = = 395.03 4,345.28 Unit Rate = Rs.
375.00 Total (B)
1060.00 Total (C)
2000.00
Overhead 15% =
4,345.28
/ km
Page 1 of 10
Appendix IV.11.4
Rate Analysis Spot Gravelling Laying River Gravel in Layers and Rolling Unit as per Norms
Activity. No Type Unskilled labour 15.14 Unskilled labour 15.12.2 Skilled Labour Manpower (A) Unit md md md Quantity 0.10 1.20 0.44 Rate 175.00 100.00 100.00 Amount 120.00 44.00 Type 17.50 River gravel Material (B) Unit cu.m Quantity 1.45 Rate 300.00 Amount Type Unit hr 435.00 Road roller Equipment (C) Quantity 0.14 Rate 800.00 Amount 112.00
1 cu.m
Total (A) Total A+B+C Overhead 15% = VAT 10% Total = = 728.50 109.28 837.78 83.78 921.55 Unit Rate = Rs.
181.50 Total (B)
435.00 Total (C)
112.00
921.55
/ cu.m
Page 2 of 10
Appendix IV.11.4 Rate Analysis
Macadom Base Coarse Base Coarse: (10 cm) Unit as per Norms
Activity. No Type Unskilled labour 15.12.2.6 Skilled Labour Manpower (A) Unit md md Quantity 0.02 0.21 Rate 175.00 100.00 Amount Type 3.50 Coarse agg. 21.00 Stone dust Fuel Material (B) Unit cu.m cu.m lit Quantity 0.1333 0.0266 2.9 Rate 800.00 400 26.5 Amount 10.64 76.85 Type Unit hr 106.64 Road roller Equipment (C) Quantity 0.0042 Rate 800.00 Amount 3.36
1 sq.m
24.50 Total (B)
194.13 Total (C)
3.36
280.82
/ sq.m
Page 4 of 10
Appendix IV.11.4 Rate Analysis Priming on New Base
Unit as per Norms

