Federal Democratic Republic of Nepal Data Collection Survey ...

Federal Democratic Republic of Nepal

Ministry of Physical Infrastructure and Transport

Department of Roads


Data Collection Survey on the Sindhuli

Road Capacity Enhancement in Nepal

Final Report

February 2022

Japan International Cooperation Agency

CTI Engineering International Co., Ltd.

Oriental Consultants Global Co., Ltd.

4R

JR

22-017


Ministry of Physical Infrastructure and Transport

Department of Roads


Data Collection Survey on the Sindhuli

Road Capacity Enhancement in Nepal

Final Report

February 2022

Japan International Cooperation Agency

CTI Engineering International Co., Ltd.

Oriental Consultants Global Co., Ltd.

Data Collection Survey on the Sindhuli Road Capacity Enhancement in Nepal FINAL REPORT・SUMMARY

1

SUMMARY

1. Country: Federal Democratic Republic of Nepal

2. Survey Name: Data Collection Survey on the Sindhuli Road Capacity Enhancement in Nepal

3. Executing Agency: Department of Roads (DOR)

4. Survey Outline

This Survey aims to prepare and provide a roadmap to improve the Sindhuli Road that would be

useful in meeting the new demands and new expectations of the people of Nepal. Sindhuli Road

demonstrated remarkable outcome soon after its completion. The road became the shortest and fastest

corridor joining Kathmandu with Eastern Terai. Where it takes an approximate 9 plus hours to travel

from Kathmandu to Bardibas using the Kathmandu-Naubise-Mugling-Bardibas road, it only takes

about 5 plus hours through Sindhuli Road. This significant reduction in the travel time resulted into

rapid enhancement of socio-economic activities along the Sindhuli Road, thereby contributing to the

economic development of the country. However, after completion, the Sindhuli Road soon attracted

traffics increasing the volume exponentially. In about half-decade after its opening, the road is already

approaching its capacity (on average 4,000 vehicles per day). On the other hand, the objective road is

only 5.5m wide (1.5 lane) and its alignment is poor – sharp curves (hairpin curves) and steep grade.

Such geometrical conditions have limited the benefits to standard vehicles, as restrictions have been

imposed on large vehicles from plying the road as a mean to minimize traffic accidents.

Under such circumstances, people of Nepal (general road users and road agencies) began raising

concerns and added expectations for capacity enhancement of the Sindhuli Road. As is also

emphasized in the latest development plans, people are looking forward to an improved Sindhuli

Road, which is wider, smoother, faster and safer, more resilient to disaster, and more economically

friendly than the existing road. Although, the Government of Japan (GOJ) has been rendering

financial and technical assistance even after completion of the road to keep the road operational by

attending timely and adequate maintenance, it is time to consider improvement/upgradation to meet

the road users` expectations. Doing so will enhance its capacity; it will be operable without restriction

impositions; it can function as an integral part of the Asian Highway (AH) or at least serve as a strong

connectivity between the two Asian Highways, AH2 and AH42; it will bring the northeastern regions

of the country closer to Kathmandu; and it will serve as a redundant road of Kathmandu-Naubise-

Mugling-Bardibas Road and the currently under-construction Kathmandu-Terai/Madhes Expressway.

Although the Government of Nepal (GON) also acknowledges the need for the improvement, it`s

improvement is not as simple as other ordinary roads. There are sections where widening is deemed

extremely challenging. Therefore, a combination of improvement methods comprising of simple

widening, widening using structures, improvement and widening using bridges (includes loop bridge

and metal roads), bypassing and provision of tunnels need to be considered. This Survey studies the

possibilities of such combination and recommends the optimum improvement method to achieve the

objective of the Survey.


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5. Survey Scope

i) Preparation and explanation of the Inception Report,

ii) Existing data collection and understanding of present condition in transport /road sector,

iii) Understanding operation & maintenance system of the Sindhuli Road and project

implementation system of infrastructure projects,

iv) Analysis of existing road condition,

v) Study on improvement measures for strengthening logistics capacity of the road

vi) Selection of Optimum Alternative for Tunneling at Section II of the Sindhuli Road, and

vii) Preparation and explanation of Draft Final Report

viii) Submission of the Final Report

6. Needs and Potentials of the Improvement:

(1) The environment surrounding SR is changing (development of new roads).

(2) SR is only route connecting KTM and eastern Terai directly. It is also enhancing connectivity

between KTM and northeast regions of the country including connections to border cities of

both India and China

(3) The existing traffic volume approaching capacity of 1.5 lane road,

(4) It does not accommodate large vehicles (narrow width and sharp curves).

(5) It is expected to enhance redundancy (westward route and Fast Track).

(6) ICDs are being developed (Shift of trade ⇒demand to accommodate trade transport will

increase) .

(7) Widening of National Highways to 2-lanes or more is one of the targets set in Development

Plans

(8) MOPIT/DOR`s priority: i) E-W Highway, ii) Prithvi Highway, iii) Postal Highway, iv) M-H

Highway, v) North-South Corridors, vi) Sindhuli Road

(9) MOPIT/DOR have provided positive opinions, but no sufficient concrete plans indicating the

time axis.

7. Study on Enhancement of Road Function

(1) Basic Concept

Study of the basic concept for capacity enhancement of the Sindhuli Road needs setting policies

for achieving the Sindhuli Road 2.0 Plan or envisioning the targets. In other words, the concept

can be regarded as a condition to determine road class, level of service, or road

geometry/structures. Table 1 shows the proposed basic concept. The conditions (proposed

values/goals/ideal state) set for the items, except for the target year which both the MOPIT and

the DOR requested to shorten to 2031, were agreed during the meetings with the MOPIT and the

DOR in October 2021. Following the request, the target year was agreed for review in view with

the necessary period for implementing the road function enhancement methodologies on the

entire stretch of the Sindhuli Road.


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Table 1 Basic Concept

No. Item Proposed Value / Goal / Ideal State

1 Target Year 2031

2 Number of Lane All sections will have at least 2-lane carriageway.

3 Road Classification Class III, National Road

4 Design Speed Section I : 40 ~ 60 km/h（Rolling - Mountainous）

Section II ~ IV : 30 km/h（Mountainous - Steep）

5 Target Vehicle Trailor (common in Nepal)

6 Level of Service as of Target

Year LOS: D or above

7 Applied Design Standards for

Study Nepal Standard and Japanese Standard

8 Improvement Concept

Stepwise Improvement Scenario

(This means to improve the Sindhuli Road step by

step, or section by section.)

9 Relation and Demarcation with

Fast Truck

For the future, Sindhuli Road is responsible for;

Redundancy route for logistics and transportation

connecting between Kathmandu and India

Logistics route connecting Kathmandu, eastern area

(Province No.1) and Terai region

(2) Typical Cross Section

Typical cross sections by types of the improvement measures are shown in Figure 1 to Figure 8.

Shoulder width varies depending on the terrain. Since NRS recommends 2.0m for rolling and

mountainous terrains (40 km/h to 60 km/h) and 1.5m is for steep terrain (30 km/h).

Figure 1 Type-1: Earthwork (Cut and Fill)


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Figure 2 Type-2A: Earthwork with Structures (Retaining Wall)

Figure 3 Type-2B：Earthwork with Structures (Retaining Wall/Slope Protection/Reinforced

Shoulder width:

1500mm is for 30km/h of design speed (Section II to IV).

2000mm is for 40km/h and 60km/h of design speed (Section I).


5

Figure 4 Earthwork with Structures (Slope Protection/Partial Mountainous Bridge)

Figure 5 Type-3B： Mountainous Bridge


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Figure 6 Type-4A: Bridge

(I-Girder)

Figure 7 Type-4B: Bridge

(Box Girder)

Figure 8 Type-5: Tunnel

(3) Summary of Improvement Measures

Following the policy and approaches mentioned in the preceding items, improvement measures

were studied at 1km interval. Summary is shown in Table 2 and Figure 9.

Table 2 Summary of Improvement Measures

Type of Measure

Cross

Section

Type

Length (km)

Section I Section II Section III Section IV Total

Length

None or Minor Improvement - 0.4 0.0 0.0 0.5 0.9

Earthwork (Cut and Fill) Type-1 31.6 6.0 7.0 20.1 64.7

Earthwork with Structures Type-2 or 3 3.0 2.0 19.0 29.0 53.0

Mountainous Bridge / Bridge Type-4 2.0 0.0 11.0 0.0 13.0

Tunnel Type-5 0.0 28.0 0.0 0.0 28.0

Total Length 37.0 36.0 37.0 49.6 159.6

Figure 9 Share of Type of Measures

8. Study on Possibility of Tunneling at Section II

(1) Selection of Candidate Routes

4 candidate routes shown in Table 3 are planned in the Study. Plan of candidate routes are shown

in Figure 10.

1.1%1.0% 0.6%

85%

17% 19%

41% 41%

8.1%

5.6%

51.4%

58.5%

33.2%

5.4%

29.7%

8.1%

77.8%

17.5%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Section I Section II Section III Section IV Total Length

None or Minor Improvement Type-1: Earthwork (Cut and Fill) Type-2: Earthwork with Structures

Type-3: Mountainous BridgeType-4: Bridge

Type-5: Tunnel


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Table 3 Outline of Candidate Routes

Routes Components Length (m) Horizontal Alignment Vertical

Alignment

Candidate

Route-1

Tunnel 7,685 R=5,000m to tangent i=1.3 to 1.6%

Approach Road 1,591 R=100m to tangent i=2.0 to 6.0%

Candidate

Route-2



Candidate

Route-3



Candidate

Route-4



Figure 10 Plan of Candidate Routes

(2) Study on Tunnel Structure

Basic conditions applied to the study on tunnel structure are shown in Table 4.

Table 4 Basic Condition on Study on Tunnel Structure

Conditions Parameters Remarks

Design Speed 30km/h Tunnel Section

Number of Lanes 2 Single-tube tunnel with 2 lanes

Cross-section

Carriageway 3.50m Nepal Road Standard 2070

Shoulder 1.75m Commentary on Road Structure Ordinance

Inspection Gallery

0.75m Road Tunnel Technical Standards for Tunnel Structure

Median Strip 1.50m Nepal Road Standard 2070

Superelevation (%) 2.0% Nepal Road Standard 2070

Maximum Vertical Gradient (%) 3.0% Road Tunnel Technical Standards for Tunnel Structure and condition of Nagdhunga Tunnel

Vertical Clearance 5.0m Nepal Road Standard 2070


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Typical tunnel cross-section is shown in Figure 11.

Figure 11 Typical Tunnel Cross-Section (DI)

9. Construction Cost Estimate

Section

Ⅰ Ⅱ Ⅲ Ⅳ Overall

Road

Improve

ment

Road

Improve

ment

Tunnel Tunnel

Approach

Road

Improve

ment

Road

Improvem

ent

Excluding

tunnel Tunnel TOTAL

Length

(km) 36.8 6.9 7.7 1.6 34.7 49.6 128.0 9.3 139.6

Cost

(million NRP) 3,923 2,634 36,002 870 21,256 11,395 39,208 36,872 76,080

Cost/Length

(million

NRP/km)

107 382 4,676 544 613 228 306 - -

Exclusive of Design cost (F/S, DD), consulting services cost, O&M cost, contingency, land

acquisition & compensation cost, taxes, inflation etc.

Source: JICA Survey Team


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10. Points for Consideration (Conclusion and Suggestion)

Tentative Construction Cost

The result of this study estimates the total construction cost for capacity enhancement of the

Sindhuli Road that includes dualization of the entire section and tunneling at Section II is

approximately 76.1 billion NPR. The construction cost for tunneling at Section II solely is

about 36.9 billion NPR. It is therefore important that the scale of the project is well

understood and accepted by the GON, including the MOF prior to moving forward for the

implementation of the tunneling at Section II.

Specific and Indicative Plans

Although MOPIT/DOR have provided positive opinions and are supportive with the

capacity enhancement of the Sindhuli Road, more specific and indicative plans indicating

the time frame are required. Therefore, it is necessary that Nepal side clarify the feasibility

of dualization, which is a prerequisite for the capacity enhancement.

Technical Aspects

The critical section is Section II where construction of the bypass that consists of about 8km

long tunnel is expected to take the longest period – about 8 years. It is therefore

recommended that the improvement of other sections be commenced in line with the study

of the tunneling.

Provision of tunnels in some mountainous sections in Section III can have significant

outcome and might be advantageous in the long run. Study for examining the possibility of

such provision is recommended

The entire stretch of the Sindhuli Road was planned, designed and constructed under the

grant aid assistance from Japan. Local material and technology were extensively used, but

many sections consist of sophisticated technology that is unique to Japan. Widening at these

sections needs understanding the details of these technologies.

There are sections that can be undertaken by the GON on its own, both technically and

financially. These sections are recommended to be undertaken by the GON. This will help

minimize the investment and enhance awareness of ownership.

To ensure high benefit-cost ratio (BCR), adopting a sub-optimal solution that addresses

capacity enhancement of sections projected to have high BCR while widening other sections

to the extent sufficient for passing over of opposing vehicles or addition of turnouts

progressively.

Location Map of Survey Area

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Data Collection Survey on the Sindhuli Road Capacity Enhancement in Nepal

Final Report

Table of Contents

Summary

Location Map of Survey Area

Table of Contents

List of Figure

List of Tables

Acronyms and Abbreviations

Page

CHAPTER 1 INTRODUCTION ...................................................................................................... 1-1

1.1 SURVEY BACKGROUND ........................................................................................................... 1-2

1.2 SURVEY OBJECTIVE .................................................................................................................. 1-4

1.3 SURVEY SCOPE ........................................................................................................................... 1-4

1.4 TARGET AREA ............................................................................................................................. 1-4

1.5 STUDY APPROACH ..................................................................................................................... 1-5

1.6 RELEVANT GOVERNMENT AGENCY ..................................................................................... 1-7

1.7 SURVEY TEAM AND ASSIGNMENT SCHEDULE................................................................... 1-7

1.8 DELIVERABLES .......................................................................................................................... 1-7

1.9 BRIEF HISTORY AND BASIC UNDERSTANDING .................................................................. 1-8

1.9.1 Brief History ........................................................................................................................... 1-8

1.9.2 Basic Understanding and Concerns ........................................................................................ 1-9

1.10 GOVERNMENT STRUCTURE OF NEPAL ............................................................................ 1-11

1.10.1 Brief Political Background ................................................................................................. 1-11

1.10.2 Government Structure ........................................................................................................ 1-11

CHAPTER 2 SOCIO-ECONOMIC INDICATORS AND PROJECT PROFILE ........................ 2-1

2.1 COUNTRY OVERVIEW ............................................................................................................... 2-1

2.2 SOCIO-ECONIMIC INDICATORS .............................................................................................. 2-2

2.2.1 Population .............................................................................................................................. 2-2

2.2.2 Economy and Industry ........................................................................................................... 2-3

2.2.3 Trade Trend ............................................................................................................................ 2-8

2.2.4 Tourism ................................................................................................................................. 2-11

2.3 PROFILE OF SURVEY AREA ................................................................................................... 2-12

2.3.1 Introduction .......................................................................................................................... 2-12

2.3.2 Topography ........................................................................................................................... 2-12

2.3.3 Geology and Past Natural Disasters of Survey Area ............................................................ 2-18

2.3.4 Climate ................................................................................................................................. 2-23

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CHAPTER 3 DEVELOPMENT PLANS ......................................................................................... 3-1

3.1 INTRODUCTION .......................................................................................................................... 3-1

3.2 LONG-TERM VISION 2043 ......................................................................................................... 3-1

3.2.1 Vision ..................................................................................................................................... 3-1

3.2.2 Strategies ................................................................................................................................ 3-2

3.2.3 National Goals ........................................................................................................................ 3-2

3.2.4 Drivers of Transformation ...................................................................................................... 3-2

3.2.5 Major Quantitative Targets ..................................................................................................... 3-3

3.2.6 Relevancy with this Survey .................................................................................................... 3-3

3.3 NATIONAL DEVELOPMENT PLANS ........................................................................................ 3-4

3.3.1 Fourteenth Development Plan (FY 2016/17-2018/19) ........................................................... 3-4

3.3.2 Fifteenth Development Plan (2019/20-2023/24) .................................................................... 3-6

3.4 FIVE YEAR STRATEGIC PLAN (2073-2078)........................................................................... 3-19

3.4.1 Objective .............................................................................................................................. 3-19

3.4.2 Basic Concept ....................................................................................................................... 3-19

3.4.3 Relevance with this Survey .................................................................................................. 3-21

3.5 PRIORITY INVESTMENT PLAN .............................................................................................. 3-21

3.5.1 1st Priority Investment Plan .................................................................................................. 3-21

3.5.2 2nd Priority Investment Plan ................................................................................................. 3-21

3.5.3 Mid-Term Review of 2007 Priority Investment Plan ........................................................... 3-22

3.5.4 Priority Investment Plan (2023-2033) .................................................................................. 3-23

3.5.5 Relevancy with this Plan ...................................................................................................... 3-23

CHAPTER 4 TRANSPORT SECTOR OVERVIEW ..................................................................... 4-1

4.1 INTRODUCTION .......................................................................................................................... 4-1

4.2 ROAD TRANSPORT ..................................................................................................................... 4-1

4.2.1 Road Network ........................................................................................................................ 4-1

4.2.2 Expressways ........................................................................................................................... 4-8

4.2.3 Toll Roads .............................................................................................................................. 4-9

4.3 RAILWAY TRANSPORT ............................................................................................................ 4-11

4.3.1 Brief History ......................................................................................................................... 4-11

4.3.2 Current Status of Railway Network ..................................................................................... 4-11

4.3.3 Development Plans ............................................................................................................... 4-12

4.3.4 Trans-Asian Railway (TAR) ................................................................................................. 4-12

4.4 AIR TRANSPORT ....................................................................................................................... 4-12

4.5 WATER TRANSPORT ................................................................................................................. 4-14

4.6 AGENCIES RELATED TO TRANSPORT SECTOR ................................................................. 4-14

4.6.1 Ministry of Physical Infrastructure and Transport ............................................................... 4-15

iii

4.6.2 Ministry of Federal Affairs and General Administration ..................................................... 4-17

4.6.3 National Planning Commission ............................................................................................ 4-18

4.6.4 Ministry of Culture, Tourism and Civil Aviation ................................................................. 4-19

4.6.5 Department of Roads ............................................................................................................ 4-20

4.6.6 Department of Transport Management................................................................................. 4-22

4.6.7 Department of Local Infrastructure ...................................................................................... 4-23

4.6.8 Roads Board Nepal............................................................................................................... 4-24

4.6.9 Department of Railways ....................................................................................................... 4-27

4.6.10 Civil Aviation Authority of Nepal ...................................................................................... 4-28

4.6.11 Nepal Shipping Office ........................................................................................................ 4-29

4.7 INSTITUTIONAL CAPACITY of TRANSPORT AGENCIES ................................................... 4-31

4.7.1 Implementing Capacity of MOPIT and DOR ...................................................................... 4-31

CHAPTER 5 EXISTING ROAD CONDITION AND ROAD DEVELOPMENT PROJECTS .. 5-1

5.1 EXISTING ROAD CONDITION .................................................................................................. 5-1

5.1.1 Sindhuli Road ......................................................................................................................... 5-1

5.1.2 Kathmandu-Naubise-Mugling-Birgunj Road ....................................................................... 5-10

5.1.3 East-West Highway .............................................................................................................. 5-14

5.1.4 Tribhuvan Highway .............................................................................................................. 5-16

5.1.5 Arniko Highway ................................................................................................................... 5-17

5.2 GOVERNMENT FUNDED ROAD DEVELOPMENT PROJECTS .......................................... 5-18

5.2.1 Kathmandu – Terai/Madesh Expressway Project ................................................................. 5-18

5.2.2 Mid-hill Highway (Pushpa Lal Highway) ............................................................................ 5-22

5.2.3 Madan Bhandari Highway ................................................................................................... 5-24

5.2.4 North South Corridor ........................................................................................................... 5-27

5.2.5 BP Highway Re-Alignment and Diversion Road ................................................................. 5-28

5.3 DONOR FUNDED ROAD DEVELOPMENT PROJECTS/PLANS .......................................... 5-29

5.3.1 Japan Funded On-going Projects/Plans ................................................................................ 5-30

5.3.2 World Bank Funded On-going Projects/Plans ...................................................................... 5-35

5.3.3 Asian Development Bank Funded On-going Projects/Plans ................................................ 5-36

CHAPTER 6 OPERATION AND MAINTENANCE ...................................................................... 6-1

6.1 INTRODUCTION .......................................................................................................................... 6-1

6.2 OPERATION AND MAINTENANCE OF STRATEGIC ROADS ............................................... 6-1

6.2.1 Types of Maintenance ............................................................................................................ 6-1

6.2.2 Organization ........................................................................................................................... 6-2

6.2.3 Budget .................................................................................................................................... 6-2

6.2.4 Equipment .............................................................................................................................. 6-3

6.2.5 Method ................................................................................................................................... 6-3

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6.3 BUDGET ALLOCATION PROCEDURE BY ROADS BOARD NEPAL .................................... 6-4

6.4 OPERATION AND MAINTENANCE OF THE SINDHULI ROAD ........................................... 6-4

6.4.1 Organization ........................................................................................................................... 6-4

6.4.2 Budget .................................................................................................................................... 6-5

6.4.3 Equipment .............................................................................................................................. 6-6

6.4.4 Method ................................................................................................................................... 6-6

6.4.5 Emergency Information Systems ........................................................................................... 6-6

6.5 TECHNICAL LEVEL AND IMPLEMENTING CAPACITY ....................................................... 6-7

6.5.1 Financial Level ....................................................................................................................... 6-7

6.5.2 Equipment and Machines in Possession ................................................................................. 6-7

6.6 EXPERIENCE OF TUNNELING ON EXISTING ROAD ........................................................... 6-8

CHAPTER 7 ENGINEERING SURVEYS / INVESTIGATIONS ............................................... 7-1

7.1 INTRODUCTION .......................................................................................................................... 7-1

7.2 TOPOGRAPHY SURVEY ............................................................................................................. 7-1

7.2.1 Plan and Profile of Section I .................................................................................................. 7-3

7.2.2 Plan and Profile of Section II ................................................................................................. 7-5

7.2.3 Plan and Profile of Section III ................................................................................................ 7-7

7.2.4 Plan and Profile of Section IV ................................................................................................ 7-9

7.3 ROAD INVENTORY ................................................................................................................... 7-12

7.3.1 Visual Inspection of Road Condition ................................................................................... 7-12

7.3.2 Road Inventory Survey......................................................................................................... 7-20

7.4 GEOTECHNICAL INVESTIGATION ........................................................................................ 7-26

7.4.1 Site Reconnaissance ............................................................................................................. 7-26

7.4.2 Electrical Resistivity Tomography ....................................................................................... 7-29

7.4.3 Geological Exploration ........................................................................................................ 7-33

7.5 TRAFFIC SURVEY ..................................................................................................................... 7-36

7.6 VEHICULAR RESTRICTIONS UNDER IMPOSITION ........................................................... 7-39

7.6.1 Allowable/Permissible Load (Load Limit) ........................................................................... 7-39

7.6.2 Laws, Orders, Ordinance, Decree Relevant to Restrictions ................................................. 7-39

7.6.3 Impact and Issues of Restrictions ......................................................................................... 7-40

7.7 TRAFFIC ACCIDENTS .............................................................................................................. 7-40

CHAPTER 8 TRAFFIC STUDY ...................................................................................................... 8-1

8.1 INTRODUCTION .......................................................................................................................... 8-1

8.2 PRESENT TRAFFIC CONDITION .............................................................................................. 8-1

8.2.1 Traffic Volume ........................................................................................................................ 8-1

8.2.2 Hourly Variation of Traffic Volume...................................................................................... 8-10

8.2.3 Traffic Composition ............................................................................................................. 8-14

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8.2.4 Shares of Day–Night Time Traffic Volume .......................................................................... 8-25

8.2.5 Comparison of Weekday-Holiday ........................................................................................ 8-26

8.2.6 Purpose of Trip ..................................................................................................................... 8-33

8.2.7 Commodity type ................................................................................................................... 8-36

8.2.8 Origin-Destination Matrix at Road....................................................................................... 8-39

8.2.9 Summary of Traffic Characteristic on Sindhuli Road .......................................................... 8-78

8.3 TRAFFIC DEMAND FORECAST .............................................................................................. 8-86

8.3.1 Approach .............................................................................................................................. 8-86

8.3.2 Impact from COVID-19 to Traffics Plying on Sindhuli Road ............................................. 8-86

8.3.3 Socio-Economic Framework ................................................................................................ 8-87

8.3.4 Traffic Growth ...................................................................................................................... 8-88

8.3.5 Traffic Demand Forecast ...................................................................................................... 8-90

CHAPTER 9 NEEDS OF THE IMPROVEMENT ......................................................................... 9-1

9.1 INTRODUCTION .......................................................................................................................... 9-1

9.2 NEEDS AND POTENTIALS OF THE IMPROVEMENT ........................................................... 9-1

9.2.1 Recognition in the Development Plans .................................................................................. 9-1

9.2.2 Roles and Expectations in the Strategic Road Network ......................................................... 9-1

9.2.3 Roles and Expectation in the Asian Highway Network ......................................................... 9-2

9.2.4 Enhancement of Traffic Capacity and Traffic Safety ............................................................. 9-3

9.2.5 Enhancement of Trade Route Redundancy ............................................................................ 9-3

9.2.6 Accommodating All Types of Vehicles .................................................................................. 9-5

9.2.7 Coping with Development of Inland Clearance Depot .......................................................... 9-5

9.3 NEED DESPITE OF TERAI / MADESH FAST TRACK ............................................................. 9-6

9.4 PERSPECTIVE OF MOPIT/DOR ................................................................................................. 9-7

CHAPTER 10 STUDY ON ENHANCEMENT OF ROAD FUNCTION .................................... 10-1

10.1 INTRODUCTION ...................................................................................................................... 10-1

10.2 STUDY APPROACH ................................................................................................................. 10-1

10.3 BASIC CONCEPT ..................................................................................................................... 10-4

10.4 EXAMINATION OF METHODOLOGY FOR ENHANCEMENT OF ROAD FUNCTION .. 10-4

10.4.1 Improvement Measures ...................................................................................................... 10-4

10.4.2 Selection and Determination of Measures .......................................................................... 10-6

10.4.3 Setting of Improvement Measures, Goals and Target Year ................................................ 10-7

10.4.4 Comparison Study and Preparation of Project List ............................................................ 10-8

10.5 DESIGN STANDARD AND ROAD GEOMETRIC CONDITION .......................................... 10-8

10.5.1 Design Standard ................................................................................................................. 10-8

10.5.2 Typical Cross Section ....................................................................................................... 10-15

10.5.3 Typical Cross Section for Existing Bridge and Causeway ............................................... 10-17

vi

10.6 CONTROL POINTS / SITE CONSTRAINTS FOR APPLYING IMPROVEMENT MEASURES

........................................................................................................................................... 10-17

10.6.1 Topographical Constraint ................................................................................................. 10-17

10.6.2 Slope Failure / Land Slide Area ....................................................................................... 10-26

10.7 IMPROVEMENT MEASURES FOR ENHANCEMENT OF ROAD FUNCTION ............... 10-32

10.7.1 Summary of Improvement Measures ............................................................................... 10-32

10.7.2 List of Improvement Measures ........................................................................................ 10-33

10.7.3 Details of Alternative Route ............................................................................................. 10-36

10.8 STEPWISE IMPROVEMENT MATRIX ................................................................................ 10-66

10.8.1 Policy in Formulating Stepwise Improvement Matrix ..................................................... 10-66

10.8.2 Preconditions .................................................................................................................... 10-66

10.8.3 Stepwise Improvement Matrix ......................................................................................... 10-67

10.9 ROADMAP OF SINDHULI ROAD 2.0 PLAN....................................................................... 10-69

CHAPTER 11 ENVIRONMENTAL AND SOCIAL CONSIDERATIONS ................................ 11-1

11.1 INTRODUCTION ...................................................................................................................... 11-1

11.2 PURPOSE AND METHODOLOGY ......................................................................................... 11-1

11.3 SITUATION OF ESC IN THE TARGET AREAS ..................................................................... 11-2

11.3.1 Land Use ............................................................................................................................ 11-2

11.3.2 Natural Environment .......................................................................................................... 11-4

11.3.3 Social Environment ............................................................................................................ 11-8

11.4 LEGAL FRAMEWORK ON ESC ............................................................................................. 11-9

11.4.1 Nepali Laws and Regulations ............................................................................................. 11-9

11.4.2 JICA Guidelines for Environmental and Social Considerations ...................................... 11-11

11.5 INSTITUTIONAL FRAMEWORK ......................................................................................... 11-17

11.5.1 Ministry of Physical Infrastructure and Transport (MOPIT) ............................................ 11-17

11.5.2 Department of Roads (DOR) ............................................................................................ 11-17

11.5.3 Ministry of Forests and Environment (MOFE) ................................................................ 11-18

11.6 SPECIFIC ESC CONDITIONS FOR SECTIONS .................................................................. 11-18

11.6.1 Section I (Bardibas - Singhuli Bazar: 37 km) .................................................................. 11-18

11.6.2 Section II (Sindhuli Bazar - Khurkot: 35.8 km) ............................................................... 11-18

11.6.3 Section III (Khurkot - Nepalthok: 36.8 km) ..................................................................... 11-22

11.6.4 Section IV (Nepalthok - Dhulikhel: 50 km) ..................................................................... 11-22

11.7 EVALUATION ......................................................................................................................... 11-23

11.7.1 Evaluation for Sensitive Areas ......................................................................................... 11-23

11.7.2 Tentative Screening .......................................................................................................... 11-24

11.7.3 Draft Pre-Scoping ............................................................................................................. 11-24

11.8 RECOMMENDATIONS FOR SUBSEQUENT SURVEYS ................................................... 11-28

11.8.1 All sections (Including Section II) .................................................................................... 11-28

vii

11.8.2 Section II .......................................................................................................................... 11-29

CHAPTER 12 REVIEW OF PRECEDING STUDIES/SURVEYS ............................................. 12-1

12.1 INTRODUCTION ...................................................................................................................... 12-1

12.2 PRECEDING STUDIES/SURVEYS ......................................................................................... 12-2

12.2.1 Desk Study on the Tunnel Design of The Sindhuli Road Capacity Enhancement Project . 12-2

12.2.2 Feasibility Study on Road Tunnels (Khurkot-Sindhuli Khanda Road Tunnel) .................. 12-5

12.3 REVIEW RESULTS................................................................................................................. 12-16

CHAPTER 13 STUDY ON POSSIBILITY OF TUNNELING AT SECTION II ....................... 13-1

13.1 INTRODUCTION ...................................................................................................................... 13-1

13.2 TOPOGRAPHICAL AND GEOLOGICAL CONDITION AT SECTION II ............................. 13-1

13.2.1 Topographical Condition around the Planned Tunnel Site ................................................. 13-1

13.2.2 Geological Condition around the Planned Tunnel Site ...................................................... 13-2

13.2.3 Seismicity around Planned Tunnel Site ............................................................................ 13-12

13.3 SITE RECONNAISSANCE AT APPROACH ROAD AND TUNNEL PORTAL ................... 13-13

13.3.1 South Portal ...................................................................................................................... 13-13

13.3.2 North Portal ...................................................................................................................... 13-18

13.4 ALTERNATIVE ROUTE WITH TUNNEL ............................................................................. 13-21

13.4.1 Policy on Tunnel Planning ............................................................................................... 13-21

13.4.2 Evaluation of Alternative Routes Studied in Preceding Projects ..................................... 13-25

13.4.3 Selection of Candidate Routes ......................................................................................... 13-27

13.5 COMPARISON OF CANDIDATE ROUTE ............................................................................ 13-34

13.6 STUDY ON TUNNEL STRUCTURE ..................................................................................... 13-36

13.6.1 Outline .............................................................................................................................. 13-36

13.6.2 Basic Conditions .............................................................................................................. 13-36

13.6.3 Rock Classification Method and Standard Support Patterns of the Tunnel ..................... 13-37

13.6.4 Tunnel Cross-Section ....................................................................................................... 13-39

13.6.5 Tunneling Method ............................................................................................................ 13-40

13.6.6 Auxiliary Method ............................................................................................................. 13-41

13.6.7 Construction Planning and Temporary Facilities and Equipment for Construction ......... 13-42

13.6.8 Facilities necessary for Tunnel ......................................................................................... 13-44

13.6.9 Power Supply Condition .................................................................................................. 13-55

CHAPTER 14 ROAD SAFETY ...................................................................................................... 14-1

14.1 INTRODUCTION ...................................................................................................................... 14-1

14.2 KEY ELEMENTS of ROAD SAFETY ..................................................................................... 14-1

14.3 ROAD SAFETY AGENCY ....................................................................................................... 14-2

14.4 ROAD SAFETY ACTION PLAN AND STRATEGIES............................................................ 14-2

14.4.1 Road Safety Action Plan .................................................................................................... 14-2

viii

14.4.2 Road Safety Strategies ....................................................................................................... 14-2

14.5 ROAD SAFETY AUDIT ........................................................................................................... 14-3

14.5.1 Audit Manual ...................................................................................................................... 14-3

14.5.2 Audit Flow .......................................................................................................................... 14-4

14.6 ROAD SAFETY BUDGET........................................................................................................ 14-4

14.7 ROAD SAFETY STATUS IN NEPAL ....................................................................................... 14-4

14.7.1 Road Safety Status ............................................................................................................. 14-4

14.7.2 Safety Initiatives Adapted .................................................................................................. 14-5

14.8 ROAD SAFETY ISSUES .......................................................................................................... 14-5

14.8.1 General Safety Issues in Nepal`s Highways....................................................................... 14-5

14.8.2 Road Safety Issues of the Sindhuli Road ........................................................................... 14-6

14.9 ACKNOWLEDGEMENT AND RECOMMENDATION ........................................................ 14-11

CHAPTER 15 STUDY ON REST AREAS .................................................................................... 15-1

15.1 INTRODUCTION ...................................................................................................................... 15-1

15.2 CURRENT SITUATION AND CANDIDATE SITES ............................................................... 15-3

15.2.1 Location Map ..................................................................................................................... 15-3

15.2.2 Current Situation ................................................................................................................ 15-4

15.3 DEVELOPMENT PLAN ........................................................................................................... 15-6

15.3.1 Development Plan .............................................................................................................. 15-6

15.3.2 Necessary Procedures ......................................................................................................... 15-6

15.4 RECOMMENDATION .............................................................................................................. 15-7

15.4.1 Installation of “Michi-No Eki “ .......................................................................................... 15-7

15.4.2 Effective Land Utilization near Tunnel Portals .................................................................. 15-7

CHAPTER 16 CONSTRUCTION PLANNING AND COST ESTIMATE ................................. 16-1

16.1 INTRODUCTION ...................................................................................................................... 16-1

16.2 CONSTRUCTION PLAN .......................................................................................................... 16-1

16.2.1 Procurement Plan ............................................................................................................... 16-1

16.2.2 Spoil Disposal Area .......................................................................................................... 16-17

16.2.3 Camp Yard and Temporary Stock Yard ............................................................................ 16-21

16.2.4 Traffic Regulation and Safety Management during Construction .................................... 16-21

16.2.5 Others ............................................................................................................................... 16-25

16.3 ESTIMATE OF TENTATIVE CONSTRUCTION COST ....................................................... 16-26

16.3.1 Outline of Each Section and General Effect to Construction cost ................................... 16-26

16.3.2 Related Items to Cost Estimate ........................................................................................ 16-27

16.3.3 Rough Construction Cost Estimate .................................................................................. 16-28

CHAPTER 17 APPLICABILITY OF ADVANCED TECHNOLOGY ........................................ 17-1

17.1 INTRODUCTION ...................................................................................................................... 17-1

ix

17.2 NECESSITY OF ADVANCED TECHNOLOGY ...................................................................... 17-1

17.2.1 Perception for the capacity of Tunnelling and Slope Management in Nepal ..................... 17-1

17.2.2 Necessity of Advanced Technology for Long Road Tunnel ............................................... 17-3

17.2.3 Necessity of Advanced Technology for the Slope Management on Mountainous Road ... 17-4

17.3 APPLICABLE ADVANCE TECHNOLOGY FOR LONG TUNNELS .................................... 17-5

17.3.1 Technology of Survey and Design Stage ............................................................................ 17-5

17.3.2 Excavation and Construction Stage .................................................................................... 17-6

17.3.3 Operation Stage .................................................................................................................. 17-8

17.4 APPLICABLE ADVANCE TECHNOLOGY FOR SLOPE MANAGEMENT ........................ 17-9

17.4.1 Slope Management ............................................................................................................. 17-9

17.4.2 High Energy Absorption Net .............................................................................................. 17-9

IMPROVEMENT EFFECT .................................................................................. 18-1

18.1 INTRODUCTION ...................................................................................................................... 18-1

18.2 TRAVEL TIME SAVING EFFECT OF THE PROJECT ........................................................... 18-1

18.2.1 Methodology ...................................................................................................................... 18-1

18.2.2 Estimation of Economic Benefit (TTC Saving) ................................................................. 18-3

18.3 SUMMARY OF ESTIMATION RESULTS ............................................................................... 18-4

CONCLUSION AND SUGGESTION ................................................................... 19-1

19.1 INTRODUCTION ...................................................................................................................... 19-1

19.2 PRE-CONDITIONS FOR IMPLEMENTATION OF THE PROJECT ...................................... 19-1

19.2.1 Capacity Enhancement of the Entire Stretch ...................................................................... 19-1

19.2.2 Timely Undertaking............................................................................................................ 19-1

19.2.3 Initiatives of Nepal Side for Project Implementation ......................................................... 19-1

19.3 RECOMMENDATIONS AND SUGGESTIONS ...................................................................... 19-2

19.3.1 Reconsideration for Division of Sections ........................................................................... 19-2

19.3.2 Tunneling at Section II ....................................................................................................... 19-3

19.3.3 Traffic Demand Forecast .................................................................................................... 19-4

19.3.4 Environmental and Social Considerations ......................................................................... 19-5

19.3.5 Construction Planning and Cost Estimate .......................................................................... 19-6

19.4 RECOMMENDATIONS ............................................................................................................ 19-6

x

APPENDICES

APPENDIX 1: DOR's Comments to the Inception Report

APPENDIX 2: Minutes of Meeting with DOR

APPENDIX 3: Minutes of Meeting with MOPIT

APPENDIX 4: Ground Slope Distribution

APPENDIX 5: Draft Environmental Screening Format

APPENDIX 6: Roadmap of Sindhuli Road 2.0 Plan

xi

List of Figures

Page

Figure 1.4-1 Target Area ....................................................................................................................... 1-5

Figure 1.5-1 Study Flow of Measures for Enhancement of Road Function of The Sindhuli Road ..... 1-6

Figure 1.10-1 Administrative Organizational Structure ..................................................................... 1-12

Figure 1.10-2 Division of Provinces and Districts ............................................................................. 1-14

Figure 2.2-1 Population (Actual vs. Projection) ................................................................................... 2-2

Figure 2.2-2 Population Growth (Actual vs. Projection) ..................................................................... 2-3

Figure 2.2-3 GDP Growth Rate ............................................................................................................ 2-4

Figure 2.2-4 Sectoral Growth Rate of GDP ......................................................................................... 2-4

Figure 2.2-5 Share of GDP by Sector ................................................................................................... 2-5

Figure 2.2-6 Composition of GDP by Industry .................................................................................... 2-5

Figure 2.2-7 Administrative Divisions by Province and District ......................................................... 2-6

Figure 2.2-8 Composition of GDP by Province ................................................................................... 2-7

Figure 2.2-9 GDP Growth Rate by Province ........................................................................................ 2-7

Figure 2.2-10 GDP Comparison by Industry (Province No.1, 2 and 3 vs. Nationwide) ...................... 2-8

Figure 2.2-11 Number of Passengers by Air and by Land ................................................................. 2-11

Figure 2.3-1 Geological Formation of Nepal ..................................................................................... 2-12

Figure 2.3-2 Nepal’s Physiographic Division .................................................................................... 2-13

Figure 2.3-3 Elevation Distribution of Survey Area .......................................................................... 2-14

Figure 2.3-4 Geological Map of Nepal (Dahal 2006) ........................................................................ 2-18

Figure 2.3-5 Schematic Cross Section of the Himalayas (Dahal 2006) ............................................. 2-19

Figure 2.3-6 Distribution of Epicenter of Gorkha Earthquake ........................................................... 2-22

Figure 2.3-7 Distribution of Epicenter of Gorkha Earthquake (Block Diagram)) ............................. 2-23

Figure 2.3-8 Average of Monthly Precipitation and Temperature for 2020 at Sindhuli Gadhi

Station ......................................................................................................................... 2-25

Figure 2.3-9 Annual Precipitation of the Survey Area (1980-2020) .................................................. 2-25

Figure 3.5-1 Classification of National Highways and Feeder Roads ............................................... 3-24

Figure 4.2-1 Classification of Road Network ....................................................................................... 4-2

Figure 4.2-2 Statistics of Strategic Road Network and Road Surface .................................................. 4-2

Figure 4.2-3 National Highway Network ............................................................................................. 4-7

Figure 4.2-4 Statistics of Local Road network (Dec. 2016) ................................................................. 4-8

Figure 4.2-5 Expressway (Fast Track) ................................................................................................. 4-9

Figure 4.2-6 Current and New Sections for Toll Collection ............................................................... 4-10

Figure 4.3-1 Railway Transport .......................................................................................................... 4-11

Figure 4.3-2 Existing Railways and Extension Plan .......................................................................... 4-12

Figure 4.4-1 Airport Network in Nepal .............................................................................................. 4-13

xii

Figure 4.6-1 Organizational Chart of MOPIT .................................................................................... 4-17

Figure 4.6-2 Organizational Chart of MOFAGA ............................................................................... 4-18

Figure 4.6-3 Organization Structure of MOCTCA ............................................................................ 4-20

Figure 4.6-4 Organizational Chart of the DOR .................................................................................. 4-21

Figure 4.6-5 Organization Chart of DOTM ...................................................................................... 4-23

Figure 4.6-6 Organization Chart of DOLI .......................................................................................... 4-24

Figure 4.6-7 Current and Tappable Revenue Source .......................................................................... 4-26

Figure 4.6-8 Flow Management ......................................................................................................... 4-26

Figure 4.6-9 Organization Chart of RBN ........................................................................................... 4-27

Figure 4.6-10 Organization Chart of DORW ..................................................................................... 4-28

Figure 4.6-11 Organization of CAAN ................................................................................................ 4-29

Figure 4.6-12 Organization Structure of NSO ................................................................................... 4-30

Figure 5.1-1 Plan and Profile of the Objective Road ........................................................................... 5-2

Figure 5.1-2 Glimpses of Section I ...................................................................................................... 5-3

Figure 5.1-3 Glimpses of Section II ..................................................................................................... 5-4

Figure 5.1-4 Glimpses of Section III .................................................................................................... 5-6

Figure 5.1-5 Glimpses of Section IV .................................................................................................... 5-7

Figure 5.1-6 Actual Travel Time .......................................................................................................... 5-7

Figure 5.1-7 Schematic Map of Major Road Network ....................................................................... 5-10

Figure 5.1-8 Picture Depicting Condition of Westward Route ........................................................... 5-12

Figure 5.1-9 Landslide Distribution along the Route ......................................................................... 5-13

Figure 5.1-10 Picture Depicting Condition of East-West Highway ................................................... 5-15

Figure 5.1-11 Picture of Pier Subsidence ........................................................................................... 5-16

Figure 5.2-1 Proposed Alignment ...................................................................................................... 5-19

Figure 5.2-2 Toll Fee .......................................................................................................................... 5-20

Figure 5.2-3 Glimpse of Progress of On-going Construction Works ................................................. 5-21

Figure 5.2-4 Mid-Hill Highway ......................................................................................................... 5-22

Figure 5.2-5 Glimpses of Madan Bhandari Highway (On-going) ...................................................... 5-25

Figure 5.2-6 Dharan-Hetauda Stretch of Madan Bhandari Highway ................................................. 5-26

Figure 5.2-7 North-South Corridors ................................................................................................... 5-28

Figure 5.2-8 BP Highway Realigned Road and Service Road ........................................................... 5-29

Figure 5.3-1 Development Assistance ................................................................................................ 5-30

Figure 5.3-2 Map of Major Projects under Assistance of Japan ......................................................... 5-31

Figure 5.3-3 Route Map and On-going Construction Work ............................................................... 5-32

Figure 5.3-4 Project Area ................................................................................................................... 5-34

Figure 5.3-5 Regional Connectivity Context of the two Improvements ............................................ 5-36

Figure 6.2-1 Maintenance Organization of SRN Roads ....................................................................... 6-2

xiii

Figure 6.4-1 Organization Chart of Maintenance Body ....................................................................... 6-5

Figure 6.4-2 Emergency Information System ...................................................................................... 6-6

Figure 7.2-1 Plan of Entire Stretch ....................................................................................................... 7-2

Figure 7.2-2 Section I -1....................................................................................................................... 7-3

Figure 7.2-3 Section I -2....................................................................................................................... 7-4

Figure 7.2-4 Section II-1 ...................................................................................................................... 7-5

Figure 7.2-5 Section II-2 ...................................................................................................................... 7-6

Figure 7.2-6 Section III -1 .................................................................................................................... 7-7

Figure 7.2-7 Section III -2 .................................................................................................................... 7-8

Figure 7.2-8 Section IV -1 .................................................................................................................... 7-9

Figure 7.2-9 Section IV -2 .................................................................................................................. 7-10

Figure 7.2-10 Section IV -3 ................................................................................................................ 7-11

Figure 7.3-1 Road Width of Sindhuli Road ........................................................................................ 7-21

Figure 7.3-2 Sample of Road Surface Conditions of Sindhuli Road.................................................. 7-22

Figure 7.3-3 Road Surface Conditions of Sindhuli Road ................................................................... 7-22

Figure 7.3-4 Distribution of Bridge Length of Sindhuli Road ........................................................... 7-23

Figure 7.3-5 Conditions of Causeways of Overflow Type in Section I and IV .................................. 7-24

Figure 7.3-6 Conditions of Causeways of Overflow Type of Sindhuli Road ..................................... 7-24

Figure 7.3-7 Conditions of Culverts of Sindhuli Road ....................................................................... 7-24

Figure 7.3-8 Location of Bridges, Causeways and Culverts .............................................................. 7-25

Figure 7.4-1 Area for Site Reconnaissance, Location of Measurement Line of ERT and Drilling

Hole (BV-1) ................................................................................................................ 7-27

Figure 7.4-2 Geological Map around the South Portal ....................................................................... 7-28

Figure 7.4-3 Result of ERT (Electric Resistivity Tomography) ......................................................... 7-32

Figure 7.4-4 Drilling Log of BV-1 ..................................................................................................... 7-34

Figure 7.4-5 Cored Sample Photo of BV-1 ........................................................................................ 7-35

Figure 7.5-1 Location of Traffic Survey Station (Traffic Volume Survey and OD Survey) .............. 7-37

Figure 7.5-2 Map of OD Zoning System ........................................................................................... 7-38

Figure 7.5-3 Traffic Survey ................................................................................................................ 7-39

Figure 7.7-1 Number of Accidents at Each Section and Analysis Results ......................................... 7-41

Figure 8.2-1 Daily Traffic Volume on Weekday, All Type (Including motorcycle) ............................. 8-2

Figure 8.2-2 Daily Traffic Volume on Weekday, Excluding Motorcycle ............................................. 8-2

Figure 8.2-3 Traffic Volume Survey at Khurkot Direction ................................................................... 8-3

Figure 8.2-4 Daily Traffic Volume on Cross Section at Khurkot Direction, All Type ......................... 8-4

Figure 8.2-5 Daily Traffic Volume on Cross Section at Khurkot Direction, Excluding

Motorcycle.................................................................................................................... 8-4

Figure 8.2-6 Daily Traffic Volume by Direction at Khurkot Direction ................................................ 8-5

Figure 8.2-7 Daily Traffic Volume by Direction at Khurkot Direction, Excluding Motorcycle .......... 8-6

xiv

Figure 8.2-8 Traffic Volumes Survey at Ghurmi Way Direction .......................................................... 8-7

Figure 8.2-9 Daily Traffic Volumes on Cross Section at Ghurmi Way Direction, All Type ................ 8-8

Figure 8.2-10 Daily Traffic Volumes on Cross Section at Ghurmi Way Direction, Excluding

Motorcycle.................................................................................................................... 8-8

Figure 8.2-11 Daily Traffic Volumes by Direction at Ghurmi Way Direction ..................................... 8-9

Figure 8.2-12 Daily Traffic Volumes by Direction at Ghurmi Way Direction, Excluding

Motorcycle.................................................................................................................. 8-10

Figure 8.2-13 Hourly Variation of Traffic Volumes ........................................................................... 8-10

Figure 8.2-14 Hourly Variation of Daily Traffic Volumes, Excluding Motorcycle ............................ 8-11

Figure 8.2-15 Hourly Variation of Traffic Volumes at Khurkot Intersection Cross Section, All

Type of Vehicle ........................................................................................................... 8-11

Figure 8.2-16 Hourly Variation of Traffic Volumes at Khurkot Intersection, Cross Section,

Excluding Motorcycle ................................................................................................ 8-12

Figure 8.2-17 Hourly Variation of Traffic Volumes at Khurkot Intersection, By Direction, All

Type of Vehicle ........................................................................................................... 8-12

Figure 8.2-18 Hourly Variation of Traffic Volumes at Khurkot Intersection, By Direction,


Figure 8.2-19 Hourly Variation of Traffic Volume at Ghurmi Way Intersection Cross Section, All

Type of Vehicle ........................................................................................................... 8-13

Figure 8.2-20 Hourly Variation of Traffic Volume at Ghurmi Way Intersection, Cross Section,


Figure 8.2-21 Hourly Variation of Traffic Volume at Ghurmi Way Intersection, By Direction, All

Type of Vehicle ........................................................................................................... 8-14

Figure 8.2-22 Hourly Variation of Traffic Volume at Ghurmi Way Intersection, By Direction,


Figure 8.2-23 Traffic Composition at Four Survey Stations .............................................................. 8-15

Figure 8.2-24 Traffic Composition Excluding Motorcycle at Four Survey Stations ......................... 8-16

Figure 8.2-25 Shares of Heavy Vehicles of All Type Vehicles at Four Stations ................................. 8-16

Figure 8.2-26 Shares of Heavy Vehicles Excluding Motorcycle at Four Survey Stations ................. 8-17

Figure 8.2-27 Traffic Composition on Cross Section at Khurkot Intersection ................................... 8-18

Figure 8.2-28 Traffic Composition on Cross Section at Khurkot Intersection, Excluding

Motorcycle.................................................................................................................. 8-18

Figure 8.2-29 Hourly Share of Heavy Vehicle on Cross Section at Khurkot Intersection ................. 8-18

Figure 8.2-30 Hourly Share of Heavy Vehicle on Cross Section at Khurkot Intersection,


Figure 8.2-31 Traffic Composition of Traffic by Direction at Khurkot Intersection .......................... 8-20

Figure 8.2-32 Traffic Composition of Traffic by Direction at Khurkot Intersection, Excluding

Motorcycle.................................................................................................................. 8-20

Figure 8.2-33 Shares of Heavy Vehicles of All Type Vehicles (By Direction) ................................... 8-20

Figure 8.2-34 Shares of Heavy Vehicles of All Type Vehicles (By Direction), W/O Motorcycle...... 8-21

Figure 8.2-35 Traffic Composition on Cross Section at Ghurmi Way Intersection............................ 8-22

xv

Figure 8.2-36 Traffic Composition on Cross Section at Ghurmi Way Intersection, Excluding

Motorcycle.................................................................................................................. 8-22

Figure 8.2-37 Hourly Shares of Heavy Vehicles on Cross Section at Ghurmi Way Intersection ....... 8-22

Figure 8.2-38 Hourly Shares of Heavy Vehicles on Cross Section at Ghurmi Way Intersection,


Figure 8.2-39 Traffic Composition of Traffic by Direction at Ghurmi Way Intersection .................. 8-24

Figure 8.2-40 Traffic Composition of Traffic by Direction at Ghurmi Way Intersection,


Figure 8.2-41 Share of Heavy Vehicle of All Type Vehicles (By Direction) ...................................... 8-24

Figure 8.2-42 Share of Heavy Vehicle of All Type Vehicles (By Direction), W/O Motorcycle ......... 8-25

Figure 8.2-43 Comparison of Total Traffic Volume Excluding Motorcycle at Sta.1 Mangaltar ........ 8-27

Figure 8.2-44 Hourly Variation of Weekday and Holiday at Sta.1 Mangaltar ................................... 8-28

Figure 8.2-45 Comparison of Total Traffic Volume Excluding Motorcycle at Sta.4 Near

Bardibas ...................................................................................................................... 8-29

Figure 8.2-46 Hourly Variation of Weekday and Holiday at Sta.4 Near Bardibas ............................. 8-29

Figure 8.2-47 Comparison of Total Traffic Volume Excluding Motorcycle at Sta.5 Lalgadh............ 8-30

Figure 8.2-48 Hourly Variation of Weekday and Holiday at Sta.5 Lalgadh ....................................... 8-30

Figure 8.2-49 Traffic Composition of Weekday and Holiday at Sta.1 Mangaltar .............................. 8-30

Figure 8.2-50 Traffic Composition of Weekday and Holiday at Sta.4 Near Bardibas ....................... 8-31

Figure 8.2-51 Traffic Composition of Weekday and Holiday at Sta.5 Lalgadh ................................. 8-31

Figure 8.2-52 Traffic Composition of Weekday and Holiday at Sta.1 Mangaltar .............................. 8-32

Figure 8.2-53 Traffic Composition of Weekday and Holiday at Sta. 4 Near Bardibas ...................... 8-32

Figure 8.2-54 Traffic Composition of Weekday and Holiday at Sta.5 Lalgadh ................................. 8-33

Figure 8.2-55 Purpose of Trip by All Type of Vehicle Excluding Motorcycle on Weekday in

Sta.1 Manglatar .......................................................................................................... 8-33


Sta.4 Near Bardibas .................................................................................................... 8-34


Sta.5 Lalgadh .............................................................................................................. 8-34


Sta.6 Nagdhunga ........................................................................................................ 8-34

Figure 8.2-59 Purpose of Trip by All Type of Vehicle Excluding Motorcycle on Holiday in Sta.1

Manglatar.................................................................................................................... 8-35


Near Bardibas ............................................................................................................. 8-35


Lalgadh ....................................................................................................................... 8-35

Figure 8.2-62 Commodity Type of Truck on Weekday in Sta.1 Manglatar ....................................... 8-36

Figure 8.2-63 Commodity Type of Truck on Weekday in Sta.4 Near Bardibas ................................. 8-36

Figure 8.2-64 Commodity Type of Truck on Weekday in Sta.5 Lalgadh ........................................... 8-37

Figure 8.2-65 Commodity Type of Truck on Weekday in Sta.6 Nagdhunga ..................................... 8-37

xvi

Figure 8.2-66 Commodity Type of Truck on Holiday in Sta.1 Manglatar ......................................... 8-38

Figure 8.2-67 Commodity Type of Truck on Holiday in Sta.4 Near Bardibas ................................... 8-38

Figure 8.2-68 Commodity Type of Truck on Holiday in Sta.5 Lalgadh ............................................. 8-39

Figure 8.2-69 Desire Line of All Type Vehicles Excluding Motorcycle on Weekday at Sta.1

Manglatar (veh./day) .................................................................................................. 8-40


Manglatar (%) ............................................................................................................. 8-41

Figure 8.2-71 Desire Line of All Type Vehicles Excluding Motorcycle on Holiday at Sta.1

Manglatar (veh./day) .................................................................................................. 8-41


Manglatar (%) ............................................................................................................. 8-42

Figure 8.2-73 The Concentrated Traffic Volume Generated by Each Type of Vehicle on

Weekday at Sta.1 Manglatar ....................................................................................... 8-42

Figure 8.2-74 The Concentrated Traffic Volume Generated by Each Type of Vehicle on Holiday

at Sta.1 Manglatar ....................................................................................................... 8-43

Figure 8.2-75 Desire Line of Passenger Car on Weekday at Sta.1 Manglatar (veh./day) .................. 8-44

Figure 8.2-76 Desire Line of Passenger Car on Weekday at Sta.1 Manglatar (%) ............................ 8-44

Figure 8.2-77 Desire Line of Passenger Car on Holiday at Sta.1 Manglatar (veh./day) .................... 8-45

Figure 8.2-78 Desire Line of Passenger Car on Holiday at Sta.1 Manglatar (%) .............................. 8-45

Figure 8.2-79 Desire Line of Bus on Weekday at Sta.1 Manglatar (veh./day) ................................... 8-46

Figure 8.2-80 Desire Line of Bus on Weekday at Sta.1 Manglatar (%) ............................................. 8-47

Figure 8.2-81 Desire Line of Bus on Holiday at Sta.1 Manglatar (veh./day) .................................... 8-47

Figure 8.2-82 Desire Line of Bus on Holiday at Sta.1 Manglatar (%) ............................................... 8-48

Figure 8.2-83 Desire Line of Truck on Weekday at Sta.1 Manglatar (veh./day) ................................ 8-49

Figure 8.2-84 Desire Line of Truck on Weekday at Sta.1 Manglatar (%) .......................................... 8-49

Figure 8.2-85 Desire Line of Truck on Holiday at Sta.1 Manglatar (veh./day) ................................. 8-50

Figure 8.2-86 Desire Line of Truck on Holiday at Sta.1 Manglatar (%) ............................................ 8-50

Figure 8.2-87 Desire Line of All Type Vehicles Excluding Motorcycle on Weekday at Sta.4 Near

Bardibas (veh./day) .................................................................................................... 8-51


Bardibas (%) ............................................................................................................... 8-52

Figure 8.2-89 Desire Line of All Type Vehicles Excluding Motorcycle on Holiday at Sta.4 Near

Bardibas (veh./day) .................................................................................................... 8-52


Bardibas (%) ............................................................................................................... 8-53


Weekday at Sta.4 Near Bardibas ................................................................................ 8-53

Figure 8.2-92 The Concentrated Traffic Volume Generated by Each Type of Vehicle on Holiday

at Sta.4 Near Bardibas ................................................................................................ 8-54

Figure 8.2-93 Desire Line of Passenger Car on Weekday at Sta.4 Near Bardibas (veh./day) ............ 8-55

Figure 8.2-94 Desire Line of Passenger Car on Weekday at Sta.4 Near Bardibas (%) ...................... 8-55

xvii

Figure 8.2-95 Desire Line of Passenger Car on Holiday at Sta.4 Near Bardibas (veh./day) ............. 8-56

Figure 8.2-96 Desire Line of Passenger Car on Holiday at Sta.4 Near Bardibas (%) ........................ 8-56

Figure 8.2-97 Desire Line of Bus on Weekday at Sta.4 Near Bardibas (veh./day) ............................ 8-57

Figure 8.2-98 Desire Line of Bus on Weekday at Sta.4 Near Bardibas (%) ...................................... 8-58

Figure 8.2-99 Desire Line of Bus on Holiday at Sta.4 Near Bardibas (veh./day) .............................. 8-58

Figure 8.2-100 Desire Line of Bus on Holiday at Sta.4 Near Bardibas (%) ...................................... 8-59

Figure 8.2-101 Desire Line of Truck on Weekday at Sta.4 Near Bardibas r (veh./day) ..................... 8-60

Figure 8.2-102 Desire Line of Truck on Weekday at Sta.4 Near Bardibas (%) ................................. 8-60

Figure 8.2-103 Desire Line of Truck on Holiday at Sta.4 Near Bardibas (veh./day) ......................... 8-61

Figure 8.2-104 Desire Line of Truck on Holiday at Sta.4 Near Bardibas (%) ................................... 8-61


Lalgadh (veh./day) ...................................................................................................... 8-62


Lalgadh (%) ................................................................................................................ 8-63


Lalgadh (veh./day) ...................................................................................................... 8-63


Lalgadh (%) ................................................................................................................ 8-64


Weekday at Sta.5 Lalgadh .......................................................................................... 8-64


Holiday at Sta.5 Lalgadh ............................................................................................ 8-65

Figure 8.2-111 Desire Line of Passenger Car on Weekday at Sta.5 Lalgadh (veh./day) .................... 8-66

Figure 8.2-112 Desire Line of Passenger Car on Weekday at Sta.5 Lalgadh (%) .............................. 8-66

Figure 8.2-113 Desire Line of Passenger Car on Holiday at Sta.5 Lalgadh (veh./day)...................... 8-67

Figure 8.2-114 Desire Line of Passenger Car on Holiday at Sta.5 Lalgadh (%) ................................ 8-67

Figure 8.2-115 Desire Line of Bus on Weekday at Sta.5 Lalgadh (veh./day) .................................... 8-68

Figure 8.2-116 Desire Line of Bus on Weekday at Sta.5 Lalgadh (%) .............................................. 8-69

Figure 8.2-117 Desire Line of Bus on Holiday at Sta.5 Lalgadh s (veh./day) ................................... 8-69

Figure 8.2-118 Desire Line of Bus on Holiday at Sta.5 Lalgadh (%) ................................................ 8-69

Figure 8.2-119 Desire Line of Truck on Weekday at Sta.5 Lalgadh (veh./day) ................................. 8-71

Figure 8.2-120 Desire Line of Truck on Weekday at Sta.5 Lalgadh (%) ........................................... 8-71

Figure 8.2-121 Desire Line of Truck on Holiday at Sta.5 Lalgadh (veh./day) ................................... 8-71

Figure 8.2-122 Desire Line of Truck on Holiday at Sta.5 Lalgadh (%) ............................................. 8-72


Nagdhunga (veh./day) ................................................................................................ 8-73


Nagdhunga (%) ........................................................................................................... 8-73


Weekday at Sta.6 Nagdhunga ..................................................................................... 8-74

xviii

Figure 8.2-126 Desire Line of Passenger Car on Weekday at Sta.6 Nagdhunga (veh./day) .............. 8-75

Figure 8.2-127 Desire Line of Passenger Car on Weekday at Sta.6 Nagdhunga (%)......................... 8-75

Figure 8.2-128 Desire Line of Bus on Weekday at Sta.6 Nagdhunga (veh./day) ............................... 8-76

Figure 8.2-129 Desire Line of Bus on Weekday at Sta.6 Nagdhunga (%) ......................................... 8-76

Figure 8.2-130 Desire Line of Truck on Weekday at Sta.6 Nagdhunga (veh./day) ............................ 8-77

Figure 8.2-131 Desire Line of Truck on Weekday at Sta.6 Nagdhunga (%) ...................................... 8-78

Figure 8.2-132 Location of Traffic Survey on Sindhuli Road ............................................................ 8-78

Figure 8.2-133 Daily Traffic Volume on Weekday on Sindhuli Road, All Type ................................ 8-79

Figure 8.2-134 Daily Traffic Volume on Weekday on Sindhuli Road, All Type (PCU/DAY) ........... 8-80

Figure 8.2-135 Daily Traffic Volume on Weekend day on Sindhuli Road, All Type ......................... 8-81

Figure 8.2-136 Daily Traffic Volume on Weekend on Sindhuli Road, All Type (PCU/DAY) ........... 8-81

Figure 8.2-137 Hourly Variation of Traffic Volume on Weekday on Sindhuli Road ......................... 8-82

Figure 8.2-138 Hourly Variation of Traffic Volume on Weekend on Sindhuli Road ......................... 8-83

Figure 8.2-139 Weekday OD Pair on Sindhuli Road at Manglatar, w/o Motorcycle (veh./day) ........ 8-83

Figure 8.2-140 Traffic Flow on Holiday on Sindhuli Road at Manglatar, w/o Motorcycle

(veh./day) .................................................................................................................... 8-84

Figure 8.2-141 Traffic Flow on Weekday on Sindhuli Road at Near Bardibas, w/o Motorcycle

(veh./day) .................................................................................................................... 8-85

Figure 8.2-142 Traffic Flow on Holiday on Sindhuli Road at Near Bardibas, w/o Motorcycle

(veh./day) .................................................................................................................... 8-85

Figure 8.3-1 Changes in Traffic Volume of Sindhuli Road Section ................................................... 8-87

Figure 8.3-2 Estimation Result of Passenger Vehicle ......................................................................... 8-89

Figure 8.3-3 Estimation Result of Freight Vehicle ............................................................................. 8-90

Figure 8.3-4 Procedure for Future Demand Forecast ......................................................................... 8-91

Figure 8.3-5 Traffic Volume that may Divert to the Fast Track in 2024 ............................................ 8-92

Figure 8.3-6 Traffic Volume that may dicert to the Sindhuli Road in 2041 ....................................... 8-92

Figure 8.3-7 Future Traffic Demand in Sindhuli Road Section (AADT) (PCU/day) ........................ 8-93

Figure 9.2-1 Sindhuli Road in the Strategic Road Network ................................................................. 9-2

Figure 9.2-2 Asian Highway Network in and Around Nepal ............................................................... 9-3

Figure 9.2-3 Landslide Prone Areas at Highway Corridors in Central Nepal ...................................... 9-4

Figure 9.2-4 Existing and Proposed Inland Clearance Depot (Dry Ports) ........................................... 9-5

Figure 10.2-1 Points to be Considered and Workflow at STEP-1 ...................................................... 10-2

Figure 10.2-2 Road Function Enhancement Study Policy of Each Section ....................................... 10-3

Figure 10.4-1 Flow for Determining Road Function Enhancement Measures ................................... 10-7

Figure 10.5-1 Type-1: Earthwork (Cut and Fill) .............................................................................. 10-15

Figure 10.5-2 Type-2A: Earthwork with Structures (Retaining Wall) ............................................. 10-15

Figure 10.5-3 Type-2B: Earthwork with Structures (Retaining Wall/Slope Protection/Reinforced

Earth Wall) ................................................................................................................ 10-15

xix

Figure 10.5-4 Type-3A: Earthwork with Structures (Slope Protection/Partial Mountainous

Bridge) ...................................................................................................................... 10-16

Figure 10.5-5 Type-3B: Mountainous Bridge .................................................................................. 10-16

Figure 10.5-6 Type-4A: Bridge (I-Girder) ....................................................................................... 10-17

Figure 10.5-7 Type-4B: Bridge (Box Girder) ................................................................................... 10-17

Figure 10.5-8 Type-5: Tunnel ........................................................................................................... 10-17

Figure 10.5-9 Additional Bridge ...................................................................................................... 10-17

Figure 10.6-1 Ground Slope Distribution along Sindhli Road (Section I, STA. 0km – 20km) ........ 10-18

Figure 10.6-2 Ground Slope Distribution along Sindhuli Road (Section I, STA. 20km – 37km) .... 10-19

Figure 10.6-3 Ground Slope Distribution along Sindhuli Road (Section II, STA. 37km –

72.8km)..................................................................................................................... 10-20

Figure 10.6-4 Ground Slope Distribution along Sindhuli Road (Section III, STA. 72.8km –

95km)........................................................................................................................ 10-21

Figure 10.6-5 Ground Slope Distribution along Sindhuli Road (Section III, STA. 95km –

109.6m)..................................................................................................................... 10-22

Figure 10.6-6 Ground Slope Distribution along Sindhuli Road (Section IV, STA. 109.6km –

125km)...................................................................................................................... 10-23

Figure 10.6-7 Ground Slope Distribution along Sindhuli Road (Section IV, STA. 125km –

140km)...................................................................................................................... 10-24

Figure 10.6-8 Ground Slope Distribution along Sindhuli Road (Section IV, STA. 140km –

159.6km)................................................................................................................... 10-25

Figure 10.7-1 Share of Type of Measures ........................................................................................ 10-33

Figure 10.7-2 Alternative Route No.1 （Section I: STA. 2km+300 - 3km+000） .......................... 10-38

Figure 10.7-3 Alternative Route No.2 （Section I: STA. 4km+700 - 5km+800） .......................... 10-40

Figure 10.7-4 Alternative Route No.3 （Section II: STA. 41km+700 - 43km+500） .................... 10-42

Figure 10.7-5 Alternative Route No.4 （Section III: STA. 80km+200 - 80km+800） ................... 10-44


Figure 10.7-7 Alternative Route No.6 （Section III: STA. STA. 87km+400 – 93km+700）-1 ...... 10-48

Figure 10.7-8 Alternative Route No.6 （Section III: STA. STA. 87km+400 – 93km+700）-2 ...... 10-49


Figure 10.7-10 Alternative Route No.8 （Section III: STA. 101km+900 - 105km+000） ............. 10-53

Figure 10.7-11 Alternative Route No.9 （Section III: STA. 106km+800 - 107km+800） ............. 10-55

Figure 10.7-12 Alternative Route No.10 （Section III: STA. 109km+400 - 110km+200） ........... 10-57

Figure 10.7-13 Alternative Route No.11 （Section IV: STA. 112km+000 - 113km+300） and

No.12 （Section IV: STA. 113km+300 - 114km+900） ......................................... 10-59

Figure 10.7-14 Alternative Route No.13 （Section IV: STA. 115km+300 - 117km+500） ........... 10-61



Figure 11.3-1 Samples of land use along the existing road ................................................................ 11-3

xx

Figure 11.3-2 Average Temperature in Sindhuli Gadhi ...................................................................... 11-4

Figure 11.3-3 Protected Areas of Nepal ............................................................................................. 11-7

Figure 11.3-4 Distribution of Original Ethnic Groups ....................................................................... 11-9

Figure 11.6-1 General Environmental Status of Section I ................................................................ 11-18

Figure 11.6-2 Photos and Image of the North Portal Areas and the Approach Alignment ............... 11-20

Figure 11.6-3 Photos and Image of the South Portal Areas and the Approach Alignment ............... 11-21

Figure 11.6-4 General Environmental Status of Section III ............................................................. 11-22

Figure 11.6-5 General Environmental Status of Section IV ............................................................. 11-23

Figure 12.1-1 Section II (Sindhuli Road) ........................................................................................... 12-2

Figure 12.1-2 Reports to be Reviewed ............................................................................................... 12-2

Figure 12.2-1 Alternative Routes with Mountain Tunnel（JICA Desk Study Project） ................... 12-4

Figure 12.2-2 Tunnel Profile (JICA Desk Study Project) ................................................................... 12-4

Figure 12.2-3 Alternative Routes with Mountain Tunnel（Nepal F/S Project） .............................. 12-6

Figure 12.2-4 Tunnel Profile (Nepal F/S Project) .............................................................................. 12-7

Figure 12.2-5 Tunnel Cross Section (Nepal F/S Project) ................................................................... 12-8

Figure 12.2-6 Location Map of Electric Resistivity Tomography (ERT) ........................................... 12-8

Figure 12.2-7 Interpretative Geological Section along ERT (ERT-1) ................................................ 12-9

Figure 12.2-8 Interpretative Geological Section along ERT (ERT-2) .............................................. 12-10

Figure 12.2-9 Interpretative Geological Section along ERT (ERT-3) .............................................. 12-11

Figure 12.2-10 Interpretative Geological Section along ERT (ERT-4) ............................................ 12-12




Figure 12.3-1 Alternative Route Section .......................................................................................... 12-17

Figure 13.2-1 Topographic Condition of the Proposed Tunnel Site ................................................... 13-1

Figure 13.2-2 View around the South Tunnel Portal .......................................................................... 13-2

Figure 13.2-3 View around the North Tunnel Portal .......................................................................... 13-2

Figure 13.2-4 Geological Map of Survey Area .................................................................................. 13-4

Figure 13.2-5 Geological Longitudinal Profile of Representative Tunnel Alignment ....................... 13-5

Figure 13.2-6 Highly fractured carbonaceous phyllite ....................................................................... 13-9

Figure 13.2-7 Moderately fractured phyllite ...................................................................................... 13-9

Figure 13.2-8 Large scale of landslide topography observed on left bank of Gawan Khola ........... 13-10

Figure 13.2-9 Medium scale of landslide topography observed on right bank of Gawan Khola ..... 13-10

Figure 13.2-10 Landslide topography located near the proposed south tunnel portal ...................... 13-10

Figure 13.2-11 Result of ERT (Electric Resistivity Tomography) ................................................... 13-11

Figure 13.2-12 Distribution of Large Earthquakes around the Planned Tunnel Site ........................ 13-12

Figure 13.2-13 Seismic Hazard Map of Nepal ................................................................................. 13-13

xxi

Figure 13.3-1 Site Reconnaissance Area of south tunnel portal ....................................................... 13-14

Figure 13.3-2 Outline of Site Reconnaissance of south tunnel portal .............................................. 13-14

Figure 13.3-3 New failure near the south portal ............................................................................... 13-15

Figure 13.3-4 MBT line crossing the south portal............................................................................ 13-15

Figure 13.3-5 Candidate Portal 2 and Slope Failure ........................................................................ 13-16

Figure 13.3-6 Summary of South Portal .......................................................................................... 13-17

Figure 13.3-7 Condition of Fractured zone ...................................................................................... 13-17

Figure 13.3-8 Site Reconnaissance Area of north tunnel portal ....................................................... 13-19

Figure 13.3-9 Outline of Site Reconnaissance of north tunnel portal .............................................. 13-19

Figure 13.3-10 Condition of mountain torrents around the north portal .......................................... 13-20

Figure 13.3-11 Summary of the Findings at the North Portal .......................................................... 13-21

Figure 13.4-1 Plan of Candidate Routes .......................................................................................... 13-28

Figure 13.4-2 Plan and Profile of Candidate Route-1 ...................................................................... 13-29




Figure 13.4-6 Plan of Portal Area (South and North) ....................................................................... 13-33

Figure 13.6-1 Typical Tunnel Cross-Section (DI) ............................................................................ 13-39

Figure 13.6-2 Long Span Fore-Piling (AGF Method) ...................................................................... 13-41

Figure 13.6-3 Construction Plan (Excavation Direction) ................................................................. 13-42

Figure 13.6-4 TBM (Open Type) ..................................................................................................... 13-42

Figure 13.6-5 Sequence of D&B Method......................................................................................... 13-43

Figure 13.6-6 Actual Cases of Japan Tunnels with/without Mechanical Ventilation ...................... 13-45

Figure 13.6-7 Tunnel Classification ................................................................................................. 13-48

Figure 13.6-8 Emergency Telephone ............................................................................................... 13-48

Figure 13.6-9 Push Button Alarm .................................................................................................... 13-49

Figure 13.6-10 Fire Detector ............................................................................................................ 13-49

Figure 13.6-11 Emergency Information Board ................................................................................ 13-50

Figure 13.6-12 Fire Extinguishers .................................................................................................... 13-50

Figure 13.6-13 Fire Hydrants ........................................................................................................... 13-50

Figure 13.6-14 Guide Board ............................................................................................................. 13-51

Figure 13.6-15 Smoke Removal System and Evacuation Route ...................................................... 13-51

Figure 13.6-16 Hydrant at Tunnel Portal ......................................................................................... 13-52

Figure 13.6-17 Wireless Radio System ............................................................................................ 13-52

Figure 13.6-18 Radio Re-Broadcasting System and Loud Speaker System .................................... 13-52

Figure 13.6-19 Monitor System ....................................................................................................... 13-53

Figure 13.6-20 Emergency Parking Bay .......................................................................................... 13-53

xxii

Figure 13.6-21 Cross-section of Evacuation Tunnel and Cross Passage ......................................... 13-54

Figure 13.6-22 Electric Power Facilities around Planned Tunnel .................................................... 13-56

Figure 13.6-23 Request Sheet of Power Supply ............................................................................... 13-57

Figure 13.6-24 Foreseen of Supply and Demand Balance of Power in Nepal ................................. 13-58

Figure 13.6-25 Transmission Line Plan ........................................................................................... 13-58

Figure 14.2-1 Key Elements (4Es) of Road Safety ............................................................................ 14-1

Figure 14.5-1 Road Safety Audit Manual........................................................................................... 14-3

Figure 14.5-2 Steps in Road Safety Audit .......................................................................................... 14-4

Figure 15.1-1 Potential Rest Areas as of 2019 (Currently Used as Rest Area) .................................. 15-1

Figure 15.1-2 Potential Rest Areas as of 2019 (Newly Suggested) .................................................... 15-2

Figure 15.2-1 Location Map of Rest Areas ........................................................................................ 15-3

Figure 15.3-1 Development Plan ........................................................................................................ 15-6

Figure 15.4-1 Location Map of Candidate Sites of Rest Areas near Tunnel Portal............................ 15-8

Figure 15.4-2 Photos of Candidate Sites of Rest Areas near Tunnel Portal ....................................... 15-8

Figure 16.2-1 Semi-Trailer for Inland Transportation (reference) ..................................................... 16-3

Figure 16.2-2 Example of Quarries along Sindhuli Road Section III to IV ..................................... 16-13

Figure 16.2-3 Import and production of cement and clinker in Nepal ............................................. 16-14

Figure 16.2-4 Example of existing structures to be dismantled ....................................................... 16-15

Figure 16.2-5 Planed Mock Disposal Area in Feasibility Study of Sindhuli Road Tunnel in

Section2 (North portal) ............................................................................................. 16-19

Figure 16.2-6 Planed Mock Disposal Area in Feasibility Study of Sindhuli Road Tunnel in

Section2 (North portal) ............................................................................................. 16-20

Figure 16.2-7 Image of Camp Yard at Section III, 94km+000 （view from zigzag road at

93km+700） ............................................................................................................. 16-21

Figure 16.2-8 Image of One-side Altering Traffic Section ............................................................... 16-22

Figure 16.2-9 Possibility of Crossing Rivers for Tenporary Traffic ................................................. 16-25

Figure 16.2-10 Location difficult to widen the road at Section 3 PK109+700 ................................ 16-26

Figure 16.3-1 Transition of Labor and Material Cost of Construction Field ................................... 16-27

Figure 16.3-2 Transition of Labor Cost of Construction Field ......................................................... 16-28

Figure 17.2-1 Comparison of Excavation Scale of Tunnel for Various Purpose ................................ 17-2

Figure 17.2-2 Collapse of Roadside Slope and Temporary Traffic at the Mid-Hill Highway ............ 17-2

Figure 17.2-3 Outflowed Restraining (wire net and rock bolts) and Pilling Huge Rock Mass .......... 17-3

Figure 17.3-1 Comparison Core of Conventional Method (upper) and Advanced High Quality

Boring Method (lower) ............................................................................................... 17-5

Figure 17.3-2 Outline of Submarine Array Microtremor Observation Survey .................................. 17-6

Figure 17.3-3 Outline of Multiple Support System ............................................................................ 17-6

Figure 17.3-4 Example of Technology for deformation control at the crossing road with shallow

overburden .................................................................................................................. 17-7

xxiii

Figure 17.3-5 Probing Method in Front of Tunnel Facing and Excavation Support System with

Visualization of AI Solution ....................................................................................... 17-8

Figure 17.3-6 On-Site Visualization of the geological information on the cutting face ..................... 17-8

Figure 17.4-1 Example of slope management record in Japan........................................................... 17-9

Figure 17.4-2 Example of High Energy Catch Net in Japan ............................................................ 17-10

Figure 18.2-1 Workflow of TTC Saving Benefit ................................................................................ 18-1

xxiv

List of Tables

Page

Table 1.7-1 List of Survey Team Members .......................................................................................... 1-7

Table 1.9-1 Overview Chronology of The Sindhuli Road .................................................................... 1-9

Table 2.1-1 Country Profile .................................................................................................................. 2-1

Table 2.2-1 Key Macro-Economic Indicators ...................................................................................... 2-3

Table 2.2-2 Social and Economic Indicators of Provinces ................................................................... 2-7

Table 2.2-3 Growth Trend of Nepalese Foreign Trade ......................................................................... 2-9

Table 2.2-4 Commodity Trade by SITC Group: FY 2018/19 ............................................................. 2-10

Table 2.2-5 Direction of Foreign Trade of Nepal ............................................................................... 2-10

Table 2.3-1 Remarkable Sections in the Survey Area ........................................................................ 2-15

Table 2.3-2 Topographical and Geological Condition of Each Section ............................................. 2-19

Table 2.3-3 Summary of the disasters in Section IV .......................................................................... 2-21

Table 2.3-4 Seasons of Nepal ............................................................................................................. 2-23

Table 3.2-1 Major Quantitative Targets ................................................................................................ 3-3

Table 3.3-1 Major Indicators and its Achievement............................................................................... 3-4

Table 3.3-2 National goals of prosperity .............................................................................................. 3-6

Table 3.5-1 Proposed Re-classification in the Mid-term Review of 2007 PIP ................................... 3-22

Table 4.2-1 List of National Highways ................................................................................................ 4-3

Table 4.6-1 Roles and Responsibilities Assigned to Nepal Planning Commission ............................ 4-19

Table 4.6-2 Mission, Vision, Preamble and Objectives ...................................................................... 4-24

Table 4.6-3 Executive Committee of RBN ......................................................................................... 4-25

Table 4.7-1 Government Budget for Three Five Years ....................................................................... 4-31

Table 5.1-1 Number of Traffic Accidents ............................................................................................. 5-9

Table 5.1-2 Severity of Traffic Accidents ............................................................................................. 5-9

Table 6.2-1 Maintenance Budget of DOR ............................................................................................ 6-3

Table 6.2-2 Maintenance Method with its Type and Priority ............................................................... 6-4

Table 6.4-1 Allocation of Maintenance Budget to the Sindhuli Road .................................................. 6-5

Table 7.3-1 Investigation Results and Findings ................................................................................. 7-12

Table 7.3-2 Bridge List ....................................................................................................................... 7-23

Table 7.5-1 Description of Traffic Survey .......................................................................................... 7-36

Table 7.5-2 OD Zoning Code ............................................................................................................. 7-39

Table 8.2-1 Equivalency Factors in Terms of PCU .............................................................................. 8-1

Table 8.2-2 Summary of Traffic Count Survey on Weekday ............................................................... 8-1

Table 8.2-3 Summary of Cross Section Traffic Volume on Weekday at Khurkot Direction ................ 8-3

Table 8.2-4 Summary of Daily Traffic Count by Direction at Khurkot Direction ............................... 8-5

Table 8.2-5 Summary of Cross Section Traffic Volumes on Weekday at Ghurmi Way Direction ....... 8-7

xxv

Table 8.2-6 Summary of Daily Traffic Count by Direction at Ghurmi Way Direction ........................ 8-9

Table 8.2-7 Shares of Heavy Vehicles at Four Survey Stations ......................................................... 8-15

Table 8.2-8 Shares of Heavy Vehicles Excluding Motorcycle at Four Survey Stations ..................... 8-15

Table 8.2-9 Shares of Heavy Vehicles on Cross Section at Khurkot Intersection .............................. 8-17

Table 8.2-10 Shares of Heavy Vehicles Excluding Motorcycle on Cross Section at Khurkot

Intersection ................................................................................................................. 8-17

Table 8.2-11 Shares of Light Vehicle Traffic Volumes by Direction at Khurkot Intersection ............ 8-19

Table 8.2-12 Shares of Heavy Vehicles Traffic Volume Excluding Motorcycle by Direction at

Khurkot Intersection ................................................................................................... 8-19

Table 8.2-13 Shares of Heavy Vehicles on Cross Section at Ghurmi Way Intersection ..................... 8-21

Table 8.2-14 Shares of Heavy Vehicles Excluding Motorcycle on Cross Section at Ghurmi Way

Intersection ................................................................................................................. 8-21

Table 8.2-15 Share of Light Vehicle Traffic Volume by Direction at Ghurmi Way Intersection ........ 8-23

Table 8.2-16 Share of Heavy Vehicle Traffic Volume Excluding Motorcycle by Direction at

Ghurmi Way Intersection ............................................................................................ 8-23

Table 8.2-17 Shares of Day- Night Time Traffic Volumes ................................................................. 8-25

Table 8.2-18 Shares of Day- Night Time Traffic Volumes on Cross Section at Khurkot

Intersection ................................................................................................................. 8-25

Table 8.2-19 Shares of Day- Night Time Traffic Volumes on Cross Section at Khurkot

Intersection ................................................................................................................. 8-26

Table 8.2-20 Shares of Day- Night Time Traffic Volumes on Cross Section at Ghurmi Way

Intersection ................................................................................................................. 8-26


Intersection ................................................................................................................. 8-26

Table 8.2-22 Traffic Volume Comparison at Sta.1 Mangaltar ............................................................ 8-27

Table 8.2-23 Traffic Volume Comparison at Sta.4 Near Bardibas ..................................................... 8-28

Table 8.2-24 Traffic Volume Comparison at Sta.5 Lalgadh ............................................................... 8-29

Table 8.2-25 Rate of Large Size Vehicle Traffic Excluding Motorcycle at Sta.1 Mangaltar ............. 8-31

Table 8.2-26 Rate of Large Size Vehicle Traffic Excluding Motorcycle at Sta.4 Near Bardibas ....... 8-32

Table 8.2-27 Rate of Large Size Vehicle Traffic Excluding Motorcycle at Sta.5 Lalgadh ................. 8-33

Table 8.2-28 Origin-Destination Matrix of All Type Vehicles Excluding Motorcycle on Weekday

at Sta.1 Manglatar ....................................................................................................... 8-40

Table 8.2-29 Origin-Destination Matrix of All Type Vehicles Excluding Motorcycle on Holiday

at Sta.1 Manglatar ....................................................................................................... 8-40

Table 8.2-30 Origin-Destination Matrix of Passenger Car on Weekday at Sta.1 Manglatar .............. 8-43

Table 8.2-31 Origin-Destination Matrix of Passenger Car on Holiday at Sta.1 Manglatar ................ 8-44

Table 8.2-32 Origin-Destination Matrix of Bus on Weekday at Sta.1 Manglatar .............................. 8-46

Table 8.2-33 Origin-Destination Matrix of Bus on Holiday at Sta.1 Manglatar ................................ 8-46

Table 8.2-34 Origin-Destination Matrix of Truck on Weekday at Sta.1 Manglatar ........................... 8-48

Table 8.2-35 Origin-Destination Matrix of Truck on Holiday at Sta.1 Manglatar ............................. 8-49

xxvi


at Sta. 4 Near Bardibas ............................................................................................... 8-51


at Sta. 4 Near Bardibas ............................................................................................... 8-51

Table 8.2-38 Origin-Destination Matrix of Passenger Car on Weekday at Sta.4 Near Bardibas ....... 8-54

Table 8.2-39 Origin-Destination Matrix of Passenger Car on Holiday at Sta.4 Near Bardibas ......... 8-55

Table 8.2-40 Origin-Destination Matrix of Bus on Weekday at Sta.4 Near Bardibas ........................ 8-57

Table 8.2-41 Origin-Destination Matrix of Bus on Holiday at Sta.4 Near Bardibas .......................... 8-57

Table 8.2-42 Origin-Destination Matrix of Truck on Weekday at Sta.4 Near Bardibas ..................... 8-59

Table 8.2-43 Origin-Destination Matrix of Truck on Holiday at Sta.4 Near Bardibas....................... 8-60


at Sta.5 Lalgadh .......................................................................................................... 8-62


at Sta.5 Lalgadh .......................................................................................................... 8-62

Table 8.2-46 Origin-Destination Matrix of Passenger Car on Weekday at Sta.5 Lalgadh ................. 8-65

Table 8.2-47 Origin-Destination Matrix of Passenger Car on Holiday at Sta.5 Lalgadh ................... 8-66

Table 8.2-48 Origin-Destination Matrix of Bus on Weekday at Sta.5 Lalgadh .................................. 8-68

Table 8.2-49 Origin-Destination Matrix of Bus on Holiday at Sta.5 Lalgadh ................................... 8-68

Table 8.2-50 Origin-Destination Matrix of Truck on Weekday at Sta.5 Lalgadh............................... 8-70

Table 8.2-51 Origin-Destination Matrix of Truck on Holiday at Sta.5 Lalgadh ................................ 8-70


at Sta.6 Nagdhunga ..................................................................................................... 8-72

Table 8.2-53 Origin-Destination Matrix of Passenger Car on Weekday at Sta.6 Nagdhunga ............ 8-74

Table 8.2-54 Origin-Destination Matrix of Bus on Weekday at Sta.6 Nagdhunga ............................ 8-76

Table 8.2-55 Origin-Destination Matrix of Truck on Weekday at Sta.6 Nagdhunga ......................... 8-77

Table 8.2-56 Summary of Traffic Count Survey on Weekday on Sindhuli Road .............................. 8-79

Table 8.2-57 Summary of Traffic Count Survey on Holiday on Sindhuli Road ................................ 8-80

Table 8.2-58 Capacity of Roads, PCU/day ......................................................................................... 8-82

Table 8.2-59 Top 5 OD Pair on Weekday on Sindhuli Road at Manglatar ......................................... 8-84

Table 8.2-60 Top 5 Traffic Flows on Holiday on Sindhuli Road at Manglatar .................................. 8-84

Table 8.2-61 Top 5 Traffic Flows on Weekday on Sindhuli Road at Near Bardibas .......................... 8-85

Table 8.2-62 Top 5 Traffic Flows on Holiday on Sindhuli Road at Near Bardibas ............................ 8-86

Table 8.3-1 Seasonal Variation Factors .............................................................................................. 8-86

Table 8.3-2 Framework of Population ................................................................................................ 8-87

Table 8.3-3 Framework of GDP ......................................................................................................... 8-88

Table 8.3-4 Annual Average Daily Traffic in 2021 (AADT) .............................................................. 8-88

Table 8.3-5 Past Population and Traffic Volume ................................................................................ 8-89

Table 8.3-6 Future Passenger Vehicle Growth Rate ........................................................................... 8-89

Table 8.3-7 Past GDP and Traffic Volume.......................................................................................... 8-90

xxvii

Table 8.3-8 Future Freight Vehicle Growth Rate ............................................................................... 8-90

Table 8.3-9 Traffic Growth Rate of Sindhuli Road Section ............................................................... 8-91

Table 8.3-10 Traffic Volume that may Divert to Fast Track (AADT) ................................................ 8-92

Table 8.3-11 Traffic Volume that may Divert to Sindhuli Road (AADT) .......................................... 8-93

Table 8.3-12 Future Traffic Volume by Sindhuli Road Section (AADT) (PCU/day) ........................ 8-93

Table 9.2-1 List of Disasters along Naubise-Mugling-Narayangadh Section ...................................... 9-4

Table 10.3-1 Basic Concept ................................................................................................................ 10-4

Table 10.4-1 Applicable Improvement Measures ............................................................................... 10-5

Table 10.4-2 Summary of Applicable Improvement Measures by Section, Goals and Target Year ... 10-7

Table 10.5-1 Basic Design Condition of Existing Sindhuli Road ...................................................... 10-8

Table 10.5-2 Road Geometric Condition (at Hairpin Curve Section) ................................................ 10-9

Table 10.5-3 Road Classification in Accordance with NRS-2070 ..................................................... 10-9

Table 10.5-4 Design Speed Applied ................................................................................................. 10-10

Table 10.5-5 Cross Section Elements ............................................................................................... 10-11

Table 10.5-6 Road Geometric Condition (Design Speed = 30km/h) ............................................... 10-12

Table 10.5-7 Road Geometric Condition (Design Speed = 40km/h) ............................................... 10-13

Table 10.5-8 Road Geometric Condition by Section and Other Projects ......................................... 10-14

Table 10.6-1 Slope Failure / Land Slide Area .................................................................................. 10-26

Table 10.7-1 Summary of Improvement Measures .......................................................................... 10-32

Table 10.7-2 List of Improvement Measures in Section I ................................................................ 10-34

Table 10.7-3 List of Improvement Measures in Section II ............................................................... 10-34

Table 10.7-4 List of Applicable Measures in Section III .................................................................. 10-35

Table 10.7-5 List of Improvement Measures in Section IV (1/2) ..................................................... 10-35

Table 10.7-6 List of Improvement Measures in Section IV (2/2) ..................................................... 10-36

Table 10.7-7 Comparison of Alternative Route No.1 ....................................................................... 10-37



Table 10.7-10 Comparison of Alternative Route No.4 ..................................................................... 10-43






Table 10.7-16 Comparison of Alternative Route No.10 ................................................................... 10-56




xxviii



Table 11.2-1 Purpose and Methodology of ESC ................................................................................ 11-1

Table 11.2-2 Field Surveys ................................................................................................................. 11-2

Table 11.2-3 Key Persons (Resource Persons) in the Field Surveys .................................................. 11-2

Table 11.3-1 Major Settlement Areas along the Road Alignment ...................................................... 11-3

Table 11.3-2 Average Temperature and Rainfall of Project Area ...................................................... 11-4

Table 11.3-3 Monthly Rainfall at Sindhuli Bazar .............................................................................. 11-4

Table 11.3-4 Forest distribution and land use status along the Sindhuli Road .................................. 11-5

Table 11.3-5 Observed Species near the Project Areas ..................................................................... 11-6

Table 11.3-6 Types of Protected Areas Defined by the Nepal National Parks and Wildlife

Conservation Act (NPWCA), 1973 * ......................................................................... 11-8

Table 11.4-1 Policy Gap between JIGA Guidelines and Nepalese Regulations (EIA) .................... 11-12

Table 11.4-2 Policy Gap between JICA Guidelines and Nepali Country System (RAP) ................. 11-15

Table 11.6-1 Approximate Areas of Land Acquisition and Numbers of Affected Structures ........... 11-19

Table 11.6-2 Common environmental and social situations for all alternatives ............................... 11-21

Table 11.7-1 Check List for JICA’s Screening for "Sensitive Areas" ............................................... 11-23

Table 11.7-2 Draft Pre-Scoping ........................................................................................................ 11-25

Table 11.8-1 General Recommendation ........................................................................................... 11-28

Table 11.8-2 The Other Recommendation for the Section II ........................................................... 11-29

Table 12.2-1 Outline of Alternative Routes with Mountain Tunnel（Nepal F/S Project） ............... 12-5

Table 12.2-2 Outline of ERT .............................................................................................................. 12-8

Table 12.3-1 Review Results ............................................................................................................ 12-16

Table 13.2-1 Stratigraphic Subdivisions of the Survey Area .............................................................. 13-3

Table 13.4-1 Comparison of Lane Operation Method ...................................................................... 13-24

Table 13.4-2 Comparison of Alternative Routes Studied in Preceding Projects .............................. 13-26

Table 13.4-3 Outline of Candidate Routes ....................................................................................... 13-27

Table 13.5-1 Comparison of Candidate Routes ................................................................................ 13-35

Table 13.6-1 List of Applied Japanese Standards for Study on Tunnel Structure ............................ 13-36

Table 13.6-2 Basic Condition on Study on Tunnel Structure ........................................................... 13-36

Table 13.6-3 Rock Mass Classification System ............................................................................... 13-37

Table 13.6-4 Standard Support Patterns for Two-Lane Tunnels (Width of Inner Section 8.5-

12.5m)....................................................................................................................... 13-38

Table 13.6-5 Standard Support Patterns for Two-Lane Tunnels (Large Section Tunnel: Width of

Inner Section 12.5-14.0m) ........................................................................................ 13-38

Table 13.6-6 List of Support Patterns Length of Candidate Routes ................................................. 13-39

Table 13.6-7 Classification and Characteristics of Standard Excavation Method ............................ 13-40

Table 13.6-8 Facilities to be Installed Tunnel .................................................................................. 13-44

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Table 13.6-9 Installation Standard of Emergency Facilities ............................................................. 13-47

Table 13.6-10 Description of Tunnel Management Office and Electric Room ................................ 13-54

Table 14.6-1 Budget Allocated for Road Safety for Past Three Fiscal Years ..................................... 14-4

Table 15.2-1 Current Situation of Potential Areas .............................................................................. 15-4

Table 15.3-1 Necessary Procedures .................................................................................................... 15-7

Table 16.2-1 Labor Unit Price (Kavrepalanchok district) .................................................................. 16-3

Table 16.2-2 Material Procurement (1/2) ........................................................................................... 16-4

Table 16.2-3 Material Procurement (2/2) ........................................................................................... 16-5

Table 16.2-4 Equipment Procurement (1/2) ....................................................................................... 16-6

Table 16.2-5 Equipment Procurement (2/2) ....................................................................................... 16-7

Table 16.2-6 Rate of Plant and Machinery (1/2) ................................................................................ 16-8

Table 16.2-7 Rate of Plant and Machinery (2/2) ................................................................................ 16-9

Table 16.2-8 Synopsis of the Areas for the Mining of Construction Materials in Sindhuli District 16-10

Table 16.2-9 Quarry Sites of Nepal .................................................................................................. 16-12

Table 16.2-10 Quantities of structure of original Sindhuli road development project ..................... 16-15

Table 16.2-11 Recycle of Construction Materials (Japan) ............................................................... 16-16

Table 16.2-12 Disposal area plan in the FS report ........................................................................... 16-18

Table 16.2-13 Calculation Example of One-side Altering Traffic（－:failure） ............................ 16-23

Table 16.3-1 Locations of improvement of alignment ..................................................................... 16-29

Table 16.3-2 Result of Cost Estimation ............................................................................................ 16-30

Table 18.2-1 Unit Travel Time Cost, W/O Motorcycle ...................................................................... 18-2

Table 18.2-2 Average Number of Passengers by Type of Vehicle ...................................................... 18-2

Table 18.2-3 Average Loading Weight of Heavy Truck on Weekday ................................................ 18-2

Table 18.2-4 Average Loading Weight of Heavy Truck on Holiday .................................................. 18-3

Table 18.2-5 Estimation Case ............................................................................................................. 18-3

Table 18.2-6 Travel Time Using Existing Road in 2041 (Case 1) ...................................................... 18-3

Table 18.2-7 Travel Time Using Existing Road and Tunnel in 2041 (Case2) .................................... 18-4

Table 18.2-8 TTC Saving Using Existing Road in 2041 (Case 1) (Million NPR / year) ................... 18-4

Table 18.2-9 TTC Saving Using Existing Road and Tunnel in 2041 (Case 2) (Million NPR /

year) ............................................................................................................................ 18-4

Table 18.3-1 Summary of Estimation Results .................................................................................... 18-4

Table 19.3-1 General Recommendation ............................................................................................. 19-5

Table 19.3-2 The Other Recommendation for the Section II ............................................................. 19-5

xxx

ACRONYMS AND ABBREVIATIONS

3Es : Engineering, Education, and Enforcement

4Es : Engineering, Education, Enforcement, and Emergency

Response

AADT : Annual Average Daily Traffic

AASHTO : American Association of State Highway and Transportation

Officials

ACSR : Aluminum Conductors Steel Reinforced

ADB : Asian Development Bank

AGF : All Ground Fastening

AH : Asian Highway

ARMP : Annual Road Maintenance Plan

BBIN : Bangladesh, Bhutan, India, and Nepal

BD : Basic Design

BP Highway : Banepa - Bardibas Highway (Sindhuli Road)

CAAN : Civil Aviation Authority of Nepal

CAGR : Compound Average Growth Rate

CBS : Central Bureau of Statistics

CBS : Cost-Based Selection System

CFUGs : Community Forest User Groups

CIF : Cost, Insurance and Freight

CT : Clearance time（sec）

CTII : CTI Engineering International Co., Ltd.

D&B : Drill & Blasting

DBST : Double Bituminous Surface Treatment

DCCs : District coordination committees

DCID : Development Cooperation Implementation Division

DD : Detailed Design

DDC : District Development Committee

DDG : Deputy Director General

DFO : District Forest Office

DG : Director General

DOLI : Department of Local Infrastructure

DOLIDAR : Department of Local Infrastructure Development and

Agricultural Roads

DOMG : Department of Mines and Geology

DOR : Department of Roads

DORW : Department of Railways

DOTM : Department of Transport Management

DPR : Detailed Project Report

DR : District Roads

EIA : Environmental Impact Assessment

EIS : Emergency Information System

EPA : Environment Protection Act

ERT : Electric Resistivity Tomography

ESC : Environmental and social conditions

xxxi

ESMF : Environmental and Social Management Framework

E-W Highway, EWH : East-West Highway (Mahendra Highway)

F/S : Feasibility Study

FAR : Financial Administration Regulation

FHWA : Federal Highway Administration

FNCCI : Federation of Nepalese Chambers of Commerce and Industry

FOB : Free on Board

FR : Feeder roads

FRSMO : Federal Roads Supervision and Monitoring Offices

FY : Fiscal Years

GDP : Gross Domestic Product

GESU : Geo-Environmental and Social Unit

GNDI : Gross National Disposable Income

GNI : Gross National Income

GON : Government of Nepal

GVW : Gross Vehicle Weight

HED : Heavy Equipment Division

HOR : House of Representative

ICD : Inland Clearance Depot

ICT : Information and Communication Technology

IECCD : International Economic Cooperation Coordination Division

IEE : Initial Environmental Examination

IPP : Independent Power Producer

IUCN : International Union for Conservation of Nature and Natural

Resources

JICA : Japan International Cooperation Agency

JOCV : Japanese Overseas Cooperation Volunteers

KDP Road : Kamala-Dhalkebar-Pathlaiya Road

KTM : Kathmandu

LDC : Least Developed Country

LOS : Level of Service

LRN : Local Road Network

MBH : Madan Bhandari Highway

MBT : Main Boundary Thrust

MCT : Main Central Thrust

MFT : Main Frontal Thrust

M-H Highway : Mid-Hill Highway

MHC : Mid-Hill East–West Corridor

M-N Highway : Mugling-Narayanghat Highway

MOCTCA : Ministry of Culture, Tourism and Civil Aviation

MOF : Ministry of Finance

MOFAGA : Ministry of Federal Affairs and General Administration

MOFALD : Ministry of Federal Affairs and Local Development

MOFE : Ministry of Forests and Environment

MOGM : Ministry of Geology and Mines

MOPIT : Ministry of Physical Infrastructure and Transport

xxxii

MT : Mahabharat Thrust

NA : Nepal Army

NAC : Nepal Airlines Corporation

NATM : New Austrian Tunneling Method

NEA : Nepal Electricity Authority

NH : National Highways

NJJR : Nepal Janakpur-Jayanagar Railway

NPC : National Planning Commission

NPR : Nepal Rupee

NRs : Nepal Rupee

NRS : Nepal Road Standard

NSO : Nepal Shipping Office

NTA : Nepal Tunnel Association

NVC : National Vigilance Center

O&M : Operation and Maintenance

OCG : Oriental Consultants Global Co., Ltd.

ODA : Official Development Assistance

PAPs : Project Affected Persons

PCU : Passenger Car Unit

PH : Prithvi Highway

PIP : Priority Investment Plan

PPP : Public-Private-Partnership

QRDC : Quality Research and Development Center

RA-IMS : Road Accident Information Management System

RAP : Resettlement Action Plan

RBN : Roads Board Nepal

RIB : Road Information Boards

RSA : Road Safety Audit

RSAP : Road Safety Action Plan

RSSDU : Road Sector Skill Development Unit

RSTU : Road Safety and Traffic Unit

RTAs : Road-traffic accidents

SAARC : South Asian Association for Regional Cooperation

SCAEF : Society of Consulting Architectural & Engineering Firms

SD : Scoping Document

SDC : Sindhuli Distribution Center

SDGs : Sustainable Development Goals

SITC : Standard International Trade Classification

SITC : Standard International Trade Classification

SMDMP : Sunkoshi Marin Diversion Multipurpose Project

SMRU : Sindhuli Road Maintenance Unit

SNNP : Shivapuri Nagarjun National Park

SPS : Sanitary and Phyto-Sanitary

SRMOEP-2 : Sindhuli Road Maintenance and Operation Enhancement

Project Phase 2

SRN : Strategic Road Network

xxxiii

SRS : Study and Research Section

TAR : Trans-Asian Railways

TBM : Tunnel Boring Machine

TESU : Traffic Engineering and Safety Unit

TIA : Tribhuvan International Airport

TIACAO : Tribhuvan International Airport Civil Aviation Office

ToR : Terms of Reference

TTC : Travel Time Cost

UNESCAP : United Nations Economic and Social Commission for Asia and

the Pacific

UR : Urban Roads

VDC : Village Development Committee

VR : Village Roads

VUCL : Vidhyut Utpadan Company Limited

WB : World Bank

Data Collection Survey on the Sindhuli Road Capacity Enhancement in Nepal FINAL REPORT

1-1

CHAPTER 1 INTRODUCTION

This Final Report for Data Collection Survey on the Sindhuli Road Capacity Enhancement in Nepal

compiles the result of the desk study of available documents, analysis of data and information gathered

through procurement from relevant sources and discussions/hearings with authorities concerned to the

study on the current condition of the Sindhuli Road, including perspective with regards to future

improvements. It also reflects the results of surveys (road inventory, traffic count survey, findings of

environmental and social considerations).

This Survey aims to prepare and provide a roadmap to improve the Sindhuli Road that would be useful in

meeting the new demands and new expectations of the people of Nepal. Sindhuli Road demonstrated

remarkable outcome soon after its completion. The road became the shortest and fastest corridor joining

Kathmandu with Eastern Terai. Where it took an approximate 9 plus hours to travel from Kathmandu to

Bardibas using the Kathmandu-Naubise-Mugling-Bardibas road, it only took about 5 plus hours through

Sindhuli Road. This significant reduction in the travel time resulted into rapid enhancement of socio-

economic activities along the Sindhuli Road, thereby contributing to the economic development of the

country. However, after completion, the Sindhuli Road soon attracted traffics increasing the volume

exponentially. In about half-decade after its opening, the road is already approaching its capacity (on

average 4,000 vehicles per day). On the other hand, the objective road is only 5.5m wide (1.5 lane) and its

alignment is poor – sharp curves (hairpin curves) and steep grade. Such geometrical conditions have

limited the benefits to standard vehicles, as restrictions have been imposed on large vehicles from plying

the road as a mean to minimize traffic accidents.

Under such circumstances, people of Nepal (general road users and road agencies) began raising concerns

and added expectations for a better Sindhuli Road. As is also emphasized in the latest development plans,

people are looking forward to an improved Sindhuli Road, which is wider, smoother, faster and safer, more

resilient to disaster, and more economically friendly than the existing road. Although, the Government of

Japan (GOJ) has been rendering financial and technical assistance even after completion of the road to

keep the road operational by attending timely and adequate maintenance, it is time to consider

improvement/upgradation to meet the road users` expectations. By doing so, the road will enhance its

capacity; it will be operable without restriction impositions; it can function as an integral part of the Asian

Highway (AH) or at least serve as a strong connectivity between the two Asian Highways, AH2 and AH42;

it will bring the northeastern regions of the country closer to Kathmandu; and it will serve as a redundant

road of Kathmandu-Naubise-Mugling-Bardibas Road and the currently under-construction Kathmandu-

Terai/Madhes Expressway.

Although the Government of Nepal (GON) also acknowledges the need for the improvement, it`s

improvement is not as simple as other ordinary roads. There are sections where widening is deemed

extremely challenging. Therefore, a combination of improvement methods comprising of simple widening,

widening using structures, improvement and widening using bridges (includes loop bridge and metal

roads), bypassing and provision of tunnels need to be considered. This Survey studies the possibilities of


1-2

such combination and recommends the optimum improvement method to achieve the objective of the

Survey.

1.1 SURVEY BACKGROUND

The Federal Democratic Republic of Nepal (hereunder "Nepal") is a landlocked country, located in

between two giant countries, India and China. It shares its border with China in the north and India on the

other three sides. Geographically, Nepal can be divided almost horizontally into three regions.

Mountainous region (the Himalayas) in the north, hilly region in the middle and low land (Terai plains) in

the south. About 80% of the country is occupied by mountains and hills and the rest by Terai region. Terai

plains in the south is the main agricultural area of the country and is home to about half the country’s

population.

Nepal’s trade is heavily dependent on road transport, which accounts to 90% of the country’s domestic and

international transport of passenger and cargo goods. Expansion of road network and sustainable

improvement of existing roads between Kathmandu and the Indian border via the Terai Plains is inevitable

to enhance stable and efficient transportation of people, goods, and socio-economic activity of the country.

For nearly half a century, transport of goods and people from/to the capital Kathmandu have been serving

by a single route (trunk road) 1. This route extends to about 110km towards the west from Kathmandu and

goes down southward passing almost perpendicularly through the Mahabharat range to meet with the East-

West Highway that connects the Terai plains from the east to the west. The route consists of several

highways; in sequence as it starts from Kathmandu are the Tribhuvan Highway, the Prithvi Highway, the

Mugling-Narayanghat Highway (M-N Highway), and East-West Highway (E-W Highway, Mahendra

Highway). For convenience, this route will be referred to as the “Westward Route” in this report. The

Westward Route was the only route connecting Kathmandu and the Terai Plains and was the lifeline or

vertebra supporting the socio-economic activities of the corridor and the capital city until the Sindhuli

Road, commonly known as the BP Highway2, constructed under the grant aid assistance from Japan, was

completed in 2015. The Sindhuli Road is now serving as the second all-season highway that connects the

capital city directly with the eastern Terai region.

Shortly after the opening in 2015 and even during partial openings of each Sections, the Sindhuli Road

began contributing to the economic activities as demonstrated by the rapid development along its corridor

and the sharp increase of the traffic volume. According to a traffic survey conducted in 2019 under the

Sindhuli Road Maintenance and Operation Enhancement Project Phase 2 (SRMOEP-2), daily traffic at

1 Prior to the Westward Route, all vehicles coming in and out of Kathmandu Valley used the Tribhuvan Highway, which is the first

road that provided serviceable road connection between Kathmandu Valley and the Indian Border town. Popularly known as

‘Byroad’, the road commences in Kathmandu extends west and turns south at Naubise passes Hetauda and all the way up to

Birgunj/Raxaul. After the Westward Route came in service, due to its gentle geometry compared to Tribhuvan Highway, where

the width is narrow and compounded with unending series of climbs and descents through the Siwalik (south of Kathmandu), it

soon became the game changer by attracting almost all traffics from the Tribhuvan Highway. The highway is now in extremely

deteriorated situation.

2 The highway is named after the first democratically elected prime minister who led the Nepali Congress Party, Late Bisheswor

Prasad Koirala.


1-3

Dhulikhel, Nepalthok, Khurkot and Bardibas has more than doubled compared to 20153 . One of the

reasons for this increase in traffic volume is the increase in physical distribution due to the growing trade

volume between Nepal and India. The steady economic growth of Nepal is the contributing factor for such

increase. Export have increased sharply by about 1.6 times and imports by about 2 times in the three years

from FY2015 /164 . Second contributing factor is the realization of access to the northeastern regions

through connections with the Mid-Hill Highway (M-H Highway) and the Madan Bhandari Highway (MB

Highway). Third, among others is the saturated traffic capacity (traffic volume reaching the capacity) of

the afore-mentioned Westward Route. Traffic volume of the Sindhuli Road is predicted to further increase

in the coming years and exceed the capacity of the road5. The initial design concept of the Sindhuli Road

emphasized more on accessibility and was thus designed with a 1.5 lane width to accommodate

common/ordinary vehicles. This is because the road needs to pass along steep mountainous areas in the

middle section where alignment required to negotiate with the rough and tough terrain. Another reason is

that it was not designated as an alternative road to cater deterred traffics from other trunk roads due to

closures caused by disasters during monsoon. With such limitations, although the road has been serving

safely and satisfactorily till today, its capacity will saturate, and compliance with respect to the increase of

traffic volume in the future under its present state will be difficult.

On the other hand, the GON is planning construction of Kathmandu-Terai/Madhes Fast Track (Fast-Track).

It is currently under construction and its completion is targeted for 2023/246. Once completed it will be the

third all-season road connecting the capital city with the Terai region. This is a tolled expressway and goes

directly south from Kathmandu to Nijgadh in Terai making it the shortest route. Therefore, it is expected

to attract transport significantly, mainly cargo transport from Birgunj. But there are no figures readily

available that predicts the volume of the road nor of the volume it will likely attract from other directions.

With the completion of the on-going construction of the Nagdhunga Tunnel and dualization of Naubise-

Mugling section under the assistance from the World Bank (WB), the route will become a 2-lane road to

its entire stretch providing smoother and safer travel. Traffics from the western region heading to

Kathmandu is thus likely to stay on the Westward Route. But traffics from the eastern region might take

the Fast-Track under the current condition of the Sindhuli Road. Therefore, to cope with the above

demands, including the need to correspond to the future traffic growth in the country, enhancing the

mobility functions (traffic capacity) of the Sindhuli Road is utterly important.

This Survey is aimed to collect data and information necessary to study/examine the current condition and

operation conditions of the Sindhuli Road including its potentials, need and methodologies for enhancing

its capacity.

3 From the traffic count results provided in the web page of the DOR, AADT at south of Dhulikhel (on Sindhuli Road)in 2015 is

3,274 pcus. It was 9,208 pcus in 2018/19.

4 Source: Nepal, Ministry of Finance, Customs Department, 2019

5 Future traffic volume is subject to impact from COVID-19, which is unpredictable. This Survey assumes the impact is a short-

term phenomenon and as such the traffic volume is assumed to be increased.

6 According to the Nepal Army, a holistic plan has been formulated to complete the construction within the target date. However,

with the progress till date and the scope of the remaining construction, despite all efforts, accomplishing the target seems difficult

and doubtful due to difficulties in compromising with the topographical severity, increasing project cost, and procurement delays.


1-4

1.2 SURVEY OBJECTIVE

The survey aims to prepare and provide a roadmap including relevant material that will be useful in

envisioning and realizing the future image (ideal state) of the Sindhuli Road. To help attain this aim, the

Survey will collect data and information,

i) to confirm the current traffic volume and operational status of the Sindhuli Road,

ii) to forecast future traffic demand, and

iii) to examine future operational policies and improvement possibilities for strengthening logistics

capacity of the road based on the above

1.3 SURVEY SCOPE

The scopes of the Survey are listed below. These scopes cover items to realize the objective of the surveys

in correspondence with survey policies set and methodologies provided hereunder.

i) Preparation and explanation of the Inception Report,

ii) Existing data collection and understanding of present condition in transport /road sector,

iii) Understanding operation & maintenance system of the Sindhuli Road and project implementation

system of infrastructure projects,

iv) Analysis of existing road condition,

v) Study on improvement measures for strengthening logistics capacity of the road

vi) Selection of Optimum Alternative for Tunneling at Section II of the Sindhuli Road, and

vii) Preparation and explanation of Draft Final Report

1.4 TARGET AREA

The target area of the Survey covers the entire stretch of the Sindhuli Road as shown in Figure 1.4-1. The

objective road starts at Bardibas in Province 2 and ends at Dhulikhel in Bagmati Province (Province 3).

Although the survey target area is limited along and in the vicinity of the existing the Sindhuli Road, some

surveys such as traffic count survey or observations and interviews etc. are conducted along the westward

route as well as in the Internal Clearance Deport in Sirsiri in Birgunj.


1-5


Figure 1.4-1 Target Area

1.5 STUDY APPROACH

Enhancing road function of the Sindhuli Road literally means the road will be entering into a new stage,

as it will have new roles and values. Understanding the goals, policies, basic concepts, and perspectives of

the GON including the Provincial Government with respect to enhancement of medium to long term road

functions are indispensable in the process. Wide perspective as of a global transport master plan and

approaches that addresses all the requirements (what, where, when, how etc.) are important factors to be

considered. Setting “Sindhuli Road 2.0 Plan” as the basic concept, the Team will study the measures based

on the flow indicated in the three steps (stages) shown in Figure 1.5-1 and with specific policies including

points provided hereunder.

Detailed study approach and its results are summarized in Chapter 10.


1-6


Figure 1.5-1 Study Flow of Measures for Enhancement of Road Function of The Sindhuli Road


1-7

1.6 RELEVANT GOVERNMENT AGENCY

Ministry of Physical Infrastructure and Transport, Department of Roads

1.7 SURVEY TEAM AND ASSIGNMENT SCHEDULE

The Survey Team (Team) is a joint venture of CTI Engineering International Co., Ltd. (CTII) and Oriental

Consultants Global Co., Ltd. (OCG) and led by CTII. The Team is commissioned by JICA and is composed

of ten (10) Experts. Names, positions, and affiliations of the team members are as indicated in Table 1.7-1.

Table 1.7-1 List of Survey Team Members

Name Position/In Charge Organization

Robinson SHRESTHA Team Leader/Highway Planning I-I / Road Safety Assessment I CTII

Junichiro OGAWA Deputy Team Leader/Highway Planning I-II / Road Safety

Assessment II

CTII

Tomoaki TAKEUCHI Highway Planning II / Geology OCG

Kentaro SAWADA Highway Planning III/ Tunnel Design CTII

Dr. Mitsugu NOMURA Tunnel Planning/Slope Management CTII

Junichi IWASAKI Traffic Demand Forecast / Institution & Financial Analysis CTII

Ichiro NOGUCHI Natural Condition (Engineering) Surveys OCG

Akira YAMASHITA Environmental and Social Considerations CTII

Yasufumi ISEKI Construction Planning OCG

Dr. Takayuki TSUCHIDA Quality Assurance CTII


The Survey is to be implemented in close coordination with MOPIT/DOR, the line ministry/department.

Consultation(s) will also be carried out with relevant agencies necessarily, namely the followings.

(i) Roads Board Nepal (RBN)

(ii) Ministry of Forests and Environment (MOFE)

(iii) Department of Mines and Geology (DOMG), Ministry of Geology and Mines (MOGM)

(iv) Department of Energy, Water Resources and Irrigation

1.8 DELIVERABLES

The deliverables of this Survey are comprised of several reports. Following are the Reports and its

submission dates.

Inception Report (April 2021)

Interim Report (September 2021)

Draft Final Report (January 2022)

Final Report (February 2022)


1-8

1.9 BRIEF HISTORY AND BASIC UNDERSTANDING

1.9.1 Brief History

Awareness for a road connecting Kathmandu with the eastern Terai region was felt far before it was actually

conceptualized. In the report of the Kathmandu-Janakpur Road Plan prepared during the Cold War Era,

the construction of the Sindhuli Road corridor was initially conceptualized. In the 1970s, an Italian

consulting firm also developed a road plan from Sindhuli Bazar to Dhulikhel, which was never

materialized.

Second awareness arose in the 1970s. The Japanese Overseas Cooperation Volunteers (JOCV) involved in

agricultural projects raised concerns for a need of a road to transport the agricultural products produced in

the mountains, which will help in enhance the livelihoods of the local people. The first steppingstone to

resolve the concern was laid when the road construction machinery was provided to the road agency of the

country by Japan in 1981. The construction of the Sindhuli Road was then proposed by the Infrastructure

Development Institute Japan in 1983. The GON then officially requested Japan in 1985 for the assistance.

The chronology of the Sindhuli Road from survey till construction is given in Table 1.9-1 and briefly

summarized below.

Upon request from the GON, a Japanese Survey Team carried out the Preliminary Survey for the

project plan in 1986.

This was followed by a feasibility study in 1986 conducted by JICA, which took three years and

completed in 1988. The project didn’t gain momentum and in 1992 once again a preliminary survey

was conducted, which was followed by an aftercare study in 1993.

The Sindhuli Road was divided into four sections. Basic Design (BD) of Section I (Bardibas-Sindhuli

Bazar: 37km) began in 1994 and proceeded to the detailed design, while the Basic Design (BD) of

Section IV (Nepalthok- Dhulikhel: 50km) commenced on the same year followed by the Detailed

Design (DD).

After the DD, the construction of Section I commenced in 1996 and completed in 1997.

Construction of Section IV followed in 1998. Construction of Section IV was divided in two terms-

the first term was between 1998 and 2000, and the second term was between 2000 and 2002. BD on

emergency recovery was conducted to plan countermeasures against the damages caused by the heavy

rain during the monsoon in 2002. The restoration work was carried out, which completed in 2004. On the other hand, BD and DD of Section II (Sindhuli Bazar – Khurkot:35.8km) were conducted in

1999 and 2000 respectively. Implementation of this section was divided into three terms- first term

2001 – 2003, second term 2002 – 2005, and third term 2005-2008. The section took eight years to

complete, and the main reason was the political turmoil and civil war of the country. In 2006, the supplementary survey of Section III started. This was followed by a preliminary survey,

preparatory survey and the DD, which completed in 2009. This section was also constructed in three

terms- first term (KTM side) was constructed in 2010 to 2012. The preparatory survey and DD for the sections of second term and the third term was conducted.

Construction of the second term (middle section) was commenced and completed in 2013.

Construction of the third term (Khurkot side) was started in 2013 and completed in April 2015. The Sindhuli Road incurred damages at more than 24 locations, 5 of which were significant.

Preparatory Surveys for restoration of the damaged section was done in 2017-2018 and the restoration

works were implemented in 2020-2021.


1-9

Table 1.9-1 Overview Chronology of The Sindhuli Road


1.9.2 Basic Understanding and Concerns

The Sindhuli Road is a 160km long road and is the first and only major exit bound south-east from

Kathmandu. This road is regarded as a symbol of Japan’s official development assistance (ODA). Initial

surveys started in the 1980s followed by its construction between 1996 and completed in 2015.

Construction of the road and development of its connecting roads have made possible direct vehicular

access between Kathmandu and the breadbasket area of east Terai including the northeastern regions in

Sindhuli, Dolkha and Ramechhap District, which were remotely accessible before. The completion of

eastern side M-H Highway and portions of MB Highway 7 has further enhanced access to eastern regions

7 An approximately 1,248km long road, which starts at Shantinagar in Jhapa District of Province No.1 and runs through Inner

Terai (Chure-bhawar) connecting Chure and Bhitri Madhes (Inner Terai) to reach Dadeldhura District of Sudurpashchim

Province (Province No.7) in the west.

Section I

1984

1985

1986

1987

1988

1989

1990

1991

1992

1993

1994 Basic Design

1995 Detailed Design

1996

1997

1998

1999

2000

2001

2002 Heavy Rain Disaster, July

2003

2004

2005 Project Formulation Study (EIA)

2006

2007

2008

2009

2010

2011

2012

2013 Term-2

2014

2015 Earthquake Disaster, April

2016

2017

2018

2019

2020

2021

2022

YearSindhuli Road　160 km

RemarksSection IV Section III Section II

Preliminary Survey

Feasibility Study

Preliminary Survey

Aftercare Study

Basic Design

ConstructionDetailed Design

Construction Term-1 Basic Design

Construction

Term-2

Detailed Design

Construction

Term-1

Construction

Term-2Restoration Work

Construction

Term-3

Supplemental Survey

Preliminary Study

Capacity Development Project-2

(O&M) & its Formulation Study

Detailed Design

Restoration Work

Preparatory Survey

Detailed DesignCapacity Development Project-1

(O&M) & its Formulation StudyConstruction

Term-1Preparatory Survey Promotion Project for High

Value Agriculture along

Sindhuli Road & its

Formation Study

Detailed Design Detailed Design

Construction

Term-3

Restoration Work

Basic Design (Emergency Recovery)

Preparatory Survey-1 (Slope Protection)

Preparatory Survey-2 (Slope Protection)

Preparatory Survey (Earthquake Disaster)


1-10

bringing the area closer to the once-remote capital. The road has reduced the travel distance between

Kathmandu and Bardibas and the cities in the east by 200km (approximately 5 hours shortened) compared

to the Westward Route.

Involvement in the planning to construction of the project has also enhanced capacity of the implementing

agency and other related agencies on the implementation and management of the projects including

technology transfer to individuals, domestic construction companies, construction workers, and consultant

staffs.

During the 2015 Gurkha Earthquake, the road was subject to minimal damage and was rather functioning

for emergency evacuation and relief purposes. With the completion of the permanent recovery works of

the portions damaged by the quake in March 2021, disaster resiliency of the road has further enhanced and

expectations for the road to function for emergency evacuation is high.

Emphasis during planning of the Sindhuli Road was on two aspects, i) connectivity (emphasis on access),

and ii) corridor opening (new road connection between Kathmandu and Terai). Based on these aspects, the

road was designed as a 1.5 lane with understanding of and consent from the responsible road agency of

Nepal to allow such stricter geometric standards (sub-standard) and large-scale repairs periodically. In

other words, despite being a one-digit National Highway (NH-06)8 in Nepal, the accessibility and not the

mobility function (trunk road for transport purpose) was initially prioritized and was subjected instead for

strengthening progressively in the future. Another important factor taken into consideration was the

optimization of cost implication by using local materials and technology suitable for the circumstances in

Nepal, while considering the design to prevent the risk of landslide.

Nevertheless, socio-economic impact of the project was significant even when the road was partially

opened after sections of the road was completed. Buses started service between Bardibas and Sindhuli

Bazar soon after Section I was completed (extended to Khurkot later). Similar outcome was prominent,

when Section IV was completed raising accessibility convenience between Kathmandu and Nepalthok.

When the entire stretch was completed in April 2015, the outcome soon began exceeding the initial targets

or predictions. In a short period of 4 years, traffic volume has increased two-folds. On the negative side,

traffic accidents are increasing every year. These as the background, people’s awareness and the outcry for

improvement, upgradation began to increase.

The demand for the improvement is also being strongly sought by the transport owners, especially buses

and trucks so that the convenience can be enjoyed equally, as currently these vehicles are restricted from

plying the road. Some other reasons pointed out for the need of an improvement are, but not limited to,

i) The road is already serving as community service road for local traffic and products,

ii) The road has high potential to function as a trade route with India, particularly to the eastern

region, and

iii) It has potential to transport commodity goods imported from China through Tatopani border to

8 Based on previous Highway Nodes. Currently, the highway is classified as NH-13 after re-classification approved by the GON,

Cabinet of Ministers on May 20, 2019


1-11

the Terai region.

The Sindhuli Road was initially classified as NH06. In terms of hierarchy, the objective road was on the

higher tier, which means the road is strategically important and its maintenance would be prioritized.

However, following Cabinet decision, it is now re-classified to NH13, meaning the road is now in the 13th

position and its priority level for maintenance may have lowered, if not unknown. At least, what is known

is that the re-classification has identified many roads as highways consequently increasing the total number

and length. Will the level of priority for maintenance remain same as before or will it be changed - or in

other words, will there be substantial increase in the allocation of the maintenance budget to cover all these

highways is a point of concern.

Another concern is the development of other roads namely, the Fast-Track, Mid-Hill Highway (M-H

Highway), MB Highway (Dharan-Hetauda section) upgradation of E-W Highway etc. The

construction/improvement of these roads is expected to have impact on the Sindhuli Road.

1.10 GOVERNMENT STRUCTURE OF NEPAL

1.10.1 Brief Political Background

Nepal’s 240-year-old monarchy that exercised a unitary and centralized system, became a constitutional

monarchy in November 19909 , after the Jana Andolan (nationwide people’s movement or nationwide

unrest) that forced the then king to accept the formation of a multiparty parliamentary system. A new

constitution (Interim) promulgated on November 9, 1990, greatly reduced the power of the monarchy. The

king remained the head of state, but effective executive power was given to the Council of Ministers,

headed by the prime minister. Under the terms of the interim constitution, the new constitution was to be

promulgated by April 28, 2010. But failure among the parties to reach to agree on its contents, temporary

dissolvement, and differences on key issues including system of governance, judicial system and

federation issues like number, name and areas of the states to be carved the constitution could not be

finalized and promulgated in time. Finally on September 20, 2015, the constitution was promulgated. This

established Nepal as a federal secular parliamentary republic that divided into seven (7) provinces.

It also defines the country as having multi-ethnic, multi-lingual, multi-religious, multi-cultural

characteristics with common aspirations of people living in diverse geographical regions and being

committed to and united by a bond of allegiance to the national independence, territorial integrity, national

interest, and prosperity of Nepal.

1.10.2 Government Structure

1.10.2.1 Federal Structure

The constitution of Nepal promulgated in 2015 adopts a three-tier system of federalism. As illustrated in

Figure 1.10-1, the government comprises of federal government under which lies the provincial

government. The country is divided into seven (7) provinces which is administered by the federal

government. The district coordination committees are the local government and is the third (lowest) level

9 The idea of federalism was mooted at this time but did not get sufficient limelight until for another 2 decades when, following

the second people’s movement, the monarchy was officially abolished on 28 May 2008 by the 1st Constituent Assembly to declare

the Federal Democratic Republic of Nepal.


1-12

of government division. This consists of six metropolitan cities, 11 sub-metropolitan cities, 276

municipalities and 460 village.


Figure 1.10-1 Administrative Organizational Structure

(1) Federal Government

The government of Nepal is an executive body and the central government of Nepal. The government

is on the top-most tier and functions allocated consists of tasks that need national integrity, currency

and monetary affairs, national security and defense, regulation. Setting of standards, external relations,

inter-provincial nature of work, including projects and infrastructure, research and development etc.

1) Head of State

The President serves as the head of state and also the commander in chief and is the supreme leader of

the country. The head of state is elected by the parliament and the tenure is five (5) years. The Vice

President represent the roles in the absence of the President. The role of the head of the President is

mainly ceremonial. The President appoints the head of the constitutional body with recommendations

from the Constitutional Council.

2) Executive

The Prime Minister is the head of the government and exercises executive power and also heads the

cabinet of ministers. The Prime Minister is also elected by parliament and the tenure is five (5) years.

The Attorney General is recommended by the Prime Minister for appointment by the President.

3) Head of Legislative

Head of Legislative are the Speaker of House of Representative (HOR) and Chairman of National

Assembly. There is no tenure but mandatory retirement at the age of 65. HOR and National Assembly

consist of 10 and 4 thematic committees respectively.


1-13

House of Representatives National Assembly

Finance

International Relations

Industry, Commerce, Labour and Consumer Interest

Law, Justice, and Human Rights

Agriculture, Cooperative and Natural Resources

Women and Social

State Affairs

Development and Technology

Education and Health

Public Account

Sustainable Development and Good

Governance

Legislative Management

Delegated Legislation and Government

Assurances

National Interest and coordination among

members


4) Head of Judiciary

Head of Judiciary is Chief Justice of the Supreme Court.

(2) Provincial Government

There are seven provinces. Each province has a capital. Names of the provinces and its capitals are as

shown in Figure 1.10-2. Each province has a unicameral provincial legislature, varying in size

according to the population of the province. The members are elected through first-past-the-post voting

and party-list proportional representation for a term of five years, unless dissolved sooner. The most

recent provincial election was held on 24 November and 7 December 2017. The head of the provincial

government is the Chief Minister, who is the parliamentary party leader of the party with the majority

or the highest number of seats in the assembly. The Chief Minister appoints a Provincial Cabinet. The

members of the Provincial Cabinet are responsible for the various departments of the provincial

administration.

(3) Local Government

Local government in Nepal is the third level of government division in Nepal, which is administered

by the provincial governments which in turn is beneath the federal government. The new constitution

has completely restructured the local government. All old municipalities and villages (about 3,900)

have been redistributed. The former 75 district development committees (DDCs) have been replaced

by 77 new district co-ordination committees (DCCs), which, however, have no administrative powers.

These are in turn divided into 6 “Metropolitan Cities”, 11 “Sub-Metropolitan Cities”, 276

“Municipalities” and 460 “Village Councils”. They consist of 6,473 constituencies, so-called “wards”.

https://en.wikipedia.org/wiki/First-past-the-post_voting

https://en.wikipedia.org/wiki/Party-list_proportional_representation


1-14


Figure 1.10-2 Division of Provinces and Districts


2-1

CHAPTER 2 SOCIO-ECONOMIC INDICATORS AND PROJECT

PROFILE

2.1 COUNTRY OVERVIEW

Nepal occupies 0.03 % and 0.3% land area of the World and the Asian continent respectively. It has a total

area of 147,181 square kilometers (about 2.5 times smaller than Japan). It stretches from east to west with an

average length of 1,000 kilometers and widens from north to south with an average breadth of 193 kilometers.

Geographically, Nepal has three east-to-west elongated climatic zones. The northern mountain belt is

naturally decorated by an unbroken range of Himalayas (in Sanskrit it means abode of snow), which contains

eight peaks higher than 8,000 meters, including the world's highest peak Mt. Everest (8,848.86 meters). The

altitude of the belt varies between 3,000 and 8,848m and has a sub-alpine/alpine climate. Middle hilly belt is

enriched by hills, valleys and lakes. It is situated in an elevation of 700m (Mahabharat Range) – 3,000m.