Activity. No Type Unskilled labour 15.17.5 Skilled Labour Manpower (A) Unit md md 0.20 100.00 Quantity Rate Amount Type Bitumen 20.00 Kerosen Material (B) Unit kg lit Quantity 12.20 1.30 Rate 24.00 23 Amount Type Unit hr hr 292.80 Boiler 29.90 Sprayer Equipment (C) Quantity 0.04 0.02 Rate 90.00 800
10 sq.m
Amount 3.60 16.00
20.00 Total (B)
322.70 Total (C)
19.60
45.83
/ sq.m
Page 5 of 10
Appendix IV.11.4 Rate Analysis One Coat Surface Dressing (SBST) Unit as per Norms 10 sq.m
Activity. No Type Unskilled labour 15.19 Skilled Labour
Manpower (A) Unit md md Quantity 0.05 0.51 Rate 175.00 100.00 Amount Type 8.75 Bitumen 51.00 Agg. 12mm size Kerosen
Material (B) Unit kg cu.m lit Quantity 20.00 0.15 2.00 Rate 24.00 800.00 23.00 Amount Type Unit hr hr hr 480.00 Road roller 120.00 Boiler 46.00 Bitumen Dist.
Equipment (C) Quantity 0.04 0.04 0.01 Rate 800.00 90.00 850.00 Amount 32.00 3.60 8.50
59.75 Total (B)
646.00 Total (C)
44.10
94.86
/ sq.m
Page 6 of 10
Appendix IV.11.4 Rate Analysis Two Coat Surface Dressing (DBST) Unit as per Norms
Activity. No Type Manpower (A) Unit Quantity Rate Amount Type Material (B) Unit Quantity Rate Amount Type Unit Equipment (C) Quantity Rate Amount
10 sq.m
15.2 Skilled Labour Unskilled labour
md md
0.05 0.87
175.00 100.00
8.75 Bitumen 87.00 Agg. 12mm size Kerosen
kg cu.m lit
34.00 0.28 3.50
24.00 800.00 23.00
816.00 Road roller 224.00 Boiler 80.50 Bitumen Dist.
hr hr hr
0.06 0.01 0.04
800.00 850.00 90.00
48.00 8.50 3.60
Total (A) Total A+B+C Overhead 15% = VAT 10% Total = = 1,276.35 191.45 1,467.80 146.78 1,614.58 Unit Rate = Rs.
95.75 Total (B)
1120.50 Total (C)
60.10
161.46
/ sq.m
Page 7 of 10
Appendix IV.11.4 Rate Analysis Scarfying Existing SD Road Including Levelling and Compaction Unit as per Norms
Activity. No Type Unskilled labour 15.12.2 Skilled Labour Manpower (A) Unit md md 0.05 100.00 5.00 Quantity Rate Amount Fuel Type lit Material (B) Unit Quantity 0.01 Rate 209.00 Amount Type Water tank Unit hr hr 2.09 Roller Equipment (C) Quantity 0.002 0.002 Rate 800.00 550.00 Amount 1.60 1.10
1 cu.m
Motor grader
hr
0.004
1000.00
4.00
5.00 Total (B)
2.09 Total (C)
6.70
17.44
/ cu.m
Page 8 of 10
Appendix IV.11.4 Rate Analysis Laying River Gravel and Sand Clay Mixture in Layers and Rolling Unit as per Norms
Activity. No Type Unskilled labour 15.14 Unskilled labour 15.12.2 Skilled Labour Manpower (A) Unit md md md Quantity 0.10 1.60 0.44 Rate 175.00 100.00 100.00 Amount 160.00 44.00 Clay and sand cu.m 0.20 150.00 30.00 Type 17.50 River Gravel Material (B) Unit cu.m Quantity 1.30 Rate 450.00 Amount Type Unit hr 585.00 Roller-10 MT Equipment (C) Quantity 0.14 Rate 800.00 Amount 112.00
1 cu.m
Total (A) Total A+B+C Overhead 15% = VAT 10% Total = = 948.50 142.28 1,090.78 109.08 1,199.85 Unit Rate = Rs.
221.50 Total (B)
615.00 Total (C)
112.00
1,199.85
/ cu.m
Page 3 of 10
Appendix IV.11.4 Unit Cost/km Rehabilitation of Blacktopped Road Roadway Width 5.5m S.No. 1 2 3 4 Item Scarify and Mix Base course (10cm) DBSD including priming Shoulder filing Add 20% for rehabilitation of drains and culverts Total Say Rs. Quantities Unit Unit Rate (Rs). 2 17.24 5,500 m 2 5,500 m 280.82 3 5,500 m 204.83 3 200 m 1,199.85 Amount (Rs). 94,820.00 1,544,510.00 1,126,565.00 239,970.00 3,005,865.00 601,173.00 3,607,038.00 3,607,000.00 Remarks
Unit Cost/km Upgrading from Earth to Gravel Standard Hill Terrain Roadway Width 4.5m S.No. Item 1 Grading of existing surface 2 Excavation in soil a. Soft rock b. Hard rock 3 Gravelling (15cm) 4 Lined side drains 5 Gabion boxes 6 Cross drains (60 cm dia.) Quantities Unit Unit Rate (Rs). 2 4,500 m 40.00 500 500 675 100 100 6 m3 m3 m3 m m3 m 206.00 266.00 1,199.85 1,544.00 1,500.00 10,648.00 Total Say Rs. Amount (Rs). 180,000.00 103,000.00 133,000.00 809,898.75 154,400.00 150,000.00 63,888.00 1,594,186.75 15,94,000.00 Remarks
Unit Cost/km Upgrading from Gravel Road to Bituminous Standard Hill Terrain Roadway Width 3.5m S.No. 1 2 3 4 5 6 7 8 Item Grading existing surface Subbase Base coarse (10cm) DBSD including priming Shoulder filling Lined side drains Cross drains (60 cm dia.) Gabion boxes Quantities Unit Unit Rate (Rs). 2 4,500 m 40.00 3 1,199.85 450 m 2 3,500 m 280.81 2 3,500 m 204.83 3 100 m 1,199.85 500 m 1,544.00 12 m 10,648.00 3 50 m 1,500.00 Total Say Rs. Amount (Rs). 180,000.00 539,932.50 982,835.00 716,905.00 119,985.00 772,000.00 127,776.00 75,000.00 3,514,433.50 35,15,000.00 Remarks
Page 9 of 10
Appendix IV.11.4 Unit Cost/km Widening of Blacktop Road by 1m S.No. Item 1 Subbase 15cm 2 Base course 10cm 3 D.B.S.T. Add 10% for other small works Total Say Rs. Quantities Unit Unit Rate (Rs). 3 150 m 1,199.84 2 1,000 m 280.82 2 1,000 m 204.83 Amount (Rs). 179,976.00 280,820.00 204,830.00 665,626.00 66,229.00 731,855.00 7,32,000.00 Remarks
Unit Cost/km Periodic Maintenance of Gravel Road, Width = 4.5m S.No. Item 1 Regravelling 15 cm thick including rolling Quantities Unit Unit Rate (Rs). 675 m3 1,199.84 Total Say Rs. Amount (Rs). 809,892.00 809,892.00 8,10,000.00 Remarks
Unit Cost/km Periodic Maintenance of Blacktopped Road, Width = 5.5m S.No. Item 1 Single bitumen surface treatment Quantities Unit Unit Rate (Rs). 5,500 m2 93.73 Total Say Rs. Amount (Rs). 515,515.00 515,515.00 5,15,000.00 Remarks
Page 10 of 10
Planwise Graphical Representations of Available Fund and Expenditure (a) Available Fund Scenario Expenditure
10th 12000011th 12th 13th Plan Plan Plan Plan Total 24592 32207 20354 25103 24457 Available 24488 Fund 29658 24820 Expenditure 99061 106618
106618
100000
99061
80000
60000
40000
32207 29658
24592 20354
25103
24457 24488
24820
20000
0 10th Plan 11th Plan 12th Plan 13th Plan Total
Figure 3.1
3 11
Chapter 3 : Mobilsation of Financial Resources
140000
11 Plan 12th Plan 13th Plan Total
Planwise Graphical Representation of Available Fund Expenditure Available Fund and Expenditure th 10 Plan 25645 32207 Scenario (b) th
23775 32274 45337 127032 25103 24488 24820 Available Fund 106618
Expenditure
127032
120000
106618
100000
80000
60000
45337
40000
32207 32274
25645 23775
25103
24488
24820
20000
0 10th Plan 11th Plan 12th Plan 13th Plan Total
Figure 3.2
3 12
Table 8.6: Environmental Requirement Eastern Zone