Kathmandu, the capital city of Nepal is situated in this region at an altitude of about 1,400m. The climate

here is moderate. Terai belt is the plain area situated in southern part of Nepal, which is usually known as the

grain house or the breadbasket of the country since most of the crops produced in Nepal are farmed in this

region. The elevation of the area varies from 60m (in Jhapa) to 700m at the Siwalik zone. Year around, the

climate of this belt is tropical/sub-tropical.

It is multicultural, multiethnic, and multilingual country as its tribe and language in use exceeds over hundred.

It is also a secular state with 81.3 percent of the population belonging to Hinduism, 9.0 percent to Buddhism,

4.4 percent to Islam, 3.1 percent to Kirat and 1.4 percent to Christianity.

According to the National Population Census 2011, the annual growth rate of population as of 2019/2020 is

1.85 percent and the total population is recorded about 30.42 million.

The preliminary estimate of GDP (Gross Domestic Product) per capita at current price stands at NPR 140,819

(US$ 1,191) for the fiscal year 2020/21.

Country profile is summarized in Table 2.1-1.

Table 2.1-1 Country Profile

Country Name Nepal (Federal Democratic Republic of Nepal)

Region South Asia

Capital Kathmandu, located in central Nepal

Population 30,416,788 (population growth 1.85 percent)

Area 147,181 square km

Altitude 8,848.86m (Mt Everest)

Standard Time GMT + 5:45 hours

Governing System Republic: multi-party parliamentary democracy with elected prime minister

accountable to the parliament as executive head; constitution promulgated in

2015.

Language Nepali, written in Devanagari script; English is widely used in business

Religion Secular state: Hinduism 81.3%, Buddhism 9.0%, Islam 4.4%, Kirat 3.1%,

Christianity 1.4%

Geography (south to north) Terai belt/region: Altitude 59-700 m

Hilly belt/region: Altitude 700-3,000 m

Mountain belt/region: Altitude 3,000-8,848 m


2-2

Climate Terai region: tropical/sub-tropical

Hilly region: moderate

Mountain region: sub-alpine/alpine

Currency Nepal rupee (NPR), 1 USD = 118.73 NPR (as of July 2021)

Nominal Per capita GDP (US $) 1,191

Source: Base is from Transportation Sector Profile, 2018, Investment Board of Nepal & Ministry of Industry, which was updated

by Survey Team with reference to the Economic Survey 2019_2020

2.2 SOCIO-ECONIMIC INDICATORS

2.2.1 Population

Population census has been conducted by CBS (Central Bureau of Statistics) every 10 years and last census,

NPHC 2011 (National Population and Housing Census 2011) was conducted in 2011. Although the latest

census was scheduled from June 8 to 22 in 2021, it was postponed indefinitely due to the worldwide COVID-

19 pandemic.

Figure 2.2-1 shows the population of Nepal from 1960 to 2030. Actual population is indicated by the blue

line and projected population beyond 2012 till 2030 as predicted in the census is shown by the orange line.

The actual population from 2014 is slightly smaller than that of the projected. From the figure it is apparent

that the predicted population is larger than the actual. But in 2020, the actual population is almost identical

to that of the predicted. The actual population in 2020 is about 30.42 million

Source: NPHC 2011, The World bank Website, Volume 08 and NPHC 2011, “National Population and Housing Census 2011

(Population Projection 2011 – 2031)”

Figure 2.2-1 Population (Actual vs. Projection)

Figure 2.2-2 shows the population growth rate beyond 2011. The growth rate is predicted to decline in a

uniform manner. But the actual growth, which is higher than the predicted in 2011 suddenly plummets sharply

below the prediction in year 2012 and gradually increases until it exceeds the prediction in year 2016. The

growth rate in 2020 is about 1.9 percent.

Two possible reasons for the decline in the population growth rate during the 2012 to 2015 are as assumed

below.

0

5

10

15

20

25

30

35

40

196

0

196

2

196

4

196

6

196

8

197

0

197

2

197

4

197

6

197

8

198

0

198

2

198

4

198

6

198

8

199

0

199

2

199

4

199

6

199

8

200

0

200

2

200

4

200

6

200

8

201

0

201

2

201

4

201

6

201

8

202

0

202

2

202

4

202

6

202

8

203

0

Mill

ion

Actual Projection

2020


2-3

• High volume of absentee population in census counts due to emigration of youths, which might be

overseas students and workers

• A decrease in the fertility rate which is currently 1.93 births per woman because of increasing literacy

rate and birth controls

Source: NPHC 2011, The World bank Website, Volume 08 and NPHC 2011, “National Population and Housing Census 2011

(Population Projection 2011 – 2031)”

Figure 2.2-2 Population Growth (Actual vs. Projection)

2.2.2 Economy and Industry

2.2.2.1 Overview of the Nepalese Economy

Key macro-economic indicators for three consecutive years from FY 2018/19 to FY 2020/21 are provided in

Table 2.2-1.

Table 2.2-1 Key Macro-Economic Indicators

Indicator 2018/19 2019/20 2020/21

Nominal Per capita GDP (US $) 1,159 1,126 1,191

Nominal Per capita GNI (US $) 1,171 1,139 1,196

Nominal Per capita GNDI (US$) 1,470 1,422 1,486

Final consumption expenditure as % of GDP 84.7 93.65 93.38

Gross domestic saving as % of GDP 15.3 6.35 6.62

Gross national saving as % of GDP 42.12 32.61 31.4

Gross fixed capital formation as % of GDP 33.82 28.43 27.26

Exports of goods and services as percentage of GDP 7.78 6.76 5.08

Imports of goods and services as percentage of GDP 41.47 33.89 32.83

Workers' Remittances as percentage of GDP 22.79 22.35 22.28

Resource Gap as percentage of GDP (+/-) 0.74 4.21 0.63

GNI: Gross National Income

GNDI: Gross National Disposable Income

Source: National Accounts Statistics of Nepal (2020/21 Annual Estimates)

2.2.2.2 National Economy

Macroeconomic indicators were balanced and satisfactory till the mid-March of fiscal year 2019/20. But the

worldwide outbreak of coronavirus (COVID-19) from the beginning of 2020, has affected Nepal, too. Due

to the measures adopted to prevent and control the outbreak of COVID-19, the overall economy including

-0.5%

0.0%

0.5%

1.0%

1.5%

2.0%

201

1

201

2

201

3

201

4

201

5

201

6

201

7

201

8

201

9

202

0

202

1

202

2

202

3

202

4

202

5

202

6

202

7

202

8

202

9

203

0

203

1

Actual Projection

2019/2020


2-4

agriculture, industry transportation, tourism, hotel and restaurant, construction, wholesale and retail business

and services has been highly affected.

GDP growth rate between FY 2009/10 and 2020/21 (estimated) is shown in Figure 2.2-3, while sectoral

growth rate of the GDP for the last ten fiscal years (FY 2010/11-2020/21 (estimated)) is provided in Figure

2.2-4. The high economic growth rate that has been consistently achieved during the period of FY 2016/17

to FY 2018/19 declined to 2.27 percent in FY 2019/20. The economic survey conducted in 2019/20 was

optimistic in estimating the growth rate for the FY 2020/21, which accounted to 3.98 percent. But according

to the same survey conducted in 2021 shows that the actual growth has rather reached the negative level of

2.12 percent. For the first time in the last two decades, Nepal's economic growth rate has reached a negative

level of 2.12 percent due to the impact from the COVID-19 global impact. It is said the impact is higher than

the economic damage caused by the 2015 earthquake.

Sectoral growth was directly proportional to the GDP growth, which was also seen to plummet in FY 2018/19

with expectation to grow in FY 2019/20. The growth rate estimated for primary, secondary and tertiary sectors

in fiscal year 2019/20 as 2.54 percent, 3.36 percent and 1.99 percent, respectively. The actual figures turned

out to be 2.13, 3.76, and 3.97 (Economic Survey 2020/21) respectively. The contribution of primary,

secondary and tertiary sectors to GDP in FY 2019/20 was estimated to be 28.2 percent, 13.7 percent and 58.1

percent, respectively. The actual figures were 26.4 per cent, 12.5 percent and 61.1 percent respectively.

Source: CBS (figures for FY 2020/21 is an estimate)

Figure 2.2-3 GDP Growth Rate

Source: Economic Survey, 2019/20, *: estimate

Figure 2.2-4 Sectoral Growth Rate of GDP

4.26

3.85

4.61

3.76

5.72

2.97

0.2

7.74

6.35

6.75

2.27

3.98

0

1

2

3

4

5

6

7

8

9

10

2009/10 2010/11 2011/12 2012/13 2013/14 2014/15 2015/16 2016/17 2017/18R 2018/19P 2019/20 2020/21

%

Agriculture, Forestry and Fishing

Non-Agriculture

Gross Domestic Product (GDP) at basic prices

-10

-5

0

5

10

15

2010/11 2011/12 2012/13 2013/14 2014/15 2015/16 2016/17 2017/18 2018/19 2019/20*

%

Primary Sector Secondary Sector Tertiary Sector


2-5

Nepal’s economy is heavily dependent on foreign markets for its agricultural and forest products. Nepal

imports essential commodities, such as fuel, construction materials, fertilizers, metals, and most consumer

goods, and exports such products as rice, jute, timber, and textiles. Share of GDP by sector for past ten years

and composition of GDP by industry for the past three years are shown graphically in Figure 2.2-5 and Figure

2.2-6 respectively. The share of tertiary sector is seen to gradually rise, while the share of primary sector is

gradually decreasing. The share of secondary sector is almost constant.

On the other hand, the agriculture, forestry and fishing industry and the wholesale and retail trade industry

occupy almost half the GDP share and the trade is constant for the last three years.

Source: National Accounts Statistics of Nepal (2020/21 Annual Estimates)

Figure 2.2-5 Share of GDP by Sector

Source: CBS

Figure 2.2-6 Composition of GDP by Industry

34 33 32 31 30 29 27 26 26 27 26

14 15 15 14 14 14 14 15 14 13 13

52 52 53 55 56 57 59 59 60 60 61

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

2010/11 2011/12 2012/13 2013/14 2014/15 2015/16 2016/17 2017/18 2018/19 2019/20 2020/21

Primary Sector Secondary Sector Tertiary Sector

0.5%

0.6%

0.7%

0.8%

1.0%

1.0%

1.5%

2.2%

2.3%

5.8%

6.2%

6.5%

6.5%

7.0%

7.5%

8.8%

16.2%

24.9%

0.6%

0.6%

0.6%

0.8%

1.0%

1.2%

1.7%

2.2%

1.5%

5.0%

6.8%

5.2%

8.0%

5.9%

8.4%

9.2%

15.0%

26.2%

0.6%

0.5%

0.6%

0.8%

1.1%

1.2%

1.7%

2.2%

1.6%

5.1%

6.9%

5.4%

7.7%

5.7%

8.0%

9.4%

15.7%

25.8%

-

200

,00

0

400

,00

0

600

,00

0

800

,00

0

1,0

00

,000

1,2

00

,000

Others

Water supply; sewerage, waste management andremediation activities

Mining and quarrying

Administrative and support service activities

Professional, scientific and technical activities

Electricity, gas, steam and air conditioning supply

Human health and social work activities

Information and communication

Accommodation and food service activities

Manufacturing

Financial and insurance activities

Transportation and storage

Public administration and defence; compulsory socialsecurity

Construction

Education

Real estate activities

Wholesale and retail trade; repair of motor vehiclesand motorcycles

Agriculture, forestry and fishing

Million Rs.

2020/21 2019/20 2018/19


2-6

2.2.2.3 Provincial Economy

As shown in Figure 2.2-7, target area of this Survey is located in Province No.2 and No.3. The Sindhuli Road

has been bringing benefit and will be essential for the future not only for the eastern part of Nepal but also

between Nepal and India. Indirect advantage / benefit will be brought even to Province No.1 as well since

the Sindhuli Road is the only arterial road connecting eastern area of Nepal with Kathmandu and India.

Social and economic indicators of relevant provinces are as shown in Table 2.2-2. Composition of GDP by

Province and GDP growth of each province are shown in Figure 2.2-8 and Figure 2.2-9 respectively.

Source: Nepalsbuuzzpage.com Website

Figure 2.2-7 Administrative Divisions by Province and District

Sindhuli Road


2-7

Table 2.2-2 Social and Economic Indicators of Provinces

Indicators Nepal Province

No.1

Province

No.2

Province

No.3

Province

No.4

Province

No.5

Province

No.6

Province

No.7

Administrative and Demographic Status

Number of Local

Level 753 137 136 119 85 109 79 88

Population(in %) 100 17 20 21 9 17 6 10

Population Density per

Sq. km 175 559 272 112 202 56 131

Area (In %) 100 18 7 14 15 12 22 13

Economic and Social Sector

Economic Growth

Rate (at basic price) In

percentage

4 4 4 5 4 4 4 4

Provincial

Contribution to GDP

(at basic price)

100 16 13 38 9 14 4 7

Number of Registered

Industry 8,384 791 564 5,450 773 612 78 116

Hydropower (MW) 1,386 280 13 472 527 31 11 52

Local Road Network

(km) 63,577 12,782 5,965 15,692 11,494 9,051 3,266 5,326

School Numbers 35,674 6,958 4,164 7,054 4,349 5,728 3,191 4,230

Financial Sector

Branches of Banks and

Financial Institutions 10,430 1,652 1,574 2,677 1,340 2,026 406 755

Per Branch Population 2,913 3,018 4,035 2,443 1,887 2,549 4,522 3,938

Source: CBS

Source: CBS

Figure 2.2-8 Composition of GDP by Province

Figure 2.2-9 GDP Growth Rate by Province

GDP by industry of nationwide and Province No.1, 2 and 3 is compared as illustrated in Figure 2.2-10. From

this, it is found that GDP of Province No.1, 2 and 3 contribute to Nepal’s economy more than 50%.

Province No.115%

Province No.213%

Province No.338%

Province No.49%

Province No.514%

Province No.64%

Province No.77%

-6

-4

-2

0

2

4

6

8

10

No

.1

No

.2

No

.3

No

.4

No

.5

No

.6

No

.7

%

2018/19 2019/20 2020/21


2-8

“Others” consist of arts, entertainment, and recreation; Other service activities; and Activities of households as

employers; undifferentiated goods- and services-producing activities of households for own use.

Source: CBS

Figure 2.2-10 GDP Comparison by Industry (Province No.1, 2 and 3 vs. Nationwide)

2.2.3 Trade Trend

2.2.3.1 Growth of Nepalese Foreign Trade

Before 1951, Nepal's trade relation was only with India and Tibet. The trade relation of Nepal expanded with

many other countries after the decline of the Rana dynasty1 but to it took many years to expand its trade

relation with other countries as well as improve the trade trend due to lack of proper infrastructure and

geographic constraints. Nepal formulated many strategies to enhance its trade trend but was and still depends

more on import.

Table 2.2-3 shows the growth trend of Nepal’s foreign trade for FY 2000/01 and between 2011/12 and

2018/19 including the share of export and import as given in the parenthesis. The volume of trade in FY

2000/01, at the initial stage of construction of the Sindhuli Road, was 17,134 Crore2 NPR. The share of export

1 Rana Dynasty: the dynasty thatruled the Kingdom of Nepal from 1846 until 1951, reducing the Shah monarch to a figurehead and

making Prime Minister and other government positions held by the Ranas hereditary

2 1 Crore is the unit commonly used in Nepal and is equivalent to Ten Million

72%

59%

61%

87%

81%

59%

55%

65%

59%

72%

79%

73%

47%

54%

53%

84%

79%

58%

100.0%

100.0%

100.0%

100.0%

100.0%

100.0%

100.0%

100.0%

100.0%

100.0%

100.0%

100.0%

100.0%

100.0%

100.0%

100.0%

100.0%

100.0%

0%

20%

40%

60%

80%

100

%

120

%

Others

Water supply; sewerage, waste management and remediation activities

Mining and quarrying

Administrative and support service activities

Professional, scientific and technical activities

Electricity, gas, steam and air conditioning supply

Human health and social work activities

Information and communication

Accommodation and food service activities

Manufacturing

Financial and insurance activities

Transportation and storage

Public administration and defence; compulsory social security

Construction

Education

Real estate activities

Wholesale and retail trade; repair of motor vehicles and motorcycles

Agriculture, forestry and fishing

% Nationwide Province No.1 - 3


2-9

and import against the total volume was 30 percent and 68 percent, with a negative trade balance of

approximately 6,003 Crore NPR. At the time when the Sindhuli Road was opened to its entire stretch in 2015,

the export and import shares were 10 percent and 90 percent respectively with the volume of trade of 86,000

Crore NPR and trade deficit of about 62,237 Crore NPR. These figures in FY 2018/19 are 6 percent and 94

percent respectively and the trade volume and deficit are about 151,564 Crore NPR and 32,143 Crore NPR

respectively.

Table 2.2-3 Growth Trend of Nepalese Foreign Trade

Unit : Crore NPR

Fiscal Year Export Import Volume of Trade Trade Balance

2000/01 5,565 (32%) 11,569 (68%) 17,134 -6,003.31

2011/12 7,426 (14%) 46,167 (86%) 53,593 -38,740.70

2012/13 7,692 (12%) 55,674 (88%) 63,366 -47,982.30

2013/14 9,199 (11%) 71,437 (89%) 80,633 -62,237.50

2014/15 8,532 (10%) 77,468 (90%) 86,000 -68,936.50

2015/16 7,012 (8%) 77,360 (92%) 84,372 -70,348.20

2016/17 7,305 (7%) 99,011 (93%) 106,316 -91,706.40

2017/18 8,136 (6%) 124,510 (94%) 132,646 -116,374.34

2018/19 9,711 (6%) 141,854 (94%) 151,564 -132,142.57

Source: Economic Survey 2019/20, MOF

This shows that Nepal's export, import, the volume of trade, and trade deficit are all increasing. And, the rate

of increase in imports is higher than the rate of increase in export. Consequently, Nepal's trade deficit is very

high and increasing rapidly every year. The persistent deficit in foreign trade is due to the low production of

export-oriented goods and higher import of consumer goods.

The composition of foreign trade refers to the composition of import and export. Table 2.2-4 shows the

composition of the Nepalese foreign trade in the fiscal year 2018/19. In Nepal, commodities traded with

foreign countries are classified according to the Standard International Trade Classification (SITC). The SITC

includes goods imported and exported in the ten headings.

The composition of Nepal's foreign trade can be explained by dividing into the following two headings:

Composition of Export

Major exportable goods are woolen goods, carpets (hand-knotted woolen), Nepalese paper and paper

products, readymade garments, handicrafts, ornaments, pashmina, pulses, cardamom, medical herbs, etc.

These goods are exported to India and countries like the USA, China, Germany, UK, etc.

Composition of Import

Import goods consists of Various finished and semi-finished goods, raw materials of industry, machinery,

equipment, chemical fertilizers, petroleum products, gold, electrical goods, readymade garments, etc.


2-10

Table 2.2-4 Commodity Trade by SITC Group: FY 2018/19

Class Category Exports Imports

Crore NPR In percentage Crore NPR In percentage

0 Food and live animals 1,995.0 20.5% 16,158.6 11.4%

1 Tobacco and beverage 25.4 0.3% 874.1 0.6%

2 Crude materials and inedible 451.7 4.7% 5,097.0 3.6%

3 Minerals, fuels, and lubricants 0.1 0.0% 25,396.7 17.9%

4 Animals &vegetable oil/ fats 1,294.9 13.3% 3,608.6 2.5%

5 Chemical and drugs 435.6 4.5% 14,238.4 10.0%

6 Classified by materials 4,047.0 41.7% 31,110.4 21.9%

7 Machinery & transport equipment 82.4 0.8% 32,432.9 22.9%

8 Misc. manufactured articles 1,378.3 14.2% 9,473.1 6.7%

- Not classified 0.6 0.0% 3,463.8 2.4% Total 9,710.9 100% 141,853.5 100%

* Standard International Trade Classification


2.2.3.2 Direction of Foreign Trade of Nepal

Table 2.2-5 shows the direction of the Nepalese foreign trade since the FY 2012/13 to 2018/19.

Table 2.2-5 Direction of Foreign Trade of Nepal

Unit : Crore NPR

Description 2012/13 2013/14 2014/15 2015/16 2016/17 2017/18 2018/19

Export (FOB*) 7,691.70 9,199.10 8,531.91 7,011.70 7,011.70 8,135.98 9,710.95

India 5,100.00 5,961.40 5,586.46 3,949.40 4,144.90 4,671.98 6,273.18

China 208.60 284.10 223.00 168.20 170.10 243.77 210.98

Other countries 2,383.20 2,953.70 2,722.50 2,894.20 2,989.80 3,220.23 3,226.79

Import (CIF**) 55,674.00 71,436.60 77,468.42 77,359.90 99,011.30 124,510.3

2

141,853.5

3

India 36,703.10 47,794.70 49,165.99 47,721.30 63,367.00 81,410.16 91,790.93

China 6,245.10 7,331.90 10,016.60 11,569.40 12,724.50 15,998.71 20,552.74

Other countries 12,725.80 16,310.00 18,286.20 18,069.20 22,919.90 27,101.45 29,509.86

Total Trade 63,365.80 80,635.70 86,000.30 84,371.60 1,063,316.20 132,646.30 151,564.48

India 41,803.10 53,756.10 54,752.10 51,670.60 67,511.90 86,082.14 98,064.11

China 6,453.70 7,615.90 10,239.60 11,737.60 12,894.70 16,242.48 20,763.72

Other countries 15,108.90 19,263.70 21,008.70 20,963.40 25,909.70 30,321.68 32,736.65

Total Trade Share (%) 100 100 100 100 100 100 100

India 66 66.7 63.7 61.2 63.5 64.9 64.7

China 10.2 9.4 11.9 13.9 12.1 12.2 13.7

Other countries 23.8 23.9 24.4 24.8 24.4 22.9 21.6

* FOB: Free On Board

** CIF: Cost, Insurance and Freight


From the table, it is clear that more than 60 percent of the total trade is with India. It shows that Nepal has

not been very successful in the field of country-wise trade diversification. Although, the share of trade with


2-11

India for the last three fiscal years is declining and share with China and other countries is increasing. Other

countries include the USA, Germany, Japan, UK, France, Italy, Spain, Switzerland, Belgium, etc. Besides

India and China, Nepalese products are exported to the USA, Germany, Japan, Bangladesh, the UK, France,

Italy, Spain, Switzerland, Belgium, etc. Similarly, besides India and China, Nepal imports from Singapore,

UK, UAE, Malaysia, Kuwait, etc. Nepal has also not been successful in the commodity-wise trade

diversification. Nepal's more than 90 percent of foreign exchange earnings is from commodity exports that

come from merely seven commodities: readymade garment, carpet, pulses, handicrafts, leather, medicinal

herbs, and paper products.

The major causes of Nepal’s increasing trade deficit are geo-physical location (landlocked, mountainous and

hilly), high import against low export, low quality goods, improper trade policy, higher cost of production

and transportation, lack of publicity and advertisement, low production, slow industrial development, lack of

trade diversification, underdeveloped infrastructure etc.

2.2.4 Tourism

Tourism is one of the areas of comparative advantage of Nepal due to its unique nature and rich cultural

heritage. The long-term vision of developing Nepal as an attractive, scenic, and safe destination on the world

map by conserving and promoting Nepal's natural, cultural, biological and man-made heritage, aims to attract

more than 2.5 million tourists and create about 9.0 million jobs by 2025. Figure 2.2-11 shows the actual

number of passengers arriving in Nepal from 2009 to 2019 by air and by land and the expected figures for

the year 2020 and 2021. The figure arriving by air is significantly growing with an expected number of about

1 million persons in 2019. Although GON aimed attracting tourists 2 million tourists in “Visit Nepal 2020”,

the campaign has been postponed to an unknown date due to the outbreak of coronavirus. Passenger to enter

Nepal was approx. 80 % decreased compared to that of 2019.

Figure in 2020 and 2021 is an estimation.


Figure 2.2-11 Number of Passengers by Air and by Land

0

200

400

600

800

1,000

1,200

2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

In T

housand

By Air By Land


2-12

2.3 PROFILE OF SURVEY AREA

2.3.1 Introduction

Nepal is a mountainous country where the elevation ranges from 60 meter to the summit of the world (Mt

Everest 8,848.86m). The mountains in the north extend continuously from the eastern edge to the western

edge and is often termed as the garland of snow as they are snow-capped throughout the year. Below the

mountains are the hills, which can be divided into high and middle mountain. South to this lies the Siwalik

and then the plain area, the Terai. There are thousands of rivers flowing from north to south forming gorges,

river basins and valleys. There are maximum relative relief, steep slope and geographical structures that have

resulted distinct landforms and topography. In terms of physiography the country is divided from north to

south as high Himalayas, high mountain, middle mountain, Siwaliks and terai form north to south as shown

in Figure 2.3-1.

Source: WWF 2005

Figure 2.3-1 Geological Formation of Nepal

2.3.2 Topography

Figure 2.3-2 illustrates Nepal’s Physiographic Division. Terai lies in the southern part. It is the plain land of

altitude below 300 meters. The alluvial deposit forms it. The Siwaliks lies just north of Terai, formed with

conglomerates. The altitude is between 300 and 700m. Then the middle mountain extends widely. It lies

between 700 to 2,000 meters altitudes. It has spurs, hills, river basins and valleys like Kathmandu and Pokhara.

The high mountain also has steep and dissected landforms. The high Himalaya is in the northernmost part at

an elevation exceeding 2,500m, where hundreds of snow-peaks are found.


2-13

Figure 2.3-2 Nepal’s Physiographic Division

Figure 2.3-3 shows elevation distribution of the survey area.


2-14


Figure 2.3-3 Elevation Distribution of Survey Area

Legend: Elevation (Unit : m) Dhulikel

Bardibas

0 5km

Nepalthok

Khurkot


2-15

Remarkable sections in the survey area are described in Table 2.3-1.

Table 2.3-1 Remarkable Sections in the Survey Area

Around 30km : Running on steep slop along Guang River.

Around 40 - 45km : Difficult to widen the existing Sindhuli Road in the Zig-zag section

Around 45 - 50km : Difficult to widen the existing Sindhuli Road on Trail

Sindhuli Road

Sindhuli Road

Sindhuli Road


2-16

Around 60 - 70km : Difficult to widen the existing Sindhuli Road on Trail.and zig-zag section

Around 75 - 80km : Located at water colliding front

Around 100 - 105km : Running on steep slop along Sunkoshi River.

Sindhuli Road

Sindhuli Road

Sindhuli Road


2-17

Around 113 - 116km : Running along Roshi River

Around 141 - 144km : Difficult to widen the existing Sindhuli Road due to the position on steep slope

Around 154 - 157km : Winding section due to topographic constraint

Sindhuli Road

Sindhuli Road

Sindhuli Road


2-18

2.3.3 Geology and Past Natural Disasters of Survey Area

2.3.3.1 Geology of the Survey Area

Based on the large topographical and geological divisions of the Nepal Himalayas, the starting point of the

Section I is located in the Terai Plain consisting of quaternary sediments, and most of the Section I and the

starting side of the Section II are located in the Sub Himalayan Zone (Siwalik Zone) consisting of the

sedimentary rocks of Siwalik Group, the middle part of the Section II, Section III and Section IV passes the

Lesser Himalayan Zone consisting of non-metamorphic to weakly metamorphic rocks, and High Himalayan

Zone composed of highly metamorphic rocks and granites (see Figure 2.3-4 and Figure 2.3-5).

The trend of each formation shows northwest-southeast direction in generall, and formations dip to northward

in the area of Section I and up to the middle part of the Section II (middle part of the Mahabharat Range),

after the middle part of the Section II, the formations dip to southward in general, however, dipping direction

is not constant due to the Main Central Thrust (MCT) and the faults associated with it (see Figure 2.3-4 and

Figure 2.3-5).

Source：Dahal 2006

Figure 2.3-4 Geological Map of Nepal (Dahal 2006)

Sindhuli Road


2-19

Source: Rainfall Induced Landslides in Nepal (Dr. Ranjan Dahal, 2012)

Figure 2.3-5 Schematic Cross Section of the Himalayas (Dahal 2006)

Table 2.3-2 summarizes the relationship between topographical and geological conditions of each section.

Table 2.3-2 Topographical and Geological Condition of Each Section

Topographical Zone Geological Classification Boundary Fault Section

Ⅰ Terai Plane

Alluvium

<gravel, silt, clay>

(Quaternary)

I Main Frontal Thrust

(MFT）

Ⅱ Sub Himalaya

（Siwalik Hill）

Siwalik Group

<sandstone, mudstone, conglomerate>

(Neogene)

II Main Boundary Thrust

(MBT)

Ⅲ Lesser Himalaya

Sedimentary rocks, non-metamorphic to

weakly metamorphic rocks

<slate, phyllite, schist, quartzite, limestone>

(Precambrian)

II

III

IV

Main Central Thrust

(MCT)

Ⅳ Higher Himalaya

High metamorphic rock

<gneiss, schist, marble>

(Precambrian)

Granites (Paleozoic)


The topography and geological conditions of each section are described below.

(1) Section I

The Section I (L=37km) starting from Bardibas on the East-West Highway, going north on the Siwalik

Hills, and reaching the Sindhuli Bazaar. The altitude of the starting point is about 225m, and the altitude

of the ending point is about 500m. The altitude is a relatively gentle section as a whole, and the altitude

gradually increases from the starting point to the ending point.

The vicinity of the starting point is located on the Terai Plain, which consists of Quaternary sediments,

and from a point about 400 m from the starting point, it enters the Siwalik Hill, which is composed of the

sedimentary rock of Siwalik Group. It is estimated that the Main Frontal Thrust (MFT) is located near

the boundary between the Terai Plain and the Siwalik Hill.

Section I Section IISection III & IV


2-20

Section I passes gentle slope in a hilly area with a relatively small height difference, so there are no large-

scale cut slopes or embankments, and there are not so many road disasters compared with that of other

sections.

(2) Section II

The Section II (L=36km) starting from Sindhuli Bazaar to Khurkot, which crosses the Mahabharat Range

and reaches to the Sunkoshi River. The elevation of starting point is about 500m above sea level, the

highest altitude in the Mahabharat Range which is located in the middle part of the Section II, is about

1,365m, and the ending point is about 500m above sea level, and the first half is an uphill road and the

second half is a downhill road.

The starting point side is a hilly area (elevation 500m to 900m) consisting of sedimentary rocks of the

Siwalik Group, and the middle part to the ending point side is a steep mountainous area that crosses the

Mahabharat Range. In the mountainous area, the slope angle is 65 ° or more, and there are many large-

scale cut slopes and embankment sections.

In the middle of the Section II, two major boundary fault, the Main Boundary Thrust (MBT), which is

the boundary fault between the Sub Himalaya Zone and the Lessor Himalaya Zone, and the Main Central

Thrust (MCT), which is the boundary fault between the Lessor Himalaya Zone and the Higher Himalaya

Zone are distributed.

And large-scale landslides and slope failures are often distributed in the area where the Sindhuli Road

pass through these faults, due to very poor rock condition of their share zones and the deep weathering.

(3) Section III

The Section II (L=37km) is starting from Khurkot located on the right bank of the Sunkoshi River and

goes to the northwest direction to Nepalthok.

The altitude of the start point is about 500m, the maximum altitude of the middle part is about 600 m,

and the altitude of the end point is about 550m. Therefore, the Section III is the section with a small height

difference compared to other sections.

Section III passes through steep hillsides and right bank of the Sunkoshi River where slope failures and

landslides are distributed on the slopes, because, the road runs along the Main Central Thrust (MCT) and

associated faults with share zones. Furthermore, the Section III caught the noticeable damages by the

2015 Gorkha earthquake.

(4) Section IV

Section IV (L=50km) is starting from Nepalthok, leaving the Sunkoshi River and heading northwest to

Khurkot where about 31km east direction of Kathmandu. The road from Nepalthok to the 23km point is

along the Rosi River which is a tributary of the Sunkoshi River, and from the 23km point to the end road

passes the hilly area. The altitude of the starting point is about 550m above the sea level, and the altitude

of the ending point is about 1,545m, and Section IV is a relatively steep section.

Section IV is composed of Higher Himalayan metamorphic rocks, and rock condition is rather fragile,


2-21

and many slope failures and landslides are observed along the MCT.

2.3.3.2 Past Natural Disasters

Because of the above-mentioned topographical and geological characteristics, road disasters such as

slope failures, landslides, debris flows, structural damage are likely to occur on the Sindhuli Road by

heavy rains and earthquakes, especially in the Section II, III and IV.

Hereafter, damages caused by following two disasters will be described; 1) the heavy rain in July 2002

that occurred during the construction of the Section II and IV, and 2) the 2015 Gorkha Earthquake that

occurred immediately after the completion of construction of the Section III.

(1) Heavy Rain in July 2002

In late July 2002, the eastern part of the Kathmandu Valley was hit by heavy rainfall (24-hour

precipitation was 169mm) for several days, and due to this heavy rain, many landslides, slope failures,

and debris flows were occurred around the Kathmandu Valley.

At that time, traffic was opened in about 40km of the total length of 50km in the Section IV, and the

construction was nearing completion.

Rainfall reached 312 mm for three days, and in the section adjacent to the Rosi River, retaining walls

collapsed due to flood overflow, embankment runoff, debris flow, etc. occurred, and landslides, slope

failures, etc. occurred in the hill areas, and then the road of Section IV was cut off in many places.

The outline of the disasters caused by the heavy rain in July 2002 at Section IV of the Sindhuli Road is

shown in Table 2.3-3. Due to the above-mentioned heavy rain in 2002, a total of 266 places have been

damaged by heavy rain and long-term rainfall in the Section I, II and IV by 2011.

At the three sites (Sta.17+400, 17+600, 18+200) in the Section II, rapid progress of slope failures was

observed due to heavy rainfall and long-term rainfall between 2003 and 2009, and then there was a risk

of causing serious traffic obstacles in the future. Under these circumstances, JICA’s grant aid "slope

countermeasures" utilizing various road disaster prevention technologies in Japan was implemented from

2012 to January 2015.

Table 2.3-3 Summary of the disasters in Section IV

Section Type of the disaster Number of locations

Along the Rosi River

STA.00+000

— STA.23+000

Runoff of river structures 17

66

Road surface subsidence 6

Landslide and slope failure 17

Debris flow 6

Others 20

Hill area

STA.23+000

— STA.50+000

Landslide 8

72 Slope failure 54

Road surface subsidence and

movement of road structures 10

Total 138

Source: Basic Design Study Report on the Project for Urgent Rehabilitation of Sindhuli Road (Section IV) JICA (2003)


2-22

(2) Earthquake

Immediately after the completion of the entire the Sindhuli Road, a magnitude 7.8 Gorkha earthquake struck

on April 25, 2015, with the epicenter in Gorkha District, about 77 km northwest of Kathmandu. On May 12,

17 days after the Gorkha earthquake, a major aftershock with magnitude of 7.3 occurred in Sindhupalchowk

District, about 86 km northeast of Kathmandu (see Figure 2.3-6 and Figure 2.3-7).

Due to these earthquakes, the Sindhuli Road was damaged in a total of 25 places, including road surface

subsidence, cracks, and slope failures. At the 12 places among of 25 places, JICA has supported emergency

restoration work since June 2015, immediately after the disaster. In addition, “Preparatory survey for the

project for the Sindhuli road earthquake rehabilitation” was conducted from July 2017 to April 2018 in order

to carry out full-scale restoration, and restoration components (JICA Grant Aid) were proposed at three

locations (STA.17+400, 33+400, 33+695) in the Section II and two locations (STA.11 + 620, 15 + 520) in

the Section III.


Figure 2.3-6 Distribution of Epicenter of Gorkha Earthquake

SindhuliRoad


2-23

出典：Dahal (2015)

Figure 2.3-7 Distribution of Epicenter of Gorkha Earthquake (Block Diagram))

2.3.4 Climate

Generally, there are 4 seasons in most of the countries in the world. But Nepal boasts 6 seasons, commonly

known as Ritus. Names of the Ritus and the months that belong to each Ritu are shown along with its

equivalent seasons and months in Gregorian calendar (English) in Table 2.3-4.

Table 2.3-4 Seasons of Nepal

S.N. Name of Season Months in Calendar

Nepali English Nepali English

1 Basanta Ritu Spring Chaitra and Baisakh mid-March – mid-May

2 Grishma Ritu Summer Jestha and Ashad mid-May – mid-July

3 Barsha Ritu Rainy Shrawan and Bhadra mid-July – mid-September

4 Sharad Ritu Autumn Ashoj and Kartik mid-September - mid-November

5 Hemanta Ritu Pre-winter Mangshir and Poush mid-November -mid-January

6 Shishir Ritu Winter Magh and Falgun mid-January – mid-March


The six seasons division of Nepal are results of the geography of the country. Geographically, Nepal is

divided into five climatic zones, which broadly correspond to the altitudes. The tropical and subtropical zones

lie below 1,200 meters, the temperate zone 1,200 to 2,400 meters, the cold zone 2,400 to 3,600 meters, the

subarctic zone 3,600 to 4,400 meters, and the Arctic zone above 4,400 meters.

This produces a variation of climate patterns throughout the country, even during the same season. Himalayan

range in the northern region experience harsh winters whereas temperatures in the southern plains (Terai) are

not extreme. On the other hand, during the summer, temperatures in the Terai rises up to between 40 - 45

degree Celsius (°C), while the hills and mountainous regions experience moderate temperatures.

M7.8 (25/04/15)

M7.3 (12/05/15)


2-24

Basanta Ritu (Spring)

Basanta Ritu (Spring) spans for a period between Mid-March to Mid-May (Chaitra and Baisakh). The

weather during this season is warm and is generally stable but windy, warmer, and light rainfall in some

regions. In Basanta ritu the fields are mainly covered with potato farming, maize farming, and wheat farming.

The flowers start to blossoms in this season.

Grishma Ritu (Summer)

Grishma Ritu (Summer) entails the hottest season in Nepal. This season sees harsh temperature in all parts

of Nepal. This lies between mid-May and mid-July (Jestha and Ashad). Farmers prepare paddy in this season.

Barsha Ritu (Rainy)

Barsha in Nepali language means rain. Weather is still hot and humid in this season. Lasting from mid of July

to mid of September (Shrawan and Bhadra), this season sees most of the regions of Nepal experience light

to heavy rainfall daily. A region which is not affected much by this season is the Trans Himalayan Region

Nepal faces landslides and floods in the hilly and terai regions during this season.

Sharad Ritu (Autumn)

Autumn in the local culture of Nepal is referred to as Sharad. This spans across mid-September to mid-

November (Ashwin and Kartik). This season sees rapid changes in the landscape of Nepal and even in the

urban centers as it is also the festival season. Autumn season is most wanted season for the people of Nepal

because weather is very cool during these days. Monsoon becomes deactivated and sky go clear during these

days. This season is the season of biggest festivals in Nepal i.e. Dashain and Tihar. Farmers are busy in

harvesting rice and potato in this season.

Hemanta Ritu (Pre-Winter)

Winter in Nepal is divided into two parts, pre-winter and Winter. Hemanta Ritu is the onset of the cold season.

Weather in this season is relatively cold. The duration between mid-November and mid-January (Mangsir

and Poush). For the native farmers of the region, pre-winter is also the harvesting season, farmers make sure

to collect their crops and store them for the upcoming winter.

Shishir Ritu (Winter)

Winter season in Nepali is Shishir Ritu. This falls between mid-January and mid-March (Magh and Falgun).

This is the coldest season of all. The temperature falls to less than zero around the capital city Kathmandu.

Farmers are busy in starting to cultivate cash crop potato in this season.

The objective road falls in two climatic zones. Bardibas to Nepalthok falls in tropical to sub-tropical climatic

zones and Nepalthok to Dhulikhel in the temperate climatic zone.

Figure 2.3-8 shows the average of monthly precipitation and temperature for 2020. These data are provided

from the Sindhuli Gadhi Station, which is located on the eastern neighbor of Marin Khola basin at an altitude

of El. 1,463m. According to the figure, the area receives most of its rainfall from April to October. Highest

precipitation is however recorded in July where it reaches 599.3 mm. The data provides a clear picture of the


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contrast of rainfall between the dry and the wet season as can be observed from the fact that rainfall is light

to null between November to March. Although in general Nepal’s monsoon lies between mid-June to mid-

September, rainy season in Sindhuli area can be defined between May to September, in which period the area

receives most of its annual precipitation.

There is a big difference in the maximum and minimum temperatures. Maximum temperature is almost stable

and are in the range between 22.7°C to 32.6°C, but the minimum temperature fluctuates from 7.8°C to 23.5°C.

Maximum temperature exceeds 30°C from April to October. Minimum temperature plummets below 10°C

in the months between November to February signifying that the morning and evening time hours are

relatively cold.

Source: Sindhuli Gadhi Station

Figure 2.3-8 Average of Monthly Precipitation and Temperature for 2020 at Sindhuli Gadhi Station

Figure 2.3-9 gives the annual precipitation from 1980 to 2020. This is also from the Sindhuli Gadhi Station.

Highest amount of annual rainfall was recorded in 1984 and 1985, which exceeded 3,500mm. Lowest in

1989 where the area only received about 1,700mm. Since 1985, rainfall exceeding 3,000mm was recorded

only once – in 2004. Reasons unknown, but the annual rainfall intensity is seen to decrease drastically since

2009. Maximum rainfall received after 2009 was in 2020, where the record shows an amount of 2,500mm.

Source: Sindhuli Gadhi Station

Figure 2.3-9 Annual Precipitation of the Survey Area (1980-2020)

7.3 16.7 28.681.5

228.7

345.9

599.3

420.9382.4

74.1

3.1 3.5

22.725.7

29.832.6 32.2 32.4 31.3 31.7 31.2 30.4

27.9

24.5

7.810.1

14.0

17.820.8

23.1 23.5 23.3 22.7

18.6

13.2

8.8

-15

-10

-5

0

5

10

15

20

25

30

35

40

0

100

200

300

400

500

600

700

800

900

1000

1100

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

Tem

per

atu

re (℃

)

Pre

cip

itat

ion

(m

m)

Month

Average of Monthly Precipitation and Temperature at Sindhuli Gadhi(from Jan-2011 to Aug-2021)

Monthly Precipitation (Average) Maximum Tempreture (Average) Mimimum Tempreture (Average)

0

500

1,000

1,500

2,000

2,500

3,000

3,500

4,000

1980 1985 1990 1995 2000 2005 2010 2015 2020

An

nu

al P

erti

cip

atio

n (

mm

)

Year

Annual Perticipation at Sindhuli Gadhi (1980-2020)


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CHAPTER 3 DEVELOPMENT PLANS

3.1 INTRODUCTION

Nepal formulated its first development plan, which was initiated with the Five-Year Plan in 1956 and has

been continuously executing them. So far, Nepal has completed fourteen (14) plans till 2019 under the

leadership of National Planning Commission (NPC) - nine (9) five-year and five (5) three-year plans.

Three-year plans were extended from 1962 to 1965, 2007 to 2010, 2010 to 2013, 2013 to 2016 and 2016

to 2019. In this six decade of planned development, all plans have not been found of the same pattern

because of the changing socio-political condition and demand of time regarding the switch in economic

policies. Despite of this, although progress was made in some important areas like education, health,

drinking water, social security, road transportation, information and communication technology and urban

infrastructure, the expected achievement could not be realized, mainly in ensuring stable macroeconomic

growth and overall welfare of the people by raising their living standard and taking the country out of the

category of ’least developed countries’ under international norms. Nepal is still in ranking of a least

developed countries among the 46 countries1 in global race of development. Nepal’s latest national

development plan is the Fifteenth Development Plan (2019/20 to 2023/24), implementation of which has

just begun. This has come into effect with the background to address the weak reality with the national

vision of ‘Prosperous Nepal, Happy Nepali’.

3.2 LONG-TERM VISION 2043

3.2.1 Vision

Achievement of political stability symbolized by successful elections for all three tiers (federal, provincial

and local) of the new state architecture defined by the 2015 constitutions, long-term visions are now the

basis for setting of national goals that address peoples’ aspiration for an improvement in living standards,

including a modern, resourceful, and happy life.

The 25-year vision is formulated to make Nepal a developing country within first three years and aims to,

i) achieve economic growth and formation of quality of human capital, and

ii) achieve the Sustainable Development Goals (SDGs).

While the former achievement foresees graduation from the least developed country (LDC) to a developing

country by 2022, the second achievement foresees graduation to an upper middle-income country by 2030.

The long-term vision is to achieve ‘Prosperous Nepal, Happy Nepali’ by achieving a prosperous,

independent, and socialism-oriented economy with a happy, healthy, and educated citizens enjoying

equality of opportunities, dignity and high living standards.

1 Based on List of Least Developed Countries listed by United Nation (https://www.un.org/development/desa/dpad/wp-

content/uploads/sites/45/publication/ldc_list.pdf)


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3.2.2 Strategies

• To achieve rapid, sustainable and employment-oriented economic growth,

• To ensure affordable and quality health care and education,

• To develop internal and international interconnectivity and sustainable cities/settlements,

• To increase production and productivity,

• To provide a comprehensive, sustainable, and productive social security and protection

• To build a just society characterized by poverty alleviation and socio-economic equality,

• To conserve and utilize natural resources and improve resilience, and

• To strengthen public services, enhance balanced provincial development, and promote national

unity.

3.2.3 National Goals

3.2.4 Drivers of Transformation

Following drivers of socio-economic transformation have been identified to achieve the national goals.

i) High-quality and integrated transport system, information technology and communication

infrastructure, and massive networking,

ii) Quality human capital and entrepreneurial work culture and full utilization of potential,

iii) Growth in hydroelectricity production and promotion of green economy,

iv) Increase in production, productivity, and competitiveness,

v) Development and expansion of quality tourism services,

vi) Modern, sustainable and systematic urbanization, housing and settlement development,

1. Accessible modern infrastructure and intensive connectivity

2. Development and full utilization of human capital potentials

3. High and sustainable production and productivity

4. High and equitable national income

Prosperity

1. Well-being and decent life

2. Safe, civilized and just society

3. Healthy and balanced environment

4. Good governance

5. Comprehensive democracy

6. National unity, security, and dignity

Happiness


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vii) Development and strengthening of the provincial and local economy and expansion of the

formal sector,

viii) Guarantee to social protection and social security, and

ix) Governance reform and good governance

3.2.5 Major Quantitative Targets

Major quantitative targets of the long-term vision are presented in Table 3.2-1.

Table 3.2-1 Major Quantitative Targets

S.N National Goals, Targets and Indicators Unit Status in FY

2018/19

Target for FY

2043/44

1. Economic growth (average) Percent 6.8 10.5

2. Per capita national income US dollar 1,047 12,100

3. Population under the poverty line Percent 18.7 0

4. Families with access to motor transport within

30 minutes of travel

Percent 82 99

5. National and provincial highways (2lanes) Kilometers 7,794 33,000

6. National highways (more than 2 lanes) Kilometers 96 3,000

7. Railroads Kilometers 42 2,200

8. Households with access to electricity Percent 88 100


3.2.6 Relevancy with this Survey

Long-term Vision targets 2-digits economic growth, upgrading all existing national highways to 2 lanes or

more including extension of the national highway network. By the target year (2043), the followings would

have been realized, among others.

i) Expansion of E-W Highway to 4-lanes,

ii) Current Jainagar (India) – Jaleswor (Nepal) railway would be extended up to Bardibas,

iii) Operation of the Biratnagar and Kakarbhitta Inland Clearance Depot,

iv) Agreement by Bangladesh to use seaports in Chittagong and Mongla, in Bangladesh with

respect to the initiatives aimed at both soft and hard constraints within and cross border guided

by the common goal of increasing sub-regional connectivity and trade under the South Asian

Growth Quadrangle between Bangladesh, Bhutan, India, and Nepal (BBIN).

Realization of all developments and/or improvements mentioned above facilitate trade from the eastern

side of the country. This will significantly increase the trade transport. Improvement of the Sindhuli Road

will further shorten travel time to Kathmandu and the mid-northern regions significantly compared to

the Westward Route thereby, contributing to shouldering portions of trade transport to and from

Bangladesh, Bhutan and eastern regions of India. It can also contribute to extending the present bus

service between Ayodhya in India and Janakpur in Nepal (two major sacred cities for the Hindus) to


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Kathmandu, another important pilgrimage destination for the Hindus2.

3.3 NATIONAL DEVELOPMENT PLANS

3.3.1 Fourteenth Development Plan (FY 2016/17-2018/19)

The fourteenth plan was formulated as the first plan after the promulgation of the constitution by the

constituent assembly. It envisioned to veer toward the way of prosperity and reach the middle-income level

with sustainable development by implementing the vision of making the national economy socialism

oriented, self-dependent, free and advanced according to the direction of development set by the

constitution. Additionally, it was the first periodic plan to make an attempt to mainstream and internalize

the goals of sustainable development. This was also formulated to accelerate the post-earthquake

reconstruction through increased public investment, implement and managing federalism, and addressing

the loss suffered by the economy due to the trade disruptions at the southern border.

(1) Vision

The vision is to attain the prosperity of Nepali people through making the national economy self-reliant,

highly developed and socialism oriented.

(2) Goal

Accelerate Nepal to a status of middle-income level country by increasing people’s welfare along with

maintaining social justice.

(3) Objective

Objective set is to achieve socio-economic transformation of the country by reducing poverty and

attaining high economic growth through generation of productive employment and distributive justice.

(4) Quantitative Targets and Achievements

Major quantitative indicators and achievement of the Fourteenth Plan are as indicated in Table 3.3-1.

Table 3.3-1 Major Indicators and its Achievement

Indicators Base Year

(2016/17)

Target until

FY2017/18

Progress

until FY

2018/19

Annual average economic growth rate (at basic prices,

percentage)

0.8 7.5 6.9

Annual average inflation (percentage) 9.5 7.5 4.6

GDP per capita (in thousands) 79.4 116.5 117.5

Population under poverty line (percentage) 21.6 17.0 18.7

Human development index (HDI) 0.54 0.57 0.579

Life expectancy at birth (years) 69 72 69.7

Population with access to drinking water facility

(percentage)

83.6 90 89

2 The bus service was inaugurated by the prime ministers of India (Mr. Modi) and Nepal (Mr. K.P.Sharma Oli) on May 11, 2018.


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Indicators Base Year

(2016/17)

Target until

FY2017/18

Progress

until FY

2018/19

Net enrollment rate at secondary level (percentage) 37.7 45 46

Literacy rate of 15 -24 age group (percentage) 88.6 92 92

Families with access to electricity (percentage) 74.0 87 88

Irrigation (in 100, 000 hectares) 13.9 15.2 14.7

Population with access to internet (percent) 44.4 65.0 65.9


(5) Strategies

• Increase in production through transformation of agriculture sector, expansion of tourism &

enterprises (industrial and small & medium scale)

• Develop physical infrastructures (energy, road, & air transport, information & communication; and

rural-urban & international connectivity)

• Improve high & sustainable human development (social development, social security)

• Improve good governance (economic, social & admin reform; efficient & responsive public finance;

people friendly public service; protection of human rights)

• Improve institutional capacity (gender equality, inclusion, environment protection, and science &

technology

(6) Relevance to this Survey

The long-term vision of the Fourteenth Plan including the objective, and goals included transformation

of society and economy and one of the major strategies set for achieving the objective and goals is the

development of physical infrastructure. Although achievement was significant, it was limited to

upgrading, reconstruction and strengthening, periodic and regular maintenance, and construction of

bridges. Achievements felt short of expectation in terms of reconstruction of the road structures

damaged from the earthquake, expansion of basic road network, development of major highways,

development of major commercial and important roads linking to gateways of trade partners,

strengthening of roads in the valley and access roads to Kathmandu valley and tunnel construction.

The short-felt achievements are passed over as targets/programs to the fifteenth development plan.

The Sindhuli Road connects Kathmandu with the south-eastern Terai region. The road underwent

minimal damage from the devastating earthquake and was under service during and after the

earthquake. Improvement of the Sindhuli Road is not only expected to contribute strengthening access

road to the Valley but also help to make the road resilient to earthquakes and other disasters and as

such it is in line with this development plan. Also, tunneling at Section II will also contribute to

achieving the target set for construction of tunnels in the development plan.


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3.3.2 Fifteenth Development Plan (2019/20-2023/24)

3.3.2.1 Outline

(1) Vision

The Long-term vision is to fulfill the shared national aspirations for ‘Prosperous Nepal, Happy Nepali’

by increasing Nepal’s per capita national income to at least USD 12,100 thereby making Nepal a high-

income country by 2043.

(2) Goal

The national goal set is to create a basis for upgrading Nepal to the status of a high-income country by

transforming it into a socialism-oriented welfare state with a prosperous economy, social justice, and

improved living standards to achieve the Long-Term Vision, “Prosperous Nepal, Happy Nepali”.

(3) Quantitative Goals

Quantitative goals, targets, and indicators have been set to achieve the national goal of making the

country prosperous. Major goals are as indicated in Table 3.3-2.

Table 3.3-2 National goals of prosperity

Indicators Unit Status in

FY 2018/19

Target for

the FY

2023/24

Economic growth rate (at basic rate) % 6.8 10.3

Per capita Gross National Income US Dollar 1,047 1,595

Population under poverty line (absolute poverty)1 % 18.7 9.5

Gini coefficient based on property2 Coefficient 0.31 0.29

Life expectancy at birth Years 69.7 76

Maternal mortality rate (at per 100,000 live births) Number 239 99

Child mortality rate under five years (at per 1,000 live

births)2

Number 39 24

Literacy rate (above 15 years)3 % 58 95

Net enrollment rate at basic level (1-8) % 93 99

Net enrollment rate at secondary level (9-12) % 46 65

Road density Km/km2 0.55 0.74

National and provincial highways (up to 2 lanes*) km 7,794 20,200

National highways (above 2 lanes, including Fast

Track)

km 96 1,174

Railways km 42 348

Families with access to transportation within the

distance of 30 minutes % 82 95

Families with access to electricity % 88 100

Population with access to internet % 65.9 80

Average level of air pollution (PPM 2.5) Microgram/m3 50 40

Forest density Trees per

hectare 430 450

Population affected by disaster incidents Per 1,000 17.1 9.8

Population killed by disaster incidents Per 100,000 1.6 1

Source: 1: Estimation of the FY 2018/19 of the Central Bureau of Statistics, 2: Nepal Demography and Health Survey

– 2016, 3: National Census -2011 * only black-topped


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(4) Objective

i) To build the basis of prosperity by constructing universally accessible, quality, and modern

infrastructure, increasing productive and decent employment, achieving high, sustainable, and

inclusive economic growth and poverty alleviation.

ii) To give citizens the feeling of well-being and decent livelihood by strengthening the federal

governance system through quality health and education, a healthy and balanced environment,

social justice, and accountable public service.

iii) To protect national interest, self-respect, and independence of the country through socio-

economic transformation and building an independent national economy.

(5) Strategies

• To achieve rapid, sustainable and employment-oriented economic growth

• To ensure universal and quality health service and education up to the local level.

• To develop internal and cross-border interconnectivity and sustainable cities/settlements.

• To increase production and productivity.

• To provide complete, sustainable and productive social and security and protection to all citizens

as ensured by the constitution and provisioned by the state.

• To build a just society with socio-economic equality and poverty alleviation

• To protect and mobilize natural resources along with building their resilience to increase

contribution to agriculture, industries, and service sectors.

• To promote national unity and provincial balance, strengthening of public service

(6) Relevance to this Survey

Development of internal and cross-border interconnectivity and sustainable cities/settlements through

construction of national, provincial, and local road network, tunnels, fast tracks, waterways, and

airports are some of the strategies set forth for attaining the objectives in the 15th Development Plan,

while dualization of national highways and provision of tunnels to improve existing alignment are

identified in the Game Changer Projects and Major Programs.

The Sindhuli Road is a national highway and is an integral part of the strategic road network of Nepal.

While the road connects the capital to the eastern Terai region, it passes through several settlements

enhancing connectivity between them. The section between Nepalthok and Khurkot connects with the

M-H Highway at four (4) locations further enhancing accessibility to/from cities in the north-eastern

region of the country. Its most critical Section II, which consists of numerous continuous sharp curves

and steep vertical grades is under consideration for improvement by provision of a tunnel, while

maintaining the existing section for tourism purpose. Therefore, improvement of the Sindhuli Road is

expected to contribute to achieving rapid, sustainable and employment-oriented economic growth

thereby pushing the country towards high-income country and achieve the goal, ‘Prosperous Nepal,

Happy Nepali’.

3.3.2.2 Transport Sector Development Plans

Transport sector plays an important role in enhancing unhindered access for the general public and


3-8

also accelerates the socio-economic development of the country, facilitating trade, business, and

services. A well-managed network and system of transport is the pillar for boosting the socio-economic

integration and provincial balance. This requires, the development of sub-sectors withing the

transportation sector by prioritizing them. Tremendous achievement has been made in the

transportation sector, particularly in the road and aviation sector. The fifteenth plan envisages further

development of the sector to achieve the Long-Term Vision set forth in this Plan.

(1) Road

1) Vision

Development of dense, balanced, accessible, safe, quality, and sustainable road infrastructure

2) Goal

To achieve economic prosperity through socio-economic development and trade facilitation by

expanding the national road network

3) Objectives

i) To develop and expand a balanced road network so as the total transport cost is minimum.

ii) To ensure a smooth traffic movement through appropriate measures for protection

maintenance and road safety.

4) Strategies and Working Policies

Strategy-1

Develop road network based on a master plan with emphasis on provincial balance

that also includes modern infrastructure such as high-speed roads, underground

roads, and viaducts

Work Policies-1 1. Develop a long-term master plan by categorizing roads based on load-bearing

capacity, traffic volume, and contribution to the economy.

2. Categorize and standardize national highways, provincial highways, urban roads,

and local and rural roads.

3. Increase investment opportunities for national highways through involvement of

the project bank.

4. Start project implementation after preparing a comprehensive plan of action,

including preparatory activities such as land acquisition, right of way, drawing, and

approval for the utilization of forest area.

5. Upgrade the E-W Highway to Asian Highway standards and expand inter-

provincial highways based on traffic volume.

6. Develop and expand North-South Highways of Karnali and Sudurpashchim

provinces based on traffic volume ensuring domestic as well as international

connectivity.

7. Expand and strengthen the road access to administrative centers of local

governments.

8. Take into account factors such as the contribution towards provincial balance,

economic hubs, or touristic destinations while developing and expanding the road

network.

9. Develop modern road infrastructure including flyovers and underpasses in city

areas, tunnel roads in major highways, and viaducts as part of the expansion and

development of roads of strategic importance to reduce travel time.


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10. Commence development of necessary infrastructure for modern ICT-based

intelligent transport systems with detail plan for roads with high traffic volume

Strategy-2 To use modern technologies optimally by fiving high priority to the development

of institutional capacity

Work Policies-2 1. Coordinate with other infrastructure sectors for the construction of national

highways.

2. Impart high-quality training to develop practical skills of human resources related

to the road sub-sector.

3. Involve optimally the in-house staff of the road sub-sector in projects implemented

under foreign aid to help transfer knowledge, skill, and technologies.

4. Carry out necessary amendments to the law and policy improvements with high

priority.

5. Strengthen institutional capacity of the private sector involved in infrastructure

development

Strategy-3 To make arrangements for alternative sources of investment and reduce

dependence on traditional public-sector resources

Work Policies-3 1. Develop high-cost infrastructure such as national highways and inter-

provincial roads by ensuring quality through modern forms of contract,

including public-private partnership (PPP), EPC, and design-built.

2. Manage resources for the protection and promotion of road infrastructure by

also involving road users.

3. Reduce dependence on traditional public sector resources by tapping into

alternative sources of investment for finance.

Strategy-4 To emphasize the utilization of modern technologies and mechanization for

design, construction, operation and maintenance of roads and road safety.

Work Policies-4 1. Regularly monitor road maintenance based on standards of road maintenance

and responsibilities agreed for each level of government.

2. Introduce institutional reforms to make institutions accountable to users by

undertaking a review of existing institutional arrangements.

3. Develop a fully automated electronic system by facilitating access to all

information related to the development expansion, maintenance, and operation

of road infrastructure.

4. Adopt appropriate methods including bio-engineering effectively for

preventing surface soil erosion.

5. Make provision for road safety checks at various stages of the design and

construction of roads to reduce road accidents and improve safety of the SRN

(Strategic Road Network).

6. Manage resources for road maintenance through the Roads Board.

Strategy-5 To reduce possible impacts or adverse effects of natural disasters and climate

adversities

Work Policies-5 1. Adopt alternative measure to minimize road closures due to landslides and

accidents.

2. Take precautions during the design and construction of roads/bridges to

minimize impact and damage from natural calamities and climatic adversities.



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5) Major Problems

Inability to achieve integrated development of transport infrastructure as expected,

identification and selection of projects without defined standards,

implementation of projects without proper preparations,

inability to increase the professional capacity of the private sector,

lack of availability of skilled workers and other workers equipped with sectoral skill, and lack of

availability of quality construction materials and river-based construction materials under the

jurisdiction of local governments,

Lack of budget allocation and operational efficiency, enhancement of institutional, managerial,

and technical capacity and public ownership of roads as expected,

inability to adopt measures to maintain good governance in project management,

Substantial weakness in contract management

Inability to meet the increasing needs for resources for operation and maintenance with the

increase in the length of road,

lack of inter-agency coordination for land acquisition, increased encroachment of the national

highways, road boundary disputes in road expansion and obstruction from locale people

demanding compensation, and inadequate linkages between monitoring and evaluation and

results.

6) Expected Results

Following outcomes are expected during the plan period.

Number of households with access to transport within a distance of 30 minutes will have

increased from 82 to 95 percent.

Approximately 5,500 km of roads will be upgraded or improved and 13.474 km of the road will

have been blacktopped.

A total of 1,078km of national highways including E-W Highway and Fast Track will have been

upgraded/developed to four lanes or more.

Mid-Hill (Pushpalal) Highway, Postal Highway, and North-South Highway will have been

constructed and upfgraded to two-lanes.

400 concrete bridges on national and provincial highway and 1,200 concrete bridges on local

roads will have been constructed.

Standards for national and provincial highways will have been prepared and implemented.

Regular, occassional, and periodic maintenance of national highways and bridges will be

undertaken in time.

Humla District Headquarters will have been connected to the national road network.

Roads connecting to Manang, Mustand, Mugu, Dolpa, and Humla District headquarters will have

been blacktopped.

(2) Air Transport

Air transport is considered a fast and reliable means of international and regional transport connectivity.


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Due to Nepal's unique geopolitical location, air services play an important role in maintaining direct

access to the global market. Geographical diversity has made domestic air services indispensable.

1) Vision

Assurance of safe, reliable, and accessible civil aviation service.

2) Goal

To enhance access to civil aviation services through managing civil aviation services and safety

operations according to international standards.

3) Objective

To make the civil aviation sector universally accessible and safe by expanding national and

international destination networks.

4) Strategies and Working Policies

Strategy-1

Encourage collaboration and partnership between the public and private

sector for the construction, development, and management of aviation

infrastructure

Work Policies-1 1. The participation of the private sector in construction, management, and

operation of airports will be increased.

2. A strategic partner will be brought in to make the management of Nepal Airline

Corporation (NAC) efficient, strong, and competitive.

3. The construction of Gautam Buddha International Airport and Pokhara

International Airport will be completed and operational on time.

4. Considering the increasing domestic and international air traffic volume at

Tribhuvan International Airport, infrastructure will be developed and

expanded, with capacity enhanced.

5. Construction of Nijgadh International Airport will be expedited.

6. Activities related to additional regional airports will be carried out based on

studies on them.

7. Appropriate aviation activities will be encouraged in airports without regular

flights.

8. The fleet size of NAC will be increased based on the projection of demand for

external and domestic tourism, and effective private sector airlines will be

encouraged to continue their services.

9. Civil aviation will be further strengthened by upgrading domestic airports.

10. Air transport in rural areas will be made regular and accessible to the public by

effectively mobilizing the Remote Area Civil Aviation Development Fund.

11. In collaboration with the local levels, one helipad will be developed in each

ward of the local levels.

Strategy-2

To make civil aviation services safer, of higher quality, and more reliable

through the adoption of international standards on safety protocols and the

optimum utilization of innovative technologies

Work Policies-2 1. Modern aviation support equipment will be installed in airports to make the

aviation service safe. Similarly, flight safety monitoring and inspection system

will be developed to comply with international standards.

2. A permanent and independent mechanism will be established to make the

investigation of air accidents systematic, effective, and more scientific.

3. Airports of social and touristic importance will be upgraded to ensure year-


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round operation.

4. The existing passenger insurance limit for domestic flights will be reviewed.

Strategy-3 To carry out institutional strengthening of regulatory agencies for the

regulation of flights and aviation services.

Work Policies-3 1. Professionalism and efficiency of NAC will be enhanced through institutional

strengthening.

2. In view of international norms and national requirements, a Civil Aviation Act

will be prepared to create two separate agencies for service provision and

regulation by restructuring the Civil Aviation Authority of Nepal.

Strategy-4 To make aviation services accessible by making the service providers

competent, competitive, and, effective.

Work Policies-4 1. Flights will be operated through all airports located at provincial capitals for

inter-connectivity.

2. Aviation services will be made reliable and accessible by enhancing the

regulatory capacity of the Civil Aviation Authority of Nepal.

3. Additional seat capacity will be encouraged for domestic flights where returns

are safer. Airline companies will be encouraged to fly outside Kathmandu.

Strategy-5

To increase the access of Nepali airline companies to the international market

by concluding air agreements, expanding air routes, and conducting market

promotions.

Work Policies-5 A national air service agreement strategy will be formulated, and air service

agreements will be concluded with new destination countries.