Length in Category of Road km. 16 22 72 45 192 37 76 59 290 41 18 115 101 56 83 64 45 47 3 115 5 42 1,544 FR FR FR FR FR FR NH FR FR UR NH NH NH NH NH NH NH FR FR NH FR FR Environmental Requirement as per EPR 2054 EIA EIA EIA EIA EIA EIA EIA EIA EIA IEE EIA EIA EIA EIA EIA EIA EIA EIA IEE EIA IEE EIA
S.N.
Name of the roads
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22
Phikkal-Shree Antu* Shreeantu - Baudh Dham Ilam-Maipokhari-Sandakpur Damak-Chisapani* Taplejung-Olangchunggola-China border Gopetar - Chyangthapu* Phidim -Terhathum Piluwa khola -Khandbari* Khandbari - Kimathanka - China border Biratnagar ring road* Biratnagar by pass Katari-Gaighat-Murkhucha- Chatara-Dharan* Gaighat-Diktel* Leguwaghat- Bhojpur Bhojpur - Diktel* Diktel-Haleshi Haleshi - Hilepani -Toxelghat* Okhaldhunga-Salleri* Kichak Badha - Mechi Rajmarga Nunthala-Lamidanda-Namche Bazar Ramdhuni-Upto Chatara Dharan Road Hulaki road * Total
Central Development Region
S.N.
Name of the roads
Length in Category of Road km. 88 11 77 32 39 33 9 22 22 26 66 24 66 50 10 15 13 80 15 115 Total 813 NH NH NH NH NH OR OR NH NH NH NH NH UR UR NH NH OR OR FR
Environmental Requirement as per EPR 2054 EIA EIA EIA EIA EIA IEE IEE EIA EIA EIA EIA EIA IEE IEE EIA EIA IEE EIA IEE EIA
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 Note
Dolkha -Singti -Lamabagar - China border Khurkot - Manthali* Tokselghat - Khurkot Khurkot - Nepalthok** Shindhuli - Khurkot** Sankhu - Fatkeshwor- Bahunepati* Thimi - Mulpani Syaprubesi-Rasuwaghadhi-China border Road linking Multi Model project at Birgunj) Kathmandu-Naubise-By pass*/Bagmati corridor Kathmandu - Hetauda Tunnelway / Bagmati corridor road Kanti Rajpath (Hetauda-Chaughada Thingan-Bhatte danda-Tikabhairab)* Kathmandu outer Ring road* Kathmandu Ring road track* Suryabinayak Bypass Hetauda Bypass / Bagmati corridor Gaur Ring road* Greater Janakpur Area circumambulatory road. ( 80km falling in Nepal out of 150km.) Mulpani-Changunarayan-Nagarkot Hulaki road*
1 Distance from Kathmandu to Pathlaiya via Hetauda (Tunnel option) - 95km. 2 Distance from Kathmandu to Pathlaiya via Bagmati corridor -110 km.
Twenty Year Road Project
8 11
Western Development Region
S.N.
Name of the roads
Length in Category of Road km.
Environmental Requirement as per EPR 2054
1 2 3 4 5 6 7 8 9 10 11 12 13
Khudi-Chame (Besisahar-Chame)* Beni-Jomsom* Jomsom - Muktinath Jomsom-China border Kushma-Phalebansh Baglung-Bametaksar Bametaksar-Burtibang Burtibang - Dhorpatan Burtibang - Talkot - Lukumgaun Jitpur-Sitapur Syangja - Panchamul Lumbini circumambulatory road Hulaki road* Total
65 80 26 115 20 75 34 40 53 39 33 12 18 610
FR FR FR FR FR NH NH FR FR FR FR OR FR
EIA EIA EIA EIA EIA EIA EIA EIA EIA EIA EIA EIA EIA
Mid Western Development Region
S.N.
Name of the roads
1 2 3 4 5 6 7 8 9 10 11 12
Lukumgaun - Jajarkot Jajarkot (Mudra) - Dunai Tila - Jumla (Surkhet Jumla road)* Manma - Gadhwali Tila - Manma* Jumla - Gamgadhi Gamgadhi - Simikot Simikot - China border Juphal - upto Jajarkot Dunai road Bhingri - Swargadwari Dang - Swargadwari Hulaki road* Total
127 144 88 48 20 50 110 88 4 7 45 28 759
NH FR FR FR FR FR FR FR FR FR FR FR
EIA EIA EIA EIA EIA EIA EIA EIA EIA EIA EIA EIA
Far Western
S.N.
Name of the roads
1 2 3 4 5 6 7 8
Babala - Martadi Talrauna Khola (Achham) - Khaptad Tult - Chalsa - Banatoli - Kalika Patan - Pancheshwar * Dodhdra - Chandani Chameliya - Darchula (Baitadi-Darchula road)* Bhatgaun - Kotbhairab - Khaptad N. P. Hulaki road* Total Grand Total
37 20 74 62 20 34 10 31 288.000 4,013.600
FR FR NH FR UR FR FR FR
EIA EIA EIA EIA IEE EIA EIA EIA
Note :- 1 * Mark lengths are taken from Detail / Feasibility Study
8 12
T T
T T T
Name of the road length Phikkal-Shree Antu* 16.00 Shreeantu - Baudh Dh 22.00 Ilam-Maipokhari-Sand 72.00 Damak-Chisapani* 45.00 Taplejung-Olangchung 192.00 Gopetar - Chyangthap 37.00 Phidim -Terhathum 76.00 Piluwa khola -Khandb 58.50 Khandbari - Kimathan 290.00 Biratnagar ring road* 41.00 Biratnagar by pass Katari-Gaighat-MurkhuchaChatara-Dharan* 115.00 Gaighat-Diktel* 101.00 Leguwaghat- Bhojpur 104.00 Bhojpur - Diktel* 83.00 Diktel-Haleshi 64.00 Haleshi - Hilepani -Tox 45.00 Okhaldhunga-Salleri* 47.00 Kichak Badha - Mechi 3.00 Nunthala-Lamidanda-N 115.00 Ramdhuni-Upto Chata 5.00 Hulaki road * 42.00 Total 1,573.50
Rate 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 3,033,800.00
5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 3,033,800.00 3,033,800.00 5,124,350.00 3,033,800.00
Name of the road length Rate Dolkha -Singti -Lamab 88.00 5,124,350.00 Khurkot - Manthali* 11.00 5,124,350.00 Tokselghat - Khurkot 77.00 5,124,350.00 Khurkot - Nepalthok* 32.00 5,124,350.00 Shindhuli - Khurkot* 39.00 5,124,350.00 Sankhu - Melamchi* 33.00 5,124,350.00 Thimi - Mulpani - Goka 38.00 5,124,350.00 Syaprubesi-Rasuwagh 22.00 5,124,350.00 Road linking Multi Mod 22.00 3,033,800.00 Kathmandu-Naubise-B 26.00 5,124,350.00 Okharpauwa-Dumping 10.20 Dakshinkali-Chhaimale-Bhimphedi Dakshinkali-Chhaimale-Kulekhani- Bhimphedi Kathmandu - Hetauda Tunnelway Kanti Rajpath (Hetauda-Chaughada Thingan-Bhatte danda 24.00 5,124,350.00 Kathmandu outer Ring 66.10 Kathmandu Ring road 50.00 5,124,350.00 Suryabinayak Bypass 10.00 5,124,350.00 Hetauda Bypass 5.00 5,124,350.00 Gaur Ring road* 13.00 3,033,800.00 Greater Janakpur Area circumambulatory road. ( 80km falling in 80.00 3,033,800.00 Timbu - Timbulghyang 13.00 5,124,350.00 Mulpani-Changunaray 15.00 5,124,350.00 Hulaki road* 115.00 3,033,800.00 Total 789.30
Name of the road length 65.00 Khudi-Chame (Besisah Beni-Jomsom* 80.00 Jomsom - Muktinath 26.00 Jomsom-China border 115.00
Rate 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00
Kushma-Phalebansh Baglung-Bametaksar Bametaksar-Burtibang Burtibang - Dhorpatan Burtibang - Talkot - Lu Jitpur-Sitapur Syangja - Panchamul Hulaki road* Total
20.00 75.00 34.00 40.00 53.00 39.00 33.00 18.00 598.00
5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 3,033,800.00
T T
Name of the road Lukumgaun - Jajarkot Jajarkot (Mudra) - Dun Tila - Jumla (Surkhet J Manma - Gadhwali Tila - Manma* Jumla - Gamgadhi Gamgadhi - Simikot Simikot - China border Juphal - upto Jajarkot Bhingri - Swargadwari Dang - Swargadwari Hulaki road* Total
length 127.00 144.00 110.00 48.00 20.00 50.00 110.00 88.00 4.00 7.00 45.00 28.00 781.00
Rate 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 3,033,800.00
Name of the road length Babala - Martadi 37.00 Talrauna Khola (Achha 20.00 Tult - Chalsa - Banatol 74.00 Patan - Pancheshwar * 62.00 Dodhdra - Chandani 20.00 Chameliya - Darchula
Rate 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 3,033,800.00
(Baitadi-Darchula road Bhatgaun - Kotbhairab Hulaki road* Total Grand Total
34.00 10.00 31.00 288.00 4,029.80
5,124,350.00 5,124,350.00 3,033,800.00
Annex B
Amount 81,989,600.00 112,735,700.00 368,953,200.00 230,595,750.00 983,875,200.00 189,600,950.00 389,450,600.00 299,774,475.00 1,486,061,500.00 124,385,800.00
589,300,250.00 517,559,350.00 532,932,400.00 425,321,050.00 327,958,400.00 230,595,750.00 240,844,450.00 9,101,400.00 348,887,000.00 25,621,750.00 127,419,600.00 7,642,964,175.00
Amount 450,942,800.00 56,367,850.00 394,574,950.00 163,979,200.00 199,849,650.00 169,103,550.00 194,725,300.00 112,735,700.00 66,743,600.00 133,233,100.00 **153108066.00
122,984,400.00 ** 20106493610.00 256,217,500.00 51,243,500.00 25,621,750.00 39,439,400.00 242,704,000.00 66,616,550.00 76,865,250.00 348,887,000.00 3,172,835,050.00
Amount 333,082,750.00 409,948,000.00 133,233,100.00 589,300,250.00
102,487,000.00 384,326,250.00 174,227,900.00 204,974,000.00 271,590,550.00 199,849,650.00 169,103,550.00 54,608,400.00 3,026,731,400.00
Amount 650,792,450.00 737,906,400.00 563,678,500.00 245,968,800.00 102,487,000.00 256,217,500.00 563,678,500.00 450,942,800.00 20,497,400.00 35,870,450.00 230,595,750.00 84,946,400.00 3,943,581,950.00
Amount 189,600,950.00 102,487,000.00 379,201,900.00 317,709,700.00 60,676,000.00
174,227,900.00 51,243,500.00 94,047,800.00 1,369,194,750.00 19,155,307,325.00
REFERENCES
1. CBS, 2000: Statistical Pocket Book Nepal; His majestys Government, National Planning Commission, Central Bureau of Statistics, Kathmandu. Definitions of Maintenance and Maintenance Activities- November 1994 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. 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 Majestys Government, Ministry of Works and Transport, Department of Roads, Kathmandu, DOR, 1997: Priority Investment Plan Project, Master Plan for Strategic Road Network and Rural Transport, Final Report, His Majestys Government, Ministry of Works and Transport, Department of Roads, Kathmandu. Economic Survey Reports, Ministry of Finance. Glasson et al., 1995: Introduction to Environmental Impact Assessment, John Glasson, Riki Therivel & Andrew Chadwick; UCL Press, 1995. KathmanduTerai Link, A Viable Alternative, July 2001, Dr. Dharma Acharya. MOPE, 1996: Nepal Environment Protection Act, His Majestys Government, Ministry of Population and Environment, 1996, Kathmandu. MOPE, 1997: Nepal Environment Protection Regulations, His Majestys Government, Ministry of Population and Environment, 1997, Kathmandu. National Plan for Rural Road Maintenance -2056. National Strategy for Rural Infrastructure Development - 1997. National Transport Policy, Ministry of Works and Transport (MOWT), 2001.
2. 3.
4.
6.
7. 8.
9. 10.
11
12. 13. 14.
15.
NCS, 1988: National Conservation Strategy for Nepal, Prepared by His Majestys Government of Nepal together with the International Union for Conservation of Nature and Natural Resources (IUCN). Nepal Road Standard. Nepal Road Statistics. NEPAP, 1993: Nepal Environmental Policy and Action Plan, integrating environment and development; His majestys Government Environment Protection Council, August 1993. NPC, 1992: Approach Paper Eighth Plan (!992-1997), April 1992, His Majestys Government, National Planning Commission, Kathmandu. NPC, 1992: The Eighth Plan (1992-1997), His Majestys Government, National Planning Commission, Kathmandu. NPC, 1993: National Environmental Impact assessment Guidelines, His Majestys Government, National Conservation Strategy Implementation Project, National planning Commission in collaboration with IUCN- The World Conservation Union. NPC, 1996: Environmental Impact Assessment Guidelines for the Road Sector Final Draft, His Majestys Government, National Conservation Strategy Implementation Project, National Planning Commission/ Ministry of Works and Transport in collaboration with IUCN, The World Conservation Union. 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 Majestys Government, National Planning Commission, Kathmandu. NPC, 1997: Ninth Plan (1997-2002), 1997, His Majestys Government, National Planning Commission, Kathmandu. NPC, 2002, Tenth Plan (2002-2006), Concept Paper. Priority Investment Plan, Final Report--February 1997. Standard Norms for Analysis of Rates. Statistical Year Book of Nepal, Central Bureau of Statistics. Transportation and Economic Development, Transportation Research Board, USA.
16. 17. 18.
19.
20.
21.
22.
23.
24.
25. 26. 27. 28. 29.
Upgrading Earth & Gravel Roads

S. L. Road Link Present Surface Style Length (km) Terrain Classification Formation width (m) Carriageway width (m) Present traffic (VPD) 2000 Impro. Year Traffic Impro. Surface Type Improvement or Upgrading for 5 year plan period 2003- 2008- 2013- 20182007 2012 2017 2022 Improvement Proposed Remarks
Table 5.14 : Upgrading Feeder Roads from Earth to Gravel
Present S. No. Road Link Name Surface Type Length (km)
Terrain Classification
Formation Width (m)
Carriageway Width (m)
Present Traffic 2000 AD (VPD)
Present Capacity VPD
Improvement
Improvement
Improvement in Different 5 Year Plan 059/60 063/64 064/65 069/70 074/75 078/79 UG UG 63.0 Upgrading of roads proposed
th in 13 Five Year Plan have to th be decided after 11 Five Year
Period Traffic (VPD) 54 65 60 54 80 80 53
Surface Type
Remarks
068/69 073/074 UG UG UG 35.5 UG 18.0
1 2 3 4 5 6 7
F1303, Chakchake-Rolpa F3002 Dhad Khola-Melamchi F3205 Kirnetarl-Manthali F4004 Basantpur-Terhathum F4206 Baglung-Myagdi F4207 Myagdi-Beni F5001 Satbanj-Baitadi Total
Earth Earth Earth Earth Earth Earth Earth
36.5 11.8 18.0 26.5 7.5 10.0 18.0 128.3
H H H H H H H
4.5 4.5 4.5 5.7 4.5 4.5 4.5
3.5 3.5 3.5 3.5 3.5 3.5 3.5
15 45 30 15 30 30 20
Gr Gr Gr Gr Gr Gr Gr
UG 11.8
Plan and review of traffic growth.
UG - Upgrading required in different plan periods P - Plain H - Hill R - Rolling G - Gravel
5 20
Table 5.13 : Upgrading Feeder Roads from Gravel to Blacktop