Access to the international market will be increased in countries covered by air

service agreements but not served by Nepali airline companies through initiatives

from diplomatic posts and business entities. Source: JICA Survey Team

5) Major Problems

Inadequate modern technology and infrastructure required for civil aviation,

inadequate skilled human resources in the regulatory sector,

lack of technical and managerial capacity, insufficient expansion of international air service as

expected and lack of professional competency in NAC ,

inadequate airport infrastructure or technologies deal with the air traffic volume, and

insufficient numbers of airplanes for domestic and international flights to meet the needs.

6) Expected Outcomes

Construction of Gautam Buddha International Airport and Pokhara International Airport will

have completed, and operations started,

Construction of Nijgadh International Airport will have started,

Tribhuvan International Airport will have been upgraded with its capacity enhanced,

The number of countries signing Bilateral Aviation Service Agreements with Nepal will have

increased from 39 to 46,

Air safety will have been improved,


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The number of all-weather airports will have reached 42,

The number of domestic airlines companies will have increased from 18 to 25,

The number of foreign airlines companies with services in Nepal will have increased 33, and

The number of flight seats per year will have reached 10 million (seating capacity of B757 basis)

(3) Railway Transport

Although development of rail transport was emphasized and programs launched since the Three Year

Plan (2010/11 to 2012/13), actual development is not very progressive. One of the major reasons is the

high cost for long-distance freight and passenger services compared to road transport. However, with

the trade with neighboring countries expanding, rail services now have higher potential and is viewed

as contributable mode for trade and tourism in the long run.

1) Vision

Development of a reliable, safe, accessible, and environment-friendly rail transport.

2) Goal

To achieve a balance between social, economic, and geographical development by building a safe,

reliable, and environment-friendly national railway network.

3) Objective

i) To contribute to socio-economic integration by expanding international trade relations through the

development of rail transport.

ii) To operate reliable and safe rail services to contribute to geographical balance and development.

4) Strategies

Strategy-1 To identify national needs and develop and expand railways based on feasibility

studies.

Work

Policies-1

1. A national strategic network of railways will be developed based on a master plan.

2. Railways included in the project bank following feasibility will be constructed and

expanded.

Strategy-2 To enhance the institutional capacity of the Railway Department.

Work

Policies-1

1. Legal and policy arrangements will be put in place for the management of

railways.

2. The capacity of human resources engaged in the construction, operation, and other

managerial aspects of railways will be enhanced.

Strategy-3 To develop reliable alternative sources of investment for the development of

infrastructure and operation of rail transport.

Work

Policies-1

1. Private investment will be attracted to the construction of metro and monorail in

feasible urban areas including Kathmandu Valley by preparing detailed project

reports.

2. While attracting foreign direct investment for the construction and operation of

railways, the latest approaches to contract management will be adopted. Source: JICA Survey Team


3-14

5) Major Problem

Lack of policy, legal and operational standards for the construction and operation

Difficulties in acquiring and compensating for the lands

Lack of skilled human resources related to rail transport

Absence of a plan of action for attracting and encouraging much-needed investments

6) Expected Outcome

Completion of East-West Railway project preparation including land acquisition,

Completion and operation of three sections totaling a length of 306 km (Kakarvitta – Inaruwa

section, Jayanagar – Janakpur – Bardibas – Nijgadh – Birgunj section, and Jogbani – Bathnaha –

Biratnager section)

Completion and operation of two cross-border railways (Jalpaiguri – kakadvitta, Nautanwa –

Bhairahawa, and Nepalgunj Road – Nepalgunj Railway)

Preparation of detailed project reports and modalities of investment and construction of railways

connecting Birgunj – Kathmandu, Rasuwagadhi – Kathmandu, Kathmandu – Pokhara – Lumbini,

Commencement of detailed project report for the construction of 24 km of metro railway in

Kathmandu Valley

(4) Urban Development

Building a planned, environmentally- friendly, disaster-resilient, properly-managed, inclusive,

economically dynamic, and picturesque cities equipped with modern infrastructure is necessary for a

balanced and inclusive development of the country. Emergence of new cities with increase of

municipalities has brought about migration from the surrounding villages to these cities.

3.3.2.3 Programs and Projects to be Implemented in the Fifteenth Plan

The Fifteenth Plan classifies programs and projects to be implemented in a prioritized manner and divides

the programs and projects in to five types. These programs and projects are briefly explained hereunder.

1) National Pride Projects

With a view to achieving rapid socio-economic uplifting of the country, the government of Nepal has

identified twenty-two (22) strategically important projects that focus on large-scale infrastructure

building including cultural and environmental protection and has been implementing them since the

fiscal year 2011/12. These projects are given highest priority by enduring resource allocations and

making provisions for intensive monitoring of their implementation. The Fifteenth Plan strategizes

completion of on-going implementation projects by its planned period. It also emphasizes completion

of pre-implementation works of the projects under preparation within the first two years of the plan

period in order for initiating their implementation in time. These projects are listed below.

i) Gautam Buddha Regional and International Airport


3-15

ii) Pokhara Regional and International Airport

iii) Nijgadh International Airport, Bara

iv) Pashupati Area Development

v) Lumbini Area Development

vi) Rastrapati Chure-Terai-Madhesh Cooperation Program

vii) Melamchi Drinking Water

viii) Upper Tamakoshi Hydropower

ix) Budhigandaki Hydropower

x) West Seti Hydropower

xi) Electricity Transmission Project (Millennium Challenge Account-Nepal)

xii) Bheri-Babai Diversion Multipurpose

xiii) Babai Irrigation

xiv) Rani-Jamariya-Kularia Irrigation

xv) Sikta Irrigation

xvi) Kathmandu-Terai Expressway (Fast Track)

xvii) Mid-hill Pushpalal Highway

xviii) Postal Highway (Terai Hulaki Marg)

xix) North-south Koshi Corridor

xx) North-south Kaligandaki Corridor

xxi) North-south Karnali Corridor

xxii) East-west Railway, KTM Metro-rail

Projects that have close relation with the Sindhuli Road are Kathmandu-Terai Expressway and Mid-

hill Highway. Brief details of the projects are provided in Chapter 5.

2) Game Changer Projects

These are transformative projects that have broad impact and are of distinct nature and play an

important role in creating a basis for a strong economy at the local level and contribute to achieving

the long-term vision and the national goals set by the Fifteenth Plan. Altogether eighteen (18) new

projects have been listed as the game changer projects. Among them, number of projects related to

infrastructure are eight and are as follows.

i) Upper Arun Hydropower Project

ii) National and Cross-border Transmission Lines Program

iii) East-west Highway Upgradation Project

iv) Galchhi-Trishuli-Mailung-Syafrubesi-Rasuwagadhi Road Project

v) Provincial and Local Road Construction and Maintenance Program

vi) New City Development Projects

vii) Urban Corridor Project

viii) Digital Nepal

Among the eight infrastructure projects, East-West highway upgradation project and New City


3-16

Development Project are relevant to the Sindhui Road. Brief explanation of these projects is provided

in Chapter 5.

3) Major Programs

Major programs have been identified and developed considering the need for sectoral and provincial

balance that are aimed for achieving the long-term vision goals and the national and sectoral goals set

in the Fifteenth Plan and listed below. This program will study, review, and implement the existing

program with necessary modifications. New major programs will be developed and implemented after

completing the preparatory works.

i) High and equitable national income

ii) Development and full utilization of human capital potentials

iii) Universally accessible modern infrastructure and dense interconnectivity

iv) Well-being and decent life

v) Safe, civilized and just society

vi) Healthy and balanced environment

vii) Good governance

viii) Comprehensive democracy

ix) National unity, security, and dignity

Programs/projects related to road sector identified are,

SN Program/Project National

Goals

Project

Period

(start and

completion)

Total

Estimated

Cost

(Mil.

Rupees)

Expected Results

1 National highway

expansion and

upgradation

program

i, iii 2018/19 –

2023/24

282,420 Naubise-Muglin (173km) and Muglin-

Pokhara sectios of Prithvi Highway will

have been upgraded to four lanes and will

have been developed as an alternative

road.

Rani-Biratnagar-Itahari-Dharan road

(49km), Jatabi-Janakpur-Dhalkebar road

(40km), Birgunj-Pathlaiya (31km),

Belahiya-Butwal road (27km), and

Mohanpur-Attariya road (14km) will

have been upgraded

Suryabinayak-Dhulikhel (22km) section

of Araniko Highway will have been

upgraded to four lanes and Dhulikhel-

Dolalghat-Barhabise-Kodari section

(87km) will have been upgraded to two

lanes and blacktopped.

Siddhartha Highway (Butwal-Palpa-

Pokhara (157km)) will have been

dualized

123km of Dobhan-Olangchungola

section will have been blacktopped

261km of Bhittamode–Bardibas-

Khurkot-Manthali-Lambagar section will


3-17


Goals

Project

Period

(start and

completion)

Total

Estimated

Cost

(Mil.

Rupees)

Expected Results

have been blacktopped and the

construction of 20km road from

Lamabagar-Lapchagaun will have been

constructed

2 Madan Bhandari

Highway Project

iii, v 2018/19 –

2021/22

98,300 1250km road from Bahungangi of Jhapa

to Rupal of Dadeldhura will have been

upgraded to two lanes and blacktopped

Function as alternative to East-West

highway

People living in Chure hills and inner

Terai will have had easy access to

transport services

3 Basic Road

Network

Expansion

Program

iii, v 2019/20 –

2023/24

81,000 39km constructed and upgraded

connecting Humla’s headquarters to the

road network

813km connecting headquarters of

Manang, Mustand, Mugu, Dolpa and

Humla district will have been upgraded

and blacktopped

4 Road Network

Operation and

Maintenance,

Rehabilitation

and Road Safety

Program

iii, iv 2018/19 –

2023/24

55,000 Based on the service quality of roads,

regular, occasional, and periodic

maintenance and rehabilitation will have

been carried out.

Road safety test will have been carried out

during design, construction, and

upgradation phases.

Modern technology will have been used

to collect service charge and vehicle

charge in national highways.

At least one road construction quality test

lab will have been established in each

province.

5 Kathmandu

Valley Access and

Valley Roads

Strengthening

Program

iii, v 2018/19 –

2023/24

32,580 24km of Sitapaila-Dharke-Galchhi road.

65km of Balaju-Trisuli road will have

been blacktopped.

15.5km of Kalanki-Maharajgunj-

Koteshor section (except chabahil-

Gaushala section) of the KTM Ring Road

will have been upgraded to eight lanes/

Upgradation of 68km of the KTM Outer

Ring Road to four lanes will have started.

6 Road Bridge

Construction

Program

i, iii 2018/19 –

2023/24

198,000 400 bridges in national and provincial

highways and 1,200 bridges in local

levels will have been constructed.

10 modern bridges will have been

constructed in KTM and other large cities.

Existing bridges will have been repaired

and maintained whereas dilapidated

bridges will have been rebuilt.

The construction of flyover will have

been started in Kathmandu Ring Road

and other highways with busy traffic.


3-18


Goals

Project

Period

(start and

completion)

Total

Estimated

Cost

(Mil.

Rupees)

Expected Results

7 Tunnel Road

Development

Program

i, iii 2019/20 –

2023/24

53,660 2.5km long tunnel will have been

constructed at Nagdhunga – Sisnekhola

section of Tribhuvan highway.

Studies will have been conducted and

detailed project reports will have been

prepared and implemented based on the

feasibility for tunnel roads in Siddhababa

section of Siddhartha highway, Tokha-

Gurje Bhanjyang section of Tokha-

Chahare-Bidur road, Betrawati-Syfrubesi

section of Galchhi-Trishuli-Mailund-

Syafrubesi-Rasuwagadhi road, Khurkot-

Chiyabari section of BP highway, Hemja-

Narapul section of Mid-hill highway,

Sahajpur section of BP nagar-khutiya-

Dipayal road, Thankot-Chitland road and

Lamabagar-Lapchegaun section of

Dolkha-Singati-Lamabagar-Lapchagaun

road


4) Major Programs of Provinces

Identified and included with support from provincial governments, these programs envisage to achieve

equitable and balanced development through collaborated and coordinated effort between federal

government and provincial governments for effective implementation. Programs of provinces that have

relevance with the Sindhuli Road are summarized hereunder. The national goals mentioned in the

details refer to those listed in the previous section 3) Major Programs.


Goals

Project

Period

(start and

completion)

Total

Estimated

Cost

(Mil.

Rupees)

Expected Results

Province 2

1 Underground

Irrigation System

Management

Project

iv 2019/20 –

2021/22

150 Underground irrigation systems will

have been rehabilitated, operated with

irrigation facilities for agriculture.

Agricultural production and

productivity will have increased.

Province 3 (Bagmati Province)

1 Bhimphedi –

Kulekhani Tunnel

Road

iv, v 2019/20 –

2023/24

13,000 3.5km tunnel road from Bhimphedi to

Kulekhani will have been constructed

Travel duration and distance between the

provincial capital of Bagmati Province

and the federal capital will have been

reduced



3-19

5) Major Projects under Public-Private-Partnership

The Fifteenth Plan also emphasizes development through public-private-partnership (PPP) scheme.

Projects identified focus on the construction and operation of physical and urban infrastructure, forests

and industry, and the service sector. Details of major projects that are deemed to have relevance with

the Sindhuli Road are given below. The national goals mentioned in the details refer to those mentioned

in the previous section 3) Major Programs.


Goals

Project

Period

(start and

completion)

Total

Estimated

Cost

(Mil.

Rupees)

Expected Results

Province 2

1 Agricultural

Equipment and

Tools Installation

Industry

iv, x 2020/21 –

2027/28

15,000 Production and availability of

modern equipment suitable will

have increased.

Self-reliance of the country in the

production of essential agricultural

equipment.

Increased production and

productivity due to modernization

and commercialized of agriculture

sector.


3.4 FIVE YEAR STRATEGIC PLAN (2073-2078)

The Five Year Strategic Plan (2073-2078:2016-2021) was prepared by MOPIT (Ministry of Physical

Infrastructure and Transport) in 2015 with a view that infrastructure development paves the way for the

economic prosperity of the country as dreamt by the people after the new federal constitution was

promulgated in the country.

3.4.1 Objective

i) to make road transport service between state – state – local agencies, neighboring countries more

effective, sustainable, efficient and less costly.

ii) to manage gradual development of railway transportation

3.4.2 Basic Concept

i) Develop and reinforce the national road network

ii) Develop and make access of road transport easy, convenient, safe, and effective

iii) Connect Kathmandu and the capital of each state by a 4-lane national highway and other alternate

roads,

iv) Develop national road network to assist business expansion, diversification, and interim transit,

v) Develop and expand the road network to assist the social economic integration, industry-trade

development, tourism development, commodity and service production and distribution,

vi) Operate programs for application of commitment presented in different international platforms


3-20

associated with the development and reinforcement of road network,

vii) All strategic roads and bridges constructed by the road department will be of 2 lanes or more,

viii) Avoid scattering of internal and external source of investment in road subdivision

ix) Develop railway transport

x) Improve the existing transportation management system and make human and goods

transportation secure, effective, and less costly,

xi) Discourage transportation with low occupancy and encourage usage of public transportation

system

xii) Develop water transport.

(1) Main Programs

To achieve the objective of the strategic plan, MOPIT has put forward following programs for the road,

railway and transport management.

1) Road

i) Programs for reconstruction/rehabilitation of earthquake affected road structures (includes

damaged sections of the Sindhuli Road).

ii) Implement construction of national highways and/or black-topping of existing road to connect the

headquarters of two left out districts

iii) Upgradation of 18 roads (654km) within 3 years and 19 more roads (1,524km) in 5 years’ time

(upgradation of the Sindhuli Road is not listed)

iv) Development of main highways (construction and upgradation).

Those related to the Sindhuli Road are as follows:

Widening E-W Highway (Kakarbhitta -

Butwal section (558km)

Construction of Dharan-Chatara-

Gaighat-Katari- Sindhuli Bazar-Hetauda

Road (318km)

Construction of Ghurmi- Chatara (169km)

of Mid-hill Highway3

Upgrading Birgunj-Narayanghat-Mugling-

KTM-Dhulikhel-Barabise-Kadari (390km)

Construction of Bhitode- Sindhuli -

Manthali-Dolkha-Lamcha road (310km,

1km long tunnel)

Upgrading Birgunj- Pathlaiya (28km) to 4

lanes

v) Study for development of the Sindhuli Road as a touristic road

2) Railway

i) Construction of railway track bed and bridges (Kakarbhitta-Bardibas-Simara-Birgunj: 130km) will be

completed in four (4) years and Jayanagar (India)-Janakpur-Bardibas in three (3) years

3) Transport Management

i) Install Intelligent Traffic System, Construct pedestrian paths in Kathmandu Valley, operation of Bus-

Rapid Transit system, establishment of bus terminals

ii) Introduction of environmental friendly vehicles

3 Ghurmi-Chatara section begins about 3.5 km from Khurkot Bazar on Sindhuli Road


3-21

(2) Expected Achievements

Reestablishment of all roads (400km) and bridges (87) affected by the earthquake.

Reconstruction and upgrading 135km of roads as a model roads reconstruction after earthquake.

All 75-district headquarters (currently 73) will be connected by national highways.

Total length of 4 lane roads will reach 941 km (currently 45km)

Total length of 2 lane roads (expansion, construction, or upgradation) will reach 4,656 km

(currently 1,266km)

4,400 km of SRN roads will have been newly black topped.

Total number of bridges erected will reach 2,554 (currently 1,904)

M-H Highway, Dharan – Hetauda and Tulsipur – Surkhet Road will have been in operation.

Construction and improvement of 4 north-south corridors including Birgunj-Narayanghat-

Kathmandu-Tatopani road will be in operation

3.4.3 Relevance with this Survey

The objective of the plan emphasizes enhancing road transport service between state – state – local

agencies, and neighboring countries in more effective, sustainable, efficient and less costly manner, which

coincides with the objective of this Survey that aims to enhance the overall capacity of the Sindhuli Road.

The Survey objective is also in line with concepts i), ii), iv), v), vii) listed in the basic concept.

3.5 PRIORITY INVESTMENT PLAN

3.5.1 1st Priority Investment Plan

The first Priority Investment Plan (PIP) was prepared in 1997 that proposed addition of feeder roads to the

SRN, consisting of 15 National Highways and 51 feeder roads established in 1995 and comprising of

approximately 5,015km of open and operational roads, to provide connectivity to all district headquarters

and to enable balanced regional growth in an efficient and cost-effective manner. Sindhuli Road was

among one of the national highways identified in this plan.

3.5.2 2nd Priority Investment Plan

The second PIP for the road sector was established in 2007 that envisaged to reach target accessibility

levels by 2016 (87 percent of hills and 100 percent of Terai population within four-hour and two-hour of

walking time, respectively, to the nearest all-weather road). This covered a 10 year period (2007–2016)

with prioritized investments to expand the network of the SRN (approximately to 9,700km by 2016) and

maintenance strategy for the existing (and expanded) network through analysis of the existing and

committed SRN using the 4th Highway Development Model (HDM-4).

When 2007 PIP was established, construction of Section I and Section IV of the Sindhuli Road had already

been completed and were under operation. Section III was at the verge of completion. The remaining

section from Nepalthok to Dhulikhel (Section IV) was identified in the plan as one of the committed

schemes for increasing and strengthening direct links between Kathmandu and the terai regions. The plan

recognizes significant outcome of the Sindhuli Road project (significant reduction in travel distance


3-22

between Kathmandu and the Eastern Terai) after completion of the entire section but also points out that

the full potential benefits to Eastern Region traffics will however only be obtained if the road were

constructed to full 2-lane bitumen standards and probably upgrading (widening) of the Kathmandu-

Bhaktapur-Banepa-Dhulikhel section.

3.5.3 Mid-Term Review of 2007 Priority Investment Plan

The GON (Government of Nepal) revised the second PIP (2007-2016) in 2016 that extended the plan up

to FY 2022. It has found that the SRN has been expanded significantly in excess of its planned growth and

many of those additional roads were earthen local roads connecting areas of relatively low population

density that were not prioritized during second PIP. The expansion of the SRN has been achieved by the

re-designation of existing local roads and earth tracks and by the inclusion of additional links in areas of

relatively low population density that were not previously prioritized.

This has raised substantial potential demand for the upgrading of the 6,125km of mostly newly designated

strategic roads – and a significant risk that funds and effort devoted to these activities will detract from the

primary task of maintaining the essential core elements of the national network. The PIP comprises three

elements;

Maintenance – Regular, Periodic & Rehabilitation

Upgrading – From earth/gravel to seal or higher standard

New construction – New links to Kathmandu

The priority for DOR (Department of Roads) activity and expenditure is the maintenance of the existing

network. The emphasis is on the provision of a well-maintained road surface for the highly-trafficked core

elements of the network and on asset preservation, coupled with year-round access, for the remainder.

Given the rapid expansion of network, it is important that interventions are prioritized to ensure that the

most important elements are given adequately attention. The plan points out that DOR should focus on the

strategic elements of the road system to ensure an adequate and improving network to meet the

fundamental economic needs of the nation. The primary issues of accessibility and connectivity have to

large extent been resolved and the emphasis is now on improving the reliability, efficiency and safety of

the network.

The review introduces new categories of National Highway (NH) and Feeder Road (FR) and proposes to

reclassify the existing network so that investment and expenditure can be directed towards the more

significant and important elements of the network. Table 3.5-1 shows the reclassification of National

Highways proposed in the mid-term review, while the proposed reclassification of both the NH and the FR

is indicated in Figure 3.5-1.

Table 3.5-1 Proposed Re-classification in the Mid-term Review of 2007 PIP

Class Function Highways, links Remarks

Class 1 Core network of

highways

E-W Highway, main links to Kathmandu,

Pokhara & major border crossings

Asian Highway Standards

(construction or upgrade)

Class 2 Secondary highways Links onto hills serving two or more

District HQs

Mid-Hills Corridor, the Postal

Road and access to minor

border

Source: Mid-Term Review of Sector Wide Road Study and Priority Investment Plan 2007, DOR


3-23

The review recommends the followings;

National Highways Class 1 should be maintained to the highest standards. They will generally have

an asphaltic concrete surface as the higher traffic volumes will generate greater benefits as a result of

the investment.

The Class 1 Highway network should be progressively upgraded to Asian Highway Standards, with

particular emphasis on safety features, including safety barriers, signage, improved road markings

and overtaking lanes (where these can be safely provided).

Class 2 National Highways should be constructed and maintained to appropriate standards for their

function and location. Asphalt concrete surfacing may be justified for high traffic sections, with

DBST elsewhere: all sections should be sealed, with progressive widening to 2-lane standards for the

more heavily trafficked sections.

3.5.4 Priority Investment Plan (2023-2033)

The validity of the extended 2007 PIP will soon be expired. The succeeding PIP for the period of 2023-

2033 is scheduled to be prepared under the Master Plan for Road Connectivity Project under ADB (Asian

Development Bank).

3.5.5 Relevancy with this Plan

Sindhuli Road is not included in prioritization process of the second PIP as, according to the Plan, the road

was already included in Designated SRN (Strategic Road Network). On contrary, the plan points out that

the Sindhuli Road, when completed will provide a substantial reduction in travel distance between

Kathmandu and the Eastern Terai, although it will not benefit traffic bound directly to Hetauda, Birgunj or

India via Raxaul. The full potential benefits to Eastern Region traffic will however only be obtained if the

road were constructed to full 2-lane bitumen standards.

The Mid-term review recommends maintaining Class 2 Secondary Highways to appropriate standards and

widened to 2-lanes progressively. Sindhuli Road as a road that links onto hills serving two or more District

HQs is categorized as Class 2 and its widening/upgrading is relevant with the plan.


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4-1

CHAPTER 4 TRANSPORT SECTOR OVERVIEW

4.1 INTRODUCTION

Nepal is a landlocked country with most part of the country having mountainous terrain, fragile geology

and tough weather conditions. Nearest outlet to the sea is Kolkata in India, which is more than a thousand

kilometers away. Agencies related are aware of the transport sector developmental needs, however, the

geography of the country poses a significant barrier for the country’s aim to improve transport. In the north

the high plains with unique terrain compounded with sophisticated geology impedes the development,

while in the southern lowland plain, rivers descending from the mountains change course frequently,

presenting another challenge.

Despite of the nation’s difficult terrain, development of road transport and aviation are somewhat

significant, and the two modes are currently the most popular modes of transportation. Others include

ropeways and railroad. Road transport, which dominates the sector accounts for almost all domestic

passenger and freight movements. Aviation sector contributes to mostly passenger movements to key

commercial and tourist destinations as well as remote areas on Nepal. Aviation section is recently second

mode of movement in the country. Efforts for development of railway is being emphasized, achievement

so far is far from the targeted indicators. Although ropeways are currently developing, it is limited to as

tourist rather than public transportation. Contribution of waterways is almost negligible.

Transport sector is however growing. The Statistical Data Yearbook 2019 indicates an average growth of

4.5 percent in the period of 2012 to 2018. In FY 2019/20, the sector accounts for 5.2 percent and in FY

2020/21 it accounts to 5.4 percent of the GDP (refer to Section 2.2.2).

4.2 ROAD TRANSPORT

Roads are the predominant mode of transport in Nepal. Remarkable progress has been made in the

development of road sector in the past two decades. National road transport network has achieved its target

of connecting the District Headquarters by national road as set in the 14 Development Plan. With view to

secure efficient, safe, smooth and reliable traffics throughout the year, agencies responsible for

development of road network the agencies responsible are dedicated in improving and expanding the road

network of the country further to meet the targets set in the 15th Development Plan and further to those set

in the long-term in the long-term vision 2043.

4.2.1 Road Network

Roads in Nepal are broadly classified into two categories – the strategic road network (SRN), which is

managed by the central level and the local road network (LRN), which is managed by the local level (refer

to Figure 4.2-1). The SRN consists of national highways and links major towns and cities, and feeder roads

providing linkages from the national highways to district headquarters. Local road consists of district (or

rural) roads, urban roads, village roads, agricultural roads and other tracks and trails. All roads, tracks and

trails put together; the total length extends to an estimated 80,000 plus km. Road density as of 2018/19 is

0.55km/km2 and is the lowest road density in South Asia.


4-2


Figure 4.2-1 Classification of Road Network

4.2.1.1 Strategic Road Network

SRN consists of national highways (NH) and feeder roads (FR). These roads serve as the backbone for the

physical and economic integration of the country and enables year-round administrative, political and

social connectivity throughout Nepal. The principal responsibility for the development (Planning, design,

construction) and management of SRN is vested at the central level with the DOR (Department of Roads)

under the aegis of the MOPIT (Ministry of Physical Infrastructure and Transport).

Total length and the surface condition of the strategic roads for the period between 2009/10 – 2018/19 are

shown in Figure 4.2-2. The total length of SRN in 2018/19 is approximately 13,448 km. Of this, 6,979km

(51.9%), is blacktopped, 2,277km (16.9%) graveled, and 4,191km (31.2%) earth road. This implies that

nearly half of Nepal’s SRN, primarily two-lane roads remain unpaved. The poor quality of the road means

that it cannot currently support fast travel. In 2009/10, the total length was 10,835km. In 9 years 2,613km

of SRN roads have been developed.

Source: 15th National Development Plan and Statistics of Strategic Road Network 2017/2018

Figure 4.2-2 Statistics of Strategic Road Network and Road Surface

As of 2018/19, the density of the roads is 9.14km/1000km2, and the number of direct beneficiaries (or

influenced people) are 1,970.20 person/km. According to a survey conducted in 2018, forty-three percent

4,952

5,574

6,369

6,823

6,979

2,065

1,888

1,735

2,044

2,277

3,818

4,174

4,389

4,031

4,191

0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000

2009/10

2011/12

2013/14

2015/16

2018/19

kmBlacktopped Graveled Earthern

Total: 13,448

Total: 12,898

Total: 12,494

Total: 11,636

Total: 10,835


4-3

(43%) of the strategic roads are in good condition, forty-two percent (42%) of the roads are in average

condition and the remaining fifteen percent (15%) of the roads are in a poor state.

(1) National Highways

1) New Designation and Reclassification of National Highways

The National Highway Network (NHN) is replacing the SRN. The jurisdiction however remains under

the DOR. New highways have been designated and added to the existing strategic road network. In

addition, the nodes of the existing national highways have been reclassified. The replacement of SRN

to NHN including addition and re-classification were presented to the Cabinet and was approved on

Ashwin 2, 2076 (September 19, 2019). Prior to approval, the number of classified national highways

were altogether 21. Now it stands to 80 highways (NH01-NH80). Names of the highways with the old

and the new nodes, where available, and approximate length of each highway are given in Table 4.2-1.

Furthermore, some of the major changes, particularly those that are closely related with Sindhuli Road

are as follows.

East-West Highway retains its Node as NH01.

Mid-Hill Highway has renumbered to NH03 from NH18.

Likewise, Postal Highway has been changed to NH05 from NH17.

Tribhuvan Highway has gone down to NH41 from NH02

Arniko Highway has been lowered to NH34 from NH03

Prithvi Highway (Naubise-Pokhara) has been renumbered as NH17 from NH04

Sindhuli Road has gone down to NH13 from NH06

Kathmandu-Terai/Madhesh Fast Track is now NH33 (earlier it was NH20)

Kathmandu Ring Road renumbered to NH39 from NH16

Outer Ring Road has been changed to NH38 from NH21

Table 4.2-1 List of National Highways

S.N Highway Node

Name of Road(s) Length

(km) Old New

1 NH01 NH01 East-West (Mahendra) Highway 1,028

2 NH07 NH02 Mechi Highway 352

3 NH18 NH03 Pushpalal (Mid Hill) Highway 1,787

4 NH04 Birtamod-Chandragadhi-Bhadrapur-Mechi bridge 15

5 NH17 NH05 Postal Highway 1,016

6 NH06 Chatara-Mulghat-Majhitar-Amarapurdanda-Ganeshchowk (Tamor

Corridor) 135

7 NH07 Pakli-New Koshipul-Rupnagar, Pakli-Nadaha-Koshipul-Chatra 66

8 NH08 NH08 Koshi Highway 320

9 NH09 Madan Bhandari Highway 1,200

10 NH10 Deurali-Mudhe-Chainpur-Bohratar 92

11 NH11 Fikal-Shriantu-Chhabise Ilam 19

12 NH12 Ghurmi-Chatara-Udaipur 163

13 NH06 NH13 Bardibas-Sindhuli-Khurkot-Dhulikhel (BP Highway) 160

14 NH19 NH14 Gaighat-Maahuli Khola-Rupani-Kunauli-Rajbiraj-Chhinnamasta Niur,

Kunauli Rajbiraj Kanchanpur Barrier-Fatehchaur-Basaha Udaypur 100


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S.N Highway Node


(km) Old New

15 NH15 Gwarko-Lubhu-Lakuribhanjyang-Kushadevi-Panauti-Dahaltar 128

16 NH09 NH16 Thandi-Bhagwanpur-Lahan, Kadmahchok-Gaighat-Mahure-Kharpa-Solu 144

17 NH04 NH17 Naubise-Muglin-Pokhara (Prithvi Highway) 173

18 NH18 Balaju-Trishuli-Dhunche-Syaphrubeshi 65

19 NH19 Ridi-Balkot-Hanspur-Pyuthan, Pyuthan-Surkhet road 220

20 NH20 Madar-Chaurahawa, Golbazar Siraha Sanghure Udaipur, Mirchaiya-

Katari-Ghurmi, Hilepani-Okhaldhunga-Salleri 193

21 NH21 Sitapaila-dharke 24

22 NH22 Dhalkewar-Janakpur-Jatahi, Ghorghans-Nimchaur-Thalahighat-

Akaraharghat 48

23 NH23 Diktel-Solu-Junbensi-Khahare-Jiri Bazar-Tamakoshi-Charikot-

Khadichaur 291

24 NH24 Lalgad-Ranibaas (R. T. O. Road) -Bishmat-Bahunmara-B.P. Highway 29

25 NH25 Dumre-Beshisahar-Chame 108

26 NH26 Jamuniwas-Bateshwar-Santipur-Kurtha-Janakpur 19

27 NH27 Sitalpati Salyan Kubhinde Baluwa Sangrahi 40

28 NH28 Bhittamod-Jaleshwar-Bardibas, Khurkot-Manthali-Tamakoshi-Singti-

Lamabagar - Lapchegaun 281

29 NH29

Kanchanban-Janaki Medical College-Mithileshwar Sabaila-Siraha-

Naktajhij-

Ramlaxmanchowk-Healthpost Mahendra Highway

30

30 NH30 Janakpur (Mujelia) -Dhanushadham-Dharapani Ramayana Circuit,

Tarapatti-Pathara M.R.M. Pushpalpur 36

31 NH31 Dolalghat Chautara 25

32 NH32 Nawalpur-Malangwa-Shonvarsha 30

33 NH20 NH33 Nijgadh-Kathmandu (Kathmandu-Terai Fast Track) 76

34 NH03 NH34 Kathmandu-Dhulikhel-Dolalghat-Khadichaur-Kodari (Araniko

Highway) 112

35 NH35 Piluhawa-Manamat-Kalaiya-Martihwa 25

36 NH36 Chandranigahpur Gaur 45

37 NH37 Hetauda-Bagmati-Tikabhairav-Bhaisepati-Ekantakuna (Kanti Rajpath) 86

38 NH21 NH38 Roundabout outside Kathmandu 68

39 NH16 NH39 Kathmandu Ring Road 27

40 NH40 Samakhushi-Tokha-Gurje-Bidur 26

41 NH02 NH41 Tribhuvan Highway 155

42 NH42 Thori-Bhandara-Malekhu, Galchi-Trishuli-Betrawati-Syaphrubesi-

Rasuwagadhi 197

43 NH43 Malekhu Dhading Salyantar 57

44 NH05 NH44 Thori-Bharatpur-Mugling, abukhaireni-Gorkha-Ghyampesal, Arughat-

Sirdiwas-Roila Bhanjyang 300

45 NH45 Khairanitar Bhimaad Kawasoti 106

46 NH46 Bhumhi-parasi 9

47 NH10 NH47 Belahiya-Bhairahawa-Butwal-Ramdi-Syangja-Pokhara (Siddhartha

Highway) 184

48 NH48 Tansen-Ridi-Korla 254

49 NH49 Bartung Tansen Reidi Vamitaksar Kharwang 98

50 NH50 Jitpur-Toulihawa-Khunuwa 30

51 NH51 Taulihawa Gorusinge Sandhikharka 83

52 NH52 Kakrahawa -Rudrapur, Saljandi-Sandhikharka-Devisthan, Burtivang-

Dhorpatan 222


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S.N Highway Node


(km) Old New

53 NH53 Bhaluwang Liwang Rolpa Madichaur Daarbot 130

54 NH54 Koilabas-Lamahi, Arjunkhola-Ghorahi-Holeri-Thawang-Lukum (Shahid

Marg) 211

55 NH11 NH55 Amelia-Tulsipur-Shitalpati-Tharmare-Musikot (Rapti Highway) 169

56 NH56 Tharmare-Chaurajahari-Jajarkot Khalanga-Jumla Kundari-Mugu (Rara

Highway) 263

57 NH57 Chhinchu-Kudu-Jajarkot-Dunai-Dho-Tinje-Marim (Bheri Corridor) 317

58 NH13 NH58 Jamunaha-Nepalganj-Kohalpur-Surkhet-Khulalu-Hilsa (Karnali

Highway) 538

59 NH59 Murtiya (Indian border) -Gulariya-Bhurigaon-Telpani-Surkhet-Upper

DungeshwarBank-Bayuli Nagma Road 154

60 NH60 Surkhet-Dailekh-Mahabulekh-Galje, Nagma-Gamgadhi-Nakchelagna 302

61 NH61 Surkhet Tallo Dungeshwar-Satkhamba-Dullu-Pipalkot-Khulalu-Manma-

Nagma-Jumla Road 168

62 NH62 Khakraula-Tikapur-Lamki-Lodeghat-Bayalpata, Sanfebagar-Chainpur 228

63 NH63 Sanfebagar-Martadi-Kolti 111

64 NH64 Khodpe-Chainpur (Bajhang) 108

65 NH15 NH65 Khutiya-Dipayal-Chainpur-Urai Bhanjyang 296

66 NH14 NH66 Dhangadhi-Sahajpur-Budar-Syaule, Satbanjh-Thaktoli-Darchula-Tinker 350

67 NH67 Chandni-Bhimdatta-Brahmadev-Pancheshwar-Jhulaghat 201

68 NH68 Bhimad-Rampur-Mityal-Arung River 80

69 NH69 Jagat Bhanjyang-Mandalithan-Kebre Bhanjyang-Barikuna-Kisan-

Chapakot-Gajarkot Road, Syanja 42

70 NH70 Seti Dobhan-Bejang-Panchmul-Aruchaur Ghante Deurali, Syanja 46

71 NH71 Bhaluwang-Nuwakot-Khandaha-Kharwang 170

72 NH72 Dumkibas Bahuvan Tribeni 23

73 NH73 Surunga-Sarnamati-Tangandubba-Via-Lasungunj, Jhapa 25

74 NH74 Ilam (Biplate) -Maipokhari-Sandakpur, Ilam 50

75 NH75 Golden Everest Gr. Ring Road (Okhaldhunga-Solu-Salleri-Khotang-

Diktel) 135

76 NH76 Damak-Chisapani-Rabi 44

77 NH77 Bharatpur Metropolitan Great Ring Road 105

78 NH78 Damak Muncipality Ring Road 100

79 NH79 Godar (Dhanusha) Chisapani-Mainawati-Kalapani-Dudhauli-Sindhuli 20

80 NH80 MH Bastipur chowk (Siraha) B.P. Cancer Hospital-Belsot-Katari,

Udaypur 30

Total Length 14,913


2) Network

Network diagram of national highways as of 2020/21 is provided in Figure 4.2-3. The total length of

the 80 newly classified/designated national highways extends to 14,943 km as of 2018/191. The length

of highway exceeds that of the strategic roads because of national highways inside the urban area.

Out of 14,943km of national highway, 6,000 (40.1%) km is blacktopped, 1,150km (7.7%) is graveled,

and 5,763km (38.6%) is earth road.

1 Source: News Letter Department of Roads (DOR) Vol. 25, March 2021 and Statistics of National Highway SNH 2020/21, DOR


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Province No.1 has the longest NHN (National Highway Network) that extends to 2,952km and

Province No.2 has the shortest with only 1,072km. NHN lengths in Province No. 3 to 6 are 2,508km,

1,400km, 2,709km, 2,307km, and 1,966km respectively.


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(2) Feeder Roads

Where national highways emphasize mobility, feeder roads emphasize both mobility as well as access.

Feeder roads are important roads of localized nature. These serve the community’s wide interest and

connect District Headquarters, Major economic centers, tourism centers to National Highways or other

feeder roads. In the network, these roads are designated by letter ‘F’ followed by 3-digit number.

4.2.1.2 Local Road Network

Local road network (LRN) consists of district roads (DR), urban roads (UR), and village roads (VR).

District roads are arterial roads and form the core network. It links VDC (Village Development Committee)

HQ’s office or nearest economic center to the district headquarters via either a neighboring district

headquarters or the SRN. VRs including other agricultural roads are smaller roads not falling under DR

category. URs are roads serving urban municipalities and are administered by Municipal administration.

It is classified considering the function of the roads as arterial, sub-arterial, collector and local. Rural roads

are mainly unimproved roads which generally pass through the SRN and urban roads and are managed at

the local level by Department of Local Infrastructure (DOLI) under Ministry of Federal Affairs and

General Administration (MOFAGA).

Village roads connect district roads and villages. They also include farm roads, and roads leading to rivers.

Village trails are non-motor able trails and are used to connect various parts of villages.

According to DOLI, total length of LRN as of December 2016 extends to 57,632 km. Of this, 2,004 km,

which accounts to 3.5 percent is black-topped, 12,823km, which accounts to 22.2 percent is graveled, and

42,805km, which accounts to 74.3 percent is earth road. At present, all district headquarters have access to

roads.

Source: Statistics of LRN, DOLIDAR, Dec. 2016

Figure 4.2-4 Statistics of Local Road network (Dec. 2016)

4.2.2 Expressways

Initiatives for development of expressways started in the late 90s with planning of two expressways to link

Kathmandu with the Terai plains. These two plans were progressed almost in a simultaneous manner until


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recently when the Kathmandu-Kulekhani-Hetauda route lost momentum for not being able to attract

investors and is currently stagnant or may even have been abandoned. The Fast Track on the other hand is

currently on the construction stage, which according to the relevant agency is estimated to complete in

fiscal year 2023/24. After completion, this will be the first of its kind in the country.


Figure 4.2-5 Expressway (Fast Track)

4.2.3 Toll Roads

According to the Annual Progress Report FY 2075/76 of RBN (Roads Board Nepal), the agency that has

authority to collect road users fee, there are altogether four (4) road sections where road user’s fee is

currently being tolled. These are sections highlighted in red in Figure 4.2-6.

i) Naubise – Mugling section on Westward Route

ii) Mugling – Narayangarh section

iii) Narayangarh – Butwal section on E-W Highway

iv) Bhairawah – Bhumahi Road

Apart from the above, new sections of roads have been identified for toll collection. These new road

sections have been published in Nepal Gazette on April 15, 2019. These are sections highlighted in green

in Figure 4.2-6 and listed below.

New Sections published on Nepal Gazette (April 25, 2019) for Toll Collection

i) Kakadbhitta – Damak on E-W Highway

ii) Damak – Itahari on E-W Highway

iii) Biratnagar-Dharan

iv) Koshi – Chaiharwa on E-W Highway

v) Chaiharwa – Pathlaiya on E-W Highway

vi) Hetauda – Pathlaiya on E-W Highway

vii) Pathlaiya – Birgunj

viii) Dhulikhel – Khurkot on Sindhuli Road

ix) Khurkot – Sindhuli – Bardibas on Sindhuli Road

x) Panchkhal – Melamchi Road on AH


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It should be noted that these roads are simply integral sections of national highways (SRN) and are not

access-controlled expressways. Although the report does not mention, the Survey Team confirmed toll

collection at Mangaltar, along Dhulikhel-Nepalthok section. This was limited to public transport only.

Details on toll system is provided in the succeeding chapter.

4.3 RAILWAY TRANSPORT

4.3.1 Brief History

Railways in Nepal were built by the British. The first railway was a narrow gauge 39km long railway track

built in 1927 that connected Amlekhganj (Nepal) to Raxaul (India). This was mainly used to transport

people. This was fully operational until 1965 and was closed after the road from Birgunj to Kathmandu

(Tribhuvan Highway) was completed.

The second railway line was also a narrow-gauge railway built in 1937, which was 45km long and

connected Nepal Janakpur to Jayanagar (India) (NJJR: Nepal Janakpur-Jayanagar Railway). This was

mainly used for carrying timber from Nepal to India. The railway stopped operating in 2001 due to washout

of the railway embankment and collapse of two bridges.

4.3.2 Current Status of Railway Network

In 2005, railway track from Raxaul was converted to a broad-gauge and connected/extended to Sirsiya, in

Birgunj and is being managed by the Indian Railway Authority. The stretch is only 6 km long - 4km falling

in Nepal side. This allows carrying containers and cargos by railway transport directly into Inland

Clearance Deport (ICD) in Sirsiya, Birgunj (Nepal). Provision of the railway has facilitated access to and

from Kolkata Port and other places of India. Sirsiya, Birgunj continues to be the most important entry/exit

points for trade with India (Refer to i) Brigunj-Raxaul Railway in Figure 4.3-1). Birgunj is located 700 km

(430 mi) from the Kolkata port by railway.

On the other hand, the railway track between Janakpur and Jayanagar was converted to broad-gauge in

2018 and resumed operation and carries both people and good (Refer to ii) Janakpur-Jayanagar Railway

in Figure 4.3-1).

i) Railway Service at Sirsiya Inland Clearance Deport ii) Railway Service between Janakpur - Jayanagar


Figure 4.3-1 Railway Transport


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4.3.3 Development Plans

Department of Railways (DORW) was established on 5 June 2011. It is the sole agency responsible for

total management of the railway transport. Currently, DORW is under MOPIT.

The Nepal government in its 15th Development Plan has given priority to expand the railway network.

One of the projects identified for extension is the Janakpur-Jayanagar railway track to Bijalpura, about

20km south of Bardibas (beginning point of the Sindhuli Road) and further to Bardibas, Nijgadh and

Birgunj (refer to Figure 4.3-2). According to DORW (Department of Railways), 65% of earthwork, 20%

of culverts and 20% of the bridge works have been completed, while station building works are underway.

However, the progress is slow, and the completion date is unknown.


Figure 4.3-2 Existing Railways and Extension Plan

4.3.4 Trans-Asian Railway (TAR)

Government of Nepal signed the Trans-Asian Railways (TAR) 2. Agreement on 10 November 2006, and

later ratified on 6 March 2012. TAR is a project of the United Nations Economic and Social Commission

for Asia and the Pacific (UNESCAP).

4.4 AIR TRANSPORT

Air transport plays a vital role in linking the remote hill and mountainous areas to the main population

regions and is crucial to the tourism industry. It currently occupies the second position in terms of travel

and transport mode in Nepal. Since the turn of the century, the sector has seen a double-digit increase and

2 The TAR Agreement is an agreement signed on 10 November 2006, by 17 Asian nations as part of a United Nations Economic

and Social Commission for Asia and the Pacific (UNESCAP) effort to build a transcontinental railway network between Europe

and Pacific ports in China.

1717

1

41

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NEPAL

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3

Hile

KhurkotRamechhap

Charikot

HetaudaNarayangarh

Mugling Naubise

BardibasPathlaiya

Chame Larke

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Jayanagar

Birgunj

Raxaul – Sirsiya

RailwayRaxaulExisting Railway

Extension Plan

National HighwaysN

LEGEND

Dry Port (Nepal)

Dry Port (India)

Nijgadh


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the demand is still increasing for both international and domestic air service. International sector is growing

due to the continued increase of Tourists visiting Nepal and Nepalese going abroad. Increase in the

domestic sector can be attributed to the geographical diversity of the country. Where it took days to travel

by car and other means can be reached by air in less than an hour. Annual aircraft movement

(arrival/departure of both international/domestic service) in 2011 was 102,052 and passengers carried was

about 4.2 million. In 2018/19 the figures have increased to 124,255 and about 7.3 million. This shows that

the number of passengers has almost doubled in the past ten years. This trend is expected to increase further

in the coming years.

On the other side, only 11 airports have paved runway. Most are grass runways with few having graveled

runway. Some of the airports are not motor-accessible and are only accessible by foot trail or horseback.

Therefore, improvement of existing international airports as well as new construction of both international

and domestic airports are indispensable to meet the increasing demand.

4.4.1.1 Airport Network

Airport locations are shown in Figure 4.4-1. There exist 49 airports in Nepal3 . It comprises of one

international airport, four regional/domestic hub airports, and 44 domestic airports. Three international

airports and six domestic airports are under construction and one other international airport is under

planning. Airports near the objective road are Janakpur airport, Ramechhap airport, Banepa airport (under

planning) and Tribhuvan International Airport (TIA). Nijgadh Airport, which is also under planning stage

is about 65 km west of Bardibas and currently it takes about two hours by car.


Figure 4.4-1 Airport Network in Nepal

3 Source: Final Report “Data Collection Survey on Aviation Section in Federal Democratic Republic of Nepal”, Feb 2021


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4.4.1.2 Airport Development Plans

Three projects related to the aviation sector constitute the 22 recognized National Pride Projects in the 15th

Development Plan. They are construction of following international airports:

i) Gautam Buddha Regional International Airport Project,

ii) Pokhara International Airport Project, and

iii) Nijgadh Second International Airport Project.

4.5 WATER TRANSPORT

Nepal is a landlocked country and is not connected directly with seas or oceans. However, its rivers

originating from the Himalayas are snow-fed and water runs throughout the year. With this, the government

views immense potential for water resource utilization and is also aware of the need for development of

water transport to complement other transportation service in the country. As a step to this awareness Nepal

Shipping Office (NSO) was for the first time established under MOPIT on January 13, 2019. As can be

understood from the establishment date, the establishment is just the first steppingstone of the many more

to come. In other words, the country faces many challenges in the development of water transport – the

biggest is the country’s geography, which is very steep and rugged, that turns the flow of the water into

swift and sharp, which further compounds with the lack of relevant laws required for its operation. There

are controversies even inside MOPIT about the feasibility, where many are of the view that at least water

transport is not feasible from financial aspects.

4.6 AGENCIES RELATED TO TRANSPORT SECTOR

Institutional arrangement of agencies related can be classified in terms of two levels,

i) policy level and,

ii) regulatory and implementation level.

(1) Policy Level

Ministry of Physical Infrastructure and Transport (MOPIT)

Ministry of Federal Affairs and Local Development (MOFALD)

National Planning Commission (NPC)

Ministry of Culture, Tourism and Civil Aviation

(2) Regulatory level and Implementation level

Department of Roads (DOR)

Department of Transport Management (DOTM)

Department of Local Infrastructure (DOLI)

Roads Board Nepal (RBN)

Department of Railway (DORW)

Civil Aviation Authority (CAA)

Nepal Shipping Office (NSO)


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4.6.1 Ministry of Physical Infrastructure and Transport

The Ministry of Physical Infrastructure and Transport (MOPIT) is a central authority of the Government

of Nepal charged with responsibilities to oversee infrastructure developments such as roads, railways,

ropeways and waterways including transportation systems, most prominently linking rural areas, in Nepal

thereby enhancing the economic and social development of the country. . The ministry is located in Singha

Durbar, Kathmandu. It was established in 2000 in order to bring important infrastructural development

under the umbrella of a single Ministry. The main aim of organization is to harmonize the policies and

bring efficiencies and effectiveness in the provision of infrastructural services.

4.6.1.1 Goal, Vision, and Objectives

(1) Goal

To enhance the economic and social development of country by connecting different geological

and economic sectors through the national strategic transport network by developing

infrastructures such as roads, railways, waterways and ropeways.

To link rural sector to the local markets and to support different economic activities and projects

functioning in the tourism, agricultural, electrical, industrial, and other sectors.

(2) Vision

Infrastructure development for national integration, socio-economic development and peace.

(3) Objectives

Preparing draft plans, policies and programs regarding development of physical infrastructure, its

implementation, monitoring and evaluation.

Transport (Except Air Transport) and transit management and its operation related policy, draft

preparation, program implementation, monitoring, regulation and evaluation.

Inspection, approval and implementation of plans and policies related to the construction and

development of roadways, waterways, railways, subways, flyovers and ropeways.

Strategic roads (except rural roads and local roads) and bridge (except suspension bridge and local

bridge) construction, renovation and preservation.

Coordination with the international agency for the construction of roadways and ropeways.

Corporation, company and association concerning transport (except Air transport) and transit

management and operation.

Relation with international institution and organization for management, operation and inspection

of transport (except air transport) services.

Study, investigation, data collection and analysis of transport facilities.

Administer Roads Board, roads, railways and transport management departments and Engineering

council.

Railway, Metro construction, operation and maintenance.

Operation of Highway and Railway sub-groups of Nepal Engineering Services and Civil

Engineering Group.


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4.6.1.2 Activities

Major activities of the Ministry include, but not limited,

to formulate and enforce policies, plans and programs on construction and development of surface,

water, railway and ropeway transportation.

to carry out acts on construction, operation and maintenance of roads (excluding mule tracks) and

bridges (excluding suspension bridges).

to carry out construction works of various surface roads, waterways and ropeways and act as an

organization and institution dealing with engineering consultancy.

to carry out acts pertaining to contact and co-operation with international or regional organizations

in the field of housing and physical planning.

to carry out acts pertaining to contact with international organizations related with construction of

highways, waterways and ropeways.

4.6.1.3 Organization Structure

Organization structure of MOPIT is shown in Figure 4.6-1. The Physical Infrastructure and Transport

Minister is at the apex in the Ministry, whereas bureaucratically it is headed by the Secretary. The Ministry

is divided into four Divisions and twelve Sections for practical purposes. These Divisions and sections are

located within the Ministry and manned by Joint Secretary, Under Secretaries, Engineers, Section Officers,

and other supporting staffs. There are currently 95 number of staffs at the Ministry. The four divisions are,

i) Administration Division

ii) Foreign Aid and Quality Standards Division

iii) Planning Monitoring and Evaluation Division

iv) Work and Transport Division

Furthermore, the following departments and institutions are under the Ministry.

i) Department of Roads

ii) Department of Transport Management

iii) Department of Railways

iv) Roads Board Nepal

v) Nepal Shipping Office

vi) Nepal Engineering Council


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Figure 4.6-1 Organizational Chart of MOPIT

4.6.1.4 Relation with the Survey

MOPIT is the implementing agency of the Survey. All policies and plans proposed or recommended by

the Survey needs approval from MOPIT. MOPIT is also responsible for coordination with other concerned

ministries, commissions, authorities, and committees including obtaining consensus with these

stakeholders.

4.6.2 Ministry of Federal Affairs and General Administration

Ministry of Federal Affairs and General Administration, popularly MOFAGA and previously Ministry of

Federal Affairs and Local Development (MOFALD), is the ministry of Nepal accredited with the role of

coordination, cooperation, facilitation and monitoring and evaluation of activities undertaken by local

governments, regulation and management of the civil service in the country. MOFAGA is the only ministry

with direct linkage with the country's local governments, namely municipalities, rural municipalities and

provinces. It also plays direct role in implementing various e-Services in the local governments.

The main responsibility of this ministry, which is responsible for a large area of the country, is to facilitate

the development and service delivery at the local level. The ministry is currently carrying out capacity

building, facilitation and coordination of 753 local levels including 77 district coordination committees, 6

metropolitan cities, 11 sub-metropolitan cities, 276 municipalities and 460 village municipalities.


Organogram of MOFAGA is provided in Figure 4.6-2. The ministry is headed by the Federal Affairs and

General Information Minister. However, bureaucratically it is the secretaries that head the organization.


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There are six divisions, three each under federal affairs and general affairs and twenty-five sections. The

Divisions and Sections are manned with Joint Secretaries, Under Secretaries, Engineers, Section Officers

and other supporting staffs. Total number of staffs is 140.


Figure 4.6-2 Organizational Chart of MOFAGA


The Survey has no direct relation with MOFAGA. However, as this ministry is responsible for policy

making of local level infrastructure development, sharing of information and collaboration in case there

arises possible impact from the Survey to the local infrastructure.

4.6.3 National Planning Commission

The National Planning Commission (NPC), chaired by the Right Honorable Prime Minister and is the

specialized and apex advisory body for formulating national visions, development policies and periodic

plans every three or five years for the overall development of the country. The NPC assesses resource

needs, identifies sources of funding, and allocates budget for socio-economic development.

At present, the NPC has one full-time Vice-Chairman, six members, and one Member-Secretary who also

heads a fully staffed secretariat. The Chief-Secretary and the Finance Secretary are ex-officio members of

the Commission. The national statistical organization of Nepal, the Central Bureau of Statistics (CBS),

functions as a specialized entity of the NPC, headed by a Director-General.


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NPC serves as the only organization formulating the infrastructure plan even under the changing political

system. It has recently published a five-year plan, “The fifteenth Plan (Fiscal Year 2019/20 – 2023/24)”and

a 25-year Long-Term Vision of Nepal, with a vision to graduate to a middle-income economy by 2030 and

transform the country into a developed nation by 2043.

NPC is assigned roles and responsibilities by the Government of Nepal under NPC Executive Order of

March 12, 2018 and by the Financial Administration Regulation (FAR) 1999 and are as follows.

Table 4.6-1 Roles and Responsibilities Assigned to Nepal Planning Commission

GON Assigned Roles and Responsibilities FAR Assigned Roles and Responsibilities

Formulate basic development policies and prepare

periodic development plans

Explore resources including indigenous and foreign

technology to accelerate the pace of development.

Explore innovative approaches for sustainable

development.

Formulate annual programs and assist GON in their

implementation.

Advice GON for the institutional development of

monitoring & evaluation system.

Provide guidelines, advice and suggestions to

sectoral ministries, departments, other agencies and

local bodies.

Provide guidelines to collect data and to carry out

action-oriented research necessary.

NPC has to provide guidelines on policy targets and

priorities regarding formulation of budget for the

coming fiscal year to the Ministry of Finance and

all other line ministries before the issuance of

circular on budget formulation.

Formulate a policy framework for approval of the

district level projects by the secretaries of the

ministries.

Approve Central level projects.

Set policy targets on development programmes for

the coming year within the month of December.

Provide advice to GON offices for accepting any

kind of aid in kind or cash or reaching an agreement

for foreign aid.


4.6.4 Ministry of Culture, Tourism and Civil Aviation

The ministry responsible for air transport is the Ministry of Culture, Tourism and Civil Aviation

(MOCTCA). Previously established as the Ministry of Tourism in 1978, but later incorporated civil

aviation and culture in 1982 and 2000 respectively.

MOCTCA is the governmental body for promoting tourism, culture and private sector involvement in

Nepal. It also serves as the Nepalese aviation regulatory body.

4.6.4.1 Role and Responsibilities

Ministry of Cultural, Tourism, and Civil Aviation is a government body under the government of Nepal. It

promotes tourism, culture and private sector involvement. The tourism industry, which is mainly supported

by the aviation service is one of the foreign currency earners in the country and thus makes a significant

contribution to the economy. Government of Nepal has been actively promoting tourism in Nepal and has

always encouraged the private sector for their involvement and participation.


Organization structure of the MOCTCA is depicted in Figure 4.6-3. The Culture, Tourism and Civil

Aviation Minister heads the Ministry. The minister and the Secretary are supported by its private

secretariats. Like other ministries, bureaucratically, the ministry is headed by the Secretary, who manages


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all the department under the ministry. The Ministry organization is divided into four Departments and

twelve sections. There are in total 78 staffs consisting of Joint Secretary, Under Secretary, division officers,

Engineers, Experts and supporting technical and administration staffs.

Figure 4.6-3 Organization Structure of MOCTCA

4.6.5 Department of Roads

The Department of Roads (DOR), working under the MOPIT, is the leading agency for the overall

management of motorized surface transport infrastructure. In other words, it is responsible for planning,

designing, constructing, operating, and physical maintenance activities of the SRN roads, which as afore

mentioned consists of national highways and feeder roads. The objective road falls under the SRN and

maintenance, improvement, upgrading etc. of the road is thus responsibility of the DOR.

4.6.5.1 Vision, Overall Goal and Mission

(1) Vision

Managing Roads for National Integration and Socio-Economic Development

(2) Overall Goal

Contribute to achieving sustainable socio-economic development by providing safe, affordable public

road infrastructure services through building of a cost-effective, efficient and reliable network system

(3) Mission

To Contribute Towards the Betterment of Living Conditions of the People through Effective, Efficient,

Safe and Reliable Road Connectivity


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4.6.5.2 Objective

to develop, expand and strengthen the road network in a sustainable way for enhancing the overall socio-

economic development and integration of the country through balanced regional development by

providing due consideration for remote areas and deprived communities


The DOR is headed by the Director General. At present, there are 5 Main Branches headed by Deputy

Director General. In addition, there are 4 Federal Supervision and Monitoring Offices, 33 Road Division

Offices, 8 Heavy Equipment Divisions, 1 Mechanical Training Center and 5 Mechanical Offices under the

branches. Under the DDGs, there are Senior Division Engineers, Engineers, Officers, Experts, and other

technical and administrative supporting staffs. The details of the organization have been depicted in Figure

4.6-4. Total number of staffs given in the organization chart is 727 and does not include staffs from Federal

Road Supervision and Monitoring Offices, Quality Research and Development Center, Road Divisions,

Mechanical Training Center etc. All combined, the total number of staffs of the DOR is 2,500, comprising

of 727 engineers, 425 sub-engineers and 1,348 others.

Figure 4.6-4 Organizational Chart of the DOR

DOR and MOPIT have more than 50 years of experience in the road sector and have one of the most

educated and well-trained teams in the nation. Its management capacity, planning, monitoring capability,

environmental and traffic safety practices, and control of overloading have gradually improved,

Nonetheless, the state of the roads in the country is still in poor condition.

DOLI has two decades of experience in building district and village roads, and its collaborations with

development partners expanded its areas of expertise. While most of DOLI’s rural road standards and

guideline are related to road capacity, road safety, and vehicle capacity. However, standard remain

theoretical and are hardly put into actual practice.


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The DOR is the responsible agency for execution of development, maintenance (upgrading), and operation

of SRN. Sindhuli Road is classified as SRN and thus involvement of the DOR in this Survey as well as in

all other succeeding stages of the Survey is indispensable. Within the DOR, responsible department or

division of Sindhuli Road varies depending on the scope of work. All responsibilities for planning and

construction of road, for example upgrading of the road, lie under the Planning and Design Branch. But

planning and construction of bridge is responsibility of Bridge Branch. Similarly, physical works with

relation to maintenance is undertaken by Suryabinayak-Dhulikhel, Dhulikhel-Sindhuli-Bardibas Road

Project, which is located in Minbhawan, Kathmandu. Budgetary responsibility for maintenance however

lies under the Roads Board Nepal.

But, most importantly, should there be a need for a foreign assistance or involvement of international firms

in connection to planning, design and implementation, then it is the Bilateral Cooperation Unit under the

Development Cooperation Implementation Division (DCID) of the DOR that overlooks the entire

responsibility. Either during the Study or prior to implementation, a project management/implementation

unit is established to handle the construction.

4.6.6 Department of Transport Management

Department of Transport Management was established in 1984. for the smooth management of transport.

The purpose of this department and its affiliation, as per Vehicle and Transport Management Act 2049

(1992) and Vehicle and Transport Management Rules 1997, is to provide safe, reliable and easy

transportation service to the public and goods carrier.

4.6.6.1 Roles

The DOTM has 14 provincial offices throughout the country from where it manages overall traffic control,

traffic management, and other vehicular as well as transport service inspection. Issuance of the driving

license, vehicle registration, imposing traffic restrictions, determining fares on public transport among

others are taken care of by the department. Controlling overloading is also one of the important mandates

of the DOTM.

Current traffic restrictions on Sindhuli Road are also imposed by the department.

One of the departments recent achievements is the establishment of a web-based Road Accident

Information Management System (RA-IMS). The system is applied for collecting, verifying, storing and

disseminating accident-related data by the respective traffic police offices. As of the first stage

establishment, it has been connected for all traffic police offices in Kathmandu Valley and corridor of the

westward route.


The DOTM is headed by a Director General. It has four sections staffed by Directors, Officers, Engineers,

Account and Legal Officers and others. Total number of staffs is 32.


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Figure 4.6-5 Organization Chart of DOTM


Large buses and heavy trucks are currently not allowed to ply on the Sindhuli Road. This decision is made

by the DOTM. Approval of the department is indispensable in connection to the imposed restriction. Be it

to ease or uplift the restriction or to even make it more stringent.

4.6.7 Department of Local Infrastructure

The Department of Local Infrastructure (DOLI) is a department under the Ministry of Federal Affairs and

General Administration (MOFAGA) of Nepal. DOLI undertakes infrastructure development programs in

accordance with decentralization policies for attaining the goals set forth by the GON’s National Strategy

for Rural Infrastructure Development and is responsible for assisting local governments in the districts in

the engineering aspects of civil engineering construction of LRNs. But, the actual management of LRN

roads is under the jurisdiction of individual provinces and municipalities. DOLI was renamed and

restructured in 2017 after promulgation of the 2015 Constitution from the Department of Local

Infrastructure Development and Agricultural Roads (DOLIDAR), which was established in 1998. DOLI

has its branch offices in all the 75 districts.

4.6.7.1 Objective

The objective of DOLI is to undertake infrastructure development programs in accordance with

decentralization policies for attaining the goals set forth by the GON’s National Strategy for Rural

Infrastructure Development by making the local authorities technically capable and competent and

ensuring their accountable participation. For this various infrastructure development activities funded

through government and donor agencies are to be undertaken, in co-ordination with other concerned

agencies, in professional and sustainable manner so as to ensure desired quality.


Organization chart of DOLI (central level) is shown in Figure 4.6-6. The organization is headed by the

Director General (DG), who is assisted by an engineer and an administrative officer for technical and

administrative aspects respectively.


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The organization consists of four (4) technical divisions and two (2) administrative divisions. Total number

of staffs extend to 25. During DOLIDAR, it had branch offices in all 75 districts of the country.

Figure 4.6-6 Organization Chart of DOLI

4.6.8 Roads Board Nepal

RBN was established under the Road Board Act 2002 with the aim to collect manage and allocate

sustainable funds for the planned roads maintenance in all regions of the country through the road

maintenance agencies like the DOR, Municipalities, Rural Municipalities and DOLI based on the Annual

Road Maintenance Plan (ARMP) prepared by the road agencies upon request from the Board. Modeled on

‘Fee for Service’ strategy, RBN collects road user’s fee and manages road fund by prioritizing need-based

fund allocations to road agencies for maintenance.

4.6.8.1 Mission, Vision and Preamble

Mission, vision and preamble and objectives are shown in Table 4.6-2.

Table 4.6-2 Mission, Vision, Preamble and Objectives

MISSION To ensure the road users towards receiving enhanced road service with reduced

vehicle operating cost and travel time.

VISION Providing improved road network by generating self-sustainable fund through user’s

fee and channeling it to road agencies for maintenance of roads

PREAMBLE The preamble of the Roads Board Act 2058 (2002) stipulates that: “Whereas it is

expedient to make necessary provisions on repair and maintenance of roads,

minimizing the expenditures to be incurred in repairing and maintaining the roads and

making transparent and effective the repairing and maintaining works of the roads.

OBJECTIVES To generate adequate and stable fund and channel it to Road Agencies

To carryout maintenance of road assets through road agencies

To ensure safe, reliable, comfortable and economic road services to its users

To improve data management system at RAs and RBN

To develop awareness among stakeholders related to road maintenance

To reduce road maintenance expenditure

To make the maintenance activities transparent and effective


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4.6.8.2 Constitution

RBN is guided by commercialization of road management framework. As per the Roads Board Act 2059,

the Executive Committee is composed of thirteen members (refer Table 4.6-3).