Present S. No. Road Link Name Surface Type Length (km) Terrain Classification Formation Width (m) Carriageway Width (m) Present Traffic 2000 AD (VPD) 1 2 3 F3001, Panchkhal-Dhadkhola F3204 Tamakoshi-Kirentar F4302 Batasedanda-Harthok Sub total (A) Gr Gr Gr 10.6 22 8.5 41.1 H H H 4.5 4.5 4.5 3.5 3.5 3.5 80 85 80 Present Capacity VPD
Improvement Improvement
Improvement in Different 5 Year Plan 059/60 063/64 064/65 069/70 074/75 078/79 Upgrading proposal is based on threshold traffic level for low trafficked Roads
Period Traffic (VPD) 160 166 160
Surface Type
Remarks
068/69 073/074 UG UG UG 41.1 -
B.T B.T B.T
th th Following Projects are expected to be undertaken by 4 ADB project within 10 5 year plan period (059/60-063/64)
4 5 6 7 8
H1408-H1411 Syauli-Satbanjh F0201-0202 Damak-Gaurigunj H0710 Ranke-Phidim F3101 Dolalghat-Choutara F4001-02-03 Hile-Basantpur Sub total (B) Total (A+B)
Gr Gr Gr Gr Gr
64 22 26 16 21 149 190.1 149 41.1 B.T. U.G.
UG - Upgrading required in different plan periods P - Plain H - Hill R - Rolling B - Blacktop
Twenty Year Road Plan Chapter 5 : Traffic Studies
5 19
Table 5.11 : Widening National Highways

Present S. No. Road Link Name Surface Type Length (km) Terrain Classification Formation Width (m) Carriageway Width (m) Present Traffic 2000 AD (VPD) 1 2 3 4 5 6 H0303 Koteswor-Hanumante Culvert H0213-H0215 Naubise-Ring Road H0501-0503, Narayanghat-Mugling H0401-H0404, Naubise-Mugling H0129-H0131 Pathalaiya-Hetauda H0132-H0136 Hetauda-Narayanghat B.T B.T B.T B.T B.T B.T 9.75 22.00 36.00 83.00 29.00 78.00 P H+R H H R P 8.5~9.5 7.5~7.8 7.10~8.0 8.7~9.0 10.1~10.5 10.8 6.0 7.0 5.7~6.0 6.5~7.0 6.1~8.0 7 9200 3000 2400 2500 1960 2000 3000~7500 3000~3500 2600~3000 3500~5000 5000 7500 Present Capacity VPD
Improvement in Different 5 Year Plan 059/60 063/64 064/65 069/70 074/75 078/79 W
* Nearing capacity in 13 th 5 Year Plan, widening may be required due to strategic location Widening to four lane required due to high traffic volume and narrow carrigeway
Period Traffic (VPD) 13344 4243 3489 3729 5102 7137*
Surface Type
Remarks
068/69 073/074 W -
B.T B.T B.T B.T B.T B.T
W W W W -
Sub total 7 8 9 H0107-08 Haraincha Mode-Budhikhola H0138 Narayani Bridge Tiger Mountain H0144U,Sukauna-Butwal B.T B.T B.T B.T
257.75 11.0 21.0 3.0 24.0 25.0 P P P P P 11.0 9.0 9.0 9.0 10.0 7.2 7.0 7.0 7.0 7.0 2227 2501 2157 2482 2068 7500 7500 7500 7500 7500 7949 8020 7700 7959 7500 B.T B.T B.T B.T B.T
150.75 -
29 -
78 W W W W W
Widening to 4-lane proposed in the 13th 5 Year Plan may be postponed to some future years with the help of a good traffic management scheme because local traffic is predominant
10 H1001-03 Bhairahawa-Butwal 11 H0202 U-H0204 Birgunj-Pathalaiya
Sub total 12 Bypass Roads a b H0131 Hetauda-bypass H0801U-0803 Rani-Duhabi-Ithari Sub total Grand total P - Plain H - Hill R - Rolling B.P. - Bypass B.T. - Blacktop W - Widening
84.0
84.0
15.0 30.0 45.0 386.75
P P
10.0 9.0
7.0 7.0
1960 2200
5000 7500
5000 7855
B.T B.T
B.P. B.P. 45.0
Two lane bypasses required " "
150.75
29
207.00
Twenty Year Road Plan Chapter 5 : Traffic Studies
5 15
Table 5.12 : Widening Feeder Roads