The Board is chaired by the Secretary of the MOPIT. Its member constitutes of Joint Secretaries from

MOF (Ministry of Finance Japan), MOFAGA, MOS, Director General of the DOR, representatives from

FNCCI, Municipal Association, VDC (Village Development Committee) Federation, Transport

Entrepreneurs” Association, Consumer’s Association, Commercial Farmers, and Transport Expert.

Executive Director is designated as the Secretary of the Board. The Executive committee is based on PPP

model as it comprises of five members from public and eight from institutional/private sectors.

Table 4.6-3 Executive Committee of RBN

Representation Designation/Position

Secretary, MOPIT Chairperson

Joint Secretary, MOF Member

Joint Secretary, MOFAGA Member

Joint Secretary, MOS Member

Director General, DOR Member

Representative, FNCCI Member

Representative, Municipal Association Member

Representative, VDC Federation Member*

Representative, Transport Entrepreneurs’ Association Member

Representative, Consumer’s Association Member

Representative, Commercial Farmers Member

Road/Transport Expert Member

Executive Director, RBN Secretary

Note: * Representative from the VDC has been removed (Nepal Gazette4 2015/11/13 (February 25, 2016))


4.6.8.3 Revenue Source

Resources of road fund accrued for RBN as granted by Section 6 of RBN Act is listed in Figure 4.6-7. The

sources that have been accrued for are, i) fuel levy on fuel, ii) vehicle registration fee, and iii) road user

taxes. Some other possible sources are to collect fee from, i) vehicles used in Nepal but registered abroad,

ii) rule violation penalties, iii) subsidies or grants from donor agencies. Among the three resources, the

first two resources (fuel levy and vehicle registration fee) are allocated from the Ministry of Finance. The

road user taxes are toll fees collected from the toll roads mentioned in Section 4.2.3 .

4 Gazette in Nepal is a periodical publication authorized to publish public or legal notices. It is announced by the government and

is effective for compliance with legal requirements for public notice. Gazettes are published either in print, electronically, or both.


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Figure 4.6-7 Current and Tappable Revenue Source

Financial statement of Fiscal Year 2018/19 shows that the total income and expenditure were

approximately 5950.3 million Nepalese Rupee and 5258.0 million Nepalese Rupee respectively.

4.6.8.4 Road Users Fee Collection

In FY 2018/19, road user taxes (toll fees) are currently being collected from vehicles plying on four

sections of SRN as pre-mentioned. Collection of tolls is commissioned to contractors through bidding

process under cost-based selection system (CBS).

4.6.8.5 Financial Management

Road maintenance fund is managed in accordance with the RBN Act. Regular road maintenance fund is

reflected in the Red Book since FY 2002 from MOF under budget head. Fund flow mechanism is as shown

in Figure 4.6-8.

Source: Annual Progress Report FY 2075/76, RBN

Figure 4.6-8 Flow Management

4.6.8.6 Organization Structure of RBN Secretariat

RBN Secretariat is a relatively slender organization, which is governed by the executive committee. It is

comprised of seventeen (17) members/staffs headed by two Directors. It has two divisions, technical and

administration. Technical divisions are staffed with four (4) engineers, while administration sections are


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comprised of nine (9) administrative staffs (Finance and Account Officers, Accountants, Public Relations

Officer, Receptionist etc.). The Secretariat implements the decisions made by the Executive Committee

and involves in strategic planning and fund management.

Source: Annual Progress Report 2075/76, RBN

Figure 4.6-9 Organization Chart of RBN


Since RBN’s main duty is to allocate maintenance fund to road agencies, there is no direct relation during

surveys and studies. However, if the Sindhuli Road is improved, budget for the post-improvement

maintenance may differ. It is therefore important that involvement of RBN from the survey/study stage is

inevitable to ensure sufficient allocation of maintenance budget.

4.6.9 Department of Railways

Department of Railways (DORW) under MOPIT is responsible for the development, maintenance, and

planning railways to meet the growing passenger and freight demand of the country. The department was

established in 2012 and is not even a decade old. Being an emerging agency and compounded with the

dominance of road and aviation transport, the department’s contribution in the expansion of railway

network is yet to be remarkable.

4.6.9.1 Objectives

Main objectives of the DORW are, but not limited to the followings.

i) to develop, expand and manage the railway network in an effective and efficient manner,

ii) to develop railway network to connect strategically important areas (important commercial,

industrial, religious, tourist areas) and link the capital city Kathmandu with potential destinations

of the neighboring countries thereby strengthen and enable social, economic and administrative

relations,

iii) to provide safe, stable, reliable, and low-fare service to the general public and to make the

transportation of goods economical and reliable,


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iv) to supplement other infrastructure development and effective delivery of convenience services,

v) to mobilize and encourage the participation of private organizations to build, expand, operate and

manage the network, and

vi) to integrate with international rail network and promote international market / trade.

4.6.9.2 Long Term Visions

Long term visions include.

Connecting Kathmandu by rail service from the borders (Mechi-Mahakali), Kathmandu-Pokhara-

Terai, Kathmandu-Terai, important industrial and commercial cities from the southern border

(Indian Border) and the northern border (China-Tibet). Also, to connect the railway network of

industrial and commercial cities with the railway network of East-West and Kathmandu Terai.

To connect the provincial administrative centers with the East-West and Kathmandu Terai railway

network.

4,000 km within the next 20 years. To build railway network. To achieve this goal, 1,500 km

within the next 10 years. And 750 km within the next 5 years. To build railway network.

To prepare priority investment plan (20 and 10 years).


The organogram of the DORW is shown in Figure 4.6-10. The department is headed by a Director General

(DG). There is an officer and a computer operator to assist the DG. The organization structure consists of

three technical and three administrative sections under the DG.

Figure 4.6-10 Organization Chart of DORW

4.6.10 Civil Aviation Authority of Nepal

The Government of Nepal introduced its first ever Civil Aviation Policy in 2050 B.S. (1993 A.D.). This

policy made the provision of transformation of Department of Civil Aviation into an autonomous Civil

Aviation Authority. Accordingly, Civil Aviation Authority of Nepal (CAAN) was established as an

autonomous regulatory body on 31 December 1998 under Civil Aviation Act, 1996. CAAN is the regulator


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of civil aviation as well as the service provider in the areas of Air Navigation Services and Aerodrome

Operations.

4.6.10.1 Vision

Making Air Services an Effective Vehicle of high Economic Growth through Wide Scale Tourism

Promotion and Accessibility

4.6.10.2 Mission

Ensuring Safe, Secured, Efficient, Standard and Quality Service in Civil Aviation and Airport Operations.


Organization structure of CAAN is given in Figure 4.6-11. The Board of Directors is chaired by the

Minister. The authority is managed by the Director General with support from Experts Group, Secretariat

and Deputy Director Generals of different Directorates. There are four Directorates, three non-afflicted

department, Tribhuvan International Airport Civil Aviation Office (TIACAO) and Civil Aviation Authority

(CAA).

Source: CAAN Report 2018

Figure 4.6-11 Organization of CAAN

4.6.11 Nepal Shipping Office

Though progress on development of water resource utilization is near negligible, awareness of its necessity,

demand and immense potential has been deeply felt since long ago. Yet, given the geo-political location

of the country, water transport has many challenges to overcome. With this in view, Nepal Shipping Office


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(NSO) was established with the decision of the Council of Ministers on 2075/09/09 (19th September 2019)

and was inaugurated by the Honorable Prime Minister on 2075/11/2 (14th February 2019).

4.6.11.1 Vision, Goals, and Objectives

(1) Vision

Develop water transport as a reliable, viable, safe, comfortable, organized, accessible economical

transport.

(2) Goal

To enhance the competitiveness of the country, promote international and regional trade, promote

tourism, and support the national economy by development of internal water transport, connectivity to

the sea and the operation of Nepalese flag ships on sea.

(3) Objective

To make a positive contribution to other dimensions of national economy, including industry, trade

and tourism by using domestic, regional and international waterways.


Organization structure of NSO is shown in Figure 4.6-12. It is headed by a Registrar under MOPIT and

consists of Engineers, officers, computer operators and supporting staffs. There are a total of 15 staffs in

the NSO.

Figure 4.6-12 Organization Structure of NSO


No significant relation, direct or indirect, with the Survey.


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4.7 INSTITUTIONAL CAPACITY of TRANSPORT AGENCIES

Road and air transport, the two predominant sectors have gradually improved within the last decade. But

improvement of road sector is limited to the agencies responsible of SRN roads. The DOR and MOPIT

with their experience accumulated in the last 50 years in the road section and having one of the most

educated and well-trained teams in the nation including its nationwide expanded branches and offices have

recently enhanced the management capacity, planning, monitoring capability, environmental and traffic

safety practices, and control of overloading. Yet, it still has many weaknesses.

DOLI, the responsible organization of LRN roads lacked capacity even during the time of DOLIDAR. It

has further weakened following the restructuring in 2017, as it is now responsible for assisting local

government in the civil engineering aspects only and the actual management of the LRN roads are looked

after by individual provinces and municipalities. The provinces and municipalities are novice in the field

and significantly lack knowledge and know-hows of road management.

Other agencies, RBN, DOTM, and DOLI are also not mature enough and require significant enhancement

to ensure that road assets are properly maintained.

The Civil Aviation Authority of Nepal (CAAN), the responsible for the administration of air transport, is

also functioning reasonably well, which is evident from the almost smooth handling of the recent increase

of the air transport market. However, it will also need further institutional enhancement, especially in

operational efficiency and management, so that it can effectively handle the demands of growing air traffic

in the country.

DORW and NSO are recently established organizations and are hardly functional.

DOLI has two decades of experience in building district and village roads, and its collaborations with

development partners expanded its areas of expertise. While most of DOLI’s rural road standards and

guideline are related to road capacity, road safety, and vehicle capacity. However, standard remain

theoretical and are hardly put into actual practice.

4.7.1 Implementing Capacity of MOPIT and DOR

4.7.1.1 Budgetary Capacity

The national budget of Nepal and budget allocated to MOPIT, which is further allocated to the DOR for

FYs 2019/20 to 2021/22 is listed in Table 4.7-1.

Table 4.7-1 Government Budget for Three Five Years

Unit: Billion Nepalese Rupee

Budget 2019/20* 2020/21** 2021/22***

National Budget 1,091.333 1, 266.265 1,647.577

MOPIT

(Allocated from MOF)

Amount 84.630 98.127 162.508

Percentage 7.75% 7.76% 9.86%

DOR

(Allocated from MOPIT)

Amount 68.732 77.861 126.645

Percentage 81.21% 79.35% 76.87%

Notes: * is actual budget, ** is modified estimate budget, *** is estimated budget

Source: Red Book FY 2076/77-2078/79


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Budgets allocated to MOPIT by MOF in FY 2019/20 and FY 2020/21 are about 7.75 percent of the national

budget for each corresponding year. There is a gradual increase of 2.1% in the budget for 2021/22. While

budget allocated to MOPIT is in a gradual increase trend, budget to DOR is gradually decreasing.

Nevertheless, about 80 percent of MOPIT budget is allocated to the DOR.

There is a significant increase in the recent allocation of the budget compared to the past, particularly when

the country was in political turmoil, when the allocation only accounted to half the budget allocated to

MOPIT. In FY 2019/20 and FY 2021/22, about 97% of DOR`s budget was allocated for project

implementation.

However, the paradox of increased budget to spend and the yet poor state of the existing SRN is because

the above budget is mostly used for planning to construction of the roads under DOR and is not used for

maintenance. The maintenance budget is basically allocated by RBN and in some cases international

donors. In FY 2018/19, maintenance budget of DOR for SRN roads was 4.16 billion NRs. (3.63 billion

from RBN and 0.53 billion from international donors), which is equivalent to about 274 thousand NRs.

per kilometer. This according to DOR is about 30- 40 percent of the requirement. Other reasons include,

but not limited to,

The gap in the increase between capital expenditure and compound annual growth. During

FY2014/18, the capital expenditure on SRN increased at a compound annual growth rate of 40

percent, whereas the maintenance expenditure increased only at a CAGR of 13 percent5.

According to the DOR, the revenue for maintenance to be allocated has not been increased

despite increase of the SRN roads. According to an estimate, only forty percent of the required

budget for maintenance of SRNs are allocated, which results to huge backlog of adequate and

timely maintenance.

The process for allocation of the budget is often lengthy and by the time the budget is allocated

the severity of the damages of the road is already over-deteriorated.

4.7.1.2 Establishment of Quality Research and Development Center

The Road Sector Skill Development Unit (RSSDU) and Study and Research section (SRS) under Quality

Research and Development Center (QRDC)that was established in 2019 is responsible for planning and

executing programs to enhance capacity of the staffs at the DOR. The section and the unit were under the

Planning and design Branch before it was shifted to the QRDC. RSSDU organizes trainings every year for

the young engineers of the DOR. It also organizes on-demand programs such as trainings, seminars,

workshops, study tour in and out of Nepal under request from a specific branch.

4.7.1.3 Technical Experience

DOR has the most educated and well-trained staffs in the government organizations in Nepal. Its long-

time experience working with the international development partners have substantially enhanced the

capacity of its staffs. Also, successful implementation of projects both funded by the government of Nepal

5 Source: WB (Nepal Strategic Road Connectivity and Trade Improvement Project (P170409); Discussion with DOR)


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as well as the international donors is evident of the increased performance capacity of the implementing

agency. Unlike in the past, when assistance from the international donors was significantly allocated for

infrastructure development, the present assistances are forwarded also for enhancing capacity of

implementing agencies. One of the good examples would be the experience and knowledge gained from

technical transfer on the maintenance of roads through “the Project for Road Maintenance of Sindhuli

Road”. DOR is now utilizing the experience, knowledge, and know-hows gained through this project in

its expansion of SRNs with remarkable results.

Some of the mentionable projects that is designed and constructed by Nepalese Consultants and

Contractors under the guidance and management by the DOR include, but not limited to are,

i) Expansion and upgradation of roads within Kathmandu Valley,

ii) The Dharan-Chatara connection is the first highway undertaking designed by Nepali engineers

and executed by a Nepali contractor

iii)The Dudhkoshi Motorable Suspension Bridge, which was designed by a national consultant and

constructed by a local contractor is another such example of DOR’s enhanced capacity.

iv) The Arch bridge across Dhobikhola in Kathmandu, which was designed and constructed by the

local consultant and contractor respectively.

v) The detailed design of BP Highway Re-alignment and Diversion Road in Headworks Area of

Sunkoshi Marin Diversion Multipurpose Project, which is also being carried out by a domestic

consultant and the construction is very likely to be carried out by a local contractor.

From above, it can be judged that capacity of the DOR has enhanced its management capacity in planning

and implementing the projects significantly in the past decades.


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CHAPTER 5 EXISTING ROAD CONDITION AND ROAD

DEVELOPMENT PROJECTS

5.1 EXISTING ROAD CONDITION

There are currently three roads commonly used to travel between Kathmandu and the Terai region of the

country. They are, i) Sindhuli Road, ii) Kathmandu-Naubise-Mugling-Birgunj Road (westward Route),

and iii) Tribhuvan Highway (Kathmandu-Naubise-Daman-Hetauda). The Survey Team visited the roads

in April 2021. Conditions of these three roads based on the observance are briefly mentioned hereunder.

5.1.1 Sindhuli Road

The Survey Team visited the Sindhuli Road twice in April 2021 to appreciate the site. The objective section

of the Survey originates in Bardibas in the Terai and ends at Dhulikhel, a bed town approximately 30km

east of Kathmandu. Geographically, the road can be divided into four sections.

Section I: between Bardibas and Sindhuli Bazaar; approximately 37km long,

Section II: between Sindhuli Bazaar and Khurkot; approximate length of 35.8km long,

Section III: between Khurkot and Nepalthok; approximately 36.8km long, and

Section IV: between Nepalthok and Dhulikhel; approximately 50km long.

Characteristics of the above four sections such as topography, geology, land use, flaura and founa including

surrounding environment is unique and different. As such, appreciating each section distinctively will

enhance better understanding of the condition and outstanding issues of each section.

5.1.1.1 Current Condition

(1) Section I

Section I begins at Bardibas on the E-W Highway. Being a junction, it serves as a bus stop where buses

from and to Kathmandu using the Sindhuli road as well as those that are headed to different corners of

the country using the E-W Highway stop to drop and pick passengers. Apart from this, the area also

serves as a resting place for long trip vehicles. From the junction, the road extends to the north and

traverses the low flat land. The elevation of the starting point is about 225m above sea level. It increases

gradually as the road goes further to the north.

The junction is a built-up area with residents and shops along either side of the roads. Go a few

kilometers north, the land use at the beginning point, which is quite densely built-up, gradually changes

into a mixture of agricultural land and barren or forest land until about a distance of 7km to Sindhuli

Bazar. Beyond Sindhuli Bazar the land use is mostly barren or forest.

The alignment at the beginning runs parallel to the Ratu River then spans the river at about 10km point

and then follows the right bank of Kamala River which is also spanned over at about 30km point. The

horizontal alignment of the existing road is almost tangent and smooth until after Gauridanda, about 3

km from the start point. From this point the alignment starts winding, gently first and harshly toward

the end point with two hair-pin curves of relatively small radius of curvature. The elevation also

gradually rises, which reaches to about 500m at Sindhuli Bazar. The vertical grade is almost flat at the


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beginning and increases to a maximum of about 6 percent. 9 number of bridges and 17 numbers of

causeways were identified in this 37 km stretch. At hillside and along hairpin curves, masonry ditches

are provided to collect and transport surface water and road is tilted or superelevated (also called cant

or banking) toward the direction of the ditches.


Figure 5.1-1 Plan and Profile of the Objective Road

The width of the road is about 7.5 m and is wide enough for opposing vehicles to pass across. However,

the width at the bridges and the causeways are not necessarily 7.5 m wide with most less than 6m.

Here, the vehicles must give way to the one that first enters the structure. But this rarely happens as

the current traffic volume is within the capacity of the section and structures very rarely receive traffics

from both directions simultaneously. But with rapid growth of traffics, the structure might soon

become bottlenecks.

The pavement condition is fair as prominence of surface distresses is occasional. Due to flat terrain,

no conspicuous high-scale earthwork consisting of high cuts/embankments were observed.

Connection with other roads were confirmed at two locations. The first one is at Bhiman,

approximately 15 km point from the start point and the second one about 15km further ahead. These

roads, according to the locals are sections of the Madan Bhandari Highway (NH09) (refer to Section

5.2.3 ).

Dhulikhel

BardibasSECTION IV

(Approx. 50 km)SECTION III

(Approx. 36.8 km)

SECTION II

(Approx. 35.8 km)

SECTION I

(Approx. 37 km)

Arniko Highway

Suryabinayak-Dhulikhel Road

East-West Highway

: Start/End Point (Cities)

Sindhuli Road (Approx.160km)

: Sindhuli Road (Project Road)

: Highways

Nepalthok

Khurkot

Sindhuli Bazar

1500m

1000m

500m

0m0km50km100km150km

SECTIONⅣ SECTIONⅢ SECTIONⅡ SECTIONⅠ

Zigzag Road

Sutarchhap DandaZigzag Road

Erosion Prone Area

Landslide Prone Area


5-3

i) Start point ii) Road condition at flat area

iii) Bridge/Causeway iv) Sindhuli Bazar (End Point)


Figure 5.1-2 Glimpses of Section I

(2) Section II

Section II begins where Section I ends – from the north part of Sindhuli Bazar. The end point of Section

II is khurkot. The stretch is about 36km long. The first 6km from Sindhuli Bazar, where the elevation

is about 500m follows the terrace and left bank of Gwang River and it ascends for about 800m till it

reaches Sindhuli Gadhi, which is located in the Mahabharat Range, where the elevation is about 1350m

above sea level and then descends towards Khurkot. Elevation of Khurkot is approximately 500m.

Land use along the road is basically forest.

Horizontal alignment consists of consecutive curves including many hair-pin curves. The curves are

combined with sharp vertical curves that reaches as high as 10 percent and is thus the most critical

section among the four sections. This is most significant at Pipal Bhanjyang.

There is one bridge and three causeways. Road width is 5.5m both at the road section and the

bridge/causeway section. Pavement is in good condition. This is probably because the Section must

have been subject to overlay not so long ago. Valley side is equipped with guard blocks to prevent

vehicles from fall-down or skidding off the hill. Traffic signs are also installed to guide and warn the

drivers of potential risks. The hill/mountain side is provided with ditch to transport and drain the

rainwater from the slopes to the valley. Breast walls differing from 0.5m to 7m is prominent thorough

out the cut slopes. Like in Section I, the road is superelevated at sections where ditches are provided.

The section passes through fault zone (Main Boundary Thrust) and the soil is composed of weak soil

or fragmented rocks. Traces of landslides and slope failures were observed in the nearby hills evidently

demonstrating the weak and fragile geology of the section. At these areas, slope protection (shotcretes,

concrete crib works, ground anchors, rock bolts etc.) are seen applied for stabilizing the slopes. Notable

section is near Dungre Bhanjyan Village, approximately 17.5km from the beginning point, which is


5-4

locally famous as ‘Selfie Spot’ or ‘Selfie Danda’. The picture below is self-explanatory of the massive

slope protection measures applied to stabilize the slope/hill.

The slopes of the embankment (valley side) on the other hand are retained by walls (gravity, wet stone

masonry, gabions, geo-textiles, geo-grids in combination with rock anchors etc.).

Just before crossing the Jahari River, about 3km ahead of Khurkot, there is a road connecting with the

Sindhuli Road. This is the M-H Highway that goes to Ghurmi and other areas in the east. The M-H

Highway shares a 3km long section of the Sindhuli Road from the intersection to Khurkot.

i) Road condition ii) Slope protection at Dungre

iii) Mid-Hill Highway to east vi) Khurkot Bazar


Figure 5.1-3 Glimpses of Section II

(3) Section III

Section III begins at Khurkot, where the elevation is about 500m. This section is approximately 36.8

km long and ends at Nepalthok. With Sunkoshi River on the right (north) side, the road runs the terraces

and the hills gradually ascending and almost in parallel to the river. Several villages exists along the

road. Land use alongside the road at first is mostly barren land or forest reserve, which gradually

changes to cultivated land and red soil land, which is also barren.

Horizontal alignment is fairly smooth throughout the section except at four locations where the

alignments form a jig-jag to ascend and/or descend a hill face. Here horizontal alignments have sharp


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curves and vertical grade as high as 9 percent. These are near Dihi Phant (about 3 km from Khurkot

towards KTM), Chainpur, Mulkot and Bhulkot. These are the most critical locations in this section.

The road width is 5.5m both at the road section and the bridge/causeways. This section has an asphalt

concrete pavement and is in very good condition. Concrete guard blocks are provided at intervals along

the valley side to guide the drivers as well as to prevent from falling down the cliffs. Alike Section

II, this section also, particularly where the alignment runs parallel to the Sunkoshi River, is seen to

have extensive use of structures at the valley side. These structures, some higher than 15m in height

are applied to retain the embankment structure and consists of gabions, wet stone masonry, geo-textile

(geo-grid) earth reinforcement in combination of ground anchors. Assumption for such extensive use

of structures is perhaps to minimize excavation of the hill face, thereby to prevent slope failures as the

geology of this area consists of withered and fractured rocks.

Wet masonry ditches are provided at the hill side of cut sections. In case of hairpin sections, the facility

is observed to be provided along the opposing side of the cut section also. The ditches are provided

even on the slopes to ensure rainfall surface water is collected, transported and drained adequately.

The crossfall of the road surface is generally towards the direction of the ditch regardless of the

direction of the curve.

This section has connections with the M-H Highway at three locations. Connection has been made

possible at Khurkot after a bailey bridge was provided over the Sunkoshi River by ADB (Asian

Development Bank). Other connections are at Gajulidaha and the third one at Sitkha Bazar. Both these

locations are provided with a concrete bridge that spans across the Sunkoshi River. These three

connections have contributed to enhancing access to the north and the eastern region, namely

Ramechhap, Manthali, Dolkha etc.

i) Road condition at standard section ii) Box type Causeway


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iii) Connection with M-H Highway at Khurkot vi) M-H Highway at Nepalthok


Figure 5.1-4 Glimpses of Section III

(4) Section IV

Section IV connects Nepalthok with Dhulikel in Araniko Highway (NH34). The stretch is about 50km

long. The section passes through the ridge up to Bhakundebesi (22km) and it follows the bank of

Dapcha River, for next 5km and further the bank of Roshi River for the remaining 23 km. Basically,

the topography of the section is relatively flat up to Bhankundabesi and then it begins to ascend to

relatively steep hill gradually elevating from elevation from 700m at Nepalthok to about 1500m at

Dhulikhel. Maximum vertical grade is about 9 percent. The section consists of no hair-pin curves but

there are several locations where the horizontal curve is comparatively sharp. At many locations,

especially near Dhulikhel, widening of the road width is observed at curve sections. Concrete pavement

is being applied at the widened section. The vertical grade differs from 0 to 9 percent.

Land use along both sides of the road is basically cultivated land. Villages or small communities are

scattered along the roadside, biggest community is Bhakundebesi. However, as the road approached

Dhulikhel the land use turns to naturally vegetated land and/or forests.

There are five (5) bridges and eight causeways within the section. Road width is in par with other

sections with the total width of 5.5m. This is same at both the road section and the bridge/causeway

section. Pavement is fair with distress here and there. The pavement of the section is said to have

undergone overlay several times. Since the cross section of the section is gentle, large-scale cuts/fill

are not prominent in this section. Nevertheless, the drainage system is very efficiently provided.

Road has a crossfall towards the hill or to be precise towards the direction where ditches are provided

for drainage of surface water, regardless of regardless of the direction of the curve.


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i) Road condition at standard section ii) Road condition along river (wet masonry walls)

iii) Mid-Hill Highway to Ramechhap vi) Pass over of opposing vehicles


Figure 5.1-5 Glimpses of Section IV

5.1.1.2 Travel Time

The Survey Team measured the time taken during its visit of the site on both inbound and outbound trips.

As shown in Figure 5.1-6, the average travel time1 along the Sindhuli Road is about 5 hours.


Figure 5.1-6 Actual Travel Time

1 Average travel time recorded was for a 4-wheel Drive vehicle. Travel commenced at 08:00 hours on a weekday.


5-8

5.1.1.3 Issues Identified

(1) Narrow Width

The road width of the entire section of the Sindhuli Road, excepting the Section from Bardibas to

Sindhuli Bazaar, is 5.5m. Two opposing vehicles, even passenger cars, are required to drop speed

substantially (almost to a halting speed) to manage passing through safely. Widening is applied on the

hairpin curves only. The available reports on the planning, design and construction of the Sindhuli

Road mentions that all hairpin curves are widened to allow heavy vehicles. Site inspection conducted

by the Survey Team in April 2021 verified the widened hair-pins. But the widening is sufficient to

allow heavy vehicles negotiate the curve by using the entire width of the road.

(2) Extensive Use of Retaining Structures

The Sindhuli Road applies structures extensively to retain earth at the valley side, some as high as 18m.

Widening the valley side in these sections to secure the standard width for 2-lane road is inconsiderable

both technically and economically. The only option is to either widened the hill side producing massive

earth excavation or provide a bypass.

(3) Reversed Superelevation

At hillside and along hairpin curves, masonry ditches are provided to collect and transport surface

water and road is tilted or superelevated (also called cant or banking) towards the direction of the

ditches, regardless of the direction of the curve (clockwise or anti-clockwise). This is very effective to

facilitate surface drainage and adequate treatment of surface drainage is very important to keep the

road from premature damage. However, providing crossfall (superelevation) in this manner produces

sections where the superelevation is reversed. For slow traffics, reverse superelevation isn’t of big

concern, but circumstances might be different for vehicles negotiating the curves in a faster speed.

Usually, roads are superelevated to interact with the centrifugal force (force acting in the outward

direction of a circular path). If the grade is reversed this will rather magnify the force resulting to

skidding and tipping of vehicles at higher speed.

(4) Hairpin Curves

Section II consists of hairpin curves with minimum horizontal radius at many locations and Section III

at two locations. Sections between these hairpin curves are horizontally so close, widening of the

existing road is literally not possible. Only option at these sections is to provide a bypass.

(5) Long and Winding Sections

The existing road, especially Section II and Section III have small curves compounded with vertical

gradient up to 9%-10%. Loaded trucks, old, and heavy vehicles are forced to run slow on these sections

often causing lagging behind of tailing vehicles for being unable to overtake due to the narrow width.

And takeover of such creeping vehicle occasionally results into severe accidents.

(6) Continued Increase of Traffic Volume

The Sindhuli Road is the shortest and fastest route to travel between Kathmandu and eastern Terai


5-9

regions, including to some of the northeastern towns of the country. Traffic volume has been increasing

soon after its opening. Now that the road is connected at least at four locations with the M-H Highway,

traffic volume is expected to increase further.

(7) Vulnerability to Disasters

The Sindhuli Road has undergone damages many times in the past. Most of them during construction

period. Major damage after completion of the construction was during the Gurkha Earthquake in 2015

and some occasionally occurring at the causeways due to accumulation of debris-flow at causeways.

All locations damaged by the earthquake have been permanently restored and risks of damages in

future is said to be low. However, considering the rugged geography and fragile geology and existence

of major faults, the road, particularly Section II and to some extent and Section III are considered to

be vulnerable to disasters.

(8) Traffic Safety

Number of traffic accidents on Sindhuli Road for a period of 2015, after all sections were opened to

traffics, to 2019 is given in Table 5.1-1. According to the data, highest number of traffic accidents

occurred in 2018 with 139 cases. Section II had the highest cases, which was followed by Section IV.

Section I and Section II had 29 cases each. Number of accidents is in decline after 2019. Although data

for Section IV for 2019 is not available, number of cases for each section is lesser than the previous

year. This is due to the decision given by the Supreme Court’s in 2018 that regulated imposition on

large vehicles and buses from plying the road.

Table 5.1-1 Number of Traffic Accidents

Year SECTION I SECTION II SECTION III SECTION IV TOTAL

2015 12 13 17 18 60

2016 15 3 11 4 33

2017 18 23 15 32 88

2018 29 44 29 37 139

2019 21 25 22 N/A 68*

*: Total number of traffic accidents for 2019 is exclusive of Section IV data.

Source: The Project for Operation and Maintenance of the Sindhuli Road (Phase 2)

On the other hand, severity of the traffic accidents occurred during 2015 to 2019 is shown in Table

5.1-2. Fatality rate and fatality and serious cases combined were highest in 2016, soon after the opening

of the road. In 2018 the cases were still high, but this is decreased in 2019. This is thought to be the

positive effect of the imposition.

Table 5.1-2 Severity of Traffic Accidents

Severity 2015 2016 2017 2018 2019

Fatality 17 53 27 42 20

Serious 96 205 102 130 92

TOTAL 113 258 129 172 112*

*: figure exclusive of cases along Section IV (data unavailable)



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(9) Turnout

Turnouts, or dedicated space at the edge of a roadway to allow opposing vehicle to pass safely is

provided at a standard interval of 500 meters. But the turnouts are hardly utilized. First, the width of

the space is only 0.5m wide and is not prominent. This is compounded with the lack of informative

signs to attract the drivers’ attention. Second, the road users barely know of such provisions and by the

time they realize its existence, they have already surpassed the location. Third and most importantly,

the mannerless and speedy micro-buses and trucks simply ignore to wait the opposing vehicle to pass.

5.1.2 Kathmandu-Naubise-Mugling-Birgunj Road


Kathmandu-Naubise-Mugling-Birgunj (Westward Route), highlighted in green in Figure 5.1-7, originates

in Tripureswor, Kathmandu and extends to Birgunj/Raxaul, the border city to India. The route/corridor

consists of several national highways. In sequential order from Kathmandu, it starts with Tribhuvan

Highway (NH41), Prithvi Highway (NH17) from Naubise, Mugling-Narayanghat Highway, also known

as Madan-Ashrit Highway (from Mugling), East-west Highway (from Narayangarh), and again Tribhuvan

Highway (from Hetauda). The route constitutes an integral part of AH42, while the section between

Narayangarh and Pathlaiya is also a part of AH2.

The Westward Route came in service in 1974, after construction of Prithvi Highway, which extends from

Naubise on Tribhuvan Highway to Pokhara - the most famous tourist city of the country- and Mugling-

Narayanghat Highway that provided connection with Prithvi Highway at Mugling and East-West Highway

in Narayanghat. Since then, the route has been serving as the countries vertebra in carrying people and

goods from all around the country including vehicles from India.


Figure 5.1-7 Schematic Map of Major Road Network

KTM

Suryabinayak

Indian Border

Rasuwagadhi-KerungTatompani-Chammu

Chinese Border

Dhulikhel

KTM-Terai Fast Track

Ringroad

Tribhuvan Highway

Naubise

Hetauda

Pathlaiya

Narayangarh

Mugling

Nijgadh

Birgunj Jaleswor

BardibasEast-West Highway

East-West Highway

Sindhuli Road Ramechhap

Arniko Highway

Kalanki

Northeast

Area

To Pokhara

：Border Town

：City

Prithvi Highway

To India To India

To ChinaChina

India

To Mahakali


5-11

The section between Tripureswor to Nagdhunga runs across densely built-up area with houses on either

side of the road. Both the horizontal and vertical alignment of the section are smooth except at Nagdhunga,

where the curves are sharp and continuous, and the profile is steep (maximum 11%). To make the situation

worse, although the road has 2 lanes, the width of the road is about 6-7m. just sufficient for opposing

vehicles to pass. Overtaking is literally impossible, if not extremely risky and perilous. Its steep grade often

causes mechanical break-down of inbound trucks. These elements combined makes the section one of the

worst bottle necks of the route and most of the time the section is severely congested. Currently,

Nagdhunga Tunnel is being constructed. The objective of the tunnel is to provide a smooth and safe flow

at this critical section. Once completed, vehicles will be free from using the critical section by crossing the

section through the tunnel.

After passing Naubise, the road alignment passes river valley of the Mahesh Khola and Trishuli River,

initially the road alignment follows on left bank of the Mahesh Khola valley upto Galchhi before meeting

with Trishuli River. After Galchhi, road alignment follows the left bank of the river valley upto Mugling

Naubise to Mugling on Prithvi Highway runs parallel with Mahes River and Trishuli River. Initially the

road alignment follows on the left bank of Mahesh Khola valley up to Galchhi before meeting with Trishuli

River. The road crosses over hills, valleys, and alluvial deposits in the midlands of the lesser Himalaya

Zone varying in altitude from 200 to 2,000m. Rock types found are schist, phyllite, gneiss, quartize, granite,

and limestone and in most instances are heavily decomposed on the surface making it vulnerable to shallow

landslide failure. The road width of the section is 6-7m wide and the maximum vertical grade is about 6

percent. The section is provided with bituminous asphalt and the condition of the pavement is relatively

good. Drainage facilities are provided at towns and villages and at the hill side. Bridges and culverts are

also in fair condition. Mugling is famous as a ‘Dal-Bhat’ center (literally a rest area for passengers) and

nodal point with the Mugling-Narayangarh Highway.

Mugling- Narayangadh section (36km) also runs parallel to the Trishuli River. Geologically it runs across

the Siwalik Zone and Mahabharat Range in the Lesser Himalayan Zone. This is made of geologically

young sedimentary rocks including mudstone, siltstone, sandstones, shales, and conglomerates, which is

generally soft and loosely packed having greater tendency for rapid disintegration. On one side of the road

stands steep hills and on the opposite cliffs or bank of the river.

The road was widened in 2018 to dedicated 2 lanes (6m+1m shoulder) from its earlier intermediate lane

by the GON (Government of Nepal) under the assistance of the WB. It is provided with bituminous asphalt

(concrete pavement at causeways/Irish Crossings) and the pavement is in good condition.

Beyond Narayangarh to Pathlaiya, the alignment runs across low land of the Terai region and in parallel

with the Narayani River. Horizontal alignment is smooth and vertical grade is almost flat. Pavement is

mostly DBST and is rutted due to heavy vehicular load and hot temperature.

Beyond Pathlaiya, the road is being widened to 4 lanes with asphalt pavement. Service roads are provided

in residential areas.


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(i) In between Hetauda and Narayangarh (ii) At Bharatpur (Narayangarh)

(iii) Mugling-Narayangarh Section (Near Mugling) (iv) Near Nagdhunga Pass


Figure 5.1-8 Picture Depicting Condition of Westward Route

5.1.2.2 Travel Time

Travel time was measured between Hetauda and Kathmandu via Narayangarh-Mugling and the time taken

was 5 hours and 37 minutes (refer to Figure 5.1-6). From estimate, the travel time between Hetauda and

Bardibas is about 2 hours and 30 minutes. Thus, from the travel time observed by the Survey Team, travel

time between Kathmandu via the Sindhuli Road is about 3 hours shorter compared to the westward route.

5.1.2.3 Issues and Concerns

(1) Traffic Capacity

Passenger car unit (pcu) per day, according to the traffic volume count conducted under this Survey in

April 2021 on weekday,2 is 40,470 pcus. The capacity of a 2-lane road provided in the NRS (Nepal

Road Standard) for rolling and flat terrain is 30,000 pucs and 40,000 pcus respectively. This indicates

that the existing road is already over capacity and asks for widening.

Moreover, on Level of Service (LOS), the NRS recommends securing ‘B’ which accounts to about 45

percent of the maximum capacity under mixed traffic condition. Apparently, this can only be achieved

if the road is upgraded to 6 lanes. There is no doubt that a portion of the current traffic volume will be

diverted to the Fast Track, after the expressway is completed. But vehicles from western regions of the

country headed for the capital, including those from/to Pokhara will still be using this route. Therefore,

the current traffic volume will not likely decrease drastically.


The road is till date the backbone supporting socio-economic activities of the country. However, one

of the concerns of the route is its vulnerability against disasters. Figure 5.1-9 shows the active and relict

landslides (indicated by red ovules) and the debris deposits, terrace deposits, and talus deposits

2 Traffic volume count on weekend did not materialize due to lockdown imposed in wake of the 2nd wave of COVID-19 pandemic.


5-13

(indicated by red-spotted ovules/areas) along the westward route (up to Narayangarh) and the

Tribhuvan Highway (KTM-Hetauda). Apparently, the Westward route has many vulnerable locations

compared to the Tribhuvan Highway. Many times, in the past, landslides have occurred inflicting

heavy damage and causing traffic disruptions and road closures, sometimes for more than three days,

severely affecting the transportation of goods and people in and out of Kathmandu. Some of the major

landslides that resulted into closure of the route disrupting traffics are as follows,

July 4, 2021, landslides occurred continuously in Charkilo (4km) and Panchkilo (4km and 5km

respectively fro, Mugling) in Ikchyakaamana Rural Municipality-6 on the Mungling-Narayangarh

Highway blocking the road intermittently for 2 days.

July 17, 2020 Incessant rain cause landslides in Kalikhola, Ikchyakaamana Rural Municipality-6

on the Mugling-Narayangarh in disrupting traffics for more than 5 days. The DOR has requested

people to use the Sindhuli Road as an alternative to the Narayangarh-Mugling Highway3.

Similar incidents occurred at almost same places as above on June 2, 2019, September 7, 2016,

June 2006 and 31 July 20034 , 1993 among others, severely damaging the road infrastructure and

closing the road for several hours to several days. In 2003, about 40 percent of the highway was

damaged by landslides and debris flow due to heavy rainfall of 446.2 mm/day on.


Figure 5.1-9 Landslide Distribution along the Route

3 HIMALAYAN NEWS SERVICE, Published: 09:14 am Jul 22, 2020 4 Source: The Study on Disaster Risk Management for Narayangharh- Mugling


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5.1.3 East-West Highway


Apparent from its name, the highway runs across the country from east to west and is the longest highway

(about 1027km) till date constructed under the assistance of India and in part the US. Also known as

Mahendra Highway, the road runs the low land in the south, Terai and crosses all but Karnali Province in

the west. This also constitutes an integral part of AH2 and is one of the main highways that cater the

country's main domestic and international trade. The Survey Team visited the highway in April 2021.

Hereunder is a brief overview of the findings between Bardibas to Pathlaiya (Pathlaiya-Hetauda is

explained in the Section 5.1.2 ). Figure 5.1-10 depicts the condition of the section observed.

The distance between Bardibas and Pathlaiya is about 100 km and the travel time was approximately 2

hours. Travel time up to Nijgadh (intersection with the Fast Track) was 1 hour and 48 minutes (distance is

about 86km). The earth section is fundamentally slightly elevated from the existing ground and maintains

the existing ground level at sections within settlements. The embanked carriageway acts as a flood water

barrier for rivers and streams. The elevated structure acts as a barrier embankment (dam) for rivers and

streams. The alignment is basically tangential and vertical grade is almost flat. The first 2km of the route

runs across built-up area and the rest of the stretch passes through forest. There are many rivers flowing

north south and crossing the road. Villages/communities exist along the road on both banks of the river.

Bridges are provided to span the river.

The entire stretch between Bardibas and Pathlaiya is provided with 2 lanes with exceptions at some bridges.

The road is blacktopped with asphalt pavement (DBST), which on average is in good condition although

potholes and patch works after repairing of the damaged portions exist here and there. There are more than

20 bridges, half of them longer than 100m.


5-15


Figure 5.1-10 Picture Depicting Condition of East-West Highway

5.1.3.2 Issues Identified

(1) Traffic Capacity

Capacity for 2 lane road on plain terrain is 15,000 pcu. Number of vehicles plying the section according

to the traffic count survey conducted in April 2021 is 16,250 pcu on weekday and 7,187 on weekend.


While the hilly area is prone to landslides, the flat area along this section is prone to flood. This section

is no different. Time and again, the area receives excessive amount of precipitation that swells the river

and inundates the area damaging the structures as the waterway opening of the bridges and culverts

seem to be on the non-conservative side to address the floods from upstream catchments. On the other

hand, the road is already half century old and is decrepit. Increasing vehicular load, the structures have

been bearing against, and lack of timely and adequate maintenance are contributing accelerating the

damages making the structures weak and feeble. Bhapsi Bridge near Bardibas collapsed by flood in

2019. In September 2014 a bridge over Bagmati River almost collapsed due to subsidence of a sub-

structure (Figure 5.1-11). In July 2007, the bridge over the Dhanshar River in Rautahat District

collapsed by flooding, and traffic movement was interrupted for days.


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Figure 5.1-11 Picture of Pier Subsidence

5.1.4 Tribhuvan Highway


Tribhuvan Highway, opened in 1956 was the first vehicular road constructed under the assistance of India.

The road is about 155 km long and connects Raxaul, the trading hub in India with Birgunj, Hetauda,

Naubise and then to Kathmandu. It is a national highway and was currently re-classified as NH41 from

NH03.

Although the section extends from Kathmandu to Birgunj, the existing condition mentioned hereunder

represents the section between Naubise and Hetauda5.

The alignment between Naubise-Hetauda runs across three mountain passes, including the

Daman Pass at an altitude of 2,540 m.

The alignment consists of many long and winding curves. Sections where the alignment ascends

and descends over and down the mountain/hill has many hair-pin curves. Vertical grade is steep

and reaches as high as 12 percent at several locations.

The road has a total width of about 5.5m but the width of paved section is only about 3-4m.

Passing across of opposing vehicles is possible only under reduced speed.

The pavement is in poor condition due to lack of maintenance.

Travel time from Hetauda to Naubise is approximately 6 hours.

Traffic volume is very low and consists of tankers, micro-buses, private cars/jeeps and

motorbikes. Traffic volume significantly decreased after the Westward Route, which has

smoother alignment, was completed. Despite shorter distance, road users stopped using the

Tribhuvan Highway due to its poor alignment, longer travel time and high potential for

accidents.

5 Condition of Kathmandu-Naubise and Hetauda-Birgunj section is mentioned in Kathmandu-Naubise-Mugling-Brigunj Road


5-17

There are few traffic signs and facilities to prevent from accidental skidding and fall off of

vehicles.


The section often experiences road closures due to slope failures and landslides.

Poor alignment, narrow width, continued deterioration of road surface, heavy and dense fog at high

altitudes combined with accumulation of snow in the winter season, lack of safety facilities all pose

potential risks for traffic accidents.

5.1.5 Arniko Highway


Arniko Highway, approximately 112km long is an asphalted road that connects Kathmandu to Nepal’s

border with China at Tatopani. This relates to the Sindhuli Road at Dhulikhel. The road is a national

highway classified as NH34 and constitutes a part of the AH42. This road is of crucial importance to Nepal

as it carries a very large amount of goods to and from China. The earthquake in 2015 and flash flood a

couple of months later had depleted the border town including the customs facilities and other

infrastructures causing closure of the border. The border was re-opened in 2019 but was again closed in

wake of the COVID-19 pandemic.

The Survey Team visited the Kathmandu-Dhulikhel section in April 2021. The condition of this section is

summarized as follows.

The alignment is basically smooth and fair except at several locations between Suryabinayak to

Sanga, and Banepa to Dhulikhel

The section between Kathmandu (Koteswor) to Suryabinayak in Bhaktapur Municipaility has four

lanes with service lanes at built-up areas6. Beyond Suryabinayak it reduces to two lanes.

The pavement of the 4-lane section is asphalt concrete and is in very good condition. The pavement

of the 2-lane section is bituminous, and the condition is fair.

Both sides of the road are aligned with houses/building. Agricultural land exists where the houses

discontinue. A section at Sanga goes through a forest.

Traffic volume is relatively high.

6 Widening of the section was conducted under the grant aid assistance of Japan and was completed in 2011.


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Traffic volume of Arniko Highway on weekday is 15,501 pcu/day and on weekend it is 16,043

pcu/day7 and has exceeded the capacity8 of the road.

Section near Sanga Pass is vulnerable to slope failure. Last time the slope collapsed was in 2016.

The river crossing at Hanumante, Jagati and east end of Banepa city are often inundated during

monsoon causing disruption to traffic.

5.2 GOVERNMENT FUNDED ROAD DEVELOPMENT PROJECTS

5.2.1 Kathmandu – Terai/Madesh Expressway Project

5.2.1.1 Outline

Kathmandu-Tarai/Madesh Expressway Project (Fast Track) was approved by the Council of Ministers, the

Government of Nepal on June 22, 2017. This is the would-be-first expressway of Nepal and is categorized

as one of the national pride projects of Nepal. Initially planned to be implemented under the Public-Private

Partnership (PPP) bases on Built-Operate-Transfer (BOT) modality, but later the implementing

responsibility was handed over to Nepal Army.

The total length of the road in accordance with the latest Detailed Project Report (DPR) is 72.5 km. This

connects Kathmandu at Khokhana, an old historical town south of Kathmandu, with Nijgadh in Bara

District in Central Terai. After the construction is completed and the road is opened to traffics, this will be

the shortest route from Kathmandu to Birgunj, gateway town to India and other areas in the vicinity.

Therefore, the road is expected to contribute significantly to enhance trade with India,. The road will most

likely attract traffics from central Terai regions that currently ply the westward route. The proposed

alignment of the Fast Track is shown in Figure 5.2-1.

7 The volume is a two day average traffic provided in the Final Report of the count survey conducted at Dhulikhel along Arniko

Highway from June 13 till June 15 2019 under the Project for the Operation and Maintenance of the Sindhuli Road Phase 2 8 Traffic capacity of Arniko Highway according to NRS 2070 is 11,000 pcu/day (double lane road (7.0m) with good quality

shoulders with width 1m or wider )


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Source: KTFT Bulletin 2077- Vol.1

Figure 5.2-1 Proposed Alignment

(1) Implementing Agencies

Executing Agency : Ministry of Physical Infrastructure and Transport (MOPIT)

Management Committee : Nepal Army (NA)

Contractor : China State Construction Engineering Corporation (Phase 1)

: Under Procurement (Phase 2)

Consultant : Soosung Engineering & Consulting (Design)

: Yooshin Engineering Corporation, Korea JV (Supervision)


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(2) Project Cost: 213.95 billion Rupees (15th Development Plan)

(3) Duration: FY 2017/18 – 2023/24 (6years)

5.2.1.2 Expected Outcome

Travel time between Kathmandu and central Terai will be possible in 72 minutes - a drastic reduction from

present 7 hours through Kathmandu-Naubise-Mugling-Pathlaiya-Nijgadh – thereby contributing to the

socio-economic activities of the Terai region and Kathmandu.

5.2.1.3 Salient Features of the Project

Salient features as defined in the latest DPR is briefly summarized below.

• Road Category : Asian Highway Primary Class

• Target Level of Service : A (Free flow)

• Starting Point : Khokhana (Lalitpur, south of Kathmandu)

• End Point : Nijgadh at the E-W Highway

• Total Length : 72.5km

• Construction Period : 4 years 6 months

• Carriageway & Lane Width : 4-lane divided carriageway, lane width 3.75m (Road)

2-lane carriageway tunnels

• Formation Width : 27m (carriageway 15, shoulder 6m, median 4m, curb 2m)

: 25m in mountainous terrain (shoulder 5m, median 3m)

• Right-of-Way : 50m (km 0+000-km 9+000), 100m (km 9+000-km 72+507)

• No. of Tunnels (Twin) : 3 (3.36km, 1.63km, 1,43km at Mahadev, Dhedre &Lane Dandas)

• No. of bridges : 16 (Special), 49 (Major-Medium), and 22 Minor

• Total Length of Bridges : 10,596m

• Interchange : 3 locations (Kathmandu, Budhune, Nijgadh)

• Toll Plaza/System : 3 locations (Khokhana, Budhune and Nijgadh), Semi-automatic

• Toll Fee9 : refer to Figure 5.2-2.

Source: Kathmandu-Terai/Madhes Fast Track (Expressway) Road Project Website (https://ktft.nepalarmy.mil.np/Home/Features)

Figure 5.2-2 Toll Fee

9 The toll fee provided is an extract from the web page. The web page however does not provide any other information as to its

source (feasibility study or detailed design study), what the calculation is based on and whether the toll fee indicated is the

actual fee that will be imposed during operation.


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5.2.1.4 Progress of Construction Work

Out of the 76.2-kilometre-long expressway, 17 km section is planned to be constructed by NA on its own.

It will hire dependable Nepali contractors for 37 km of the stretch and sign-up foreign contractors for the

remaining 22.2 km section, which will include tunnels and bridges.

Construction work is divided into two phases. Earth (embankment) sections are targeted to be constructed

under Phase 1. Construction work is in progress and the physical progress as of end of fiscal year 2019/20

is reported to be 11.11 percent. Phase 2 is yet to begin as procurement is still on-going and is likely to be

further delayed after controversies with regards to procedural flaws in the pre-qualification process for the

selection of the contractors.

The Survey Team was able to visit the site at two locations where the progress has been accounted for.

Picture 1 was taken a couple of kilometers south of Khokhana and Picture 2 near Nijgadh. The site near

Khokhana shows that the subgrade has been construction and is awaiting subbase and above. On the other

hand, construction level near Nijgadh was up to the subbase. This seems to be completed for an

approximate length of 10 km.

Source: KTFT Bulletin 2077-Vol.1

Figure 5.2-3 Glimpse of Progress of On-going Construction Works


(1) Acquisition of Land

Total area required for the construction is estimated as 15,416 ropani equivalent to 784.27 ha. (1 ropani

is equivalent to 508.74m2). Approximately, thirty-four (34) percent (5,165 ropani) of the total required

land is privately owned. Of the 5,165 ropani land in Kathmandu, Lalitpur and Makwanpur districts

compensation has been paid for 4,357 ropani. The remaining 807 ropani (about nine percent) is at

Khokhana, where the indigenous people of the village are against receiving the compensation, if not

against give away their land.

(2) Technical Constraints and Know-hows

The construction of an expressway is the first of its kind in the country. It is therefore in-itself a

challenging task. This is further compounded with requirement to construct tunnels and high-pier

viaducts among other structures, which require high-level cutting-edge technology to maintain the

Picture-1: Progress Work at Khokhana Side Picture-2: Progress Work at Nijgadh


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quality of the structures. The tunnel is expected to face numerous issues arising from the rough and

tough geography and its sophisticated geology, as this is likely the first ever tunnel in the Siwalik

Range. The road (tunnel) will be crossing through thrusts and faults, where the rocks/soil are very weak

and fragile.

(3) Operation and Maintenance

There is no specific information with regards to entity that will be responsible for post construction

operation and maintenance. Unlike initial plan, where a Built-Operate-Transfer (BOT) model was

considered, the expressway is now being constructed under the financing from the Nepalese

Government. This implies that unless operation and maintenance of the expressway is contracted out

to a private company, the role and responsibilities will be laid upon to DOR, providing concerns

whether/how DOR will ensure timely and proper operation and maintenance when it is suffering from

severe backlogs.

5.2.2 Mid-hill Highway (Pushpa Lal Highway)

5.2.2.1 Outline

Implementation of Mid-hill Highway (M-H Highway), also known as Pushpa Lal Highway project was

started in 2064/65 (A.D. 2007/08) by the government under the 20-year road policy that aimed at

connecting all district headquarters by road. To ensure continuity and completion of the entire stretch of

the road, the policy was transferred to the current 15th Development Plan, where the project is identified

as one of the National Pride Projects. The objective of the project is to achieve balanced regional

development by expanding easy access to transportation in the mid-hill settlements.


Figure 5.2-4 Mid-Hill Highway


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The length of M-H Highway is approximately 1,879 km and runs longitudinally across the country through

different important townships, settlements and other places of importance in the mid-hill region almost in

parallel with the E-W Highway. It originates in the east end of the country at Chiyobhanjyan in Panchthat

District and ends is the west end at Jhulaghat in Baitadi District, a border town to India at River Mahakaali.

It traverses through 25 districts of the country. Different roads constructed in the past constitutes parts of

M-H Highway. But these roads are being improved to bring the road into the set standards of the M-H

Highway. All sections newly constructed including those to be constructed henceforth are envisaged to be

planned and constructed to meet the required standards.

This is the third highway, after E-W Highway and Postal Highway, to connect the east and the west ends

of the country. In the initial plan, Ghurmi - Dhulikhel section of the Sindhuli Road used to constitute as an

integral part of M-H Highway. Then, the total length of the highway was 1,750km. It then underwent

revision and the new alignment of M-H Highway overlaps with the Sindhuli Road for about a 3 km section

between intersecting point with M-H Highway at Ghurmi and Khurkot. From Khurkot, the alignment is

shifted towards the north to meet Tatopani in Arniko Highway and then to Nuwakot, north of Kathmandu

and further to Pokhara.

(1) Implementing Agency

Executing Agency : Ministry of Physical Infrastructure and Transport (MOPIT)

Implementing Agency : Department of Roads (DOR)

(2) Project Cost

Total estimated cost is 101.50 billion Rupees

(3) Duration

Construction commenced in 2007/2008 and is expected to complete in 2022/2023.

5.2.2.2 Expected Outcome

Travel time from/to the mid-hill regions will drastically reduce. People of Mid-hill region will have

easy and reliable access to transportation and thus their socio-economic activities will be enhanced.

Unlike before, the mid-hill people can now travel to various parts of the country without having to

go south to use the E-W Highway.

The highway traverse through many important townships, communities and other important places

and will thus enhance regional connectivity.

It will also contribute to the increase of service and income generation and employment

opportunities (tourism, agriculture, industry), especially to the hydropower section as the road links

with more than 12 hydropower plants.

Encourage development of new cities and rapid migration from hill to Terai will decrease.

5.2.2.3 Salient Features

Design Speed : 50km/h

Right-of-Way : 50m (25m on each side from centerline)


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Total Length : 1,879km

Carriageway Width : 7.0m (2x3.5m)

Shoulder Width : 1.0m

Number of Bridges : 129 (10 bridges longer than 100m in length)

5.2.2.4 Progress of Construction Works

Progress of construction is reported to be about 56.5 percent as of 2020/2021. Construction of the highway

commenced as early as 2007/08 but could not gain momentum (almost came to standstill) due to political

turmoil in the country. It was resumed in 2016/17 with the target date of completion in 2023/24. According

to DOR, it is doing its possible best to meet the target, but there are controversies that the construction will

go beyond the stipulated deadline. In figures, approximately 987kms of the road has been blacktopped and

630km is awaiting black topping. 99 km of the road has been completed up to the subbase. However,

325km of the stretch in particularly between Lamjung and Jajarkot in the west is yet to be constructed.


• Construction of three bridges is Jajarkot have been stalled for more than eight (8) years. Reason

behind this is the abandonment by the contractor.

• Alignment in the west (Lamjung) passes through settlements. Local residents and the responsible

authority have not been able to come to amiable terms and as a consequence a 45km section of the

road is yet to be surveyed.

• Elapsing time is shadowing over the budget. The estimated budget is now around 101.5 billion

Rupees, which is about three times the initial budget. Further delay in implementation will have

impact in the cost implications.

5.2.3 Madan Bhandari Highway

Madan Bhandari Highway (MBH), classified as NH09, is approximately 1,248km long (761km road

section and 185 bridges), which starts at Shantinagar in Jhapa District of Province No.1 and runs through

Inner Terai (Chure-bhawar) connecting Chure and Bhitri Madhes (Inner Terai) to reach Rupal of

Shantinagar, Sindhuli, Hetauda, Gaindakot, Ramdi, Ridi, Pyuthan, Ghorahi, Surkhet, Bipinagar, Sahajpur,

Jogbudha and Dadeldhura District of Sudurpashchim Province (Province No.7) in the west. A stretch of

about 15km from Bhiman to Madhi Bazaar of Section I of the Sindhuli Road forms a part of the road.

Also termed as Madan Bhandari Inner Terai Highway the road runs almost parallel to the E-W Highway

to the south and the M-H Highway to the North and is expected to serve as an alternative of the two roads.

Although approval from the GON for the construction of the 318km section between Dharan-Hetauda

(refer to Figure 5.2-6) was obtained on May 22, 2018, initial works (track opening) of this section had

started as early as in FY 2007/08. Currently, this is being constructed as a two-lane road and the physical

progress, as of March 2021, is 38 percent. 287.5 km of road section and 75 bridges has been constructed.

Target completion date is FY 2024/25. To expedite the construction, the section is divided into two sections

- 135-km east section (from Basaha in Udayapur to Sindhuli) and 115-km west section (Bhiman-Hetauda).


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The two-lane road will benefit the residents of four inner Tarai districts—Makwanpur, Sindhuli, Udayapur

and Sunsari.

At junction with Sindhuli Road Uncompleted approach section of a bridge Source: JICA Survey Team (site observation 22 September 2021)

Figure 5.2-5 Glimpses of Madan Bhandari Highway (On-going)


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5.2.4 North South Corridor

The North South Corridor Road shall provide easy access and improved mobility between Terai, the Hills

and Himalayan Region. By connecting India and China this road will facilitate the easy movement of

goods and people. 8 different trade and transit corridors are planned and being developed from North to

South. Out of this, corridor from Birgunj-Naubise-Kathamndu-Tatopani-Nyalam (393km) (which falls in

the central region of the country) is already operating. Initiatives are being taken to upgrade this corridor.

Likewise, the track of the corridor from Birgunj-Galchi-Rasua-Syafrubesi (340 km) has opened recently.

Among the 8 North South Corridors certain portion of some of the corridors such as the Koshi corridor,

Kali- Gandaki corridor and Karnali corridor are prioritized to be constructed by the government.

5.2.4.1 Koshi Corridor (Eastern)

Koshi Corridor has been designated as the national pride project in the 15th Development Plan. Also

known as Koshi Highway and classified as NH08, the corridor is a two-lane road and is 320 km long. The

project commenced in FY 2004/2205 and is expected to be completed in FY 2023/24. The southern section

from Rani-Biratnagar-Itahari-Dharan- Dhankuta-Hile as shown in blue in the figure below including one

bridge has been black-topped and is already open to traffic. The Kimathanka to Khandbari section, which

is 162 km long is currently being constructed. As of March 2021, 148km of the track opening has been

completed, 68 km has been graveled and bridges have been erected at 4 locations. All combined the

progress accounts to about 22.3 percent of the entire work. 14km of the remaining stretch has been

commissioned to the Nepal Army.

Once completed, the people of the mountainous and hilly region of Province No.1 will benefit from easy

access to transport, enhance development activities including hydropower development and the

development of tourist areas, agriculture, industry etc. thereby contributing to poverty alleviation,

reduction of migration to Terai and securing regional balance.


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Figure 5.2-7 North-South Corridors

5.2.4.2 Kali-Gandaki Corridor (Mid-Western)

Also identified in the 15th Development Plan as a national pride project, this project aims to develop a two

lane 444km long corridor in the western region to connect the north region with the south in the mid-

western region. The construction commenced in FY 2007/08 and is expected to complete in 2023/24.

Currently the 245km section between Gaindakot -Ramdi-Maldhunga (Baglung) is under construction and

the progress is 21.5 percent. The project is expected to benefit by about 2.3 million people along the

corridor.

5.2.4.3 Karnali Corridor (Western)

This is another north-south corridor being implemented as a national pride project in the western region of

the country. This corridor is 145 km long (section under NA is not included) and consists of Hilsa-Simikot

section, which is 95km long and Simikot- Salisalla section, which is 50km long. The road will have 2 lanes

on its entire stretch. Construction commenced in FY 2016/17 and is expected to complete in 2023/24. As

of March 2021, the progress accounts to 23.5 percent of the total works.

5.2.5 BP Highway Re-Alignment and Diversion Road

The objectives of this project are to,

i) realign approximately 980m section of the Sindhuli Road located at about 2.5km from Khurkot

Bazaar toward Nepalthok and at the headwork area of SMDMP (Sunkoshi Marin Diversion


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Multipurpose Project) to avoid from being inundated due to the headworks of the Sunkoshi Marine

Diversion Project, and

ii) Construct a 2.5km long service road to secure smooth and safe traffic during the construction of

the realigned section of the highway.

The project is planned to be implemented as the components of the SMDMP under the finance of the GON.

The implementing agency of the project is Ministry of Energy, Water Resources and Irrigation, Department

of Irrigation. The project is identified as a Game Changer Program in the 15th Development Plan, which

means the priority of the project is higher next to the national pride projects. The target date of construction

completion of the SMDMP is set in the 15th Development Plan for FY 2023/24. This means the realigned

section of the Sindhuli Road and the Service Road should be completed before this, but the two roads are

currently at the detailed design stage.

The realigned highway is an integral part of the Sindhuli Road. Its reconstruction should be consistent with

other sections of the road when the other sections undergo improvement for enhancing the capacity of the

entire stretch of the Sindhuli Road. Close coordination with the DOR and disclosing/sharing all

information including the drawings (design, shop-drawings and as-built drawings) with all relevant

agencies is utterly important.


Figure 5.2-8 BP Highway Realigned Road and Service Road

5.3 DONOR FUNDED ROAD DEVELOPMENT PROJECTS/PLANS

According to the Development Cooperation Report (DCR), 2019 prepared by the MOF, International

Economic Cooperation Coordination Division (IECCD, the total development assistance received by


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Nepal increased marginally from 1,733 million USD in FY 2017/18 to 1,793 million USD, despite a 2.7%

decrease in ODA (Official Development Assistance). The majority of the ODA was provided as loans. The

ODA disbursed in FY 2018/19 comprised of 60 percent (944 million USD) loans, 27 percent (424 million

USD) grants and 13 percent (211 million USD) technical assistance.

The disbursement was shared by eight different line ministries signifying that the distribution of ODA

across sectors has changed significantly from FY 2017/18 to FY 2018/19. The highest share (54%)

disbursed in 2018/19 were education, energy, peace and reconstruction, local development and financial

reform. 40 percent of the disbursement was provided by bilateral partners10, while 60 percent was provided

by multilateral partners11 . Road sector received 78 million USD in FY 2017/18, which significantly

reduced to 38 million USD in FY 2018/19. ADB, WB and Japan were the three main actors in the assistance

on the road sector. Hereunder, on-going projects related to road sector funded by the three partners are

briefly explained.


Figure 5.3-1 Development Assistance

5.3.1 Japan Funded On-going Projects/Plans

Infrastructure projects/plans carried out under assistance from Japan for the last ten years as of July 2020

are shown in Figure 5.3-2. Road sector projects that are on-going are recently completed are briefly

explained below.

10 China, The United Kingdom, Japan, The United States of America, and India are the top five 11 The WB, the ADB, the UNCT, the EU, and the International Fund for Agricultural Development (IFAD) are the top five

i) Dev. Assistance ‘17/18-18/19 ii) ODA Disbursement FY ‘18/19


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Figure 5.3-2 Map of Major Projects under Assistance of Japan

5.3.1.1 Nagdhunga Tunnel Construction Project

This is an ODA loan project funded by the Government of Japan where JICA is the development partner

providing loan assistance. The initial survey was conducted by MOPIT, DOR in February 2013 under

assistance from the Government of Japan. Loan agreement was signed between the two countries on


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December 22, 2016, for conducting the detailed design and construction. The foundation laying ceremony

graced by the then Prime Minister Mr. Krishna Prasad Oli was held on October 21, 2019 (refer to picture

ii) in), This is likely to be the first ever highway tunnel in Nepal. Figure 5.3-3 i) shows the alignment of

the Nagdhunga Tunnel and Figure 5.3-3 ii) depicts the construction work progress at the East portal

(Kathmandu side).

i) Route Alignment of Nagdhunga Tunnel ii) Construction on-going at East Portal

Source: Webinar: Introduction to the First Road Tunnel in Nepal

(12 September 2020)

Source: Newsletter Vol.25 March 2021, DOR

Figure 5.3-3 Route Map and On-going Construction Work

(1) Objective

The objective of the Project is to improve the road condition around Nagdhunga pass by constructing

a tunnel, thereby contributing to the smooth transportation network between Kathmandu and other

principal cities/areas in Nepal.

(2) Schedule

Feasibility Study: February 2013-March 2014, Detailed design; March 2017-June 2022

Construction: November 2019 – March 202312

(3) Salient Features

Tunnel 2.68 km, 2 lanes, carriageway width 9.5 m, grade 3.5%

Approach road 2.89 km, 2 lanes, carriageway width 7m, 2 m shoulder

East Portal/West Portal

Bridge 3 Nos.