Present S. No. 1 2 3 4 5 6 7 8 9 F2202 Chovar-Dakshinkali F0101 Birtamode-Chandragadhi F0301/02 Bhardaha-Rajbiraj M.B F0303 Rajbiraj M.B-Rajbiraj F0401 Rupani-Rajbiraj F0404 Rajbiraj M.B-Madanlachouk F0601-02 Nabalpur-Malangwa F0901 Sunwal-Parasi F1802/03 Bara d.B-Kalaiya Link Name Surface Type B.T B.T B.T B.T B.T B.T B.T B.T B.T B.T B.T B.T B.T B.T B.T B.T B.T B.T B.T B.T Sub Total 21 F2402 Karmanasa-Godawari K G d i 22 F2502 Bansbari-Budhanilkantha 23 F2602 Pipalbot-Sankhu Sub Total Grand Total P - Plain H - Hill R - Rolling W - Widening B.T. - Blacktop B.T BT B.T B.T 12.0 12.0 16.0 1.5 9.0 12.0 27.0 9.0 9.0 18.0 9.0 7.0 23.0 54.0 21.0 37.0 14.0 4.5 8.5 38.3 341.77 8.0 80 4.0 11.0 23.0 364.77 P P P 7.6 76 10 6.3 4.6 46 4 5* 1500 2000 1500 1000 1000 3000 2156 3847 3861 B.T BT B.T B.T Length Terrain (km) Classification H P P P P P P P P H P P H H P H P P P P Formation Width (m) 5.6 5.7 5.5 5.5 5.5 5.4 5.5 5.5 5.5 5.5 5.6 5.3 6.2 5.4 5.5 7 7 6 5.5 5.5 Carriageway Width (m) 3.9 3.8 3.5 3.5 3.5 3.5 3.5 3.5 3.5 4 4 4 4 3 3.5 4.3 4 3.5 3.5 3.5 Present Traffic 2000 AD (VPD) 1000 773 400 400 643 643 570 300 640 539 850 600 728 300 725 1140 1060 404 358 300 900 1000 1000 1000 1000 1000 1000 1000 1000 900 1000 1000 900 900 1000 900 1000 1000 1000 1000 Present Capacity VPD
Improvement in Different 5 Year Plan 059/60 063/64 W W W 064/65 W W W W W W W W W 84 W W 12 96 126 126 W 069/70 W W W W 30.5 W 11 41.5 W W W 101.27 101.27 Widen Wid to t two t lane l Widen to two lane Widen to two lane 074/75 078/79 Widen to intermediate lane (5.5m wide) Remarks 068/69 073/074
Period Traffic (VPD) 1438 1124 1040 1040 1252 1242 1108 1080 1244 1049 1222 1153 1273 1070 1055 1656 1438 1053 1031 1070
Surface Type B.T B.T B.T B.T B.T B.T B.T B.T B.T B.T B.T B.T B.T B.T B.T B.T B.T B.T B.T B.T
10 F2104/05 Nagarjun-Kakani 11 F2302 Sunakothi-Lele 12 F2701 Jorpati-Sundarijal 13 F2801-02 Bhaktapur-Nagarkot 14 F3201-02 Lamosangu-Charikot 15 F3902 Singhai Bridge-Rangeli 16 F4203 Yandi Bridge-Sandh Bridge 17 F4402 Bhairahawa-Lumbini 18 F4403 Lumbini-Padariya 19 F0502 Siraha-Madar 20 F0701 Chandranigahapur-Gour
5 17
Table 8.6: Environmental Requirement