Underpass 2 Nos., Overpass and Flyover 1 each

12 Source: News Letter Vol.25 March 2021, DOR


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Toll facility, west side 3 booths, 3 lanes each and east side 2 booths, 2 lanes each

24 hrs. ventilation (Jet Fan) and lightning System

Emergency rescue system

(4) Progress

Construction is being done from both sides of the portal (East and west)).

On the east side, 43 meters of the main tunnel and 36 meters of the evacuation tunnel have been

excavated with shotcreting and provision of steel ribs support system

On the West Portal, 135m of excavation work has been completed including shotcreting and

installation of steel ribs support system.

Construction of crib walls East portal, approach road, overpass, underpass, and culverts are on-

going

(5) Issues and Concerns

Most of the issues and concerns at this stage are more on the social environmental aspects rather than

technical. For example, delaying in demolishing the houses despite of having being duly compensated,

demanding comparatively high compensation for land, resistance from the locals in locating the

construction yard to store material etc.

5.3.1.2 Digital Elevation Model and Ortho Image Maintenance Plan

Implemented in 2020, this plan aims to reduce flood damage, etc. by developing a high-precision digital

elevation model and orthoimages that will contribute to the future development of hazard maps in flood-

vulnerable areas in the southern plains of Nepal. It contributes to the reconstruction of the earthquake

disaster, both hard and soft, and the creation of a disaster-resistant country.

With this cooperation, in 2025, four years after the completion of the project, the number of distributions

of digital elevation models will increase to 15 times, the area for creating large-scale maps will be expanded

to 300 square kilometers, and the area for creating hazard maps will be 500. In addition to expanding to

square kilometers, it is expected that the mesh spacing of digital elevation models will be improved from

50 meters to 1 meter, and more elaborate planning maps will be developed. In addition, it is expected that

disaster prevention capabilities will be strengthened by raising awareness of disaster prevention among

Nepalese government agencies, improving the accuracy of identifying flood areas, and narrowing down

candidate sites for flood control such as embankment strengthening points and flood regulation ponds.

increase.

5.3.1.3 Sindhuli Road Earthquake Rehabilitation

The location of the project area is shown in Figure 5.3-4.


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The Gorkha Nepal Earthquake that occurred on 25 April 2015 brought about devastating in the country.

Road infrastructure was not an exception. More than 24 locations in the Sindhuli Road were also damaged

by the tremor. To restore traffic flow at the earliest possible extent, the damages were temporarily restored

by the enforcement of the “urgent recover work” as Pilot Project 2. But among the 24 damaged portions,

5 critical sites which needed rehabilitation were relevant for Japanese support due to the large-scale

damage as well as technological challenges

The project undertook rehabilitation work where permanent countermeasures (ground anchor associated

with shotcrete) were applied to stabilize the damaged sections, which were concentrated in Section II and

Section III of the Sindhuli Road and ensure recurrence of the damages that may cause significant

disruptions of traffic are avoided. The rehabilitation works were completed, and a virtual inauguration

ceremony chaired by the Minister of MOPIT and other distinguished guests was held on January 28, 2021.

The rehabilitated road is expected to restore smooth traffic flow between Kathmandu and the Eastern Terai

and will also creating better mobility, easier accessibility to health facilities and education, better economic

socio-cultural activities thereby catering the needs of the public. Furthermore, another major outcome of

the project is the transfer of advanced and effective technology to the Nepalese Counterparts and Engineers,

mainly for the slope stabilization of the mountainous roads.

Source: Final Report July 2018, Preparatory Survey for the Project for Sindhuli Road Earthquake Rehabilitation,

Figure 5.3-4 Project Area


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5.3.1.4 Project for the Operation and Maintenance of The Sindhuli Road (Phase 2)

Upon request from the MOPIT/DOR, this technical assistance project was conducted as Phase 2 of Phase

1, which was implemented for a span of four years from 2012 prior to the opening of the entire stretch of

the road, with an objective to enhance the planning and repair ability of the implementing agencies13,

particularly on the slope protection and structures like causeways and ensure safe and smooth traffic on

the Sindhuli Road. This was scheduled to complete in March 2021 but has been prolonged due to the effect

of COVID-19.

5.3.1.5 Project for Intersection Improvement at Koteshwor and Tinkune Intersections

The Preparatory Survey for the Project for Intersection Improvement of Koteshwor and Tinkune

Intersections in Kathmandu (PSPIIKT) commenced in February 2020 and is on-going. Currently, this is

one of the most congested intersections inside Kathmandu Valley. The objective intersection is a T-junction

between the Ring Road, which was currently expanded to 4 lanes main carriageway and 4 lanes service

roads, and Arniko Highway. Identified as important projects in the main Programs in the 15th Development

Plan of Nepal, the project envisages to alleviate serious traffic congestion by constructing a flyover or

underpasses at the said intersection. The responsible agencies are MOPIT/DOR.

5.3.2 World Bank Funded On-going Projects/Plans

5.3.2.1 Strategic Road Connectivity and Trade Improvement Project

This is a WB funded project, which aims to help improve roads of regional importance and set the course

for post-COVID-19 economic recovery through greater cross border trade, more jobs, and better road

safety. It expects to enhance regional road connectivity by improving the Nagdhunga-Naubise- Mugling

and upgrading the Kamala-Dhalkebar-Pathlaiya road section along the E-W Highway. The project is also

expected to enhance infrastructure, facilities, and sanitation at border crossing points to ease trade

constraints and spur agricultural exports. The project outcomes are deduction of time and cost of moving

good and boosting of Nepal’s trade, which accounts to about 40 percent of the country’s economic output.

It is aligned with the WB’s Eastern Sub-Region Connectivity Program, which since 2013 has financed a

continually evolving regional program to improve connectivity and trade between BBIN.

The project consists of four components.

Component 1: Trade Facilitation is expected to contribute in i) reducing the travel time taken for goods

transit at selected border crossing points; ii) improve capacity and efficiency for sanitary and phyto-

sanitary (SPS) management at selected locations and for targeted products, and iii) enhance capacity for

managing trade.

Component 2: Regional Road Connectivity is aimed to improve efficiency, climate resilience and safety

of movement of goods and people across two roads within two transport corridors that are key for Nepal’s

connectivity and trade with India and other countries. Improvement of existing Nagdhunga-Naubise-

Mugling road to two lanes, with one-meter paved shoulders is vital for trade between Nepal and India and

13 Comprised of staffs from the DOR, Department for Water Induced Disaster Management (DWIDM), and the RBN


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China through Rasuwagadhi (refer to Figure 5.3-5). The corridor is a part of AH2, AH42, the SAARC

corridor No.214, and No.1015 . On the other hand, upgrading the Kamala-Dhalkebar-Pathlaiya (KDP) Road

from two lanes to four lanes is expected to compliment improvement of contiguous sections of E-W

Highway, which is also a part of AH2 that connects Nepal with India, Bangladesh and Bhutan (via India)16

(refer to Figure 5.3-5).

Source: WB, Project Information Document (PID) Nepal Report No. PIDC27068

Figure 5.3-5 Regional Connectivity Context of the two Improvements

Component 3: Institutional Strengthening is expected to improve the capacity for management of the

SRN road with a focus on road safety, road asset management, training and periodic maintenance, as well

as support for training of local women in finding skilled employment and livelihood.

Component 4: Contingency Emergency Response is expected to provide immediate response to an

eligible crisis or emergency, as needed.

5.3.3 Asian Development Bank Funded On-going Projects/Plans

5.3.3.1 South Asia Subregional Economic Cooperation Road Connectivity Project

The ADB funded technical assistance project that is currently being conducted is under the South Asia

Subregional Economic Cooperation Road Connectivity Project. It aims to facilitate connectivity in Nepal

and between Nepal and its neighbors. The project will provide an alternate route in the Sunsari and Saptari

districts. This will create year-round passable conditions along the E-W Highway, especially across the

Koshi River. E-W Highway is the backbone of Nepal’s national highway system, the E-W Highway must

14 Kathmandu-Kolkata corridor and a priority route for Bangladesh-Bhutan-India-Nepal Motor Vehicle Agreement (BBIN MVA) 15 Kathmandu-Bhairahawa-Sonauli (India)-Lucknow(India). 16 As a part of SAARC Corridor No.4 and a priority route for BBIN MVA.


5-37

meet minimum technical standards and be passable all year round. Parts of the highway, in particular the

main Koshi Barrage in the Sunsari District, are prone to damage from heavy floods and require alternate

routes in case of closure. The E-W Highway is critical for domestic connectivity, but also key to linking

the country to India. The GON wants to improve the entire 1,700 km stretch to all-weather maintainable

standard under joint assistance from ADB and the WB. This will connect communities and provide access

to basic services. The project features among others,

(1) Road Upgrading

About 73 km of bypass roads and border roads along E-W Highway will be upgraded to two-lane

standard, and about 114 km of MHC17 to intermediate-lane standard. The road construction will

include community participation, as it will create employment for unskilled laborers, particularly

women, in the community.

(2) Regional Development

Local communities will benefit from construction employment, and will later have access to markets,

which will result in increased household income. Savings in vehicle operating costs will be passed on

to the poor through lower freight rates, lower passenger fares, and time savings. Households in remote

areas will benefit from an increase in the availability of goods and a decrease in prices.

(3) Gender Equality

Most local women who travel by foot on earthen tracks that are impassable during the rainy season

will have safer, faster, and more comfortable access once the investments are completed. Cash-

strapped subsistence farmers, including women, will benefit from other activities such as short-term

employment in road construction and maintenance.

17 Comprising three pivotal road linkages: Leguwaghat–Bhojpur in Bhojpur District; Halesi–Diktel in Khotang District; and

Manthali–Ramechhap in Ramechhap District


6-1

CHAPTER 6 OPERATION AND MAINTENANCE

6.1 INTRODUCTION

Till recently, roads in Nepal were constructed/reconstructed through the assistance of different donors. The

road agencies did not have a design standard and/or construction specifications of its own. Therefore, the

standards applied for the design and construction of roads were dictated by donors' own standards. Some

of them are of higher standard than required. Road agencies thus were, and are still to some extent,

dependent on donor agencies. The maintenance of the road saw huge backlogs because of this and

sometimes for reasons such as economic consideration that the agencies insisted of not justifiable. But as

these roads are part and parcel of the SRN and awareness of the importance of road transport to the county

started showing adherence among the agencies, and both technical and financial capacity of the agencies

is being enhanced, the agencies are now putting much effort to ensure its roads are sustainably maintained.

However, the effort is insufficient to ensure all roads receive timely and sufficient maintenance.

Agencies responsible for operation and maintenance of roads and bridges in Nepal are the DOR

(Department of Roads) and DOLI (Department of Local Infrastructure) (in coordination with

municipalities and District Coordination Committees), RBN (Roads Board Nepal) and DOTM

(Department of Transport Management). The DOR is the responsible agency for operation and

maintenance of its strategic roads, whereas DOLI is responsible for other roads. RBN and DOTM are

related to operation and maintenance. RBN supports the maintenance activities of these agencies by

providing financial support and is also conducts monitoring and evaluation of road maintenance works

executed by road agencies. DOTM is responsible for regulating road transport. The regulation that barred

vehicles having gross vehicle weight (GVW) of 10-ton or more 4200mm wheelbase and all kinds of night

buses from plying the Sindhuli Road was imposed by the DOTM from 18th September 2015. This was

however not so much effective until the order from the Supreme Court on June 10, 2018.

The Sindhuli Road lies under the SRN. Therefore, this chapter discusses briefly on the agencies responsible

for operation and maintenance system of the SRN roads only.

6.2 OPERATION AND MAINTENANCE OF STRATEGIC ROADS

6.2.1 Types of Maintenance

DOR’s maintenance practice is predominantly based on strengthen maintenance division process where

several maintenance activities like routine maintenance, recurrent maintenance, periodic maintenance, and

emergency maintenance are planned and carried out. The actual works are in principle outsourced.

Routine maintenance - which is required continually on every road. This aims “to ensure the daily

passability and safety of existing roads in the short-run and to prevent premature deterioration of the roads.

Recurrent maintenance - which is required at 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. This aims to preserve the

structural integrity of the road. These works tend to be large scale, requiring specialized equipment and


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skilled personnel. They cost more than routine maintenance works and require specific identification and

planning for implementation and often even design

Emergency maintenance - which is needed to deal with emergencies and problems requiring immediate

action when a road is threatened or closed, such as collapsed culverts or landslides that block a road.

Preventive maintenance - which is needed to adapt the road to the changing nature of the slopes and

streams.

6.2.2 Organization

The Department of Roads is the agency that is responsible for repair and maintenance of the roads of the

SRN roads. Previously, the maintenance of the roads is undertaken by the Maintenance Branch with the 5

Regional Directorate Offices and road divisions under it. This has been re-organized in 2017 and currently

the responsibility is transferred to the Federal Roads Supervision and Monitoring Offices (FRSMO)

directly under the DG undertakes the maintenance activities. However, the actual works are conducted by

33 Road Divisions under the four FRSMOs. As shown in Figure 6.2-1, the road division office responsible

for roads in the objective area of this Survey is Khurkot as its working area covers Ramechhap and Sindhuli.

However, the maintenance of the Sindhuli Road is currently being carried out by three sites offices under

the Sindhuli Road Maintenance Unit, Kathmandu (refer to next section for the details).

Source: JICA Surney Team

Figure 6.2-1 Maintenance Organization of SRN Roads

6.2.3 Budget

Annual budget of DOR for maintenance of the roads for the last five years is shown in Table 6.2-1. The

maintenance budget of the DOR is allocated from MOF (Ministry of Finance), RBN and Donor Funds.

• The total budget allocated is in an increasing trend.

• Compared to 2016/17, the budget for FY 2020/21 has increased almost three folds.

• The allocation from RBN occupies more than fifty percent of the entire budget.


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Table 6.2-1 Maintenance Budget of DOR

Unit: Nepalese Rupee

Fiscal

Year

Allocation from

MOF

Allocation

from RBN

Donor Fund

(Loan) Total

2016/17 234,987,000 4,505,336,219 N/A 4,740,323,219

2017/18 484,753,000 4,588,537,331 N/A 5,073,290,331

2018/19 1,547,600,000 4,797,991,316 3,000,000,000 9,345,591,316

2019/20 1,100,000,000 6,052,000,000 1,950,100,000 9,102,100,000

2020/21 1,453,200,000 8,313,192,000 2,600,100,000 12,366,492,000


• Recently, budget allocation or approval of annual program lies to about 70 percent of the demand.

• Routine, recurrent, periodic and emergency repairs and maintenance is financed by RBN based on

the annual program prepared by the responsible agencies following verification and approval from

the board.

• Maintenance priority is in the order of routine maintenance, recurrent maintenance, periodic

maintenance, emergency maintenance and rehabilitation/reconstruction/upgradation.

• limited financial grant is allocated for higher category of maintenance works such as rehabilitation,

reconstruction and upgrading. Only when the resource remains surplus after allocating funds for

priority or pre-determined maintenance works will this category be considered.

• Other maintenance categories are financed by the responsible authorities.

6.2.4 Equipment

The Heavy Equipment Divisions (HED) possess equipment and machineries that are used for both

construction and maintenance purpose. These are excessively used mostly during emergency maintenance

by the inhouse staffs of the DOR to clear the roads to allow traffics to pass at the earliest. There are eight

divisions throughout the country. The HED that is responsible for the Sindhuli Road is the HED,

Kathmandu, which is staffed by 63 personals. Major equipment in possession is Mini Dumper, Excavators,

Motor-graders, Wheel loaders, Rollers, Crane mounted trucks, Flatbed trucks, Tippers, Water tankers, Air

compressors, Asphalt finisher.

6.2.5 Method

Maintenance method according to its type, maintenance priority set by RBN for allocation of budget and

outline of maintenance works are given in Table 6.2-2.


6-4

Table 6.2-2 Maintenance Method with its Type and Priority

Maintenance

Type

Budget

Priority Maintenance Method Remarks

Routine 1

By Length Workers Employed by the DOR and paid on a time

basis

Recurrent 2

Outsourcing Work is carried out by local contractors on a

volume-basis

Periodic 3 Outsourcing Same as recurrent maintenance

Emergency 4

Force

Account/Outsource

By RDOs. Occasionally by local contractors

Rehabilitation

Reconstruction

Upgradation

5

Outsourcing Work is carried out by local contractors on a

volume-basis


6.3 BUDGET ALLOCATION PROCEDURE BY ROADS BOARD NEPAL

A simplified flow for allocation of budget for operation and maintenance is shown in Figure 4.6-8 and

summarized below.

i) DOR prepares and submits Annual Road Maintenance Plan (ARMP) of SRN roads to RBN.

ii) RBN prepares its integrated annual plan by end of Shrawan, the first month of a fiscal year (mid-

August).

iii) Regarding road rehabilitation, reconstruction, upgrading and road safety, RBN may prepare and

implement a periodic integrated plan for either 3 or 5 years period. (Provision of periodic annual

plan)

iv) After reduction of administrative amount from the budget, 70% of the remaining budget is

allocated to maintenance and 30% to other works related to maintenance.

v) Demand for allocation of emergency fund, if any be DOR to RBN.

vi) As a contribution to maintenance resource, concerned local agencies allocate certain amount.

DDC minimum 20% and Municipalities minimum 30%

vii) Selection of roads for rehabilitation and reconstruction is made based on priorities. National

highways and feeder roads have top priority.

viii) In case extra fund is available, upgrading of existing roads is funded but with the provision that

allocation for such upgrading does not exceed 15% of total revenue

6.4 OPERATION AND MAINTENANCE OF THE SINDHULI ROAD

6.4.1 Organization

Organogram of the organization responsible for O&M of the Sindhuli Road is shown in Figure 6.4-1.

O&M activities consists of everyday inspection, monitoring, operation and maintenance, management

during disasters, safety management and implementation and sharing information through Emergency

Information System (for detail refer to Section 4.6.8.6). The organization is headed by the Project Director

represented by the DDG of DCID, DOR. Maintenance works is managed by the Sindhuli Road


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Maintenance Unit (SMRU), which is stationed in Min Bhawan, Kathmandu. Project Manager is the person

in-charge. It has three site offices- i) Banepa Site Office, ii) Ramtar Site Office, and iii) Bardibas Site

Office. The organization

Banepa Site Office is responsible for O&M of Dhulikhel-Nepalthok section (Section IV). Ramtar Site

Office looks after Nepalthok-Khurkot section (Section III), and Bardibas Site Office takes care of Khurkot-

Bardibas section (Section II and I)


Figure 6.4-1 Organization Chart of Maintenance Body

6.4.2 Budget

Budget for maintenance of the Sindhuli Road is comprised from two sources1, i) direct allocation from the

MOF, ii) allocation from RBN. The budget for five consecutive years between FY 2014/15 and 2018/19

is as shown in Table 6.4-1. The budget from the GON was higher compared to the allocation after FY

2015/16. This is because a portion of the amount was used for construction purpose also. Allocation was

maximum in 2015/16. This is due to the need for recovery from the damages caused by the earthquake.

Where the allocation from the GON started decreasing, the budget from RBN is seen to be increasing. The

FY 2017/18 budget is about 242 million NPR, which accounts to about 1.5 million NPR per kilometer.

Table 6.4-1 Allocation of Maintenance Budget to the Sindhuli Road

From Allocated

Budget for FY

2014/15

Allocated

Budget for FY

2015/16

Allocated

Budget for FY

2016/17

Allocated

Budget for FY

2017/18

Allocated Budget

for FY

2018/19

RBN 82,896,600 33,973,000 132,800,000 135,572,000 N/A

GON 147,317,000 189,500,000 101,323,000 106,707,000 86,300,000

Total 230,213,600 223,473,000 234,123,000 242,279,000 86,300,000*

*: Total allocated budget for FY 2018/19 is higher than indicated as it does not include allocation from RBN.

Source: Red Book, MOF and RBN Annual Reports

1 In addition to MOF and RBN, 100 million NPR was allocated from donor fund. This is not included in the total amount.


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Unit: Nepalese Rupee

Allocation

Year

Allocation from

GON

Allocation

from Donor

Grant

Allocation

from RBN Total

2016/17 101,323,000 100,000,000 132,800,000 334,123,000

2017/18 106,707,000 100,000,000 135,572,000 342,279,000

2018/19 86,300,000 100,000,000 N/A 186,300,000

2019/20 461,800,000 500,000,000 N/A 961,800,000

2020/21 260,700,000 270,000,000 N/A 530,700,000

Source: Red Book, MOF and RBN

6.4.3 Equipment

Equipment in possession of Heavy Equipment Division, Kathmandu are used.

6.4.4 Method

Method is similar to those mentioned in Section 6.2.5 applies.

6.4.5 Emergency Information Systems

Emergency Information System (EIS) is one of the systems installed along the Sindhuli Road. The system

provides service that enables the road users to obtain important information relevant to the road condition

including real-time information of incidents like heavy rainfall, occurrence of flood, landslides, traffic

accidents and traffic congestions or road closures and when there is none such incidents, it is used to

display traffic rules/regulations and driving manners as well. The service can be accessed in advance, via

smartphones or the web site of the DOR or from the Roads Information Board installed at several locations

in and around the Sindhuli Road. The information is also made available to concerned offices of the DOR,

Municipalities & District administration and traffic police for carrying out immediate rescue operation and

clearance of the traffic blockage.

In addition to the EIS, Road Information Boards (RIB) are also installed along the Sindhuli Road.

Source: Web site, DOR

Figure 6.4-2 Emergency Information System


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6.5 TECHNICAL LEVEL AND IMPLEMENTING CAPACITY

The DOR is currently organized with 2500 staffs with more than 1150 engineers and sub-engineers. The

four Federal Roads Supervision and Monitoring Offices (FRSMO) of the DOR under the DG is responsible

for operation and maintenance of SRN roads. Actual maintenance however is undertaken by the 33 road

divisions under FRSMO and distributed throughout the country. Furthermore, the maintenance activities

are supported by the Heavy Equipment Divisions that provide equipment and machines. The equipment

and machines in possession of these divisions covers basic equipment used for maintenance work and are

in good condition.

Substantial efforts made through donor agencies have helped the DOR improve its road operation and

maintenance capacity. The DOR has been able to develop and improve its basic capabilities to better

manage the road capital and resources allocated to the sector. The WB have conducted several projects

(Road Maintenance Development Project, Sector Wide Road Programme and Priority Investment Plan for

Strategic Road Network of Nepal etc.) to enhance the maintenance capacity of the DOR. ADB and JICA

projects also had and have been assisting the DOR in enhancing maintenance capacity through various

projects.

The above implies to the technical level of the divisions/offices responsible for maintenance of the Sinduli

Road. The capacity enhancement through various pilot projects under the technical assistance projects

conducted by JICA has provided basic skills, knowledge and experience to prepare a maintenance plan on

a systematic and efficient manner. Despite of this, there remains backlog of maintenance and major

reasons are,

i) Insufficient (allocation rate is less than 70 percent of the demand) and delay in allocation of

maintenance budget,

ii) Low level or negligence of the contractors,

iii) Delays in the procurement procedure and lack of contract management, and

iv) Non-effective traffic control

6.5.1 Financial Level

The maintenance budget allocated by RBN to the DOR increased to almost two folds from 4,798 million

NPR in FY 2018/29 to 8.313 million NPR in FY 2020/21. While both allocations from MOF and Donor

reduced, allocation from RBN increased to two-folds (Table 6.2-1). The total length of SRN roads as of

FY 2018/19 is 13,448 km. This implies that only about 695,000 NPR can be earmarked per kilometer of

the road. This is said to be enough for routine maintenance and only slightly for the periodic maintenance.

The 15th Development Plan puts emphasis on expanding the SRN roads. Consistent and substantial

increase is therefore imminent to extend periodic maintenance to more roads as the SRN is expanded.

6.5.2 Equipment and Machines in Possession

Heavy equipment for construction use is managed by Mechanical Branch of DOR through its eight (8)

heavy equipment divisions throughout the country. Heavy Equipment Division, Kathmandu is mainly

responsible for SRN roads. The division has in its possession equipment such as air compressor, batching


6-8

& mixing plant, asphalt/concrete finisher, concrete mixer, concrete pump, cranes, dozers, hot mix plant,

excavators, motor grader, pneumatic road roller, stone crusher, tractors, trucks among others. The

equipment is used for road construction and maintenance work and also for emergency recovery works of

road sections disrupted due to floods and landslides during the monsoon season.

6.6 EXPERIENCE OF TUNNELING ON EXISTING ROAD

Experience of tunneling on existing road is null till date. Nepal is yet to have a road tunnel. Nagdhunga

Tunnel, currently undergoing construction after completion will likely be the first of its kind. This tunnel

is being constructed at Nagdhunga Pass to bypass the most critical section of the Westward Route.

Technology transfer for capacity enhancement of DOR staffs including the sub-contractors is one of the

important components of the project. Therefore, experience of tunneling on existing road is still

rudimentary. However, on the optimistic side, awareness for the need of tunnels is growing and plans for

new construction of tunnels as well as improvement of existing alignments through provision of tunnels

are increasing.


7-1

CHAPTER 7 ENGINEERING SURVEYS / INVESTIGATIONS

7.1 INTRODUCTION

Engineering surveys are activities required to support the main activities from conception to construction

including operation and maintenance. This is a data collection survey aimed at understanding the traffic

condition and operation and maintenance status of the Sindhuli Road to formulate an improvement plan.

While the data is being collected through bibliographic research, engineering surveys are also are also

conducted to supplement or even to substantiate the conditions confirmed through the research. This section

briefly describes about the surveys consisted under this survey.

7.2 TOPOGRAPHY SURVEY

The map used as the basis for planning and conceptual/preliminary design to formulate improvement

methodology under the survey was procured from a leading IT service provider in Japan. AW3D1 is a highly

precise, pre-produced digital-elevation-model 3D map of the project area. The AW3D map offers 0.5-meter

resolution for extra-detailed expression of cities and terrain. The mapping process uses a floating-point format

for height values to achieve highly accurate representations of terrain, including smooth expressions of

topography with contours at 1m interval. Compared to 2.5 m resolution, 0.5 m resolution offers fine

expression of terrain undulations. In Nepal, this was used in the disaster prevention/risk reduction project,

where hazard maps for the long-term disaster recovery plan following the Nepal Earthquake.

Plan of entire stretch is shown in Figure 7.2-1 and plan and profile of the Sindhuli Road, that is generated

based on the AW3D data are shown Figure 7.2-2 to Figure 7.2-10 by the section.

1 AW3D stands for ALOS World 3D. ALOS is the Advanced Land Observing Satellite which is a Japanese Earth-imaging satellite from

JAXA that launched on 24 January 2006 and completed its operational phase on 12 May 2011


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Figure 7.2-1 Plan of Entire Stretch

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Data C

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7.2.1 Plan and Profile of Section I


Figure 7.2-2 Section I -1

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Figure 7.2-3 Section I -2

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7.2.2 Plan and Profile of Section II


Figure 7.2-4 Section II-1

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Figure 7.2-5 Section II-2

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7.2.3 Plan and Profile of Section III


Figure 7.2-6 Section III -1

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Figure 7.2-7 Section III -2

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7.2.4 Plan and Profile of Section IV


Figure 7.2-8 Section IV -1

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7.3 ROAD INVENTORY

7.3.1 Visual Inspection of Road Condition

Visual investigation of the Sindhuli Road was conducted in April 2021, to understand the existing condition

of the road. The inspection was supplemented by a driving recorder equipped in the car. The results are

summarized in Table 7.3-1.

Table 7.3-1 Investigation Results and Findings

Section/

Distance Site Condition Findings

I / 0.3 km

4-lane

carriageway

section (near

Bardibas

junction)

I / 3.4 km

Pavement

deterioration

at causeway

section

I / 12.3 km

Bridge with

2-lane

carriageway

I / 17.0 km

Pavement

deterioration

at causeway

section


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Section/


I / 19.3 km

Section

undergoing

repair works

I / 23.3 km

Overtaking

of

heavy/slow

vehicle by

high speed

vehicle using

opposing

direction

observed

frequently

I / 33.4 km

Passing

across of

opposing

vehicles

available

with less

margin

(reduced

speed)

I / 35.9 km

A lot of

pedestrians in

Sindhulimadi

observed

II / 39.6 km

Section

where

overlay

(asphalt)

work is

underway


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Section/


II / 41.8 km

Glimpse of a

turn-out

(hardly

prominent

and used by

vehicles)

II / 43.1 km

Bridge with

1.5 lane

II / 45.2 km

Passing

across of

opposing

vehicles

available

with less

margin

(reduced

speed)

II / 45.6 km

Difficult

smooth

cornering by

opposing

large vehicle

II / 51.4 km

Narrow

carriageway

width


7-15

Section/


II / 52.9 km

Passing over

of opposing

vehicles at

curves

section (high

risk)

II / 54.1 km

New

pavement

and road

markings

II / 58.0 km

Mechanical

breakdown

and stalled

vehicle (on-

street

repairing)

II / 58.8 km

The highest

point/section

(1,376.5m) in

Section II

II / 59.3 km

Rest area at

Sindhuli

Gadhi


7-16

Section/


II / 60.2 km

Small curve

radius and

steep grade at

hair pin

section

II / 68.0 km

New

pavement

and road

markings

II / 71.0 km

Passing over

of opposing

vehicles at

curves

section (high

risk)

III / 74.3

km

Bridge with

1.5 lane

(normal

vehicles

passable but

at a reduced

speed)

III / 75.9

km

Rest area in

Kurkot


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Section/


III / 77.1

km

Turn-out

provided

III / 78.0

km

Sunkoshi

Marin

Diversion

Multipurpose

Project site

III / 86.1

km

Not enough

spaces for

overtaking a

heavy/ slow

vehicle

III / 87.6

km

Bridge with

1.5 lane

III / 90.2

km

New

pavement

and road

markings


7-18

Section/


III / 93.3

km

Narrow

carriageway

width

III / 98.7

km

A lot of

pedestrians

observed

IV /

110.5km

Pavement

deterioration

at causeway

section

IV /

113.4km

Pavement

deterioration

at causeway

section

IV /

122.6km

Bridge with

1.5 lane


7-19

Section/


IV /

124.1km

Pavement

deterioration

at causeway

section

IV /

134.7km

Traffic

congestion

due to long

climbing

zone

IV /

138.2km

Overlay

(asphalt)

work on-

going

IV /

140.8km

Turn-out

provided

IV /

144.0km

Not enough

spaces for

passing a

slow vehicle


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Section/


IV /

150.3km

Narrow

carriageway

width

IV /

153.9km

Narrow

width to pass

across of

opposing

vehicles

IV /

158.2km

Narrow

carriageway

width

IV /

159.3km

4-lane

carriageway

section


7.3.2 Road Inventory Survey

The following five types of inventory surveys were conducted: namely, i) road width, ii) road surface

conditions, iii) bridges, iv) causeways and v) culverts.

7.3.2.1 Road Width

The composition of road width in each section is shown in Figure 7.3-1. Although there are four lanes sections

at the beginning and ending points, the length is quite short, and the width of the other sections is 10 m or

less. Narrow two lanes roads occupy less than 90 % of the Section-I. On the other hand, in other Sections,

more than half are one lane roads. In particular, in the Section-III, more than 80 % are one lane.


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Figure 7.3-1 Road Width of Sindhuli Road

7.3.2.2 Road Surface Conditions

According to evaluation criteria as shown in Figure 7.3-2, composition of road surface conditions in each

section is shown in Figure 7.3-3. The pavement condition of the Section-I is extremely deteriorated, and 90 %

or more is evaluated as “bad” or “poor”. In the Section-II, the re-pavement work has been conducted, and

70 % or more is good. More than 75 % of the Section-III and Section-IV are “good” or “fair”. The Section-

III, which is newly constructed, is relatively better. Since repair works were ongoing in Section I and IV as

of September 2021, the surface condition would be better.

Typical surface conditions are shown in Figure 7.3-2.

Bad Condition: Destroyed Pavement

Poor Condition: Alligator Cracks

1% 0% 0% 0%

8%

0% 0% 0%

88%

42%

19% 19%

3%

58%

81% 81%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Section I Section II Section III Section IV

1-lane (5.5m>W)

1.5-lane (7m>W>5.5m)

2-lane (10m>W>7m)

4-lane (W>15m)

Unit: km


7-22

Fair Condition: Partial Damage (Peeling, Crack, etc.)

Good Condition


Figure 7.3-2 Sample of Road Surface Conditions of Sindhuli Road


Figure 7.3-3 Road Surface Conditions of Sindhuli Road

7.3.2.3 Bridges

Total number of bridges are 15, and the breakdown is 9 bridges in Section-I, 1 bridge in Section-II, and 5

bridges in Section-IV, respectively. There are no bridges in Section-III. It is roughly classified into two types

according to the width of the bridge, namely, Section-1 with two lanes with a bridge width of 7.5 m and

Section-II & IV with one lane with a width of 4.25 m.

The 9 bridges in Section-I are all PC girder bridges and are in good condition except that the drainage pipes

of 3 bridges are partially damaged.

Of the 6 bridges in Section-II and IV, only 1 is the RC girder bridge, and the other 5 bridges have the steel

girder or steel truss types. These all bridges are in good condition.

27%

70%

3%

Section-I

Bad

Poor

Fair

Good

8%

20%

72%

Section-II

Bad

Poor

Fair

Good

3%

81%

16%

Section-III

Bad

Poor

Fair

Good

8%

16%

52%

24%

Section-IV

Bad

Poor

Fair

Good

Unit: km

Unit: km Unit: km

Unit: km


7-23

Bridge list and distribution of bridge length is shown in Table 7.3-2 and Figure 7.3-4 respectively. The longest

bridge is Ratsu Bridge, which has 270 m long in Section-I, but almost bridges in Section-I are 50 to 60 m

long. On the other hand, almost bridges in Section-II and IV are 40 to 60 m long.

Table 7.3-2 Bridge List

S.N STA. No. Name Type Length (m) Width (m)

1 STA.7+820 Bhogate Bridge PC Girder 60 7.5

2 STA.8+220 Kare Bridge PC Girder 50 7.5

3 STA.8+310 Gangate Bridge PC Girder 30 7.5

4 STA.12+510 Ratu Bridge PC Girder 270 7.5

5 STA.28+240 Sindhure Bridge PC Girder 60 7.5

6 STA.29+40 Kamala Bridge PC Girder 120 7.5

7 STA.32+450 Phitting Bridge PC Girder 50 7.5

8 STA.34+370 Buka Bridge PC Girder 50 7.5

9 STA.35+210 Gadouli Bridge PC Girder 50 7.5

10 STA.43+380 Gwang Bridge Steel Girder 48 4.25

11 STA.122+520 Daunne Bridge Steel Girder (πtype) 53 4.25

12 STA.124+980 Narke Bridge Steel Girder (πtype) 59 4.25

13 STA.129+710 Rosi Bridge Steel Truss + RC Girder 83 4.25

14 STA.135+520 Dapcha Bridge-2 Steel Girder 25 4.25

15 STA.137+810 Dapcha Bridge-1 RC Girder 24 4.25



Figure 7.3-4 Distribution of Bridge Length of Sindhuli Road

7.3.2.4 Causeways (Overflow Type)

29 causeways of overflow type are found, and the breakdown is 17 causeways in Section-I, 12 causeways in

Section-IV. The composition of conditions of causeways of overflow type is shown in Figure 7.3-5. 7

causeways have already been deteriorated, and the reinforcing bars are exposed. Also, 7 causeways are aging,

and cracks have been confirmed.

Sec. I

Sec.-II, III, IV

0

1

2

3

4

5

6

25m>L 50m>L≧25m 100m>L≧50m L≧100m

1

6

21

2

3

Sec. I Sec.-II, III, IV


7-24


Figure 7.3-5 Conditions of Causeways of Overflow Type in Section I and IV

Typical causeways are shown in Figure 7.3-6.

Destroyed Causeway

Cracks and Exposed Re-bar


Figure 7.3-6 Conditions of Causeways of Overflow Type of Sindhuli Road

7.3.2.5 Culverts (including Causeways of Box Culvert Type)

In total 101culverts are found including causeways of box culvert type, and the breakdown is 23 culverts in

Section-I, 17 culverts in Section-II, 23 culverts in Section-III, and 38 culverts in Section-IV, respectively. The

composition of conditions of culverts is shown in Figure 7.3-7. The condition is generally good, however,

minor damages of some culverts are confirmed, for example, cracks on headwall, bulges on gabion wall, etc.


Figure 7.3-7 Conditions of Culverts of Sindhuli Road

7.3.2.6 Location of Bridges, Causeway and Culverts

Location map of bridges, causeways and culverts are shown in Figure 7.3-8.

24%

24%

14%

38%Bad

Poor

Fair

Good

25%

75%

Bad

Poor

Fair

Good


7-25

Section-I

Section-II

Section-III

Section-IV

Legend: Red = Bridges, Blue = Causeways of Overflow Type, Green = Culverts


Figure 7.3-8 Location of Bridges, Causeways and Culverts


7-26

7.4 GEOTECHNICAL INVESTIGATION

The project area, especially the Section II passes across the Mahabharat and Siwalik ranges where two major

thrusts (the MBT and MCT) run across the objective road. The geological condition of this area is very critical

and consists of weak rock mass zone. Whether or not the geological condition is correctly identified will have

immense impact in this section. Therefore, following investigations were planned and conducted to be

undertaken with an aim to understand the geological condition of the area.

7.4.1 Site Reconnaissance

Sub-contract of ERT includes conduction of site reconnaissance. Site reconnaissance was conducted by

geological specialist from Nepal and Japan in the proposed tunnel area. Geological specialist of the local

consultant performed a site visit and studied the geology of the area shown in Figure 7.4-1. After and based

on the briefing from the specialist, site observation was performed by the expert from the Survey Team

especially around the candidate sites of tunnel portals including the area covered by the Local Consultant.

The reconnaissance was conducted to investigate geological distribution based on interpretation of

topographic maps and satellite images. A geological mapping was prepared by walking many more or less

predetermined routes (based on desk study) from one point on the topographic map to another, plotting

geology on the way. Traverse was made along rivers, streams, road-cuts, and in some places along ridges,

where fresh and semi-continuous outcrops are expected. Effort was maintained to travel across strike of

lithological units; and active faults, shear zones, and major lithological contacts were followed wherever

possible. Final geological map will be prepared by tracing the contacts from thus prepared outcrop map.

The area for Site Reconnaissance, Measurement Line of ERT (Electric Resistivity Tomography) and location

of geological drilling are shown in Figure 7.4-1.

The results of site reconnaissance are summarized as below and geological map around the south tunnel

portal is shown in the Figure 7.4-2, and detailed information on topographical and geological condition of

the planned tunnel site are described in chapter 13.2.

• Following formation and thrusts were observed around the south tunnel portal, from lower to upper,

Upper Middle Siwalik of Siwalik Group, Main Boundary Thrust （MBT）, Benighat Slates of the

Upper Nawakot Group, Mahabharat Thrust (MT), Raduwa Formation and Kalitar Formation of

Bhimphedi Group, and Gneiss.

• Gneiss is distributed in the area from Selfie Danda to Sindhuli Gadhi.

• The actual location of MBT is near the south tunnel portal and it is located approximately 700m

southward from the MBT location shown in the existing geological map.

• The actual location of the MT is almost same location shown in existing geological map.

• Due to the influence of the MBT and MT, highly to slightly fractured zone is observed with width

of approximately 800m between MBT and MT. Highly to moderately fractured zone (carbonaceous

phyllite, phyllite) and moderately to slightly fractured zone (quartzite, limestone, dolomite) are

distributed in alternately, and forming a whole of the fractured zone.

7-2

7

Data C

ollectio

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dhu

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apacity

En

han

cemen

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FIN

AL

RE

PO

RT


Figure 7.4-1 Area for Site Reconnaissance, Location of Measurement Line of ERT and Drilling Hole (BV-1)

7-2

8

Data C

ollectio

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dhu

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En

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FIN

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RE

PO

RT


Figure 7.4-2 Geological Map around the South Portal


7-29

7.4.2 Electrical Resistivity Tomography

Electrical Resistivity Tomography (ERT) and drillings at portal areas were planned and conducted under the

Survey to obtain geological and geotechnical information at Section II of the Sindhuli Road, where a tunnel

is considered to be one of the effective measures for capacity enhancement of the road. Geophysical

exploration using two-dimensional (2D) ERT survey plays a significant role in determining the subsurface

resistivity distribution be making measurements on the ground surface.

ERT was planned and conducted for a length of 3km from the assumed portal location at the south side

(toward Bardibas), as shown by the purple continuous line in Figure 7.4-1.

The reasons for conducting the ERT along the proposed section are as follows.

• Commonly, Seismic Prospecting Survey (SPS) using explosives (dynamite) is applied for the

geophysical investigation of a tunnel. In Nepal, procurement process of dynamites is very length

and moreover, use of the dynamites is basically allowed only under strict monitoring by the army.

It is practically not possible to procure the dynamites and conduct the investigation within the short

duration of this Survey. Therefore, ERT was selected instead of SPS.

• Elastic wave velocity is an important factor for the design of tunnel supporting patterns. But,

obtaining this by ERT is extremely difficult. Yet, ERT result can depict the inclination of weak and

shear zones of the faults, and zones with relatively high-water content, which are also important

factors for the design of tunnels. Furthermore, the ERT result, and the surface rock condition can

interpret the velocity of elastic wave.

On the other hand, the layout plan (length and location) of the ERT measurement line is determined based on

the following conditions.

• The tunnel alignment is not fixed yet, however, the tunnel alignment, especially from the south

portal to the mid of the routes of all candidate routes converge at a same area.

• The trend of geological structure, i.e., geological formations and measure faults are distributed in

Northwest-Southeast direction, and there is no major fault and weak zone which has Southwest-

Northeast direction.

• On the other hand, candidate tunnel alignments are in Northeast-Southwest direction, and then

direction of geological structure and the candidate tunnel alignments are almost orthogonal.

• Therefore, there will be no big difference on the results of ERT, although the alignment of the ERT

easement line is not completely same as the final candidate tunnel alignment, and there is no issue

for study of tunneling.

Electrodes were installed at regular intervals on the survey line, and potential changes analyzed to estimate

the geological boundary, faults and weathered zone, and groundwater retention status. The ERT was

performed to measure apparent resistivities recorded during the fieldwork, which later will be converted to

true resistivity (resistivity profile) using appropriate computer software and further converted to subsurface

geological condition. The resistivity profiling can detect boundaries between unconsolidated materials and

rocks, identifying weathered rock from fresh rock and contact between rocks of different lithology, thus


7-30

making it easy to identify weak rock mass zone in the host of competent rock type and to estimate the

thickness of the bedrock cover material

The main objectives of the ERT survey are;

• to establish 2D electrical resistivity sections of the ground profile showing different layers of

overburden and bedrocks.

• to find out depths of rock surface and rock mass condition up to the depth of investigation,

• to find out weak zones and water bearing zones in the specified survey areas,

• to understand the geology of the investigated area.

The type of equipments used for 2D-ERT and survey methods are followings.

• Data acquisition was carried out by using equipment known under the brand name SYSCAL R1

Plus Switch 48 manufactured by IRIS, France. It consists of three main units all housed in a single

casing: the transmitter, the receiver and the microprocessor.

• The electrically isolated transmitter sends out well-defined and regulated signal currents. The

receiver discriminates noise and measures voltages correlated with transmitted signal current. The

microprocessor monitors and controls operations and calculates results. The apparent resistivity is

calculated automatically and stored digitally.

• Stainless steel electrodes (30 cm long) were used for both current transmission and voltage

receiving. These electrodes were grounded in each profile and were connected with the Syscal by

specially designed shielded multi-core cables. Total length of the profile is 470 m; data acquisition

was carried out using Schlumberger Array with electrode spacing of 10 m.

• For each observation DC current was injected for 500 to 1,000 milliseconds setting the instrument

to display average value of 2 to 10 stacks. The stacking is used to suppress unwanted electrical

signals (noises).

• The apparent resistivity data generally contains outliers (noise) not realistic to the ground resistivity.

To remove such outliers or unwanted noise, statistical analysis is carried out using a software

PROSYS. Cluster analysis of the measured data set helps in selecting apparent resistivity data

within a narrow standard deviation.

• Pre-processing of data to obtain high quality data set is followed by tomographic inversion. Data

inversion code is another main component of the 2D-ERT method. For the inversion, RES2DINV

software by GEOTOMO was used. The software is most commonly used in resistivity data

interpretation.

• Surface geological observations during data acquisition provide a priori information. Therefore,

the processing and the interpretation must be done based on the geological/hydrogeological

condition that has been observed during the field visit. For this purpose, an experienced engineering

geologist was included in the team. During the data processing, the geologist and the geophysicist

of the team made intensive discussions to come up this report.

The results of ERT are summarized as below and shown in Figure 7.4-3.


7-31

• Very low electrical resistivity zone was observed near MBT (Ch100m to Ch200m), and it is

considered the fractured zone of MBT.

• Relatively low electrical resistivity zone was observed at the tip of thin ridge (Ch450m to Ch550m),

and it is considered that this is the area where highly weathered Benighat slate is distributed.

• Very low electrical resistivity zone was observed near MT (Ch850m to Ch1200m), and it is

considered fractured zone of MT.

• Relatively low electrical resistivity zone was observed below Selfie Danda (Ch1650m to Ch1800m),

and it may indicate an old landslide in the area.

• Relatively low electrical resistivity zone (Ch2800m to Ch3000m) was observed in Gneiss area and

it is considered the deep weathering zone of the Gneiss layer.

7-3

2

Data C

ollectio

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dhu

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En

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a) Electrical Resistivity Profile

b) Interpretative Geological Profile


Figure 7.4-3 Result of ERT (Electric Resistivity Tomography)


7-33

7.4.3 Geological Exploration

Geological exploration (boring/drilling) was also planned and conducted at Section II to identify the

geological condition, particularly the composition of the geology and the hardness of the soil and rock mass,

the existence of shear zones or the out-bursting of some isolated underground water aquifer, which might

jeopardize tunnel safety.

The geological drilling was conducted in November 2021 at one drilling location (BV-1) with depth of 30m.

The drilling location was selected at a point where influence of the thrusts associated with the MBT that runs

near the proposed location for south portal can be confirmed. On the other hand, drilling was carried out to a

depth of 30m to ensure that the base rock of depth 20m or more can be confirmed. The location of geological

drilling is shown in Figure 7.4-1. The drilling log is shown in Figure 7.4-4 and cored sample photo is shown

in Figure 7.4-5.

The results of the geological drilling are summarized as below.

• Top 1m is composed of embankment (sandy silt).

• Riverbed sediments mainly composed of sand and gravel was observed GL-2m to 8m. Big size of

boulder (φ60cm) was observed at the depth of GL-1.2m to 1.8m. SPT N vales are in the range of

10 to 22, and high N-value (N>50) were recorded when meet the gravel or boulder.

• The basement rock of slate was observed from GL-8m, and rock condition is highly weathered and

highly fractured up to GL-10m. SPT-N vales are in the range of 50/12 and 52/30.

• In the depth of GL-10m to GL-12m, slightly weathered and highly fractured slate is observed.

• In the depth of GL-12m to GL-25m, slightly weathered and moderately fractured slate was observed.

• In the depth of GL-25m to 27m, there was no core recovery and the cause is considered due to very

poor geological condition.

• Groundwater level in the bored hole was GL-7.5m.


7-34


Figure 7.4-4 Drilling Log of BV-1


7-35


Figure 7.4-5 Cored Sample Photo of BV-1


7-36

7.5 TRAFFIC SURVEY

The Study team conducted the traffic survey to understand the current situation of traffic characteristic and

traffic flow at Sindhuli Road.

The items, purpose and description of the surveys conducted are shown in Table 7.5-1.The locations where

the surveys were conducted are given in Figure 7.5-1.

The current traffic flow is analyzed based on the OD survey results. OD zone for analysis is conducted for

14 zones, which consist of 12 zones of Nepal and 2 zones of India and China. The locations are shown in

Figure 7.5-2 and Table 7.5-2. OD survey results are used for enlargement process using the traffic count

survey data. OD pattern is determined by examining and adjusting the survey data and converting into daily

traffic volume. This process takes into account the traffic count survey at all locations except for the holiday

traffic volume at Nagdhunga site. This data was not obtained due to the lockdown imposed in Kathmandu

from 29 April.

Table 7.5-1 Description of Traffic Survey

Survey Item Purpose Description

Traffic Volume Survey

The traffic count survey is carried out at 6 locations on the Sindhuli Road to obtain the traffic volume data and collected data is used for traffic demand forecast.

- 6 survey stations (4 Roadside and 2 Direction), - Week day: Tuesday, April 20, 2021, Sta.1(Mangaltar) Wednesday, April 21, 2021, Sta.2(Khurkot),

Sta.3(Ghurmi Way) Thursday, April 22, 2021,

Sta.4(Near Bardibas), Sta.5(Lalgadh)

Tuesday, April 27, 2021, Sta.6(Nagdhunga)

- Weekend day: Saturday, April 24, 2021 All survey stations without Sta.6(Nagdhunga) - 24-hour survey, - 10 classifications, - Manual count by direction per vehicle type and tallying of

hourly and daily traffic volume.

Roadside Origin Destination Survey (OD Survey)

The roadside OD survey is carried out to understand trip pattern of vehicle passing the plan section of Sindhuli Road. The collected data is used for basic information for traffic demand forecast.

- 4 survey stations (Nagdhunga, Mangaltar, Near Bardibas, Lalgadh)

- Week day: Tuesday, April 20, 2021, Sta.1(Mangaltar) Thursday, April 22, 2021,

Sta.4(Near Bardibas), Sta.5(Lalgadh)

Tuesday, April 27, 2021, Sta.6(Nagdhunga)

- Weekend day: Saturday, April 24, 2021 All survey stations without Sta.6(Nagdhunga) - 24-hour survey

Source: JICA Study Team


7-37


Figure 7.5-1 Location of Traffic Survey Station (Traffic Volume Survey and OD Survey)


7-38


Figure 7.5-2 Map of OD Zoning System

1. Far-Mid Western

2. Western

10. Eastern

14. China

13. India

12. Central South-East

3. Central West

11.Sindhule

5. Kathmandu&Latipur

8. Kavrepalanchok

6. Bhaktapur

9. Central North-East

4. Central North

7. Sindhupalchok

3. Central West

10. Eastern

2. Western

8. Kavrepalanchok

6. Bhaktapur

4. Central North

7. Sindhupalchok

5. Kathmandu&Latipur

12. Central South-East

11.Sindhule

9. Central North-East


7-39

Table 7.5-2 OD Zoning Code


The glimpses of the surveys are shown in Figure 7.5-3.


Figure 7.5-3 Traffic Survey

7.6 VEHICULAR RESTRICTIONS UNDER IMPOSITION

7.6.1 Allowable/Permissible Load (Load Limit)

The gross vehicular weight (GVW) allowable on the Sindhuli Road is 10-tons. In case of buses, only those

with seats that accommodate less than 32 passengers are allowed. Other buses are only allowed to ply during

night-time when the traffic volume is very less. However, this does not imply to long-distance night buses.

7.6.2 Laws, Orders, Ordinance, Decree Relevant to Restrictions

The initial regulation was imposed in 2015 by the DOTM (Department of Transport Management) in the

awake of increasing traffic accidents and the damage inflicted on the road surface by the slow-moving heavy

vehicles. However, the regulation was not put effective until the Supreme Court announced the verdict on

June 10, 2018.

SQ Zone Name Region / Development Zone District / VDC/Municipality

1 Far and Mid-WesternFar-Western Region

Mid-Western RegionAll district

2 Western Western Region All district (incl. Pokhara)

3 Central WestCentral Region / Narayani zone (with

Dhading)All district, Dhading district

4 Central North - Rasuwa, Nuwakot

5 Kathmandu & Latipur - Kathmandu, Lalitpur

6 Bhaktapur - Bhaktapur

7 Sindhupalchok - Sindhupalchok

8 Kavrepalanchok - Kavrepalanchok

9 Central North-East - Dolakha, Ramechhap

10 Eastern Eastern Region All district

11 Sindhuli - Sindhuli

12 Central South-East Sarlahi, Mahottari, Dhanusa

13 India - -

14 China - -


7-40

7.6.3 Impact and Issues of Restrictions

The biggest impact from the regulation that restricts vehicles exceeding the GVW (Gross Vehicle Weight)

and the night buses is that these vehicles must travel through the Westward Route, which is longer and takes

more time to travel between Kathmandu and Bardibas (9 hours when it only takes 5 hours by the Sindhuli

Road). Subsequently, the operating cost of the vehicles is costing more and that is reflected to the passenger

fee in case of night buses and the passengers have to burden the cost.

The next impact is the traffic accidents. The large vehicles are only allowed at night. Most sections of the

road are not lighted (does not have street lights). The critical sections pass through thickly vegetated areas

and hills where it is very dark making it vulnerable to accidents as mentioned in the next section.

Furthermore, the restrictions also have impact on the traffic study as the traffic volume counted is not

inclusive of the large vehicles and buses that would have otherwise used the road. However, this impact has

been taken into consideration in the demand forecast. Details are provided in Chapter 8.

7.7 TRAFFIC ACCIDENTS

Total number of traffic accidents and analysis results by section occurred in Sindhuli Road between 2015 and

2019 are given in the table in Figure 7.7-1. The figure also shows the number of traffic accidents at each

section including the severity of the accidents. Observation result of the data analysis is briefly summarized

follows.

Year 2015 2016 2017 2018 2019

Number of Traffic Accidents 60 33 88 139 68

Note: Section IV data for 2019 is not available

1215

18

29

21

13

3

23

44

25

17

1115

29

2218

4

32

37

0

5

10

15

20

25

30

35

40

45

50

2015 2016 2017 2018 2019

Number of Accident

SectionI SectionII SectionIII SectionIV

Over Speed42%

Careless56%

Breakdown2%

Major Cause of Fatal Accident

Over Speed Careless Breakdown


7-41

Severity

(From 2015 to 2019) Fatality Serious Minor Damage

Section I 41 132 128 4

Section II 24 122 105 12

Section III 32 104 135 1

Section IV 29 76 68 62

Note: Section IV data for 2019 is not available


Figure 7.7-1 Number of Accidents at Each Section and Analysis Results

• Highest number of accidents totaling to 139 numbers was recorded in 2018. The year recorded highest

accidents at all four sections.

• Traffic accidents during 2018 and 2019 was highest in Section II was followed by Section IV and

then Section I and Section III, which had similar number of accidents.

Fatality14%

Serious43%

Minor42%

Damage1%

Section I

Fatality Serious Minor Damage

Fatality9%

Serious46%

Minor40%

Damage5%

Section II


Fatality12%

Serious38%

Minor50%

Damage0%

Section III


Fatality12%

Serious32%

Minor29%

Damage27%

Section IV



7-42

• Traffic accident in 2016 is significantly low. According to the hearing result, extreme deterioration of

the road including post effect of the Great Earthquake of Nepal that occurred in April 2015 are the

contributing factors.

• Accidents having fatal consequences and serious injuries accounted to over half the total injuries.

Fatal accidents were 13 percent, while serious injuries accounted to 43 percent.

• Motorcycles and jeep including microbuses, that dominate the traffic pattern of the Sindhuli Road,

occupy the highest number of accidents. This is followed by buses.

• Major types of the accidents are in highest sequence, i) head-on collisions, ii) veer off (fall over), iii)

rear end collision, iv) during take overs, v) malfunctions, vi) hitting humans, animals and objects

(road furniture).

• Narrow road width, sharp horizontal curves, deteriorated road surface, and ill-mannered driving are

the main causes of the accidents. Besides, it is considered that passing over on potholes or deteriorated

pavement that are left unrepaired at high speed is one of the causes as steering control occasionally is

lost.

• Since there are no road markings in Section I, II and IV, there is traffic accident risk when driving at

night and rainfall.


8-1

CHAPTER 8 TRAFFIC STUDY

8.1 INTRODUCTION

This chapter compiles the results of the traffic surveys explained in chapter 7. The result is used to

understand the present traffic condition on the Sindhuli Road and other important roads and to forecast

future traffic volume of the Sindhuli Road.

8.2 PRESENT TRAFFIC CONDITION

8.2.1 Traffic Volume

Traffic volumes are generally expressed in PCUs. PCU is a metric unit which represents various sized

vehicles as one unit. This is calculated by using the equivalency factors. The equivalency commonly used

and recommended by Nepal Road Standards 2070 are as shown in Table 8.2-1.

Table 8.2-1 Equivalency Factors in Terms of PCU

SN Vehicle Type PCU Equivalency Factor

1 Motorcycle 0.5

2 Car 1.0

3 Utility Vehicle 1.0

4 Microbus 1.5

5 Minibus 3.0

6 Bus 3.0

7 Light Truck 1.5

8 Heavy Truck 3.0

9 Multi Axle Truck 3.0

10 Other 1.0

Source: Nepal Road Standards 2070 (2013)

The survey was conducted in April 2021. The number of cross-sectional (both directions) counted and

expressed in terms of PCUs calculated by using the above equivalency factors in shown in Table 8.2-2.

Table 8.2-2 Summary of Traffic Count Survey on Weekday

*Heavy veh.;5.Mini Bus,6.Large Bus, 8.Heavy Truck, 9.Multi-axel Truck

Source: Traffic survey result by JICA Study Team

Classification 1.Mangaltar%

Total

%

w/o MC4.Near Bardibas

%

Total

%

w/o MC5.Lalgadh

%

Total

%

w/o MC6.Nagdhunga

%

Total

%

w/o MC

1. Motor Cycle 1,594 36% 4,101 53% 5,108 41% 5,942 24%

2. Car & Taxi 480 11% 17% 651 8% 18% 881 7% 12% 4,053 16% 21%

3. Utility Pick up 1,175 27% 42% 1,190 15% 32% 1,944 16% 27% 3,509 14% 19%

4. Micro Bus 425 10% 15% 420 5% 11% 490 4% 7% 1,363 5% 7%

5. Mini Bus 219 5% 8% 156 2% 4% 288 2% 4% 755 3% 4%

6. Large Bus 9 0% 0% 44 1% 1% 505 4% 7% 1,269 5% 7%

7. Light Truck 108 2% 4% 83 1% 2% 482 4% 7% 1,242 5% 7%

8. Heavy Truck 370 8% 13% 346 4% 9% 1,344 11% 19% 3,706 15% 20%

9. Multi-axel Truck 0 0% 0% 101 1% 3% 864 7% 12% 2,938 12% 16%

10. Others 1 0% 0% 676 9% 18% 410 3% 6% 25 0% 0%

Total(All type of Veh.) 4,381 100% - 7,768 100% - 12,316 100% - 24,802 100% -

Share of Heavy Veh. 9% - - 6% - - 22% - - 32% - -

Share of Heavy truck. 8% - - 6% - - 18% - - 27% - -

PCU 5,047 - - 7,263 - - 16,250 - - 40,470 - -

Total(w/o 1.Motor Cycle) 2,787 - 100% 3,667 - 100% 7,208 - 100% 18,860 - 100%



PCU 4,250 - - 5,213 - - 13,696 - - 37,499 - -


8-2

The daily traffic volumes including motorcycle observed are shown in Figure 8.2-1 and are 4,381 veh. at

Sta.1 (Mangaltar), 7,768 veh. at Sta.4 (Near Bardibas), 12,316 veh. at Sta.5 (Lalgadh), and 24,802 veh. at

Sta.6 (Nagdhunga).

Similarly, the daily traffic volume excluding motorcycles counted are shown in Figure 8.2-2 and are 2,787

veh. at Sta.1 (Mangaltar), 3,667 veh. at Sta. 4 (Near Bardibas), 7,208 veh. at Sta. 5 (Lalgadh), and 18,860

veh. at Sta. 6 (Nagdhunga).


Figure 8.2-1 Daily Traffic Volume on Weekday, All Type (Including motorcycle)


Figure 8.2-2 Daily Traffic Volume on Weekday, Excluding Motorcycle

0

5,000

10,000

15,000

20,000

25,000

30,000

1.Mangaltar 4.Near Bardibas 5.Lalgadh 6.Nagdhunga

1. Motor Cycle

2. Car & Taxi

3. Utility Pick up

4. Micro Bus

5. Mini Bus

6. Large Bus

7. Light Truck

8. Heavy Truck

9. Multi-axel Truck

10. Others

0

2,000

4,000

6,000

8,000

10,000

12,000

14,000

16,000

18,000

20,000


2. Car & Taxi

3. Utility Pick up

4. Micro Bus

5. Mini Bus

6. Large Bus

7. Light Truck

8. Heavy Truck

9. Multi-axel Truck

10. Others

4,381

7,768

12,316

24,802

(veh./day)

(veh./day)

2,787 3,667

7,208

18,860


8-3

Figure 8.2-3 Shows the location of the weekday traffic count survey at the intersection in Khurkot. Table

8.2-3 and Figure 8.2-4 show the result of the survey. The total daily traffic volume including motorcycle

is 2,058 veh. on Manthali Section A, 4,589 veh. on Banepa Section B, and 4,929 veh. on Bardibas Section

C. Similarly, total traffic volume excluding motorcycle are 1,214 veh. on Manthali Section A, 2,918 veh.

on Banepa Section B, and 3,080 veh. Bardibas Section C. This is shown in the graph in Figure 8.2-5.


Figure 8.2-3 Traffic Volume Survey at Khurkot Direction

Table 8.2-3 Summary of Cross Section Traffic Volume on Weekday at Khurkot Direction



ClassificationManthali

section(A)

%

Total

%

w/o MC

Banepa

section(B)

%

Total

%

w/o MC

Bardibas

section(C)

%

Total

%

w/o MC

1. Motor Cycle 844 41% 1,671 36% 1,849 38%

2. Car & Taxi 123 6% 10% 436 10% 15% 439 9% 14%

3. Utility Pick up 371 18% 31% 1,172 26% 40% 1,189 24% 39%

4. Micro Bus 62 3% 5% 452 10% 15% 452 9% 15%

5. Mini Bus 119 6% 10% 215 5% 7% 172 3% 6%

6. Large Bus 0 0% 0% 1 0% 0% 1 0% 0%

7. Light Truck 67 3% 6% 126 3% 4% 143 3% 5%

8. Heavy Truck 341 17% 28% 328 7% 11% 461 9% 15%

9. Multi-axel Truck 0 0% 0% 0 0% 0% 0 0% 0%

10. Others 131 6% 11% 188 4% 6% 223 5% 7%

Total(All type of Veh.) 2,058 100% - 4,589 100% - 4,929 100% -

Share of Heavy Veh. 22% - - 12% - - 13% - -

Share of Heavy truck. 17% - - 7% - - 9% - -

PCU 2,621 - - 5,131 - - 5,570 - -

Total(w/o 1.Motor Cycle) 1,214 - 100% 2,918 - 100% 3,080 - 100%



PCU 2,199 - - 4,295 - - 4,646 - -

To Manthali Khurkot Mantali Road

To Banepa

Manthali Section

Banepa Section

A A

Bardibas Section B

B

To Bardibas

Sta.2 Khurkot -Traffic Volume Survey at Direction


8-4


Figure 8.2-4 Daily Traffic Volume on Cross Section at Khurkot Direction, All Type


Figure 8.2-5 Daily Traffic Volume on Cross Section at Khurkot Direction, Excluding Motorcycle

The result of traffic count survey by direction is shown in Table 8.2-4 and graphically presented in Figure

8.2-6 and Figure 8.2-7. Total traffic volumes including motorcycle are 859 veh. on Manthali - Banepa

Direction, 1,199 veh. on Manthali - Bardibas Direction, and 3,730 veh. on Banepa - Bardibas Direction.

Similarly, total traffic volume excluding motorcycle are 526 veh. on Manthali - Banepa Direction, 688 veh.

on Manthali - Bardibas Direction, and 2,392 veh. on Banepa - Bardibas Direction.

0

1,000

2,000

3,000

4,000

5,000

6,000

Manthalisection(A)

Banepasection(B)

Bardibassection(C)

1. Motor Cycle

2. Car & Taxi

3. Utility Pick up

4. Micro Bus

5. Mini Bus

6. Large Bus

7. Light Truck

8. Heavy Truck

9. Multi-axel Truck

10. Others

0

500

1,000

1,500

2,000

2,500

3,000

3,500

Manthalisection(A)

Banepasection(B)

Bardibassection(C)

2. Car & Taxi

3. Utility Pick up

4. Micro Bus

5. Mini Bus

6. Large Bus

7. Light Truck

8. Heavy Truck

9. Multi-axel Truck

10. Others

(veh./day)

(veh./day)

2,058

4,589

4,929

1,214

2,918 3,080


8-5

From this result, it was confirmed that the traffic volume in the Banepa - Bardibas Direction between B

and C is the largest, and the volume in the Manthali - Banepa Direction between A and B is very small.

Table 8.2-4 Summary of Daily Traffic Count by Direction at Khurkot Direction



Figure 8.2-6 Daily Traffic Volume by Direction at Khurkot Direction

ClassificationManthali-

Banepa(A-B)

%

Total

%

w/o MC

Manthali-

Bardibas(A-C)

%

Total

%

w/o MC

Banepa-

Bardibas(B-C)

%

Total

%

w/o MC

1. Motor Cycle 333 39% 511 43% 1,338 36%

2. Car & Taxi 60 7% 11% 63 5% 9% 376 10% 16%

3. Utility Pick up 177 21% 34% 194 16% 28% 995 27% 42%

4. Micro Bus 31 4% 6% 31 3% 5% 421 11% 18%

5. Mini Bus 81 9% 15% 38 3% 6% 134 4% 6%

6. Large Bus 0 0% 0% 0 0% 0% 1 0% 0%

7. Light Truck 25 3% 5% 42 4% 6% 101 3% 4%

8. Heavy Truck 104 12% 20% 237 20% 34% 224 6% 9%

9. Multi-axel Truck 0 0% 0% 0 0% 0% 0 0% 0%

10. Others 48 6% 9% 83 7% 12% 140 4% 6%

Total(All type of Veh.) 859 100% - 1,199 100% - 3,730 100% -



PCU 1,091 - - 1,530 - - 4,040 - -

Total(w/o 1.Motor Cycle) 526 - 100% 688 - 100% 2,392 - 100%



PCU 924 - - 1,275 - - 3,371 - -

0

500

1,000

1,500

2,000

2,500

3,000

3,500

4,000

Manthali-Banepa(A-B) Manthali-Bardibas(A-C) Banepa-Bardibas(B-C)

1. Motor Cycle

2. Car & Taxi

3. Utility Pick up

4. Micro Bus

5. Mini Bus

6. Large Bus

7. Light Truck

8. Heavy Truck

9. Multi-axel Truck

10. Others

(veh./day)

859

1,199

3,730


8-6


Figure 8.2-7 Daily Traffic Volume by Direction at Khurkot Direction, Excluding Motorcycle

Table 8.2-5 shows the result of traffic count survey on weekday at an intersection 3km ahead of Khurkot

where the M-H Highway connects with the Sindhuli Road. Total daily traffic volumes including

motorcycle is 1,423 veh. at Ghurmi Section A, 4,360 veh. at Banepa Section B, and 3,561 veh. at Bardibas

Section C as shown in Figure 8.2-9. In the same way, total traffic volumes excluding the motorcycle is 814

veh. at Ghurmi Section A, 2,765 veh. at Banepa Section B, and 2,323 veh. at Bardibas Section C as shown

in Figure 8.2-10.

The result of traffic count survey by direction is shown in Table 8.2-6. Total traffic volumes including

motorcycle are 1,111 veh. on Ghurmi - Banepa Direction A-B, 312 veh. on Ghurmi - Bardibas Direction

A-C, and 3,249 veh. on Banepa - Bardibas Direction B-C as shown in Figure 8.2-11. In the same way, total

traffic volumes excluding motorcycle are 628 veh. on Ghurmi - Banepa Direction A-B, 186 veh. on Ghurmi

- Bardibas Direction A-C, and 2,137 veh. on Banepa - Bardibas Direction B-C as shown in Figure 8.2-12.

From this result, it was confirmed that the traffic volume in the Banepa - Bardibas Direction between B

and C is the largest, and the traffic volume in the Ghurmi - Bardibas Direction between A and C is very

small.

0

500

1,000

1,500

2,000

2,500

3,000


2. Car & Taxi

3. Utility Pick up

4. Micro Bus

5. Mini Bus

6. Large Bus

7. Light Truck

8. Heavy Truck

9. Multi-axel Truck

10. Others

(veh./day)

526 688

2,392


8-7


Figure 8.2-8 Traffic Volumes Survey at Ghurmi Way Direction

Table 8.2-5 Summary of Cross Section Traffic Volumes on Weekday at Ghurmi Way Direction



ClassificationGhurmi

section(A)

%

Total

%

w/o MC

Banepa

section(B)

%

Total

%

w/o MC

Bardibas

section(C)

%

Total

%

w/o MC

1. Motor Cycle 609 43% 1,595 37% 1,238 35%

2. Car & Taxi 54 4% 7% 407 9% 15% 369 10% 16%

3. Utility Pick up 443 31% 54% 1,121 26% 41% 844 24% 36%

4. Micro Bus 23 2% 3% 438 10% 16% 439 12% 19%

5. Mini Bus 56 4% 7% 170 4% 6% 136 4% 6%

6. Large Bus 1 0% 0% 1 0% 0% 2 0% 0%

7. Light Truck 34 2% 4% 133 3% 5% 133 4% 6%

8. Heavy Truck 77 5% 9% 324 7% 12% 331 9% 14%

9. Multi-axel Truck 0 0% 0% 0 0% 0% 0 0% 0%

10. Others 126 9% 15% 171 4% 6% 69 2% 3%

Total(All type of Veh.) 1,423 100% - 4,360 100% - 3,561 100% -



PCU 1,415 - - 4,838 - - 4,166 - -

Total(w/o 1.Motor Cycle) 814 - 100% 2,765 - 100% 2,323 - 100%



PCU 1,111 - - 4,041 - - 3,547 - -

To Banepa

Khurkot-Ghurmi

Madhya Pahadi

highway

To Ghurmi Ghurmi Section

Banepa Section

Bardibas Section C

B

C

B

To Bardibas

Sta.3 Ghurmi Way -Traffic Volume Survey at Direction


8-8


Figure 8.2-9 Daily Traffic Volumes on Cross Section at Ghurmi Way Direction, All Type


Figure 8.2-10 Daily Traffic Volumes on Cross Section at Ghurmi Way Direction, Excluding

Motorcycle

0

500

1,000

1,500

2,000

2,500

3,000

3,500

4,000

4,500

5,000

Ghurmisection(A)

Banepasection(B)

Bardibassection(C)

1. Motor Cycle

2. Car & Taxi

3. Utility Pick up

4. Micro Bus

5. Mini Bus

6. Large Bus

7. Light Truck

8. Heavy Truck

9. Multi-axel Truck

10. Others

0

500

1,000

1,500

2,000

2,500

3,000

Ghurmisection(A)

Banepasection(B)

Bardibassection(C)

2. Car & Taxi

3. Utility Pick up

4. Micro Bus

5. Mini Bus

6. Large Bus

7. Light Truck

8. Heavy Truck

9. Multi-axel Truck

10. Others

(veh./day)

(veh./day)

1,423

4,360

3,561

814

2,765

2,323


8-9

Table 8.2-6 Summary of Daily Traffic Count by Direction at Ghurmi Way Direction



Figure 8.2-11 Daily Traffic Volumes by Direction at Ghurmi Way Direction

ClassificationGhurmi-

Banepa(A-B)

%

Total

%

w/o MC

Ghurmi-

Bardibas(A-C)

%

Total

%

w/o MC

Banepa-

Bardibas(B-C)

%

Total

%

w/o MC

1. Motor Cycle 483 43% 126 40% 1,112 34%

2. Car & Taxi 46 4% 7% 8 3% 4% 361 11% 17%

3. Utility Pick up 360 32% 57% 83 27% 45% 761 23% 36%

4. Micro Bus 11 1% 2% 12 4% 6% 427 13% 20%

5. Mini Bus 45 4% 7% 11 4% 6% 125 4% 6%

6. Large Bus 0 0% 0% 1 0% 1% 1 0% 0%

7. Light Truck 17 2% 3% 17 5% 9% 116 4% 5%

8. Heavy Truck 35 3% 6% 42 13% 23% 289 9% 14%

9. Multi-axel Truck 0 0% 0% 0 0% 0% 0 0% 0%

10. Others 114 10% 18% 12 4% 6% 57 2% 3%

Total(All type of Veh.) 1,111 100% - 312 100% - 3,249 100% -



PCU 1,044 - - 372 - - 3,795 - -

Total(w/o 1.Motor Cycle) 628 - 100% 186 - 100% 2,137 - 100%



PCU 802 - - 309 - - 3,239 - -

0

500

1,000

1,500

2,000

2,500

3,000

3,500

Ghurmi-Banepa(A-B) Ghurmi-Bardibas(A-C) Banepa-Bardibas(B-C)

1. Motor Cycle

2. Car & Taxi

3. Utility Pick up

4. Micro Bus

5. Mini Bus

6. Large Bus

7. Light Truck

8. Heavy Truck

9. Multi-axel Truck

10. Others

(veh./day)

1,111

312

3,249


8-10


Figure 8.2-12 Daily Traffic Volumes by Direction at Ghurmi Way Direction, Excluding Motorcycle

8.2.2 Hourly Variation of Traffic Volume

Hourly Variation of Traffic Volumes are shown in Figure 8.2-13 and Figure 8.2-14. Regarding the hourly

variation for 24 hours, a similar trend was observed common to the 4 stations. However, the peak time

differs with each station. The peak time at Sta.1 Mangaltar is 10 a.m., at Sta.4 Near Bardibas is 4 p.m., at

Sta.5 Lalgadh is 11 a.m., and at Sta.6 Nagdhunga is 0 p.m.


Figure 8.2-13 Hourly Variation of Traffic Volumes

0

500

1,000

1,500

2,000

2,500


2. Car & Taxi

3. Utility Pick up

4. Micro Bus

5. Mini Bus

6. Large Bus

7. Light Truck

8. Heavy Truck

9. Multi-axel Truck

10. Others

0

200

400

600

800

1000

1200

1400

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6


(veh./day)

628

186

2,137

(veh./hour)


8-11


Figure 8.2-14 Hourly Variation of Daily Traffic Volumes, Excluding Motorcycle

Next, hourly variation of traffic volume on 3 road cross section at the Khurkot intersection is shown in

Figure 8.2-15, Figure 8.2-16, Figure 8.2-17, and Figure 8.2-18. As a result of the survey, a similar trend

was observed common to 3 cross sections.

The peak time on 3 road cross section is 11 a.m. The peak time at Manthali - Banepa Direction A-B is 3

p.m., at Manthali - Bardibas Direction A-C is 8 a.m. and at Banepa - Bardibas Direction B-C are 10 a.m.

A similar tendency is also observed at all stations for the fluctuation excluding the motorcycle and their

peak time in all places are 4 p.m.

It is confirmed that the traffic volume after 6 p.m. gradually decreased, and the traffic volume between 10

p.m. and 4 a.m. at night is very low.


Figure 8.2-15 Hourly Variation of Traffic Volumes at Khurkot Intersection Cross Section, All Type

of Vehicle

0

200

400

600

800

1000

1200

1400

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6


0

50

100

150

200

250

300

350

400

450

500

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6

Manthali section(A) Banepa section(B) Bardibas section(C)

A

B

A

B

Khurkot

(veh./hour)

(veh./hour)


8-12


Figure 8.2-16 Hourly Variation of Traffic Volumes at Khurkot Intersection, Cross Section,

Excluding Motorcycle


Figure 8.2-17 Hourly Variation of Traffic Volumes at Khurkot Intersection, By Direction, All Type

of Vehicle


Figure 8.2-18 Hourly Variation of Traffic Volumes at Khurkot Intersection, By Direction,


0

50

100

150

200

250

300

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6


0

50

100

150

200

250

300

350

400

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6


0

50

100

150

200

250

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6


A

B

A

B

Khurkot

A

B

A

B

Khurkot

(veh./hour)

(veh./hour)

(veh./hour)


8-13

Hourly variation of traffic volumes on 3 road cross section at the Ghurmi Way intersection is shown in

Figure 8.2-19, Figure 8.2-20, Figure 8.2-21, and Figure 8.2-22. As a result of the survey, a similar trend

was observed common to 3 cross sections.

The peak time at Ghurmi - Banepa Direction A-B is 11 a.m., at Ghurmi - Bardibas Direction A-C is 11

a.m. and at Banepa - Bardibas Direction B-C are 1 p.m.

It is confirmed that the traffic volume after 6 p.m. gradually decreased, and the traffic volume between 10

p.m. and 4 a.m. at night is very low.


Figure 8.2-19 Hourly Variation of Traffic Volume at Ghurmi Way Intersection Cross Section, All

Type of Vehicle


Figure 8.2-20 Hourly Variation of Traffic Volume at Ghurmi Way Intersection, Cross Section,


0

50

100

150

200

250

300

350

400

450

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6

Ghurmi section(A) Banepa section(B) Bardibas section(C)

0

50

100

150

200

250

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6


B

B

C C

Ghurmi Way

B

B

C C

Ghurmi Way

(veh./hour)

(veh./hour)


8-14


Figure 8.2-21 Hourly Variation of Traffic Volume at Ghurmi Way Intersection, By Direction, All

Type of Vehicle


Figure 8.2-22 Hourly Variation of Traffic Volume at Ghurmi Way Intersection, By Direction,


8.2.3 Traffic Composition

Table 8.2-7 and Table 8.2-8 show the shares of light vehicles and heavy vehicles. Figure 8.2-19 and Figure

8.2-23 illustrate traffic composition at 4 survey stations. The heavy vehicles consist of bus including Mini-

bus, and Truck excluding light Truck.

According to the results of shares of heavy vehicles excluding motorcycles, 21 % on Sta.1 Mangaltar, 18 %

on Sta.4 Near Bardibas, 42 % on Sta.5 Lalgadh, and 46 % on Sta.6 Nagdhunga.

On the other hand, motorcycles on Sindhuli Road (Sta. 1 and 4) account for around 40%.

0

50

100

150

200

250

300

350

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6


0

50

100

150

200

250

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6


B

B

C C

Ghurmi Way

B

B

C C

Ghurmi Way

(veh./hour)

(veh./hour)


8-15

Table 8.2-7 Shares of Heavy Vehicles at Four Survey Stations


Table 8.2-8 Shares of Heavy Vehicles Excluding Motorcycle at Four Survey Stations



Figure 8.2-23 Traffic Composition at Four Survey Stations

1.Mangaltar % 4.Near Bardibas % 5.Lalgadh % 6.Nagdhunga %

3,783 86% 7,121 92% 9,315 76% 16,134 65%

Bus 228 5% 200 3% 793 6% 2,024 8%

Truck 370 8% 447 6% 2,208 18% 6,644 27%

4,381 100% 7,768 100% 12,316 100% 24,802 100%

Classification

Light Vehicle

Heavy

Vehicle

Total

1.Mangaltar % 4.Near Bardibas % 5.Lalgadh % 6.Nagdhunga %

2,189 79% 3,020 82% 4,207 58% 10,192 54%

Bus 228 8% 200 5% 793 11% 2,024 11%

Truck 370 13% 447 12% 2,208 31% 6,644 35%

2,787 100% 3,667 100% 7,208 100% 18,860 100%

Classification

Light Vehicle

Heavy

Vehicle

Total

36%

53%

41%

24%

11%

8%

7%

16%

27%

15%

16%

14%

10%

5%

4%

5%

2%

1%

4%

5%

5%

2%

2%

3%

0%

1%

4%

5%

8%

4%

11%

15%

0%

1%

7%

12%

0%

9%

3%

0%

0% 20% 40% 60% 80% 100%

1.Mangaltar

4.Near Bardibas

5.Lalgadh

6.Nagdhunga

1. Motor Cycle

2. Car & Taxi

3. Utility Pick up

4. Micro Bus

7. Light Truck

5. Mini Bus

6. Large Bus

8. Heavy Truck

9. Multi-axel Truck

10. Others

14%

24%

8%

35%

Share of Heavy Vehicle


8-16


Figure 8.2-24 Traffic Composition Excluding Motorcycle at Four Survey Stations


Figure 8.2-25 Shares of Heavy Vehicles of All Type Vehicles at Four Stations

17%

18%

12%

21%

42%

32%

27%

19%

15%

11%

7%

7%

4%

2%

7%

7%

8%

4%

4%

4%

0%

1%

7%

7%

13%

9%

19%

20%

0%

3%

12%

16%

0%

18%

6%

0%

0% 20% 40% 60% 80% 100%

1.Mangaltar

4.Near Bardibas

5.Lalgadh

6.Nagdhunga

2. Car & Taxi

3. Utility Pick up

4. Micro Bus

7. Light Truck

5. Mini Bus

6. Large Bus

8. Heavy Truck

9. Multi-axel Truck

10. Others

21%

18%

42%

46%

0%

10%

20%

30%

40%

50%

60%

70%

80%

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6




8-17


Figure 8.2-26 Shares of Heavy Vehicles Excluding Motorcycle at Four Survey Stations

Figure 8.2-27 and Figure 8.2-28 illustrates traffic composition of cross sections at Khurkot intersection.

The shares of heavy vehicles excluding motorcycle at Manthali section (A) is 38%, at Banepa section (B)

is 18% and at Bardibas section (C) is 21%.

Table 8.2-9 Shares of Heavy Vehicles on Cross Section at Khurkot Intersection


Table 8.2-10 Shares of Heavy Vehicles Excluding Motorcycle on Cross Section at Khurkot

Intersection


0%

10%

20%

30%

40%

50%

60%

70%

80%

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6


Manthali

section(A)%

Banepa

section(B)%

Bardibas

section(C)%

1,598 78% 4,045 88% 4,295 87%

Bus 119 6% 216 5% 173 4%

Truck 341 17% 328 7% 461 9%

2,058 100% 4,589 100% 4,929 100%

Classification

Light Vehicle

Heavy

Vehicle

Total

Manthali

section(A)%

Banepa

section(B)%

Bardibas

section(C)%

754 62% 2,374 81% 2,446 79%

Bus 119 10% 216 7% 173 6%

Truck 341 28% 328 11% 461 15%

1,214 100% 2,918 100% 3,080 100%Total

Classification

Light Vehicle

Heavy

Vehicle


8-18


Figure 8.2-27 Traffic Composition on Cross Section at Khurkot Intersection


Figure 8.2-28 Traffic Composition on Cross Section at Khurkot Intersection, Excluding

Motorcycle


Figure 8.2-29 Hourly Share of Heavy Vehicle on Cross Section at Khurkot Intersection

41%

36%

38%

6%

10%

9%

18%

26%

24%

3%

10%

9%

3%

3%

3%

6%

5%

3%

17%

7%

9%

6%

4%

5%

0% 20% 40% 60% 80% 100%

Manthalisection(A)

Banepasection(B)

Bardibassection(C)

1. Motor Cycle

2. Car & Taxi

3. Utility Pick up

4. Micro Bus

7. Light Truck

5. Mini Bus

6. Large Bus

8. Heavy Truck

9. Multi-axel Truck

10. Others

22%

12%

13%

10%

15%

14%

31%

40%

39%

5%

15%

15%

6%

4%

5%

10%

7%

6%

28%

11%

15%

11%

6%

7%

0% 20% 40% 60% 80% 100%

Manthalisection(A)

Banepasection(B)

Bardibassection(C)

2. Car & Taxi

3. Utility Pick up

4. Micro Bus

7. Light Truck

5. Mini Bus

6. Large Bus

8. Heavy Truck

9. Multi-axel Truck

10. Others21%

38%

19%

0%

10%

20%

30%

40%

50%

60%

70%

80%

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6


A

B

A

B

Khurkot




8-19


Figure 8.2-30 Hourly Share of Heavy Vehicle on Cross Section at Khurkot Intersection, Excluding

Motorcycle

Figure 8.2-31 and Figure 8.2-32 illustrate traffic composition by direction at Khurkot intersection.

Table 8.2-11 Shares of Light Vehicle Traffic Volumes by Direction at Khurkot Intersection


Table 8.2-12 Shares of Heavy Vehicles Traffic Volume Excluding Motorcycle by Direction at

Khurkot Intersection


0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6


Manthali-

Banepa(A-B)%

Manthali-

Bardibas(A-C)%

Banepa-

Bardibas(B-C)%

674 78% 924 77% 3,371 90%

Bus 81 9% 38 3% 135 4%

Truck 104 12% 237 20% 224 6%

859 100% 1,199 100% 3,730 100%

Classification

Light Vehicle

Heavy

Vehicle

Total

Manthali-

Banepa(A-B)%

Manthali-

Bardibas(A-C)%

Banepa-

Bardibas(B-C)%

341 65% 413 60% 2,033 85%

Bus 81 15% 38 6% 135 6%

Truck 104 20% 237 34% 224 9%

526 100% 688 100% 2,392 100%

Heavy

Vehicle

Total

Classification

Light Vehicle

A

B

A

B

Khurkot


8-20


Figure 8.2-31 Traffic Composition of Traffic by Direction at Khurkot Intersection


Figure 8.2-32 Traffic Composition of Traffic by Direction at Khurkot Intersection, Excluding

Motorcycle


Figure 8.2-33 Shares of Heavy Vehicles of All Type Vehicles (By Direction)

39%

43%

36%

7%

5%

10%

21%

16%

27%

4%

3%

11%

3%

4%

3%

9%

3%

4%

12%

20%

6%

6%

7%

4%

0% 20% 40% 60% 80% 100%

Manthali-Banepa(A-B)

Manthali-Bardibas(A-C)

Banepa-Bardibas(B-C)

1. Motor Cycle

2. Car & Taxi

3. Utility Pick up

4. Micro Bus

7. Light Truck

5. Mini Bus

6. Large Bus

8. Heavy Truck

9. Multi-axel Truck

10. Others

22%

23%

10%

11%

9%

16%

34%

28%

42%

6%

5%

18%

5%

6%

4%

15%

6%

6%

0%

0%

0%

20%

34%

9%

9%

12%

6%

0% 20% 40% 60% 80% 100%

Manthali-Banepa(A-B)

Manthali-Bardibas(A-C)


2. Car & Taxi

3. Utility Pick up

4. Micro Bus

7. Light Truck

5. Mini Bus

6. Large Bus

8. Heavy Truck

9. Multi-axel Truck

10. Others20%

35%

40%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6


A

B

A

B

Khurkot


8-21


Figure 8.2-34 Shares of Heavy Vehicles of All Type Vehicles (By Direction), W/O Motorcycle

Figure 8.2-35 and Figure 8.2-36 illustrates traffic composition of cross sections at Ghurmi Way intersection.

The share of heavy vehicle excluding motorcycle at Manthali section (A) is 16%, at Banepa section (B) is

18% and at Bardibas section (C) is 20%.

Table 8.2-13 Shares of Heavy Vehicles on Cross Section at Ghurmi Way Intersection


Table 8.2-14 Shares of Heavy Vehicles Excluding Motorcycle on Cross Section at Ghurmi Way

Intersection


0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6


Ghurmi

section(A)%

Banepa

section(B)%

Bardibas

section(C)%

1,289 91% 3,865 89% 3,092 87%

Bus 57 4% 171 4% 138 4%

Truck 77 5% 324 7% 331 9%

1,423 100% 4,360 100% 3,561 100%

Classification

Light Vehicle

Heavy

Vehicle

Total

Ghurmi

section(A)%

Banepa

section(B)%

Bardibas

section(C)%

680 84% 2,270 82% 1,854 80%

Bus 57 7% 171 6% 138 6%

Truck 77 9% 324 12% 331 14%

814 100% 2,765 100% 2,323 100%

Heavy

Vehicle

Total

Light Vehicle

Classification

A

B

A

B

Khurkot


8-22


Figure 8.2-35 Traffic Composition on Cross Section at Ghurmi Way Intersection


Figure 8.2-36 Traffic Composition on Cross Section at Ghurmi Way Intersection, Excluding

Motorcycle


Figure 8.2-37 Hourly Shares of Heavy Vehicles on Cross Section at Ghurmi Way Intersection

43%

37%

35%

4%

9%

10%

31%

26%

24%

2%

10%

12%

2%

3%

4%

4%

4%

4%

0%

0%

0%

5%

7%

9%

9%

4%

2%

0% 20% 40% 60% 80% 100%

Ghurmisection(A)

Banepasection(B)

Bardibassection(C)

1. Motor Cycle

2. Car & Taxi

3. Utility Pick up

4. Micro Bus

7. Light Truck

5. Mini Bus

6. Large Bus

8. Heavy Truck

9. Multi-axel Truck

10. Others

9%

11%

13%

7%

15%

16%

54%

41%

36%

3%

16%

19%

4%

5%

6%

7%

6%

6%

0%

0%

0%

9%

12%

14%

15%

6%

3%

0% 20% 40% 60% 80% 100%

Ghurmisection(A)

Banepasection(B)

Bardibassection(C)

2. Car & Taxi

3. Utility Pick up

4. Micro Bus

7. Light Truck

5. Mini Bus

6. Large Bus

8. Heavy Truck

9. Multi-axel Truck

10. Others20%

16%

18%

0%

10%

20%

30%

40%

50%

60%

70%

80%

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6


B

B

C C

Ghurmi Way




8-23


Figure 8.2-38 Hourly Shares of Heavy Vehicles on Cross Section at Ghurmi Way Intersection,


Figure 8.2-39 and Figure 8.2-40 illustrate traffic composition by direction at Ghurmi Way intersection.

Table 8.2-15 Share of Light Vehicle Traffic Volume by Direction at Ghurmi Way Intersection


Table 8.2-16 Share of Heavy Vehicle Traffic Volume Excluding Motorcycle by Direction at Ghurmi

Way Intersection


0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6


Ghurmi-

Banepa(A-B)%

Ghurmi-

Bardibas(A-C)%

Banepa-

Bardibas(B-C)%

1,031 93% 258 83% 2,834 87%

Bus 45 4% 12 4% 126 4%

Truck 35 3% 42 13% 289 9%

1,111 100% 312 100% 3,249 100%

Classification

Light Vehicle

Heavy

Vehicle

Total

Ghurmi-

Banepa(A-B)%

Ghurmi-

Bardibas(A-C)%

Banepa-

Bardibas(B-C)%

548 87% 132 71% 1,722 81%

Bus 45 7% 12 6% 126 6%

Truck 35 6% 42 23% 289 14%

628 100% 186 100% 2,137 100%

Classification

Light Vehicle

Heavy

Vehicle

Total

B

B

C C

Ghurmi Way


8-24


Figure 8.2-39 Traffic Composition of Traffic by Direction at Ghurmi Way Intersection


Figure 8.2-40 Traffic Composition of Traffic by Direction at Ghurmi Way Intersection, Excluding

Motorcycle


Figure 8.2-41 Share of Heavy Vehicle of All Type Vehicles (By Direction)

43%

40%

34%

4%

3%

11%

32%

27%

23%

1%

4%

13%

2%

5%

4%

4%

4%

4%

0%

0%

0%

3%

13%

9%

10%

4%

2%

0% 20% 40% 60% 80% 100%

Ghurmi-Banepa(A-B)

Ghurmi-Bardibas(A-C)


1. Motor Cycle

2. Car & Taxi

3. Utility Pick up

4. Micro Bus

7. Light Truck

5. Mini Bus

6. Large Bus

8. Heavy Truck

9. Multi-axel Truck

10. Others

7%

17%

13%

7%

4%

17%

57%

45%

36%

2%

6%

20%

3%

9%

5%

7%

6%

6%

0%

1%

0%

6%

23%

14%

18%

6%

3%

0% 20% 40% 60% 80% 100%

Ghurmi-Banepa(A-B)

Ghurmi-Bardibas(A-C)


2. Car & Taxi

3. Utility Pick up

4. Micro Bus

7. Light Truck

5. Mini Bus

6. Large Bus

8. Heavy Truck

9. Multi-axel Truck

10. Others19%

13%

29%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6


B

B

C C

Ghurmi Way




8-25


Figure 8.2-42 Share of Heavy Vehicle of All Type Vehicles (By Direction), W/O Motorcycle

8.2.4 Shares of Day–Night Time Traffic Volume

The shares of day-night time traffic volumes on 6 stations are shown in Table 8.2-17 — Table 8.2-21. The

shares of day-night time is between 1.12 and 1.77. It is relatively high at Sta.6 Nagdhunga. This means

that the traffic of nighttime is larger in comparison to other five stations.

Table 8.2-17 Shares of Day- Night Time Traffic Volumes

(veh.)


Table 8.2-18 Shares of Day- Night Time Traffic Volumes on Cross Section at Khurkot Intersection

(veh.)


0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6



Day time (7 am - 19 pm) 3,562 6,272 9,396 14,052

Night time (19 pm - 7 am) 819 1,496 2,920 10,750

Total 4,381 7,768 12,316 24,802

Total / Day time 1.23 1.24 1.31 1.77

Manthali

section(A)

Banepa

section(B)

Bardibas

section(C)

Day time (7 am - 19 pm) 1,666 3,801 3,953

Night time (19 pm - 7 am) 392 788 976

Total 2,058 4,589 4,929

Total / Day time 1.24 1.21 1.25

B

B

C C

Ghurmi Way


8-26

Table 8.2-19 Shares of Day- Night Time Traffic Volumes on Cross Section at Khurkot Intersection

(veh.)



Intersection

(veh.)



Intersection

(veh.)


8.2.5 Comparison of Weekday-Holiday

(1) Traffic Volume

A comparative analysis of traffic on weekday and holiday at 6 stations is shown from Table 8.2-22 to

Table 8.2-24 and illustrated in Figure 8.2-43 to Figure 8.2-51.

Manthali-Banepa

(A-B)

Manthali-Bardibas

(A-C)

Banepa-Bardibas

(B-C)

Day time (7 am - 19 pm) 757 909 3,044

Night time (19 pm - 7 am) 102 290 686

Total 859 1,199 3,730

Total / Day time 1.13 1.32 1.23


Day time (7 am - 19 pm) 1,234 3,553 2,807

Night time (19 pm - 7 am) 189 807 754

Total 1,423 4,360 3,561

Total / Day time 1.15 1.23 1.27

Ghurmi-Banepa

(A-B)

Ghurmi-Bardibas

(A-C)

Banepa-Bardibas

(B-C)

Day time (7 am - 19 pm) 990 244 2,563

Night time (19 pm - 7 am) 121 68 686

Total 1,111 312 3,249

Total / Day time 1.12 1.28 1.27


8-27

Table 8.2-22 Traffic Volume Comparison at Sta.1 Mangaltar



Figure 8.2-43 Comparison of Total Traffic Volume Excluding Motorcycle at Sta.1 Mangaltar

ClassificationWeekday

(a)

%

Total

%

w/o MC

Holiday

(b)

%

Total

%

w/o MCb/a

1. Motor Cycle 1,594 36% 1,924 38% 1.21

2. Car & Taxi 480 11% 17% 567 11% 18% 1.18

3. Utility Pick up 1,175 27% 42% 1,309 26% 42% 1.11

4. Micro Bus 425 10% 15% 442 9% 14% 1.04

5. Mini Bus 219 5% 8% 281 6% 9% 1.28

6. Large Bus 9 0% 0% 29 1% 1% 3.22

7. Light Truck 108 2% 4% 105 2% 3% 0.97

8. Heavy Truck 370 8% 13% 341 7% 11% 0.92

9. Multi-axel Truck 0 0% 0% 0 0% 0% #DIV/0!

10. Others 1 0% 0% 7 0% 0% 7.00

Total(All type of Veh.) 4,381 100% - 5,005 100% - 1.14

Share of Heavy Veh. 14% - - 13% - - -

Share of Heavy truck. 8% - - 7% - - -

PCU 5,047 - - 5,619 - - 1.11

Total(w/o 1.Motor Cycle) 2,787 - 100% 3,081 - 100% 1.11



PCU 4,250 - - 4,657 - - 1.10

0

500

1,000

1,500

2,000

2,500

3,000

3,500

Weekday Holiday

2. Car & Taxi

3. Utility Pick up

4. Micro Bus

5. Mini Bus

6. Large Bus

7. Light Truck

8. Heavy Truck

9. Multi-axel Truck

10. Others

(Veh./day)

2,787

3,081


8-28


Figure 8.2-44 Hourly Variation of Weekday and Holiday at Sta.1 Mangaltar

Table 8.2-23 Traffic Volume Comparison at Sta.4 Near Bardibas


0

50

100

150

200

250

300

350

400

450

500

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6

Weekday Holiday


(a)

%

Total

%

w/o MC

Holiday

(b)

%

Total

%

w/o MCb/a

1. Motor Cycle 4,101 53% 4,166 53% 1.02

2. Car & Taxi 651 8% 18% 567 7% 16% 0.87

3. Utility Pick up 1,190 15% 32% 1,122 14% 31% 0.94

4. Micro Bus 420 5% 11% 359 5% 10% 0.85

5. Mini Bus 156 2% 4% 133 2% 4% 0.85

6. Large Bus 44 1% 1% 33 0% 1% 0.75

7. Light Truck 83 1% 2% 97 1% 3% 1.17

8. Heavy Truck 346 4% 9% 409 5% 11% 1.18

9. Multi-axel Truck 101 1% 3% 72 1% 2% 0.71

10. Others 676 9% 18% 862 11% 24% 1.28




PCU 7,263 - - 7,259 - - 1.00




PCU 5,213 - - 5,176 - - 0.99

(Veh./hour)


8-29


Figure 8.2-45 Comparison of Total Traffic Volume Excluding Motorcycle at Sta.4 Near Bardibas


Figure 8.2-46 Hourly Variation of Weekday and Holiday at Sta.4 Near Bardibas

Table 8.2-24 Traffic Volume Comparison at Sta.5 Lalgadh


0

500

1,000

1,500

2,000

2,500

3,000

3,500

4,000

Weekday Holiday

2. Car & Taxi

3. Utility Pick up

4. Micro Bus

5. Mini Bus

6. Large Bus

7. Light Truck

8. Heavy Truck

9. Multi-axel Truck

10. Others

0

100

200

300

400

500

600

700

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6

Weekday Holiday


(a)

%

Total

%

w/o MC

Holiday

(b)

%

Total

%

w/o MCb/a

1. Motor Cycle 5,108 41% 5,194 42% 1.02

2. Car & Taxi 881 7% 12% 914 7% 13% 1.04

3. Utility Pick up 1,944 16% 27% 2,001 16% 28% 1.03

4. Micro Bus 490 4% 7% 501 4% 7% 1.02

5. Mini Bus 288 2% 4% 204 2% 3% 0.71

6. Large Bus 505 4% 7% 572 5% 8% 1.13

7. Light Truck 482 4% 7% 295 2% 4% 0.61

8. Heavy Truck 1,344 11% 19% 1,292 10% 18% 0.96

9. Multi-axel Truck 864 7% 12% 935 8% 13% 1.08

10. Others 410 3% 6% 483 4% 7% 1.18




PCU 16,250 - - 16,198 - - 1.00




PCU 13,696 - - 13,601 - - 0.99

(Veh./hour)

(Veh./day)

3,667 3,654


8-30


Figure 8.2-47 Comparison of Total Traffic Volume Excluding Motorcycle at Sta.5 Lalgadh


Figure 8.2-48 Hourly Variation of Weekday and Holiday at Sta.5 Lalgadh

(2) Traffic Composition


Figure 8.2-49 Traffic Composition of Weekday and Holiday at Sta.1 Mangaltar

0

1,000

2,000

3,000

4,000

5,000

6,000

7,000

8,000

Weekday Holiday

2. Car & Taxi

3. Utility Pick up

4. Micro Bus

5. Mini Bus

6. Large Bus

7. Light Truck

8. Heavy Truck

9. Multi-axel Truck

10. Others

0

200

400

600

800

1000

1200

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6

Weekday Holiday

17% 18%

42% 42%

15% 14%

8% 9%0% 1%4% 3%

13% 11%0% 0%0% 0%

0%

20%

40%

60%

80%

100%

Weekday Holiday

2. Car & Taxi

3. Utility Pick up

4. Micro Bus

5. Mini Bus

6. Large Bus

7. Light Truck

8. Heavy Truck

9. Multi-axel Truck

10. Others

(Veh./hour)

(Veh./day)

7,208 7,197


8-31


Figure 8.2-50 Traffic Composition of Weekday and Holiday at Sta.4 Near Bardibas


Figure 8.2-51 Traffic Composition of Weekday and Holiday at Sta.5 Lalgadh

(3) Ratio of Heavy Vehicle

The rate of heavy vehicle traffic is almost same tendency between weekday traffic and holiday traffic.

Table 8.2-25 Rate of Large Size Vehicle Traffic Excluding Motorcycle at Sta.1 Mangaltar


18% 16%

32%31%

11%10%

4%4%

1%

1%

2%

3%

9%11%

3%2%

18% 24%

0%

20%

40%

60%

80%

100%

Weekday Holiday

2. Car & Taxi

3. Utility Pick up

4. Micro Bus

5. Mini Bus

6. Large Bus

7. Light Truck

8. Heavy Truck

9. Multi-axel Truck

10. Others

12% 13%

27% 28%

7% 7%4% 3%7% 8%

7% 4%

19% 18%

12% 13%

6% 7%

0%

20%

40%

60%

80%

100%

Weekday Holiday

2. Car & Taxi

3. Utility Pick up

4. Micro Bus

5. Mini Bus

6. Large Bus

7. Light Truck

8. Heavy Truck

9. Multi-axel Truck

10. Others

Weekday % Holiday %

2,189 79% 2,430 79%

Bus 228 8% 310 10%

Truck 370 13% 341 11%

2,787 100% 3,081 100%

Classification

Light Vehicle

Heavy

Vehicle

Total


8-32


Figure 8.2-52 Traffic Composition of Weekday and Holiday at Sta.1 Mangaltar

Table 8.2-26 Rate of Large Size Vehicle Traffic Excluding Motorcycle at Sta.4 Near Bardibas



Figure 8.2-53 Traffic Composition of Weekday and Holiday at Sta. 4 Near Bardibas

0%

10%

20%

30%

40%

50%

60%

70%

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6

Weekday Holiday

Weekday % Holiday %

3,020 82% 3,007 82%

Bus 200 5% 166 5%

Truck 447 12% 481 13%

3,667 100% 3,654 100%

Classification

Light Vehicle

Heavy

Vehicle

Total

0%

10%

20%

30%

40%

50%

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6

Weekday Holiday


8-33

Table 8.2-27 Rate of Large Size Vehicle Traffic Excluding Motorcycle at Sta.5 Lalgadh



Figure 8.2-54 Traffic Composition of Weekday and Holiday at Sta.5 Lalgadh

8.2.6 Purpose of Trip

The results of the OD survey discussed in chapter 7 is covered hereunder. The share of travel purpose of

all types of vehicles excluding motorcycle on weekday at Sta.1 Mangaltar, Sta.4 Near Bardibas, Sta.5

Lalgadh and Sta.6 Nagdhunga are illustrated in from Figure 8.2-55 to Figure 8.2-58 and that of on holiday

are illustrated in from Figure 8.2-59 to Figure 8.2-61.


Figure 8.2-55 Purpose of Trip by All Type of Vehicle Excluding Motorcycle on Weekday in Sta.1

Manglatar

Weekday % Holiday %

4,207 58% 4,194 58%

Bus 793 11% 776 11%

Truck 2,208 31% 2,227 31%

7,208 100% 7,197 100%

Classification

Light Vehicle

Heavy

Vehicle

Total

0%

10%

20%

30%

40%

50%

60%

70%

80%

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6

Weekday Holiday

6%

0%

76%

18%

0% 0%

WORK

SCHOOL

BUSINESS

PRIVATE

LEASURE

OTHERS


8-34



Near Bardibas



Lalgadh



Nagdhunga

2% 0%

70%

17%

1% 10%

WORK

SCHOOL

BUSINESS

PRIVATE

LEASURE

OTHERS

2% 0%

76%

20%

1% 0%

WORK

SCHOOL

BUSINESS

PRIVATE

LEASURE

OTHERS

4%

0%

77%

18%

0% 0%

WORK

SCHOOL

BUSINESS

PRIVATE

LEASURE

OTHERS


8-35



Manglatar



Near Bardibas



Lalgadh

3%

0%

72%

20%

5%

0%

WORK

SCHOOL

BUSINESS

PRIVATE

LEASURE

OTHERS

0% 0%

73%

25%

1%0%

WORK

SCHOOL

BUSINESS

PRIVATE

LEASURE

OTHERS

3%

0%

84%

12%

1% 0%

WORK

SCHOOL

BUSINESS

PRIVATE

LEASURE

OTHERS


8-36

8.2.7 Commodity type

Commodity Type of Truck on weekday at Sta.1 Mangaltar , Sta.4 Near Bardibas , Sta.5 Lalgadh and Sta.6

Nagdhunga are illustrated in from Figure 8.2-62 to Figure 8.2-65 and that of on holiday are illustrated in

from Figure 8.2-66 to Figure 8.2-68.

*Truck; 7.Light Truck, 8.Heavy Truck, 9.Multi-axel Truck


Figure 8.2-62 Commodity Type of Truck on Weekday in Sta.1 Manglatar



Figure 8.2-63 Commodity Type of Truck on Weekday in Sta.4 Near Bardibas

10% 6%

16%15%

1%1%

54% 62%

1% 0%11% 10%

6% 6%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Number of Volume Weigth

Fuel (Gas)

Agricultural product

Livestock products

Construction material

Machinery, Equipment

Food Product

Ohers

8% 4%

8%6%

4%

1%

48%

53%

3%3%

23%24%

6% 9%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%


Fuel (Gas)


Livestock products



Food Product

Ohers


8-37



Figure 8.2-64 Commodity Type of Truck on Weekday in Sta.5 Lalgadh



Figure 8.2-65 Commodity Type of Truck on Weekday in Sta.6 Nagdhunga

15%8%

18%

14%

1%

1%

32%

41%

3% 4%

16% 19%

15% 13%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%


Fuel (Gas)


Livestock products



Food Product

Ohers

6% 5%

6% 4%0%

0%

67% 69%

4% 3%

11% 12%

6% 7%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%


Fuel (Gas)


Livestock products



Food Product

Ohers


8-38



Figure 8.2-66 Commodity Type of Truck on Holiday in Sta.1 Manglatar



Figure 8.2-67 Commodity Type of Truck on Holiday in Sta.4 Near Bardibas

33%26%

15%

14%

2%

1%

37%47%

2% 1%10% 9%

1% 2%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%


Fuel (Gas)


Livestock products



Food Product

Ohers

11% 7%

8%8%

1%0%

47%63%

18%2%

13% 16%

3% 4%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%


Fuel (Gas)


Livestock products



Food Product

Ohers


8-39



Figure 8.2-68 Commodity Type of Truck on Holiday in Sta.5 Lalgadh

8.2.8 Origin-Destination Matrix at Road

(1) Sta.1 Manglatar

Origin-Destination Matrix of All Type Vehicles Excluding Motorcycle at Sta.1 Manglatar is shown in

Table 8.2-28 and Table 8.2-29. From Origin- Destination Matrix of total traffic, the largest traffic

passing Section Ⅳ (Manglatar) is between Kathmandu & Latipur (zone 5) and Eastern (zone 10),

accounting for about 39%. And the Second Larger traffic passing is between Kathmandu & Latipur

(zone 5) and Central North-East (zone 9), accounting for about 16%. In addition, there are a lot of

traffic from Sindhuli Road Area.

From the result of desire line of All Type Vehicles, the short-length or mid-length trip is major trip.

This trend is the same on weekdays and holidays.

14% 10%

9%8%

4%

3%

53%60%

3% 2%8% 6%

8% 10%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%


Fuel (Gas)


Livestock products



Food Product

Ohers


8-40

Table 8.2-28 Origin-Destination Matrix of All Type Vehicles Excluding Motorcycle on Weekday at

Sta.1 Manglatar


Table 8.2-29 Origin-Destination Matrix of All Type Vehicles Excluding Motorcycle on Holiday at

Sta.1 Manglatar




Manglatar (veh./day)

1 2 3 4 5 6 7 8 9 10 11 12 13 14Trip

Generation

1 Far and Mid-Western

2 Western

3 Central West

4 Central North

5 Kathmandu & Latipur 4 228 731 159 175 1297

6 Bhaktapur 14 11 4 30

7 Sindhupalchok 8 8

8 Kavrepalanchok 42 99 14 71 7 232

9 Central North-East 219 8 19 246

10 Eastern 357 12 370

11 Sindhuli 213 17 5 104 13 352

12 Central South-East 230 8 237

13 India 8 8

14 China

4 1069 25 5 242 242 754 254 186 2781

↓Origin／Destination→

Trip Attraction

1 2 3 4 5 6 7 8 9 10 11 12 13 14Trip

Generation

1 Far and Mid-Western 9 9

2 Western

3 Central West 4 11 4 19

4 Central North

5 Kathmandu & Latipur 7 25 187 636 224 243 1323


7 Sindhupalchok 10 7 17

8 Kavrepalanchok 4 16 51 25 98 39 232


10 Eastern 8 385 4 8 404

11 Sindhuli 260 20 159 438

12 Central South-East 373 36 23 433

13 India

14 China

4 8 7 1177 74 289 231 654 342 289 3074


Trip Attraction

India

China

- 10 veh/day- 100 veh/day- 500 veh/day- 1000 veh/day1000 veh/day -

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur


8-41



Manglatar (%)



Manglatar (veh./day)

India

China

- 2.5%- 5.0%- 10%- 15%15% -

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur

India

China

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur



8-42



Manglatar (%)

Next, the concentrated traffic volume generated by each type of vehicle in each zone is shown in Figure

8.2-73 and Figure 8.2-74.


Figure 8.2-73 The Concentrated Traffic Volume Generated by Each Type of Vehicle on Weekday at

Sta.1 Manglatar

India

China

- 2.5%- 5.0%- 10%- 15%15% -

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur

500 1000 1500 2000 2500

1.Far and Mid-Western

2.Western

3.Central West

4.Central North

5.Kathmandu & Latipur

6.Bhaktapur

7.Sindhupalchok

8.Kavrepalanchok

9.Central North-East

10.Eastern

11.Sindhuli

12.Central South-East

13.India

14.China

Passenger Car Bus Truck Other (TE)


8-43


Figure 8.2-74 The Concentrated Traffic Volume Generated by Each Type of Vehicle on Holiday at

Sta.1 Manglatar

Origin-Destination Matrix of passenger car is shown in Table 8.2-30 and Table 8.2-31. From the result

of Origin-Destination matrix of passenger car, the short-length or mid-length trip is major trip of

passenger trip. In particular, the large OD pair is the trip in Kathmandu & Latipur (zone 5) and Eastern

(zone 10).

Table 8.2-30 Origin-Destination Matrix of Passenger Car on Weekday at Sta.1 Manglatar


500 1000 1500 2000 2500 3000


2.Western

3.Central West

4.Central North


6.Bhaktapur

7.Sindhupalchok

8.Kavrepalanchok


10.Eastern

11.Sindhuli


13.India

14.China


1 2 3 4 5 6 7 8 9 10 11 12 13 14Trip

Generation


2 Western

3 Central West

4 Central North



7 Sindhupalchok 8 8

8 Kavrepalanchok 12 44 20 4 80

9 Central North-East 167 8 174

10 Eastern 152 12 165

11 Sindhuli 123 17 5 56 8 208


13 India 8 8

14 China

4 618 25 5 120 167 447 144 126 1655


Trip Attraction


8-44

Table 8.2-31 Origin-Destination Matrix of Passenger Car on Holiday at Sta.1 Manglatar



Figure 8.2-75 Desire Line of Passenger Car on Weekday at Sta.1 Manglatar (veh./day)


Figure 8.2-76 Desire Line of Passenger Car on Weekday at Sta.1 Manglatar (%)

1 2 3 4 5 6 7 8 9 10 11 12 13 14Trip

Generation


2 Western

3 Central West 7 7

4 Central North


6 Bhaktapur 7 13 20

7 Sindhupalchok 7 7



10 Eastern 8 204 8 219

11 Sindhuli 181 8 76 265

12 Central South-East 297 36 19 353

13 India

14 China

8 7 775 54 151 137 320 240 184 1876


Trip Attraction

India

China

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur


India

China

- 2.5%- 5.0%- 10%- 15%15% -

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur


8-45


Figure 8.2-77 Desire Line of Passenger Car on Holiday at Sta.1 Manglatar (veh./day)


Figure 8.2-78 Desire Line of Passenger Car on Holiday at Sta.1 Manglatar (%)

Origin-Destination matrix of bus is shown in Table 8.2-32 and Table 8.2-33. Regarding the trip of bus

that are used mainly for tourist trip, the large OD pair is the trip in Kathmandu & Latipur (zone 5) and

Eastern (zone 10), accounting for about 60%.

India

China

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur


India

China

- 2.5%- 5.0%- 10%- 15%15% -

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur


8-46

Table 8.2-32 Origin-Destination Matrix of Bus on Weekday at Sta.1 Manglatar


Table 8.2-33 Origin-Destination Matrix of Bus on Holiday at Sta.1 Manglatar



Figure 8.2-79 Desire Line of Bus on Weekday at Sta.1 Manglatar (veh./day)

1 2 3 4 5 6 7 8 9 10 11 12 13 14Trip

Generation


2 Western

3 Central West

4 Central North

5 Kathmandu & Latipur 34 222 26 36 319

6 Bhaktapur

7 Sindhupalchok

8 Kavrepalanchok 6 15 21


10 Eastern 168 168

11 Sindhuli 32 6 4 42

12 Central South-East 61 61

13 India

14 China

298 27 34 222 30 36 648


Trip Attraction

1 2 3 4 5 6 7 8 9 10 11 12 13 14Trip

Generation


2 Western

3 Central West 4 4 8

4 Central North


6 Bhaktapur 4 4

7 Sindhupalchok 3 3

8 Kavrepalanchok 3 4 20 8 36


10 Eastern 145 145

11 Sindhuli 55 18 73


13 India

14 China

278 34 58 277 50 55 752


Trip Attraction

India

China

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur



8-47


Figure 8.2-80 Desire Line of Bus on Weekday at Sta.1 Manglatar (%)


Figure 8.2-81 Desire Line of Bus on Holiday at Sta.1 Manglatar (veh./day)

India

China

- 2.5%- 5.0%- 10%- 15%15% -

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur

India

China

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur



8-48


Figure 8.2-82 Desire Line of Bus on Holiday at Sta.1 Manglatar (%)

Origin-Destination matrix of truck is shown in Table 8.2-34 and Table 8.2-35. From the result of

Origin-Destination matrix of truck, the short-length or mid-length trip is the major cargo movement.

In particular, the large OD pair are the trip in Kathmandu & Latipur (zone 5) and Eastern (zone 10),

Kavrepalanchok (zone 8) and Sindhuli (zone 11).

Table 8.2-34 Origin-Destination Matrix of Truck on Weekday at Sta.1 Manglatar


India

China

- 2.5%- 5.0%- 10%- 15%15% -

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur

1 2 3 4 5 6 7 8 9 10 11 12 13 14Trip

Generation


2 Western

3 Central West

4 Central North

5 Kathmandu & Latipur 27 74 20 20 142

6 Bhaktapur 10 7 17

7 Sindhupalchok



10 Eastern 36 36

11 Sindhuli 58 43 2 103


13 India

14 China

153 96 41 85 80 24 478


Trip Attraction


8-49

Table 8.2-35 Origin-Destination Matrix of Truck on Holiday at Sta.1 Manglatar



Figure 8.2-83 Desire Line of Truck on Weekday at Sta.1 Manglatar (veh./day)


Figure 8.2-84 Desire Line of Truck on Weekday at Sta.1 Manglatar (%)

1 2 3 4 5 6 7 8 9 10 11 12 13 14Trip

Generation


2 Western

3 Central West 4 4

4 Central North


6 Bhaktapur 4 4 7

7 Sindhupalchok 7 7

8 Kavrepalanchok 4 6 16 14 32 10 81


10 Eastern 37 4 41

11 Sindhuli 23 12 64 100


13 India

14 China

4 124 20 104 35 57 53 50 446


Trip Attraction

India

China

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur


India

China

- 2.5%- 5.0%- 10%- 15%15% -

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur


8-50


Figure 8.2-85 Desire Line of Truck on Holiday at Sta.1 Manglatar (veh./day)


Figure 8.2-86 Desire Line of Truck on Holiday at Sta.1 Manglatar (%)

(2) Sta.4 Near Bardibas

Origin-Destination Matrix of All Type Vehicles Excluding Motorcycle at Sta.4 Near Bardibas is shown

in Table 8.2-36 and Table 8.2-37. From Origin- Destination Matrix of total traffic, the largest traffic

passing section Ⅰ (Bardibas) is between Sindhuli (zone 11) and Central South-East (zone 12),

accounting for about 32%. And the Next large OD pair are between Kathmandu & Latipur (zone 5)

and Central South-East (zone 12), accounting for about 21%, Kathmandu & Latipur (zone 5) and

Eastern (zone 10), accounting for about 20%. From the result of desire line of All Type Vehicles, the

short-length or mid-length trip is major trip. This trend is the same on weekdays and holidays.

India

China

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur


India

China

- 2.5%- 5.0%- 10%- 15%15% -

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur


8-51


Sta. 4 Near Bardibas



Sta. 4 Near Bardibas




Bardibas (veh./day)

1 2 3 4 5 6 7 8 9 10 11 12 13 14Trip

Generation

1 Far and Mid-Western 2 10 12

2 Western 6 2 13 21

3 Central West 2 2 10 28 17 49 6 114

4 Central North



7 Sindhupalchok



10 Eastern 3 3 406 14 6 15 29 56 15 546

11 Sindhuli 3 30 4 24 2 498 562

12 Central South-East 10 389 4 25 53 15 671 326 1493

13 India

14 China

10 103 809 14 4 42 96 461 803 1320 5 3667


Trip Attraction

1 2 3 4 5 6 7 8 9 10 11 12 13 14Trip

Generation


2 Western 2 2 5 9

3 Central West 25 14 14 39 92

4 Central North

5 Kathmandu & Latipur 44 268 359 670

6 Bhaktapur 1 8 9

7 Sindhupalchok 8 8



10 Eastern 2 16 229 7 7 95 11 367

11 Sindhuli 4 49 27 360 440

12 Central South-East 551 2 43 14 362 118 1090

13 India

14 China

6 120 805 2 7 66 350 506 910 2772


Trip Attraction

India

China

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur



8-52



Bardibas (%)



Bardibas (veh./day)

India

China

- 2.5%- 5.0%- 10%- 15%15% -

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur

India

China

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur



8-53



Bardibas (%)


8.2-91 and Figure 8.2-92.


Figure 8.2-91 The Concentrated Traffic Volume Generated by Each Type of Vehicle on Weekday at

Sta.4 Near Bardibas

India

China

- 2.5%- 5.0%- 10%- 15%15% -

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur

500 1000 1500 2000 2500 3000


2.Western

3.Central West

4.Central North


6.Bhaktapur

7.Sindhupalchok

8.Kavrepalanchok


10.Eastern

11.Sindhuli


13.India

14.China



8-54



Sta.4 Near Bardibas

Origin-Destination Matrix of passenger car is shown in Table 8.2-38 and Table 8.2-39. From the result

of Origin-Destination matrix of passenger car, the short-length or mid-length trip is major trip of

passenger trip. In particular, the large OD pair is the trip in Kathmandu & Latipur (zone 5) and Central

South-East (zone 12).

Table 8.2-38 Origin-Destination Matrix of Passenger Car on Weekday at Sta.4 Near Bardibas


500 1000 1500 2000 2500


2.Western

3.Central West

4.Central North


6.Bhaktapur

7.Sindhupalchok

8.Kavrepalanchok


10.Eastern

11.Sindhuli


13.India

14.China


1 2 3 4 5 6 7 8 9 10 11 12 13 14Trip

Generation


2 Western 6 6

3 Central West 10 16 6 32

4 Central North



7 Sindhupalchok



10 Eastern 205 12 4 24 28 273

11 Sindhuli 10 4 16 158 189


13 India

14 China

5 52 517 12 4 33 26 259 258 668 5 1841


Trip Attraction


8-55

Table 8.2-39 Origin-Destination Matrix of Passenger Car on Holiday at Sta.4 Near Bardibas



Figure 8.2-93 Desire Line of Passenger Car on Weekday at Sta.4 Near Bardibas (veh./day)


Figure 8.2-94 Desire Line of Passenger Car on Weekday at Sta.4 Near Bardibas (%)

1 2 3 4 5 6 7 8 9 10 11 12 13 14Trip

Generation


2 Western


4 Central North


6 Bhaktapur 8 8

7 Sindhupalchok 4 4

8 Kavrepalanchok 13 13

9 Central North-East 9 9

10 Eastern 134 5 5 32 176

11 Sindhuli 4 13 17 223 257

12 Central South-East 442 10 10 202 95 759

13 India

14 China

4 39 598 5 15 146 250 632 1689


Trip Attraction

India

China

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur


India

China

- 2.5%- 5.0%- 10%- 15%15% -

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur


8-56


Figure 8.2-95 Desire Line of Passenger Car on Holiday at Sta.4 Near Bardibas (veh./day)


Figure 8.2-96 Desire Line of Passenger Car on Holiday at Sta.4 Near Bardibas (%)




India

China

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur


India

China

- 2.5%- 5.0%- 10%- 15%15% -

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur


8-57

Table 8.2-40 Origin-Destination Matrix of Bus on Weekday at Sta.4 Near Bardibas


Table 8.2-41 Origin-Destination Matrix of Bus on Holiday at Sta.4 Near Bardibas



Figure 8.2-97 Desire Line of Bus on Weekday at Sta.4 Near Bardibas (veh./day)

1 2 3 4 5 6 7 8 9 10 11 12 13 14Trip

Generation


2 Western 4 4


4 Central North


6 Bhaktapur 5 5

7 Sindhupalchok



10 Eastern 3 172 2 4 5 7 2 195

11 Sindhuli 3 20 22


13 India

14 China

3 5 239 2 8 132 73 157 620


Trip Attraction

1 2 3 4 5 6 7 8 9 10 11 12 13 14Trip

Generation


2 Western


4 Central North


6 Bhaktapur

7 Sindhupalchok



10 Eastern 2 95 2 2 4 2 107

11 Sindhuli 2 2 30 34

12 Central South-East 88 2 65 4 159

13 India

14 China

2 13 185 2 4 131 71 96 505


Trip Attraction

India

China

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur



8-58


Figure 8.2-98 Desire Line of Bus on Weekday at Sta.4 Near Bardibas (%)


Figure 8.2-99 Desire Line of Bus on Holiday at Sta.4 Near Bardibas (veh./day)

India

China

- 2.5%- 5.0%- 10%- 15%15% -

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur

India

China

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur



8-59


Figure 8.2-100 Desire Line of Bus on Holiday at Sta.4 Near Bardibas (%)



In particular, the large OD pair are the trip in Sindhuli (zone 11) and Central South-East (zone 12),

accounting for about 31%.

Table 8.2-42 Origin-Destination Matrix of Truck on Weekday at Sta.4 Near Bardibas


India

China

- 2.5%- 5.0%- 10%- 15%15% -

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur

1 2 3 4 5 6 7 8 9 10 11 12 13 14Trip

Generation


2 Western 2 9 11

3 Central West 2 2 26 17 22 69

4 Central North


6 Bhaktapur 3 3

7 Sindhupalchok



10 Eastern 3 29 2 10 21 13 77

11 Sindhuli 3 17 8 2 107 137


13 India

14 China

3 45 53 2 6 61 70 116 174 530


Trip Attraction


8-60

Table 8.2-43 Origin-Destination Matrix of Truck on Holiday at Sta.4 Near Bardibas



Figure 8.2-101 Desire Line of Truck on Weekday at Sta.4 Near Bardibas r (veh./day)


Figure 8.2-102 Desire Line of Truck on Weekday at Sta.4 Near Bardibas (%)

1 2 3 4 5 6 7 8 9 10 11 12 13 14Trip

Generation


2 Western 2 2 5 9

3 Central West 2 14 14 26 55

4 Central North


6 Bhaktapur 1 1

7 Sindhupalchok 4 4

8 Kavrepalanchok


10 Eastern 16 59 9 84

11 Sindhuli 35 8 106 148


13 India

14 China

68 22 2 47 73 185 182 578


Trip Attraction

India

China

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur


India

China

- 2.5%- 5.0%- 10%- 15%15% -

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur


8-61


Figure 8.2-103 Desire Line of Truck on Holiday at Sta.4 Near Bardibas (veh./day)


Figure 8.2-104 Desire Line of Truck on Holiday at Sta.4 Near Bardibas (%)

(3) Sta.5 Lalgadh

Origin-Destination Matrix of All Type Vehicles Excluding Motorcycle at Sta.5 Lalgadh is shown in

Figure 8.2-44 and Figure 8.2-45. From Origin- Destination Matrix of total traffic, the largest traffic

passing Sta.5 Lalgadh is move only within Central South-East area (zone 12), accounting for about

24%. And the Next large OD pair is between Kathmandu & Latipur (zone 5) and Eastern (zone 10),

accounting for about 19%. From the result of desire line of All Type Vehicles, the short-length or mid-

length trip is major trip. This trend is the same on weekdays and holidays.

India

China

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur


India

China

- 2.5%- 5.0%- 10%- 15%15% -

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur


8-62


Sta.5 Lalgadh



Sta.5 Lalgadh




Lalgadh (veh./day)

1 2 3 4 5 6 7 8 9 10 11 12 13 14Trip

Generation

1 Far and Mid-Western 56 18 52 125

2 Western 253 14 268

3 Central West 7 964 390 1361

4 Central North

5 Kathmandu & Latipur 554 182 736

6 Bhaktapur 7 7

7 Sindhupalchok

8 Kavrepalanchok


10 Eastern 47 108 425 792 8 12 53 347 1792

11 Sindhuli 77 79 156


13 India

14 China

47 135 599 1000 8 2243 191 2788 7012


Trip Attraction

1 2 3 4 5 6 7 8 9 10 11 12 13 14Trip

Generation


2 Western 240 70 310


4 Central North


6 Bhaktapur 8 8

7 Sindhupalchok 3 3



10 Eastern 61 185 678 4 834 35 25 15 38 316 9 2200

11 Sindhule 54 39 93


13 India 62 21 82

14 China

84 261 995 4 1149 35 37 2214 70 1856 9 6714


Trip Attraction

India

China

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur



8-63



Lalgadh (%)


Figure 8.2-107 Desire Line of All Type Vehicles Excluding Motorcycle on Holiday at Sta.5 Lalgadh

(veh./day)

India

China

- 2.5%- 5.0%- 10%- 15%15% -

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur

India

China

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur



8-64


Figure 8.2-108 Desire Line of All Type Vehicles Excluding Motorcycle on Holiday at Sta.5 Lalgadh

(%)


8.2-109 and Figure 8.2-110.


Figure 8.2-109 The Concentrated Traffic Volume Generated by Each Type of Vehicle on Weekday

at Sta.5 Lalgadh

India

China

- 2.5%- 5.0%- 10%- 15%15% -

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur

1000 2000 3000 4000 5000 6000


2.Western

3.Central West

4.Central North


6.Bhaktapur

7.Sindhupalchok

8.Kavrepalanchok


10.Eastern

11.Sindhuli


13.India

14.China



8-65



Sta.5 Lalgadh

Origin-Destination Matrix of passenger car is shown in Table 8.2-46 and Table 8.2-47. From Origin-

Destination Matrix of passenger car, the largest traffic passing Sta.5 Lalgadh is move only within Central

South-East area (zone 12), accounting for about 35%. And the next large OD pair is between Kathmandu

& Latipur (zone 5) and Eastern (zone 10), accounting for about 14%.

Table 8.2-46 Origin-Destination Matrix of Passenger Car on Weekday at Sta.5 Lalgadh


1000 2000 3000 4000 5000


2.Western

3.Central West

4.Central North


6.Bhaktapur

7.Sindhupalchok

8.Kavrepalanchok


10.Eastern

11.Sindhuli


13.India

14.China


1 2 3 4 5 6 7 8 9 10 11 12 13 14Trip

Generation

1 Far and Mid-Western 24 18 17 58

2 Western 57 7 64

3 Central West 7 203 172 381

4 Central North


6 Bhaktapur 7 7

7 Sindhupalchok

8 Kavrepalanchok

9 Central North-East

10 Eastern 17 131 229 8 12 27 201 625

11 Sindhuli 50 50 100


13 India

14 China

17 182 306 8 679 122 1510 2825


Trip Attraction


8-66

Table 8.2-47 Origin-Destination Matrix of Passenger Car on Holiday at Sta.5 Lalgadh



Figure 8.2-111 Desire Line of Passenger Car on Weekday at Sta.5 Lalgadh (veh./day)


Figure 8.2-112 Desire Line of Passenger Car on Weekday at Sta.5 Lalgadh (%)

1 2 3 4 5 6 7 8 9 10 11 12 13 14Trip

Generation


2 Western 82 41 123


4 Central North


6 Bhaktapur 8 8

7 Sindhupalchok



10 Eastern 39 286 393 32 6 8 13 106 884


12 Central South-East 15 16 142 190 220 32 518 1132

13 India

14 China

15 55 428 583 32 6 829 45 922 2915


Trip Attraction

India

China

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur


India

China

- 2.5%- 5.0%- 10%- 15%15% -

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur


8-67


Figure 8.2-113 Desire Line of Passenger Car on Holiday at Sta.5 Lalgadh (veh./day)


Figure 8.2-114 Desire Line of Passenger Car on Holiday at Sta.5 Lalgadh (%)




India

China

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur


India

China

- 2.5%- 5.0%- 10%- 15%15% -

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur


8-68

Table 8.2-48 Origin-Destination Matrix of Bus on Weekday at Sta.5 Lalgadh


Table 8.2-49 Origin-Destination Matrix of Bus on Holiday at Sta.5 Lalgadh



Figure 8.2-115 Desire Line of Bus on Weekday at Sta.5 Lalgadh (veh./day)

1 2 3 4 5 6 7 8 9 10 11 12 13 14Trip

Generation


2 Western 70 70


4 Central North


6 Bhaktapur

7 Sindhupalchok

8 Kavrepalanchok


10 Eastern 20 30 76 308 6 18 457

11 Sindhuli 11 11

12 Central South-East 90 37 6 213 347

13 India

14 China

20 30 76 398 424 12 322 1283


Trip Attraction

1 2 3 4 5 6 7 8 9 10 11 12 13 14Trip

Generation


2 Western 31 3 34


4 Central North


6 Bhaktapur

7 Sindhupalchok



10 Eastern 30 55 34 255 2 7 2 45 431

11 Sindhuli 1 14 16

12 Central South-East 8 16 55 107 2 90 85 364

13 India

14 China

38 70 89 363 2 2 442 2 268 1277


Trip Attraction

India

China

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur



8-69


Figure 8.2-116 Desire Line of Bus on Weekday at Sta.5 Lalgadh (%)


Figure 8.2-117 Desire Line of Bus on Holiday at Sta.5 Lalgadh s (veh./day)


Figure 8.2-118 Desire Line of Bus on Holiday at Sta.5 Lalgadh (%)

India

China

- 2.5%- 5.0%- 10%- 15%15% -

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur

India

China

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur


India

China

- 2.5%- 5.0%- 10%- 15%15% -

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur


8-70



In particular, the large OD pair are the trip in Central West (zone 3) and Eastern (zone 10), accounting

for about 34%. And the Next large OD pair is between Kathmandu & Latipur (zone 5) and Eastern

(zone 10), accounting for about 15%.