Eastern Zone
S.N.
Name of the roads
Length in km. 16 22 72 45 192 37 76 59 290 41 18 115 101 56 83 64 45 47 3 115 5 42 1,544
Category of Road
Environmental Requirement as per EPR 2054 EIA EIA EIA EIA EIA EIA EIA EIA EIA IEE EIA EIA EIA EIA EIA EIA EIA EIA IEE EIA IEE EIA
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22
Phikkal-Shree Antu* Shreeantu - Baudh Dham Ilam-Maipokhari-Sandakpur Damak-Chisapani* Taplejung-Olangchunggola-China border Gopetar - Chyangthapu* Phidim -Terhathum Piluwa khola -Khandbari* Khandbari - Kimathanka - China border Biratnagar ring road* Biratnagar by pass Katari-Gaighat-Murkhucha- Chatara-Dharan* Gaighat-Diktel* Leguwaghat- Bhojpur Bhojpur - Diktel* Diktel-Haleshi Haleshi - Hilepani -Toxelghat* Okhaldhunga-Salleri* Kichak Badha - Mechi Rajmarga Nunthala-Lamidanda-Namche Bazar Ramdhuni-Upto Chatara Dharan Road Hulaki road * Total
FR FR FR FR FR FR NH FR FR UR NH NH NH NH NH NH NH FR FR NH FR FR
Central Development Region
S.N.
Name of the roads
Length in km. 88 11 77 32 39 33 9 22 22 26 66 24 66 50 10 15 13 80 15 115 Total 813
Category of Road
Environmental Requirement as per EPR 2054 EIA EIA EIA EIA EIA IEE IEE EIA EIA EIA EIA EIA IEE IEE EIA EIA IEE EIA IEE EIA
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 Note
Dolkha -Singti -Lamabagar - China border Khurkot - Manthali* Tokselghat - Khurkot Khurkot - Nepalthok** Shindhuli - Khurkot** Sankhu - Fatkeshwor- Bahunepati* Thimi - Mulpani Syaprubesi-Rasuwaghadhi-China border Road linking Multi Model project at Birgunj) Kathmandu-Naubise-By pass*/Bagmati corridor Kathmandu - Hetauda Tunnelway / Bagmati corridor road Kanti Rajpath (Hetauda-Chaughada Thingan-Bhatte danda-Tikabhairab)* Kathmandu outer Ring road* Kathmandu Ring road track* Suryabinayak Bypass Hetauda Bypass / Bagmati corridor Gaur Ring road* Greater Janakpur Area circumambulatory road. ( 80km falling in Nepal out of 150km.) Mulpani-Changunarayan-Nagarkot Hulaki road*
NH NH NH NH NH OR OR NH NH NH NH NH UR UR NH NH OR OR FR
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. 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.
8-11
Western Development Region
S.N.
Name of the roads
Length in km.
Category of Road
1 2 3 4 5 6 7 8 9 10 11 12 13
Khudi-Chame (Besisahar-Chame)* Beni-Jomsom* Jomsom - Muktinath Jomsom-China border Kushma-Phalebansh Baglung-Bametaksar Bametaksar-Burtibang Burtibang - Dhorpatan Burtibang - Talkot - Lukumgaun Jitpur-Sitapur Syangja - Panchamul Lumbini circumambulatory road Hulaki road* Total
65 80 26 115 20 75 34 40 53 39 33 12 18 610
FR FR FR FR FR NH NH FR FR FR FR OR FR
EIA EIA EIA EIA EIA EIA EIA EIA EIA EIA EIA EIA EIA
Mid Western Development Region
S.N.
Name of the roads
Length in km.
Category of Road
1 2 3 4 5 6 7 8 9 10 11 12
Lukumgaun - Jajarkot Jajarkot (Mudra) - Dunai Tila - Jumla (Surkhet Jumla road)* Manma - Gadhwali Tila - Manma* Jumla - Gamgadhi Gamgadhi - Simikot Simikot - China border Juphal - upto Jajarkot Dunai road Bhingri - Swargadwari Dang - Swargadwari Hulaki road* Total
127 144 88 48 20 50 110 88 4 7 45 28 759
NH FR FR FR FR FR FR FR FR FR FR FR
EIA EIA EIA EIA EIA EIA EIA EIA EIA EIA EIA EIA
Far Western
S.N.
Name of the roads
Length in km.
Category of Road
1 2 3 4 5 6 7 8
Babala - Martadi Talrauna Khola (Achham) - Khaptad Tult - Chalsa - Banatoli - Kalika Patan - Pancheshwar * Dodhdra - Chandani Chameliya - Darchula (Baitadi-Darchula road)* Bhatgaun - Kotbhairab - Khaptad N. P. Hulaki road* Total Grand Total
37 20 74 62 20 34 10 31 288.000 4,013.600
FR FR NH FR UR FR FR FR
EIA EIA EIA EIA IEE EIA EIA EIA
Note :- 1 * Mark lengths are taken from Detail / Feasibility Study
8-12
T T
T T T
Name of the road length Phikkal-Shree Antu* 16.00 Shreeantu - Baudh Dh 22.00 Ilam-Maipokhari-Sand 72.00 Damak-Chisapani* 45.00 Taplejung-Olangchung 192.00 Gopetar - Chyangthap 37.00 Phidim -Terhathum 76.00 Piluwa khola -Khandb 58.50 Khandbari - Kimathan 290.00 Biratnagar ring road* 41.00 Biratnagar by pass Katari-Gaighat-MurkhuchaChatara-Dharan* 115.00 Gaighat-Diktel* 101.00 Leguwaghat- Bhojpur 104.00 Bhojpur - Diktel* 83.00 Diktel-Haleshi 64.00 Haleshi - Hilepani -Tox 45.00 Okhaldhunga-Salleri* 47.00 Kichak Badha - Mechi 3.00 Nunthala-Lamidanda-N 115.00 Ramdhuni-Upto Chata 5.00 Hulaki road * 42.00 Total 1,573.50
Rate 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 3,033,800.00
5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 3,033,800.00 3,033,800.00 5,124,350.00 3,033,800.00
Name of the road length Rate Dolkha -Singti -Lamab 88.00 5,124,350.00 Khurkot - Manthali* 11.00 5,124,350.00 Tokselghat - Khurkot 77.00 5,124,350.00 Khurkot - Nepalthok* 32.00 5,124,350.00 Shindhuli - Khurkot* 39.00 5,124,350.00 Sankhu - Melamchi* 33.00 5,124,350.00 Thimi - Mulpani - Goka 38.00 5,124,350.00 Syaprubesi-Rasuwagh 22.00 5,124,350.00 Road linking Multi Mod 22.00 3,033,800.00 Kathmandu-Naubise-B 26.00 5,124,350.00 Okharpauwa-Dumping 10.20 Dakshinkali-Chhaimale-Bhimphedi Dakshinkali-Chhaimale-Kulekhani- Bhimphedi Kathmandu - Hetauda Tunnelway Kanti Rajpath (Hetauda-Chaughada Thingan-Bhatte danda 24.00 5,124,350.00 Kathmandu outer Ring 66.10 Kathmandu Ring road 50.00 5,124,350.00 Suryabinayak Bypass 10.00 5,124,350.00 Hetauda Bypass 5.00 5,124,350.00 Gaur Ring road* 13.00 3,033,800.00 Greater Janakpur Area circumambulatory road. ( 80km falling in 80.00 3,033,800.00 Timbu - Timbulghyang 13.00 5,124,350.00 Mulpani-Changunaray 15.00 5,124,350.00 Hulaki road* 115.00 3,033,800.00 Total 789.30
Name of the road length 65.00 Khudi-Chame (Besisah Beni-Jomsom* 80.00 Jomsom - Muktinath 26.00 Jomsom-China border 115.00
Rate 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00
Kushma-Phalebansh Baglung-Bametaksar Bametaksar-Burtibang Burtibang - Dhorpatan Burtibang - Talkot - Lu Jitpur-Sitapur Syangja - Panchamul Hulaki road* Total
20.00 75.00 34.00 40.00 53.00 39.00 33.00 18.00 598.00
5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 3,033,800.00
T T
Name of the road Lukumgaun - Jajarkot Jajarkot (Mudra) - Dun Tila - Jumla (Surkhet J Manma - Gadhwali Tila - Manma* Jumla - Gamgadhi Gamgadhi - Simikot Simikot - China border Juphal - upto Jajarkot Bhingri - Swargadwari Dang - Swargadwari Hulaki road* Total
length 127.00 144.00 110.00 48.00 20.00 50.00 110.00 88.00 4.00 7.00 45.00 28.00 781.00
Rate 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 3,033,800.00
Name of the road length Babala - Martadi 37.00 Talrauna Khola (Achha 20.00 Tult - Chalsa - Banatol 74.00 Patan - Pancheshwar * 62.00 Dodhdra - Chandani 20.00 Chameliya - Darchula
Rate 5,124,350.00 5,124,350.00 5,124,350.00 5,124,350.00 3,033,800.00
(Baitadi-Darchula road Bhatgaun - Kotbhairab Hulaki road* Total Grand Total
34.00 10.00 31.00 288.00 4,029.80
5,124,350.00 5,124,350.00 3,033,800.00
Annex B
Amount 81,989,600.00 112,735,700.00 368,953,200.00 230,595,750.00 983,875,200.00 189,600,950.00 389,450,600.00 299,774,475.00 1,486,061,500.00 124,385,800.00
589,300,250.00 517,559,350.00 532,932,400.00 425,321,050.00 327,958,400.00 230,595,750.00 240,844,450.00 9,101,400.00 348,887,000.00 25,621,750.00 127,419,600.00 7,642,964,175.00
Amount 450,942,800.00 56,367,850.00 394,574,950.00 163,979,200.00 199,849,650.00 169,103,550.00 194,725,300.00 112,735,700.00 66,743,600.00 133,233,100.00 **153108066.00
122,984,400.00 ** 20106493610.00 256,217,500.00 51,243,500.00 25,621,750.00 39,439,400.00 242,704,000.00 66,616,550.00 76,865,250.00 348,887,000.00 3,172,835,050.00
Amount 333,082,750.00 409,948,000.00 133,233,100.00 589,300,250.00
102,487,000.00 384,326,250.00 174,227,900.00 204,974,000.00 271,590,550.00 199,849,650.00 169,103,550.00 54,608,400.00 3,026,731,400.00
Amount 650,792,450.00 737,906,400.00 563,678,500.00 245,968,800.00 102,487,000.00 256,217,500.00 563,678,500.00 450,942,800.00 20,497,400.00 35,870,450.00 230,595,750.00 84,946,400.00 3,943,581,950.00
Amount 189,600,950.00 102,487,000.00 379,201,900.00 317,709,700.00 60,676,000.00
174,227,900.00 51,243,500.00 94,047,800.00 1,369,194,750.00 19,155,307,325.00

Nepal Twenty Years Road Plan

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Nepal

Twenty Year Road Plan

Ministry of Physical Planning and Work Department of Roads Nepal

21 21 23 24 24 24 25 26 27 28 210 210 210 212 212

2.4.10 Target and Progress of Road Construction

Road Year Road Plan

3.4 3.4.1 3.4.2 3.4.3 3.4.4 3.4.5 3.5 3.6

Development and Utilisation of Social, Economic and Cultural Potentials 42

Road Year Road Plan

Selection of Growth Rate

Road Year Road Plan

Road Year Road Plan

613 614 614 614 614 616 616

Road Year Road Plan

7.2.1 7.2.2 7.3

Background Road Rehabilitation Plan Summary of Costs

710 710 710

Road Year Road Plan

Road Year Road Plan

Twenty Year Road Plan

Blacktopped 3257 190 3447

Gravelled 1254 1939 3193

Earthen 655 1911 2566

Total in Km 5166 4040 9206

Twenty Year Road Plan

Twenty Year Road Plan

10 Plan 3259 583

Total 7458 1723

Twenty Year Road Plan

Twenty Year Road Plan

Plan X XI XII XIII Total

At 10% p.a. 7387 11897 19160 30858 69303

At 6% p.a. 6334 8476 11343 15179 41332

Planwise estimates of HMG budget is presented below.

Twenty Year Road Plan

Total 36153 33644 27560 9181 106618

13560 8959 5826 3842 32207

7735 8373 6565 2410 25103

7860 8074 7105 1429 24488

6998 8238 8064 1500 24820

Twenty Year Road Plan

AADT AH AWBT BOT BUMP CDR DH DOLIDAR DOR DR EDR EWH

Twenty Year Road Plan

Twenty Year Road Plan

Description Plan for Purchase of Equipment and Sparing Parts

Page No. 78 78 79 79 79 710 710 82 84 85 86 87 811

Twenty Year Road Plan

The Objective of the Study

Twenty Year Road Plan

Twenty Year Road Plan

Review of the Report

Twenty Year Road Plan

Chapter 2: National Economy and Road Subsector Development

NATIONAL ECONOMY AND ROADS SUB-SECTOR DEVELOPMENT Economic Overview

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

Source : Nepal Rastra Bank, Kathmandu

Chapter 2: National Economy and Road Subsector Development

22.3 2.5 10.9 4.4

1281.3 1.5 27.0 3.5

42.0 23.0 44.0

36.7 7.6 44.8

Source : World Development Report -The World Bank 1999

Twenty Year Road Plan