Table 8.2-50 Origin-Destination Matrix of Truck on Weekday at Sta.5 Lalgadh


Table 8.2-51 Origin-Destination Matrix of Truck on Holiday at Sta.5 Lalgadh


1 2 3 4 5 6 7 8 9 10 11 12 13 14Trip

Generation


2 Western 126 7 133


4 Central North


6 Bhaktapur

7 Sindhupalchok

8 Kavrepalanchok


10 Eastern 27 61 218 255 20 129 710



13 India

14 China

27 88 341 296 1139 57 742 2690


Trip Attraction

1 2 3 4 5 6 7 8 9 10 11 12 13 14Trip

Generation


2 Western 126 26 152


4 Central North


6 Bhaktapur

7 Sindhupalchok 3 3



10 Eastern 31 92 357 4 185 19 23 164 9 885

11 Sindhuli 3 8 11


13 India 62 21 82

14 China

31 136 478 4 203 28 943 23 667 9 2522


Trip Attraction


8-71


Figure 8.2-119 Desire Line of Truck on Weekday at Sta.5 Lalgadh (veh./day)


Figure 8.2-120 Desire Line of Truck on Weekday at Sta.5 Lalgadh (%)


Figure 8.2-121 Desire Line of Truck on Holiday at Sta.5 Lalgadh (veh./day)

India

China

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur


India

China

- 2.5%- 5.0%- 10%- 15%15% -

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur

India

China

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur



8-72


Figure 8.2-122 Desire Line of Truck on Holiday at Sta.5 Lalgadh (%)

(4) Sta.6 Nagdhunga

Origin-Destination Matrix of All Type Vehicles Excluding Motorcycle at Sta.6 Nagdhunga is shown

in Table 8.2-52. From Origin- Destination Matrix of total traffic, the largest traffic passing Sta.6

Nagdhunga is between Central West (zone 3) and Kathmandu & Latipur (zone 5), accounting for about

51%. And the Second Larger traffic passing is between West (zone 2) and Kathmandu & Latipur (zone

5), accounting for about 31%. From the result of desire line of All Type Vehicles, the mid-length or

long-length trip is major trip. This trend is the same on weekdays and holidays.


Sta.6 Nagdhunga


India

China

- 2.5%- 5.0%- 10%- 15%15% -

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur

1 2 3 4 5 6 7 8 9 10 11 12 13 14Trip

Generation


2 Western 3595 18 36 3649

3 Central West 6188 18 72 6278

4 Central North 215 215

5 Kathmandu & Latipur 639 2241 3376 398 9 439 116 5 7224

6 Bhaktapur 49 66 115




10 Eastern 334 334

11 Sindhuli


13 India 37 37

14 China

639 2361 3504 398 11232 36 108 439 116 5 18840


Trip Attraction


8-73



Nagdhunga (veh./day)



Nagdhunga (%)


8.2-125.

India

China

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur


India

China

- 2.5%- 5.0%- 10%- 15%15% -

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur


8-74


Figure 8.2-125 The Concentrated Traffic Volume Generated by Each Type of Vehicle on Weekday

at Sta.6 Nagdhunga

Origin-Destination Matrix of passenger car is shown in Table 8.2-53. From Origin- Destination Matrix

of passenger car, the largest traffic passing Sta.6 Nagdhunga is between Central West (zone 3) and

Kathmandu & Latipur (zone 5), accounting for about 53%. And the Second Larger traffic passing is

between West (zone 2) and Kathmandu & Latipur (zone 5), accounting for about 32%.

Table 8.2-53 Origin-Destination Matrix of Passenger Car on Weekday at Sta.6 Nagdhunga


5000 10000 15000 20000


2.Western

3.Central West

4.Central North


6.Bhaktapur

7.Sindhupalchok

8.Kavrepalanchok


10.Eastern

11.Sindhuli


13.India

14.China


1 2 3 4 5 6 7 8 9 10 11 12 13 14Trip

Generation


2 Western 1712 18 36 1766

3 Central West 2581 18 72 2671



6 Bhaktapur 49 66 115




10 Eastern 18 18

11 Sindhuli


13 India

14 China

101 847 1534 234 4668 36 108 33 7562


Trip Attraction


8-75


Figure 8.2-126 Desire Line of Passenger Car on Weekday at Sta.6 Nagdhunga (veh./day)


Figure 8.2-127 Desire Line of Passenger Car on Weekday at Sta.6 Nagdhunga (%)

Origin-Destination matrix of bus is shown in Table 8.2-54. Regarding the trip of bus that are used

mainly for tourist trip, the large OD pair is the trip in West (zone 2) and Kathmandu & Latipur (zone

5).

India

China

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur


India

China

- 2.5%- 5.0%- 10%- 15%15% -

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur


8-76

Table 8.2-54 Origin-Destination Matrix of Bus on Weekday at Sta.6 Nagdhunga



Figure 8.2-128 Desire Line of Bus on Weekday at Sta.6 Nagdhunga (veh./day)


Figure 8.2-129 Desire Line of Bus on Weekday at Sta.6 Nagdhunga (%)

1 2 3 4 5 6 7 8 9 10 11 12 13 14Trip

Generation


2 Western 830 830

3 Central West 607 607


5 Kathmandu & Latipur 300 506 398 76 148 48 5 1480

6 Bhaktapur

7 Sindhupalchok



10 Eastern 164 164

11 Sindhuli


13 India

14 China

300 511 402 76 1898 148 48 5 3387


Trip Attraction

India

China

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur


India

China

- 2.5%- 5.0%- 10%- 15%15% -

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur


8-77

Origin-Destination matrix of truck is shown in Table 8.2-55. From the result of Origin-Destination

matrix of truck, the mid-length or long-length trip is the major cargo movement. In particular, the large

OD pair are the trip in Central West (zone 3) and Kathmandu & Latipur (zone 5), accounting for about

58%. And the Second Larger traffic passing is between West (zone 2) and Kathmandu & Latipur (zone

5), accounting for about 26%.

Table 8.2-55 Origin-Destination Matrix of Truck on Weekday at Sta.6 Nagdhunga



Figure 8.2-130 Desire Line of Truck on Weekday at Sta.6 Nagdhunga (veh./day)

1 2 3 4 5 6 7 8 9 10 11 12 13 14Trip

Generation


2 Western 1053 1053

3 Central West 2995 2995

4 Central North

5 Kathmandu & Latipur 238 1003 1559 89 9 258 68 3224

6 Bhaktapur

7 Sindhupalchok 9 9

8 Kavrepalanchok


10 Eastern 152 152

11 Sindhuli


13 India 37 37

14 China

238 1003 1568 89 4662 258 68 7886


Trip Attraction

India

China

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur



8-78


Figure 8.2-131 Desire Line of Truck on Weekday at Sta.6 Nagdhunga (%)

8.2.9 Summary of Traffic Characteristic on Sindhuli Road

Based on the traffic survey result, the main traffic characteristic, a traffic volume, hourly variation of traffic

volume and OD pattern and traffic flow are summarized at 4 survey stations on Sindhuli Road as shown

in Figure 8.2-132.


Figure 8.2-132 Location of Traffic Survey on Sindhuli Road

(1) Traffic Volume

Traffic volume of Sindhuli Road section in 2021 is 3,561 to 7,768 veh./day (4,166 to 7,263 PCU/day)

on weekday, 3,560 to 7,820 veh./day (4,168 to 7,259 PCU/day) on holiday. It is a feature of traffic on

Sindhuli Road that the weight ratio of this Road section is as relatively low as 8% to 14%. The track

ratio is as relatively low 6% to 9%, the bus ratio is 8% to 16%. It can be explained that this road plays

India

China

- 2.5%- 5.0%- 10%- 15%15% -

Eastern

Kathmandu&Latipur

Far-Mid Western

Western

Central North-East

Sindhupalchok

Kavrepalanchok

Sindhule

Central South-East

Central North

Central West

Bhaktapur

Dhulikhel

BardibasSECTION IV SECTION III SECTION II SECTION I

Arniko Highway

Suryabinayak-Dhulikhel Road East-West Highway

Sindhuli Road

Nepalthok

Khurkot

Sindhuli BazarSta.1

Mangaltar

Sta.2

Khurkot

Sta.3

Ghurmi Way

Sta.4

Near Bardibas


8-79

role as the lives of local residents.

Table 8.2-56 Summary of Traffic Count Survey on Weekday on Sindhuli Road




Figure 8.2-133 Daily Traffic Volume on Weekday on Sindhuli Road, All Type

ClassificationNear Bardibas

(SECTION Ⅰ)

%

Total

%

w/o MC

Ghurmi Way

(SECTION Ⅱ)

%

Total

%

w/o MC

Khurkot

(SECTION Ⅲ)

%

Total

%

w/o MC

Mangaltar

(SECTION Ⅳ)

%

Total

%

w/o MC

1. Motor Cycle 4,101 53% 1,238 35% 1,671 36% 1,594 36%

2. Car & Taxi 651 8% 18% 369 10% 16% 436 10% 15% 480 11% 17%

3. Utility Pick up 1,190 15% 32% 844 24% 36% 1,172 26% 40% 1,175 27% 42%

4. Micro Bus 420 5% 11% 439 12% 19% 452 10% 15% 425 10% 15%

5. Mini Bus 156 2% 4% 136 4% 6% 215 5% 7% 219 5% 8%

6. Large Bus 44 1% 1% 2 0% 0% 1 0% 0% 9 0% 0%

7. Light Truck 83 1% 2% 133 4% 6% 126 3% 4% 108 2% 4%

8. Heavy Truck 346 4% 9% 331 9% 14% 328 7% 11% 370 8% 13%

9. Multi-axel Truck 101 1% 3% 0 0% 0% 0 0% 0% 0 0% 0%

10. Others 676 9% 18% 69 2% 3% 188 4% 6% 1 0% 0%




PCU 7,263 - - 4,166 - - 5,131 - - 5,047 - -




PCU 5,213 - - 3,547 - - 4,295 - - 4,250 - -

0

1,000

2,000

3,000

4,000

5,000

6,000

7,000

8,000

Near Bardibas

(SECTION Ⅰ)

Ghurmi Way

(SECTION Ⅱ)

Khurkot

(SECTION Ⅲ)

Mangaltar

(SECTION Ⅳ)

1. Motor Cycle

2. Car & Taxi

3. Utility Pick up

4. Micro Bus

5. Mini Bus

6. Large Bus

7. Light Truck

8. Heavy Truck

9. Multi-axel Truck

10. Others

4,381 4,589

3,561

7,768 (veh./day)


8-80


Figure 8.2-134 Daily Traffic Volume on Weekday on Sindhuli Road, All Type (PCU/DAY)

Table 8.2-57 Summary of Traffic Count Survey on Holiday on Sindhuli Road



7,263

4,1665,131 5,047

0

1,000

2,000

3,000

4,000

5,000

6,000

7,000

8,000

Near Bardibas

(SECTION Ⅰ)

Ghurmi Way

(SECTION Ⅱ)

Khurkot

(SECTION Ⅲ)

Mangaltar

(SECTION Ⅳ)

Capacity of intermediate lane Road(5.5m)

Plain:6000Mountainousand steep:5200

Rolling:5700

ClassificationNear Bardibas

(SECTION Ⅰ)

%

Total

%

w/o MC

Ghurmi Way

(SECTION Ⅱ)

%

Total

%

w/o MC

Khurkot

(SECTION Ⅲ)

%

Total

%

w/o MC

Mangaltar

(SECTION Ⅳ)

%

Total

%

w/o MC

1. Motor Cycle 4,166 53% 1,200 34% 1,814 39% 1,924 38%

2. Car & Taxi 567 7% 16% 422 12% 18% 445 9% 15% 567 11% 18%

3. Utility Pick up 1,122 14% 31% 912 26% 39% 1,128 24% 39% 1,309 26% 42%

4. Micro Bus 359 5% 10% 418 12% 18% 459 10% 16% 442 9% 14%

5. Mini Bus 133 2% 4% 141 4% 6% 214 5% 7% 281 6% 9%

6. Large Bus 33 0% 1% 0 0% 0% 2 0% 0% 29 1% 1%

7. Light Truck 97 1% 3% 45 1% 2% 52 1% 2% 105 2% 3%

8. Heavy Truck 409 5% 11% 346 10% 15% 332 7% 12% 341 7% 11%

9. Multi-axel Truck 72 1% 2% 1 0% 0% 25 1% 1% 0 0% 0%

10. Others 862 11% 24% 75 2% 3% 226 5% 8% 7 0% 0%




PCU 7,259 - - 4,168 - - 5,192 - - 5,619 - -




PCU 5,176 - - 3,568 - - 4,285 - - 4,657 - -

(PCU/day)


8-81


Figure 8.2-135 Daily Traffic Volume on Weekend day on Sindhuli Road, All Type


Figure 8.2-136 Daily Traffic Volume on Weekend on Sindhuli Road, All Type (PCU/DAY)

0

1,000

2,000

3,000

4,000

5,000

6,000

7,000

8,000

Near Bardibas

(SECTION Ⅰ)

Ghurmi Way

(SECTION Ⅱ)

Khurkot

(SECTION Ⅲ)

Mangaltar

(SECTION Ⅳ)

1. Motor Cycle

2. Car & Taxi

3. Utility Pick up

4. Micro Bus

5. Mini Bus

6. Large Bus

7. Light Truck

8. Heavy Truck

9. Multi-axel Truck

10. Others

7,259

4,1685,192

5,619

0

1,000

2,000

3,000

4,000

5,000

6,000

7,000

8,000

Near Bardibas

(SECTION Ⅰ)

Ghurmi Way

(SECTION Ⅱ)

Khurkot

(SECTION Ⅲ)

Mangaltar

(SECTION Ⅳ)

Capacity of intermediate lane Road(5.5m)


Rolling:5700

5,005 4,697

3,560

7,820 (veh./day)

(PCU/day)


8-82

Table 8.2-58 Capacity of Roads, PCU/day

Source: Nepal Road Standards 2070 (2013)

(2) Hourly Variation of Traffic Volume

Hourly Variation of Traffic Volume of Sindhuli Road are shown in Figure 8.2-137 and Figure 8.2-138.

Regarding the hourly variation for 24 hours on weekday, a similar trend was observed common to the

4 stations. However, the peak time differs with each station. The peak time at Manglatar (Section Ⅳ)

is 10 a.m., at Khurkot (SECTION Ⅲ) is 11 p.m., at Ghurmi Way (SECTION Ⅱ) is 1 p.m., and at Near

Bardibas (SECTION Ⅰ) is 4 p.m.


Figure 8.2-137 Hourly Variation of Traffic Volume on Weekday on Sindhuli Road

0

100

200

300

400

500

600

700

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6

Mangaltar

(SECTION Ⅳ)

Khurkot

(SECTION Ⅲ)

Ghurmi Way

(SECTION Ⅱ)

Near Bardibas

(SECTION Ⅰ)

(Veh./hour)


8-83


Figure 8.2-138 Hourly Variation of Traffic Volume on Weekend on Sindhuli Road

(3) OD Pattern

Traffics that pass Manglatar (Section Ⅳ) are mid-trip vehicles plying between Kathmandu/Latipur and

the Eastern regions. Traffics that pass Bardibas (Section Ⅰ) are short-trip or mid-trip vehicles that runs

between Sindhuli and the Central South-East regions.

Figure 8.2-139 to Figure 8.2-142 illustrates the total traffic flow of all vehicles (excluding motorcycle)

passing Sindhuli Road. On the other hand, top 5 patterns of traffic flow are listed in Table 8.2-59 to

Table 8.2-62. 85% of the total number of vehicles passing Mangaltar are originated from or destined

to Kathmandu/Lalitpur.

The pattern on the opposite side (at Bardibas) are trips to the eastern regions. 41% of the total number

of vehicles passing Bardibas (Section I) excluding motorcycles ply between Sindhuli and Central

South-East.


Figure 8.2-139 Weekday OD Pair on Sindhuli Road at Manglatar, w/o Motorcycle (veh./day)

0

100

200

300

400

500

600

700

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 0 1 2 3 4 5 6

Mangaltar

(SECTION Ⅳ)

Khurkot

(SECTION Ⅲ)

Ghurmi Way

(SECTION Ⅱ)

Near Bardibas

(SECTION Ⅰ)

Border of India

Rasuwagadhi - KerungTatopani-Zhangmu

Border of China

Dhulikhel

Ring Road

Tribhuvan Highway

Naubise

Hetauda

Pathlaiya

Narayangarh

Mugling

Nijgadh

Birgunj Jaleshwar

Bardibas

East-West Highway (Mahendra Highway)


Sindhuli Road

Ramechhap

Arniko Highway

Kalanki

Terai region (bread-basket)

To Pokhara

To Mechinagar

Prithvi Highway

To Mahakali

2360

(85%)

50

(2%)

10

(0.5%)

860

(31%)

750

(27%)420

(15%)

580

(21%)

140(5%)

330

(12%)

10

(0.3%)

Manglatar(Section Ⅳ)

2780

unit : veh./day

KTM

Fast Track

(Veh./hour)


8-84

Table 8.2-59 Top 5 OD Pair on Weekday on Sindhuli Road at Manglatar



Figure 8.2-140 Traffic Flow on Holiday on Sindhuli Road at Manglatar, w/o Motorcycle (veh./day)

Table 8.2-60 Top 5 Traffic Flows on Holiday on Sindhuli Road at Manglatar


Ranking Trip Ratio

1 Kathmandu & Latipur Eastern 1089 39.1%

2 Kathmandu & Latipur Central North-East 448 16.1%

3 Kathmandu & Latipur Central South-East 405 14.5%

4 Kathmandu & Latipur Sindhuli 372 13.4%

5 Kavrepalanchok Sindhuli 175 6.3%

2781 100.0%Total

OD pair

Border of India


Border of China

Dhulikhel

Ring Road

Tribhuvan Highway

Naubise

Hetauda

Pathlaiya

Narayangarh

Mugling

Nijgadh

Birgunj Jaleshwar

Bardibas



Sindhuli Road

Ramechhap

Arniko Highway

Kalanki


To Pokhara

To Mechinagar

Prithvi Highway

To Mahakali

2500

(81%)

120

(4%)

10

(0.3%)

950

(31%)

510

(16%)720

(23%)

780

(25%)

100(3%)

430

(14%)Manglatar

(Section Ⅳ) 3070

unit : veh./day

20

(1%)

20

(1%)

Fast Track

KTM

Ranking Trip Ratio



3 Kathmandu & Latipur Sindhuli 484 15.7%

4 Kathmandu & Latipur Central North-East 484 15.7%

5 Kavrepalanchok Sindhuli 256 8.3%

3074 100.0%

OD pair

Total


8-85


Figure 8.2-141 Traffic Flow on Weekday on Sindhuli Road at Near Bardibas, w/o Motorcycle

(veh./day)

Table 8.2-61 Top 5 Traffic Flows on Weekday on Sindhuli Road at Near Bardibas


Source: JICA Study Tea

Figure 8.2-142 Traffic Flow on Holiday on Sindhuli Road at Near Bardibas, w/o Motorcycle

(veh./day)

Border of India


Border of China

Dhulikhel

Fast Track

Ring Road

Tribhuvan Highway

Naubise

Hetauda

Pathlaiya

Narayangarh

Mugling

Nijgadh

Birgunj Jaleshwar

Bardibas




Arniko Highway

Kalanki


To Pokhara

To Mechinagar

Prithvi Highway

To Mahakali

1580

(43%)

100

(3%)

370

(10%)

820

(22%)2140

(58%)

1510

(41%)260

(7%)

100

(3%)

10

(0.1%)

Near Bardibas

(SectionⅠ) 3670

unit : veh./day

KTM

Ranking Trip Ratio

1 Sindhuli Central South-East 1169 31.9%



4 Central South-East Central South-East 326 8.9%

5 Central North-East Central South-East 103 2.8%

3667 100.0%Total

OD pair

Border of India


Border of China

Dhulikhel

Fast Track

Ring Road

Tribhuvan Highway

Naubise

Hetauda

Pathlaiya

Narayangarh

Mugling

Nijgadh

Birgunj Jaleshwar

Bardibas




Arniko Highway

Kalanki


To Pokhara

To Mechinagar

Prithvi Highway

To Mahakali

1480

(53%)

40

(2%)

310

(11%)

540

(19%)1760

(64%)

840

(30%)230

(8%)

100

(4%)

Near Bardibas

(SectionⅠ) 2770

unit : veh./day

KTM


8-86

Table 8.2-62 Top 5 Traffic Flows on Holiday on Sindhuli Road at Near Bardibas


8.3 TRAFFIC DEMAND FORECAST

8.3.1 Approach

In this section, the future traffic demand is estimated based on socio-economic framework of Nepal and

traffic survey conducted by the Study team. Firstly, the socio-economic framework related to traffic

demand is reviewed. Then, the traffic growth rate is calculated based on the regression analysis between

the socio-economic framework and the actual value of traffic volume. The future traffic volume based on

simple (linear) increase is estimated using the traffic growth rate and present traffic volume. In this survey,

methods parameters setting method and estimation method of the previous JICA survey (Nagdhunga

tunnel survey, SD road survey and KTM intersection survey).

8.3.2 Impact from COVID-19 to Traffics Plying on Sindhuli Road

According to the DDG (Deputy Director General), impact from COVID-19 on traffics using the Sindhuli

Road is negligible. However, the consequences of the impact were confirmed by analyzing past changes

in traffic volumes. The traffic volume survey and OD survey in this survey were conducted avoiding the

lockdowns in the urban areas. Figure 8.3-1 shows the changes in traffic volume on the Sindhuli Road. The

traffic volume used was converted from ADT to AADT (Annual Average Daily Traffic) using the seasonal

coefficient of variation (Table 8.3-1)

From this result, it is considered that the traffic volume on the Sindhuli Road is steadily increasing, and

there is almost no influence of COVID-19 during the period of the traffic volume survey and the OD

survey conducted this time.

Table 8.3-1 Seasonal Variation Factors

Source: DOR, HMIS Traffic Database

Ranking Trip Ratio


2 Sindhuli Central South-East 721 26.0%


4 Eastern Sindhuli 122 4.4%

5 Central South-East Central South-East 118 4.3%

2772 100.0%

OD pair

Total

Location Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

General 0.93 0.91 0.91 0.9 0.92 0.93 1.19 1.24 1.14 1.06 1.04 0.98


8-87


Figure 8.3-1 Changes in Traffic Volume of Sindhuli Road Section

8.3.3 Socio-Economic Framework

The socio-economic frame used for forecasting future traffic demand was set based on the trends of past

statistical data and the plans of the Government of Nepal. The indicators used for forecasting future traffic

demand are the population and GDP (Gross Domestic Product) shown in Table 8.3-2. From 2011 to 2018,

the average annual growth rate of Nepal's GDP was 4.76%. Therefore, in this survey, the future growth

rate was set at 4.5% per year from 2021 to 2031 and 4.0% per year from 2032 to 2041.

Table 8.3-2 Framework of Population

Source: Study team estimation based on GON, National Population and Housing Census 2011

BP Highway

Khurkot and Ghurmi Way Intersection

2017 2019 2021

Total 3,427 5,359 5,734

Growth - 1.56 1.07

2017 2019 2021

Total 4,992 7,600 8,069

Growth 1.52 1.06

2017 2019 2021

Total - 4,261 4,628

Growth - 1.09

2017 2019 2021

Total - 4,008 4,629

Growth - - 1.15

yearCentral Region

(million)

Growth

rate

Western Region

(million)

Growth

rate

total

(million)

Growth

rate

2021 11.46 - 6.42 - 17.88 -

2026 12.25 1.3% 6.73 0.9% 18.98 1.2%

2031 12.94 1.1% 6.96 0.7% 19.90 1.0%

2036 13.65 1.1% 7.17 0.6% 20.82 0.9%

2041 14.36 1.0% 7.38 0.6% 21.74 0.9%


8-88

Table 8.3-3 Framework of GDP

*At basic price (constant)

Source: Study team estimation

8.3.4 Traffic Growth

Economic activities such as population and GDP growth and changes will result in the increase of traffic

volume. In this section, based on a regression analysis of past traffic data and related indicators, future

traffic volume by vehicle type is estimated. As for the traffic volume, the traffic volume survey results

conducted in 2019 and the traffic survey result of 2021 conducted under this Study were used. The traffic

count surveys were conducted in April 2021. The AADT for 2021, converted from ADT using the seasonal

variation factors are shown in Table 8.3-4.

Table 8.3-4 Annual Average Daily Traffic in 2021 (AADT)


(1) Passenger Vehicle

Objective vehicles are Motorcycle, Passenger Car & Taxi, Microbus, Minibus and Bus. These types

of vehicles are used for relatively short and middle trip. As an indicator related to the traffic increase,

the total population of Central and Eastern Region are selected. Past population and average traffic

volume are show in Table 8.3-5. The forecasting model was estimated as shown in Figure 8.3-2. Table

8.3-6 shows the results of determining the growth rate of future passenger vehicle using this forecasting

2011 615

2012 637.771

2013 674.227

2014 694.227

2015 695.688

2016 749.55

2017 796.784

2018 851.069

2019 889.367 4.5%

2020 929.389 4.5%

2021 975.149 4.5%

2026 1,215.214 4.5%

2031 1,505.859 4.5%

2036 1,832.099 4.0%

2041 2,216.652 4.0%

-

Real GDP

(billion Rp)

Estimated GDP

(billion Rp)AAGRyear

- 4.8%

SectionMotor

Cycle

Car &

Taxi

Utility

Pick up

Micro

Bus

Mini

Bus

Large

Bus

Light

Truck

Heavy

Truck

Multi-axel

TruckOthers

Total

(Veh./day)

Total

(PCD/day)

SectionⅠ

（Urban Area of Bardibas)4,571 705 1,307 453 168 46 95 398 106 792 8,643 8,069

SectionⅠ-Ⅱ

（ Mountainous of Bardibas-Khurkot)1,367 422 953 483 152 2 128 371 0 78 3,956 4,629

SectionⅢ

（Khurkot-Nepalthok)1,888 486 1,292 504 239 1 124 365 6 217 5,123 5,714

SectionⅣ

（Nepalthok-Dhilikhel)1,844 553 1,335 476 257 14 119 405 0 2 5,006 5,734

average traffic 1,697 483 1,158 485 205 6 124 381 3 100 4,642 5,290


8-89

model. The growth rate was estimated using the data for the second year for the following reasons.

It has not been long since the opening of the entire Sindhuli Road (2015), and the traffic volume

immediately after the opening (2015) was different from the trend in 2019 and 2021.

The latest traffic volume data available was of 2019 when the traffic volume became calm.

Table 8.3-5 Past Population and Traffic Volume

Population Passenger Vehicle AADT pcu

2019 17.2 3,717 3,619

2021 17.9 4,135 3,952



Figure 8.3-2 Estimation Result of Passenger Vehicle

Table 8.3-6 Future Passenger Vehicle Growth Rate


(2) Freight Vehicle

Objective vehicles are trucks including light trucks, heavy trucks and multi-axle Trucks. Nepal's GDP

was used as an indicator related to the increase in freight traffic. Past GDP and traffic volume are show in

Table 8.3-7. The forecast model was estimated as shown in Figure 8.3-3. Table 8.3-8 shows the future

growth rate of freight vehicles estimated using this forecast model.

y = 8718.4ln(x) - 21187R² = 1

3,000

3,500

4,000

4,500

5,000

5,500

6,000

15.0 16.0 17.0 18.0 19.0 20.0 21.0 22.0 23.0

population (million)

Number of passenger vehicle (PCU/24h)

year Passenger vehcle (PCU/24h) Growth rate

2021 3,952 -

2026 4,473 2.5%

2031 4,886 1.8%

2036 5,280 1.6%

2041 5,658 1.4%


8-90

Table 8.3-7 Past GDP and Traffic Volume

GDP Freight vehicle AADT pcu

2019 889.4 392 1,037

2021 975.1 508 1,338



Figure 8.3-3 Estimation Result of Freight Vehicle

Table 8.3-8 Future Freight Vehicle Growth Rate


8.3.5 Traffic Demand Forecast

(1) Traffic Growth Rate

The results of the traffic model based on the socio-economic frame are shown in Table 8.3-9. Future

traffic demand was estimated by multiplying the traffic growth rate by the 2021 current traffic (AADT)

volume counted by the Survey.

y = 3271.8ln(x) - 21180R² = 1

1,000

1,200

1,400

1,600

1,800

2,000

2,200

800.0 850.0 900.0 950.0 1,000.0 1,050.0 1,100.0 1,150.0 1,200.0 1,250.0 1,300.0

Number of Freight Vehicle (PCU/24h)

GDP (billion NPR)

year Freight Vehicle (PCU/24h) Growth rate

2021 1,338 -

2026 2,059 9.0%

2031 2,760 6.0%

2036 3,402 4.3%

2041 4,025 3.4%


8-91

Table 8.3-9 Traffic Growth Rate of Sindhuli Road Section


(2) Future Demand Forecast

The methodology of estimation of future traffic is shown in Figure 8.3-4. Basically, the future traffic

volume is estimated by multiplying the current traffic volume in 2021 by the growth rate. Additionally,

the additional traffic through Sindhuli road section traffic volume when traffic regulation is canceled.

Capacity Enhancement of Sindhuli Road is assumed for 2041.


Figure 8.3-4 Procedure for Future Demand Forecast

With the opening of K-M FastTrack in 2024, some of the transit traffic on the Sindhuli Road will be

attracted/diverted to it. In addition, A part of the traffics generated in the South - Eastern area that

currently do not pass through the Sindhuli Road will divert to the Sindhuli Road section after capacity

of the Sindhuli Road is enhanced. Traffic volume that may divert to the Fast Track in 2024 is estimated

based on the OD survey result Near Bardibas. And the traffic volume that may divert to the Sindhuli

Road in 2041 is estimated based on the OD survey result at Nagdhunga (Figure 8.3-6).

Interview conducted at Bardibas shows about 10% of the vehicles would use the Sindhuli Road if the

capacity is enhanced because K-M Fast Track is tolled (information on the toll fee of the K-M Fast

Track was not readily available at the time of the interview). Therefore, although travel time is

AGR(2021-2026) AGR(2026-2031) AGR(2031-2036) AGR(2036-2041) AGR(2041-)

Motor Cycle 2.5% 1.8% 1.6% 1.4% 1.4%

Car & Taxi 2.5% 1.8% 1.6% 1.4% 1.4%

Utility Pick up 2.5% 1.8% 1.6% 1.4% 1.4%

Micro Bus 2.5% 1.8% 1.6% 1.4% 1.4%

Mini Bus 2.5% 1.8% 1.6% 1.4% 1.4%

Large Bus 2.5% 1.8% 1.6% 1.4% 1.4%

Light Truck 9.0% 6.0% 4.3% 3.4% 3.4%

Heavy Truck 9.0% 6.0% 4.3% 3.4% 3.4%

Multi-axel Truck 9.0% 6.0% 4.3% 3.4% 3.4%

Others 2.5% 1.8% 1.6% 1.4% 1.4%

Traffic volume in 2021 (AADT)

(Table 8.3-4)

Remove

Traffic Growth Rate (Table 8.3-9)

)

Traffic volume to change route to Sindhuli Road in 2041 (Table8.3-11)

Future traffic demand in 2041 (AADT)

(Table8.3-12)

Traffic volume to change route to Fast Track in 2024 (Table8.3-10)

Add


8-92

significantly shorter than the Sindhuli Road, about 10% of the vehicles will use the Sindhuli Road. K-

M Fast Track will open in 2024 and the capacity of the Sindhuli Road will be increased in 2041, so

this 10% of traffic will use the Sindhuli Road in 2041. The traffic volume to be converted to Sindhuli

Road will be increased until 2041 using the growth rate estimated by this study.


Figure 8.3-5 Traffic Volume that may Divert to the Fast Track in 2024

Table 8.3-10 Traffic Volume that may Divert to Fast Track (AADT)



Figure 8.3-6 Traffic Volume that may dicert to the Sindhuli Road in 2041

Border of India


Border of China

Dhulikhel

Fast Track

Ring Road

Naubise

Hetauda

Pathlaiya

Narayangarh

Mugling

Nijgadh

Birgunj Jaleshwar

Bardibas

Sindhuli Road

Ramechhap

Arniko Highway

Kalanki


To Pokhara

To Mechinagar

To Mahakali

unit : veh./day

Prithvi Highway Tribhuvan Highway



Distance : 156km

Travel Time : 163 min.

Distance : 183km

Travel Time : 323 min.

Change Route to Fast Track

Passenger Car 759

Bus 445

Truck 81

Total 1,285

PCU 1,778

KTM

Section1. Motor

Cycle

2. Car &

Taxi

3. Utility

Pick up

4. Micro

Bus

5. Mini

Bus

6. Large

Bus

7. Light

Truck

8. Heavy

Truck

9. Multi-

axel Truck10. Others

Total

(ver./day)

Total

(PCU/day)

The amount of traffic volume that

may changes the route to the Fast

track (2021)

0 197 647 401 63 30 13 77 0 0 1,428 1,975


may changes the route to the Fast

track (2024)

0 212 698 433 68 32 18 101 0 0 1,563 2,192

Traffic Volume to Change Route

to Fast track (2024)0 191 628 390 62 29 16 91 0 0 1,407 1,974


8-93

Table 8.3-11 Traffic Volume that may Divert to Sindhuli Road (AADT)


Results of future traffic demand is shown in Table 8.3-12 and Figure 8.3-7.

Table 8.3-12 Future Traffic Volume by Sindhuli Road Section (AADT) (PCU/day)



Figure 8.3-7 Future Traffic Demand in Sindhuli Road Section (AADT) (PCU/day)

Section1. Motor

Cycle

2. Car &

Taxi

3. Utility

Pick up

4. Micro

Bus

5. Mini

Bus

6. Large

Bus

7. Light

Truck

8. Heavy

Truck

9. Multi-

axel Truck10. Others

Total

(ver./day)

Total

(PCU/day)


may changes the route to the

Sindhuli Road (2021)

0 40 38 0 54 372 57 248 521 0 1,330 3,749


may changes the route to the

Sindhuli Road (2041)

0 57 54 0 78 533 170 745 1,568 0 3,205 9,138

Traffic Volume to Change Route

to Sindhuli Road (2041)0 6 5 0 8 53 17 75 157 0 321 916

YearSection Ⅰ

（Urban Area of Bardibas)

SectionⅠ－ Ⅱ

（ Mountainous of Bardibas-Khurkot)

Section Ⅲ（Khurkot-Nepalthok)

Section Ⅳ

（Nepalthok-Dhilikhel)

2021 8,069 4,629 5,714 5,734

2026 7,700 3,752 4,978 4,995

2031 8,964 4,515 5,851 5,906

2036 10,133 5,217 6,658 6,747

2041 11,579 6,202 7,743 7,866

0

2,000

4,000

6,000

8,000

10,000

12,000

14,000

16,000

2021 2026 2031 2036 2041 2021 2026 2031 2036 2041 2021 2026 2031 2036 2041 2021 2026 2031 2036 2041

Section Ⅰ

（Urban Area of Bardibas)

SectionⅠ－Ⅱ

（Mountainous of Bardibas-

Khurkot)

Section Ⅲ

（Khurkot-Nepalthok)

Section Ⅳ

（Nepalthok-Dhilikhel)

(PCU/day) Capacity of 2-lane Road (W=7.0m)

Capacity of 1.5-lane Road (W=5.5m)


Rolling:5700

Mountainousand steep:7000

Rolling:11000

Plain:15000


9-1

CHAPTER 9 NEEDS OF THE IMPROVEMENT

9.1 INTRODUCTION

Being the shortest route connecting Kathmandu with Terai plains, outcome of Sindhuli Road was

remarkable even when the road was partially opened. When the road was fully opened to its entire stretch,

the outcome exceeded the initial targets and expectations of the stakeholders. Traffic attraction was beyond

prediction. The road is attracting more and more vehicles every year and as predicted in the previous

chapter, the increase is likely to continue in the coming years. Now, the expectation of the public is asking

for better and higher standard road - wider carriageway/roadway, gentler alignment, higher disaster-

resiliency, more environment friendly, and shorter, faster but safer better that the current road features.

This chapter briefly explains the need of the improvement including issues to be concerned.

9.2 NEEDS AND POTENTIALS OF THE IMPROVEMENT

The need of the improvement can be summarized as follows;

9.2.1 Recognition in the Development Plans

The 14th and the 15th Development Plan of Nepal targets to improve all existing strategic roads to 2-lanes

or more and recognizes this as the Game Changer Projects, which has the second highest priority. The plan

aims to expand improvement of the existing highways to 2-lane or more roads from 7,794 km in 2019 to

20,200km by 2023/24. Improvement of Sindhuli Road is included in this target and thus is in line with the

Government’s developmental plan.

On the other hand, the mid-term review of 2007 PIP (Priority Investment Plan) (refer to Chapter 3)

proposes reclassification of National Highways and Feeder Roads to prioritize the road network in

accordance with their functions and importance. While the plan prioritizes, is sequential order,

maintenance of the existing (sealed) network, upgrading to higher standards, and new construction, it does

not particularly specify upgradation of the Sindhuli Road it does recommend maintaining Class 2 National

Highways to appropriate standards and widening progressively to 2-lanes. Sindhuli Road is classified as

Class 2: Secondary Highway in the Plan.

9.2.2 Roles and Expectations in the Strategic Road Network

Major roads in and around the Sindhuli Road is shown in Figure 9.2-1. The Sindhuli Road is classified as

one of the National Highways and is an integral part of the strategic road network of Nepal. This is one of

the few highways running from north to south. It connects two highways running parallelly and traversing

the country, the E-W Highway in the south and the Pushpa Lal Highway (M-H Highway) in the central

region. Moreover, a section of Sindhuli Road between Ghurmi and Khurkot (3.5km) constitutes an integral

part of the M-H Highway. Both the E-W Highway and the M-H Highway consist of 2-lanes.

With the construction of the eastern part of the M-H Highway completed, Sindhuli Road now contributes

to enhancing access of the northern regions to both Kathmandu and the Terai regions, in addition to its till

date provision of safe, stable, and speedy access between Kathmandu and the eastern Terai regions.


9-2

Improvement of Sindhuli Road is thus expected to further enhance speedy, safety, and stable access

between these regions.

Source:JICA Survey Team

Figure 9.2-1 Sindhuli Road in the Strategic Road Network

9.2.3 Roles and Expectation in the Asian Highway Network

Asian Highways were established considering trade between Nepal, India, China, Bangladesh and Bhutan.

Asian Highway 2 (AH2) and Asian Highway 42 are two Asian Highways in Nepal. The roads classified

under the Asian Highway basically share the AH design standards.

As shown in Figure 9.2-2, AH2 originates in Dhaka & ends in New Delhi. In Nepal, it passes longitudinally

traversing the Terai plains all the way from the east to the west (1,027km) as represented by the E-W

Highway (Mahendra Rajmarg).

On the other hand, Asian Highway 42 (AH42) connects Barthi, in India with Lhasa, in China. In Nepal the

highway starts in Birgunj, south border town connecting India at Raxaul, passes through Narayangarh,

Mugling, Kathmandu, Dhulikhel to Kodari (north border connecting to China). Total length of AH42 inside

Nepal is 297km. Pavement width is generally 6-7m.

Sindhuli Road connects the two Asian Highways – in the south it connects with the E-W Highway at

Bardibas and in the north it connects with Arniko Highway at Dhulikhel. Where the current AH42 connects

Nepal with India and China from the central region of the country, Sindhuli Road can on the other hand

serve as a connection road from the eastern region. Improvement of Sindhuli Road is expected to contribute

it facilitating trade between India, China, Bangladesh, Bhutan and to some extent with Pakistan. In other

words, capacity enhancement of Sindhuli Road will bring members of South Asian Association for

Regional Cooperation (SAARC) closer through trade, culture, and economy by providing an important

connecting road system.


9-3

Furthermore, one of the long-term national strategies to meet the national goals set in the 15th Development

Plan, is to develop internal and international interconnectivity and sustainable cities/settlements. It has also

highlighted increase of production and productivity to make the economy competitive and beneficial from

globalization and the high growth in its two neighboring countries as the drivers of transformation for

achieving the national goals. Capacity enhancement of Sindhuli Road is expected to contribute to

strengthening the north-south connectivity and is in line with the development plans.


Figure 9.2-2 Asian Highway Network in and Around Nepal

9.2.4 Enhancement of Traffic Capacity and Traffic Safety

According to the Nepal Road Standard 2013, the capacity of intermediate roads of width 5.5m in

mountainous and steep area is 4,000-5,200 pcu. From the traffic survey conducted in April 2021 under this

Survey, 24-hour traffic volume in terms of passenger car unit (PCU) on Sindhuli Road at all sections has

exceeded 5,000 (refer to Chapter 8.2.9). Therefore, since the existing traffic volume has already exceeded

the threshold for a 1.5 lane road. In addition, traffic accidents record for the period of 2015-2019 show that

one of the main causes of the accidents is the narrow width. Therefore, improvement of Sindhuli Road

(dualization) is utterly important to enhance the traffic capacity of the road as well as contribute to

mitigating traffic accidents and saving human lives and properties.

9.2.5 Enhancement of Trade Route Redundancy

The westward route is said to be located in a highly disaster-prone area. The hazardous section between

Thankot-Naubise is expected to be improved after the on-going Nagdhunga Tunnel construction project is

completed. However, other sections remain to be vulnerable. As mentioned in the preceding chapter and

as illustrated in the hazard map in Figure 9.2-3, section between Malekhu and Narayangadh are highly

vulnerable to landslides, slope failure, debris flow. Mugling-Narayangadh is also prone to rock fall.

On the other hand, Narayangadh-Hetauda section has less disaster-prone areas. However, deposition of

boulders at bridges along the E-W Highway is alarmingly high and poses threat to the soundness of the

bridges. In addition, there are couple of locations where massive size rock falls are frequent. And, there


9-4

are locations where washing away of the road (embankment) is feared due to rapid erosion caused by flood.

Hetauda-Birgunj section occasionally gets disrupted due to debris flow. This is prominent between

Hetaunda and Pathlaiya.

Source: Aerial Distribution of large-scale landslides along Highway Corridors in Central Nepal (Bhandary)

Figure 9.2-3 Landslide Prone Areas at Highway Corridors in Central Nepal

These sections of the westward route have experienced many disasters often causing traffic disruptions

that sometimes lasted for more than a week. Major disasters that occurred in the past 5 years referred from

various newspaper sources are compiled in Table 9.2-1.

Table 9.2-1 List of Disasters along Naubise-Mugling-Narayangadh Section

Disaster Date Section/Location Disaster

Type

Disruption

Period Remarks

July 4, 2021 Mugling-

Narayangadh/Setidobhan

Landslide 6 days 1-lane operation after 2days

for another 2 days

June 26, 2021 Mugling-Narayangadh/Charkilo Slope failure 1 day

March 16, 2021 Mugling-Narayangadh/Charkilo Landslide One week Partial closure (10:30am -

15:00pm)

July 20, 2020 Prithvi Highway/ Galchhi-

Mugling

Landslide N/A Presumably a week

July 24, 2020 Prithvi Highway/Tanahun Landslide 2 days

June 7, 2019 Prithvi Highway/Mauwakhola Landslide N/A

January 2, 2018 Mugling-Narayangadh Construction


9-5

Disaster Date Section/Location Disaster

Type

Disruption

Period Remarks

October 5, 2016 Prithvi Highway/ Ambukhairani Landslide 10 hours Dashain returnees stranded

Sept. 11, 2016 Prithvi Highway/Chitwan Landslide 6 hours


From above observations, it is apparent that the westward route is very prone to disasters and the highway

has been repeatedly experiencing traffic disruptions resulting to heavy economic loss as it is currently the

most heavily used route in terms of trade and logistics. During the earthquake in 2015 and in other several

disruptions caused by natural disasters, the traffics were diverted to Sindhuli Road, but not all vehicles

could divert due to imposition of traffic regulations to large and heavy trucks. Improvement of Sindhuli

Road is thus expected to accommodate all types of vehicles and function as a redundant road during

disruptions of the westward route.

9.2.6 Accommodating All Types of Vehicles

Improvement of Sindhuli Road will contribute to uplifting the traffic regulation currently imposed on large

and heavy vehicles and provides opportunities to all type of vehicles to benefit equally from its use.

9.2.7 Coping with Development of Inland Clearance Depot

There are five existing Inland Clearance Depot (ICD), which are currently under operation. Eight more

ICDs are proposed for future construction (refer to Figure 9.2-4). The ICDs serve as depot for trade purpose

with India and China. Seven (7) ICDs serve as trade point with India and six (6) with China. ICDs that

serve for trade purpose with India are, from the west, i) Mahendranagar ICD, ii) Nepalgunj ICD, iii)

Bhairawa (Siddharthanagar) ICD, iv) Birgunj (Sirsiya) ICD, v) Chobar Dry Port, vi) Biratnagar ICD, and

vii) Kakarbhitta ICD. Four of the ICDs (Bhairawa, Birgunj, Biratnagar, and Kakarbhitta) are currently

under operation.


Figure 9.2-4 Existing and Proposed Inland Clearance Depot (Dry Ports)

LEGEND

ICDs/Dry Ports under operation

ICDs/Dry ports proposed for future construction

N

Biratnagar

Birgunj

Bhairahawa

Nepalgunj

Mahendranagar

Kakarbhitta

Yari

Nechung

Rasuwa Tatopani

KimathankaOlangchungolaChobhar


9-6

Among these four (4) ICDs, Birgunj ICD is mostly used where 60 percent of the total trade volume of

Nepal is being handled at present. On the other hand, Biratnagar ICD and Kakarbhitta ICD are under the

process of upgrading. Construction of the Biratnagar ICD has been completed except for the railway line,

which is currently under construction. Once Biratnagar and Kakarbhitta ICDs become fully functional,

trade volume targeted for this area that comes from east of India (Kolkata and Vishakapatnam Ports)

including trade products that are brought through Bangladesh ports (Dhaka and Mongla Ports) is more

likely to be handled at these two ICDs. The shift of trade from Birgunj to these two ICDs will use the

Sindhuli Road for transporting to Kathmandu and northeastern region of Nepal.

On the other hand, Tatopani Dry Port, which was closed following heavy damage during the Nepal

Earthquake is now operational but is yet to be fully functional as the facilities are currently being

constructed. Goods from China targeted to the northeastern region and the eastern Terai region has high

chances of being transported through Sindhuli road.

Therefore, role of the Sindhuli Road gets more important to enhance trade between both India and China

and for this improvement of the Sindhuli Road is very favorable.

9.3 NEED DESPITE OF TERAI / MADESH FAST TRACK

The Fast Track, which is currently under construction, is a 72km long expressway connecting Kathmandu

with central Terai region in Nijgadh. The expressway is targeted to be completed in 2024, if not after few

more years. Completion of the Fast Track will add one more arterial to the existing two arterials, the

Westward Route and the Sindhuli Road, that are serving to enter/exit the valley. When the Sindhuli Road

was completed, most traffics between Kathmandu and the eastern Terai regions were diverted from the

Westward Route. This is because Sindhuli Road is the shortest route that connects Kathmandu with the

eastern Terai region and travel time1 to Bardibas is approximately 5hours 18 minutes (Travel time to

Bardibas through Westward Route is approximately 8 hours 30minutes). In case of implementation of road

capacity enhancement measures that was studied in this Survey, travel time will be further reduced. This

estimation result is summarized in Chapter 18.

Similarly, when the Fast Track completes, traffics between Kathmandu and Birgunj including central Terai

regions that are currently using the Westward Route will divert, as the travel time to Birgunj (ICD) through

the Fast Track is estimated to about 3 hours (Westward Route takes about 7 hours). However, traffics

between Kathmandu and the eastern parts of the country are deemed to continue using the current routes.

Especially, those destined to the northeast regions. In future, after full resumption of Tatopani Border, trade

between China-Nepal-India enhances, demand for use of Sindhuli Road will further increase.

DOR views that the expressway is likely to be utilized by vehicles opting for toll roads and not by common

vehicles that have options to avoid toll fees. This however cannot be substantiated as at the time of the

discussion with the DOR, information on toll fee was not readily available (officially disclosed). K-M Fast

Track is the shortest route between KTM and the Terai and will attract traffics from the current existing

routes. Therefore, it is important to carry out willingness-to-pay survey and traffic survey/analysis to

1 Travel times are estimated time calculated using the Google Map. Origin at Kathmandu is taken from center of the city.


9-7

predict the actual attraction of traffics. Moreover, traffics that will use the K-M Fast Track will be the traffic

generated from central region of the country, namely Parsa, Bara, Rautahat and Makwanpur districts,

whereas Sindhuli Road users are from the eastern region including several districts of Province No. 2. In

addition, once the dry ports in Biratnagar and Kakarbhitta come into full operation and railway tracks

extended from Jaleswor to Bardibas, the potential of Sindhuli Road will further enhance. Also note-worthy

is the fact that while the expressway provides direct access between Kathmandu and central Terai regions,

Sindhuli Road facilitates access to both Kathmandu and the northeastern regions of the country.

Realization of the Fast Track is deemed to have impact on the Sindhuli Road because it is an expressway,

and it is the shortest route between Kathmandu and Central Terai. However, for reasons afore-mentioned

and for the fact that Sindhuli Road can function as a redundant road of the Fast Track including the

westward route, capacity enhancement of Sindhuli Road is indispensable.

Therefore, from above observations, the three arterials after completion of the Fast Track will function in

the following manners,

i) Sindhuli Road: serving traffics between Kathmandu and eastern parts of the country

ii) Westward Route: serving traffics between Kathmandu and western parts of the country

iii) Fast Track: serving traffics from central terai including trade transport headed for Kathmandu

from Birgunj

9.4 PERSPECTIVE OF MOPIT/DOR

The Survey Team had several meetings with the MOPIT (Ministry of Physical Infrastructure and

Transport) and the DOR (Department of Roads) during the course of the study. The last one was held on

December 10, 2021 with MOPIT. Main views of MOPIT and DOR confirmed during the course of the

meetings that emphasize importance or need for capacity enhancement of the Sindhuli Road are, among

others.

A letter from DOR and minutes of meeting with DOR and MOPIT are attached in APPENDIX-1 to 3.

Sindhuli Road is a token of friendship between Japan and Nepal. The road has some sections

with sophisticated technologies. GON (Government of Nepal) has high expectation for further

assistance from the GOJ (Government of Japan) for improvements, if required. Particularly, at

sections that need advanced and sophisticated technologies.

According to MOPIT`s 5 Year Strategic Plan, all roads under its jurisdiction are required to have

2-lanes or more.

Widening (capacity enhancement) of the Sindhuli Road is imminent as the road is already

approaching saturation and traffic volume will soon exceed the capacity as more traffics are

being fed from new developments (M-H Highway, M-B Highway) around the Sindhuli Road.

MOPIT and DOR assures impact from Fast Track will not be very significant. Fast Track will

attract traffics but the demand of the other links to Kathmandu will still retain traffics, In case of

the Sindhuli Road, traffics from eastern region and ICD borders bound to Chinese border and

cities along will preferably take the Sindhuli Road. Another reason is that the Fast Track is a toll

road.


9-8

MOPIT`s priority with regards to investment on its road is in sequential order, i) E-W Highway,

ii) Prithvi Highway (KTM-Pokhara), iii) Postal Road, iv) M-H Highway, and v) north-south

corridors. But in terms of connecting Kathmandu with the Indian border, Fast Track will be the

first priority and the Sindhuli Road is second in the line.


10-1

CHAPTER 10 STUDY ON ENHANCEMENT OF ROAD FUNCTION

10.1 INTRODUCTION

As explained in “1.5 Study Approach” in Chapter 1, detailed study approach for enhancement of road

function and its results are described in this chapter.

10.2 STUDY APPROACH

The study is carried out in the three steps indicated below.

STEP-1: Basic Concept Formulation Stage

STEP-2: Road Function Enhancement Study Stage

STEP-3: Project List Preparation Stage

(1) STEP-1: Basic Concept Formulation Stage

1) Data Collection and Analyses

Information relevant to development plans, demography (population statistics, industrial structures, trade

trends etc.), land use pattern (villages, communities, cultivated/arable land, forest reserves, and

drainage/irrigation systems etc.) are collected and compiled to comprehend the present condition of the

Sindhuli Road, which is inevitable in formulating the basic concept of road function enhancement.

Following points are also considered in the process.

• Discussion with relevant agencies to confirm expected image (ideal state) of the Sindhuli Road,

• Collection of data relevant to domestic and international trade (especially with India) including

relevant plans/projects,

• Conduction of survey and reconnaissance to identify tourism resources along the objective road and

its surrounding areas and check potentials of inbound and Terai region tourism demand,

• Understand and evaluate possible changes in quality of traffic of the Sindhuli Road by forecasting

and comparing traffic demand for each case in consideration with each relevant project. This will take

into consideration, among others; i) projected completion period of proposed tunnel route in Section

II, ii) Nagdhunga Tunnel Construction project, and iii) Fast-Track under implementation by Nepal

Army

2) Basic Concept Formulation

The basic concept that focuses on strengthening transport/logistics capacity of the Sindhuli Road will be

established. Meetings focused on ideal future image of the Sindhuli Road, including analytic results of

the information collected, will be held with DOR (Department of Roads) and other relevant agencies.

Furthermore, following points will be taken into consideration.

• Logistics between Kathmandu and Terai Plains, connectivity with the northeastern regions, relevant

development projects (the E-W Highway improvement project), improvement of route to Chinese

border (the Arniko Highway), railway projects will be considered,

• Dry port locations, both existing and planned by the government, and freight/cargo connectivity


10-2

(between railway and land), including potential for utilization of ports in Bangladesh for overseas

logistics,

• Expected roles/designations of the Sindhuli Road with respect to completion of the on-going

Nagdhunga Tunnel Project and the Fast-Track Project,

• Avoidance of adverse impacts (entry of large vehicles inside Kathmandu Valley and increase of travel

time) from strengthening logistics capacity, and

• Determination of target year, desired adequate function, and level of service of the Sindhuli Road Plan

2.0 envisioning connectivity with improved SD Road and Koteswor intersection.

During STEP-1 stage (Basic Concept Formulation Stage), needs for improving Sindhuli Road are clarified

through the works listed in “1.5 Study Approach” in Chapter 1. Based on these needs, the basic concept is

formulated.

Points considered and workflow followed are shown in Figure 10.2-1. Needs for improving Sindhli Road,

and the basic concept are described in section 1.5 and 10.3 respectively.


Figure 10.2-1 Points to be Considered and Workflow at STEP-1

(2) STEP-2: Road Function Enhancement Study Stage

1) Road Function Enhancement Study Policy of Each Section

Road function enhancement approaches in correspondence with the distinct characteristics signified by

the geometric condition, topography, geology, surrounding environment etc. of each section of the

Sindhuli Road is provided in Figure 10.2-2.

Section I has a width of 7.5m for its entire stretch and can accommodate opposing large vehicles. This

study will focus on verifying the existing width and the need for widening to accommodate large vehicles

at sections with sharp curves as well as check the surface condition.

Section II has the steepest terrain of all the sections and has multiple zigzag sections, which makes

widening on its entirety impractical. Alternative route including tunneling will be studied at such sections.

Several measures as shown in Figure 10.2-2 will be studied for Section I, III and IV.

NEED 1: Consistent with National Development Plan• National Plan, Development Policy of Local Government• Logistics Strategy, Logistics Network• Project Priority

NEED 2：Road Function Required• Future Traffic Demand and Logistics• Relation with Other Projects (Fast Track, Mid-hill

Highway, etc.)

Determination of Sindhuli Road 2.0 Plan: Role, Function, Level of Service, Target Year → Basic Concept

Current Situation and Issues to be Addressed[Narrow width, natural hazard and risks, traffic regulation, insufficient maintenance, etc.]


10-3


Figure 10.2-2 Road Function Enhancement Study Policy of Each Section

2) Assessment of Road Function Enhancement Measures

Design criteria such as control points, design speed, number of lanes, typical cross section(s) are

established. As the design speed and the number of lanes can have great impacts on the project scale and

natural and social environment, the Team will consult with DOR and other relevant agencies on the

design criteria to be applied. This will be followed by an in-depth study of the available document,

information, data.

At STEP-2 (Road Function Enhancement Study Stage), Points in examining enhancement methods or

improvement measures of Sindhuli Road are listed below taking into consideration with zero-base

thinking since Sindhuli Road 2.0 means “next generation”.

Selection of applicable measures considering technical difficulty, cost, workability, etc. explanation

to DOR, obtaining agreement

Planning of Improvement (target area, scale, finance, expected completion year, etc.)

Verification of Improvement Effect (increase in traffic volume, contribution to local, etc.)

Risk Analysis of Disaster (road disruption due to slope failure, flooding at causeway, deterioration

of existing structures)

*Non-durable structures were used on road structures in the Sindhuli Road to economize construction

cost (one of the reasons).

Enhancement methods and applicable improvement measures are proposed in section 10.4 .

(3) STEP-3: Project List Preparation Stage

List of projects that contribute to accomplishing the ideal state of the next stage the Sindhuli Road will

be prepared. Measures for enhancing road function, estimated project cost, cost-benefit (economic

benefit), project duration (years), etc. of each section, and listing the priorities, project components,

development methods, etc. will be included.

Section IV

• No. of lanes: 1.5 (W=5.5m)

• Hairpin curves at limited locations

• Slightly Disaster prone (mountainous area)

• To evaluate the necessity and validity of

widening or provision of an alternative

route at sharp curve sections and

disaster-prone areas

Section III

• No. of lanes: 1.5 (W=5.5m)

• Several hairpin curves and steep gradient

• Disaster-prone (steep mountainous)

Section II

• No. of lanes: 1.5 (W=5.5m)

• Several hairpin curves and steep gradient

• Highly Disaster-prone (steep mountainous)

Section I

• No. of lanes: 2 (W=7.5m)

• Sharp curves at limited locations

• Less prone to disasters

• To list up sharp curve locations and check

the necessity and validity of widening for

accommodating large vehicles

• To plan an optimum alternative route or

provision of mountain tunnel (if widening

existing road faces topographical

constraints)

• To evaluate the necessity and validity of

widening or provision of an alternative

route at sharp curve sections and

disaster-prone areas

≪Current Status≫ ≪Policy on Enhancement of Logistics Capacity≫


10-4

At STEP-3 (Project List Preparation Stage), a stepwise improvement scenario is introduced based on the

policies in the following manner.

Realistic and rational stepwise improvement plan targeting at goals at each target year shall be

formulated.

Project Formulation based on Time-Serially Stepwise Improvement Matrix shall be made.

10.3 BASIC CONCEPT

Basic Concept is a set of conditions of road function enhancement for achieving Sindhuli Road 2.0 Plan. In

other words, the concept can be regarded as a condition to determine road class, level of service, or road

geometry/structures. Table 10.3-1 shows the proposed basic concept. The conditions (proposed

values/goals/ideal state) set for the items, except for the target year which both the MOPIT and the DOR

requested to shorten to 2031, were agreed during the meetings with the MOPIT and the DOR in October

2021. Following the request, the target year was agreed for review in view with the necessary period for

implementing the road function enhancement methodologies on the entire stretch of the Sindhuli Road.

Table 10.3-1 Basic Concept

No. Item Proposed Value / Goal / Ideal State

1 Target Year 2041

2 Number of Lane All sections will have at least 2-lane carriageway.

3 Road Classification Class III, National Road

4 Design Speed Section I : 40 ~ 60 km/h（Rolling - Mountainous）

Section II ~ IV : 30 km/h（Mountainous - Steep）

5 Target Vehicle Semi-trailor equivalent (vehicle provided in Nepal’s standard;

width: 2.5m, height: 4.75m, length:18m)

6 Level of Service as of Target

Year LOS: D or above

7 Applied Design Standards for

Study Nepal Standard and Japanese Standard

8 Improvement Concept

Stepwise Improvement Scenario

(This means to improve the Sindhuli Road step by step, or section

by section.)

9 Relation and Demarcation with

Fast Truck

For the future, Sindhuli Road is responsible for;

⚫ Redundancy route for logistics and transportation connecting

between Kathmandu and India

⚫ Logistics route connecting Kathmandu, eastern area (Province

No.1) and Terai region


10.4 EXAMINATION OF METHODOLOGY FOR ENHANCEMENT OF ROAD

FUNCTION

10.4.1 Improvement Measures

Depending on the site constraint, budget sealing, difficulty of work, construction scale, or expected effect,

applicable improvement measures for Sindhuli Road can be extracted as shown in Table 10.4-1 by level of

improvement scale and scored evaluation.


10-5

As shown in the basic concept above, all sections shall have at least 2-lane carriageway after improvement.

Therefore, recommended improvement measures shall be selected under the condition of “2-lane”

carriageway. However, the small-scaled improvement measures under current condition (1.5-lane)

intentionally remain in the table so that Nepal side can further study a tentative or spot measures.

Table 10.4-1 Applicable Improvement Measures

Applicable Improvement

Measures Description

Evaluation Score (out of 100)

No. of

Lane Type/Structure

Advantage /

Disadvantage Image

Cost

Ou

tcom

e

Soci

al &

En

vir

on

men

tal Im

pact

Oth

ers

1.5-lane

Turn-out / Spot Widening （Level 1）

Low cost and ease of construction and maintenance

1.5-lane sections left

1 1 1 5

12.5 12.5 12.5 62.5

Strengthening of Structures

(Level 1 to 2)

Good trafficability but high cost (provision of retaining walls, ground anchors, causeways etc.

Strengthened structures contributes to safe and stable operation

3 1 1 3

37.5 12.5 12.5 37.5

Partial Alignment Improvement (Level 2 to 3)

Road/traffic safety at curves is enhanced

May have higher cost implication at particular location (steep slope)

3 2 2 4

27.3 18.2 18.2 36.4

2-lane Widening （Level

2）

Earthwork

Lowest cost compared to 2 options below

Applicable areas limited due to topographical constraint and existing land use

1 1 1 5

12.5 12.5 12.5 62.5

Retaining Wall

Lower cost compared to application of mountainous bridge

2 2 2 4

20.0 20.0 20.0 40.0

Mountainous Bridge

High cost and difficulty in maintenance

Less applicable areas due to topographical constraint and existing land use

3 3 3 2

27.32 27.3 27.3 18.2

Large Scale Small Scale５４３２１

Level

High Low５４３２１

Score


10-6

Applicable Improvement

Measures Description

Evaluation Score (out of 100)

No. of Lane

Type/Structure Advantage / Disadvantage Image

Cost

Ou

tcom

e

Soci

al &

E

nvir

on

men

tal Im

pact

Oth

ers

Alternative Route (Utilizing of Existing

Road) (Level 1)

Utilization of M-H Highway (one direction only or using both directions) as an alternative route

Further study is required to examine whether this measure contributes to cost reduction because long span bridge is necessary in Section III

Needs harmonization with other sections

5 1 1 5

2-lane

41.7 8.3 8.3 41.7

Alternative Route (Earthwork +

Mountainous Bridge) (Level 3)

Possible to have 2-lane carriageway and improve alignment

High cost and difficulty in maintenance in case of a lot of structures

Applicable for zig-zag sections

4 1 1 2

50.0 12.5 12.5 25.0

Alternative Route (Tunnel) (Level 4)

Possible to have 2-lane carriageway and improve alignment

Highest trafficability performance despite high construction and operation cost and difficulty in maintenance

5 5 3 1

35.7 35.7 21.4 7.1

Note: The scores are based on the weight factors shown below,

Cost Outcome Environmental and

Social Considerations Others

25% 25% 25% 25%

Cost: workability, maintenance and operation cost

Outcome: Drivability, Traffic safety

Others: requiring advanced technology, transfer of technology and expandability, consistency with other projects

(river, sabo, forestation, irrigation


10.4.2 Selection and Determination of Measures

Considering control points / site constraints described in section 10.5.3 ,applicable measures shall be

determined at 100 intervals following the flow provided in Figure 10.4-1.


10-7


Figure 10.4-1 Flow for Determining Road Function Enhancement Measures

10.4.3 Setting of Improvement Measures, Goals and Target Year

The improvement measures listed above are subdivided by each section as shown in Table 10.4-2. The sub-

division takes into consideration the Sindhuli Road`s current condition, goals and target year.

Since completion of improving all sections in a short period is not realistic, the goals and target years are set

for short long term.

Table 10.4-2 Summary of Applicable Improvement Measures by Section, Goals and Target Year

Section I II III IV

Present Condition

2-lane

carriageway

Preferable

road geometry

Nondurable

structures

1.5-lane

carriageway

Small radius and

steep grade

Disadvantage due

to topographical

constraint

Nondurable

structures

1.5-lane

carriageway

Small radius and

steep grade

Topographical

constraint

Nondurable

structures

1.5-lane

carriageway

Small radius

and steep

grade

Nondurable

structures

Applicable

Improvement

Measures

Turn-out ● ● ●

Strengthening of

Small-scaled

structures

● ● ● ●

Strengthening of

Large-scaled

structures

● ● ● ●

Widening ● ● ●

Alternative Route

(Utilizing of

Existing Road*)

●

Alternative Route

(Earth Work +

Bridge)

● ● ●

Alternative Route

(Tunnel) ● ●

Short-term Goal and Target Year 2025/2026 (Target Commencement of Construction at Each Section)

Long-term (Final) Goal and Target

Year 2030/2031 (Target Completion)

* Mid-hill Highway, which runs in parallel with Sindhuli Road in Section III. can potentially be utilized as a detour,


≪STEP1≫Geometric conditions meet

target design speed (to be set

in consultation with DOR)

≪STEP2≫Widening existing road

requires large-scale earthwork

(embankment or cut)

Provision of structures to

avoid large scale earthwork

possible

YES

≪STEP３≫Small or less impact of road

widening on social and natural

environment, disaster prone

areas and proximity structures

NO

YES

Existing Road Widening

(Structure)

NO

NO

Existing Road Widening

(Earthwork)

NO

Alternative Route（Earthwork/Bridge）

YES

Bypassing using

earthwork and

structures possible

Alternative Route

(Tunnel)*

YES

NO

START

None or Minor Improvement（Pavement Rehabilitation）

YES


10-8

10.4.4 Comparison Study and Preparation of Project List

The applicable measures are studied based on the basic concept described in section 10.3 and taking the e

geometric conditions and other control points into consideration. Cross sections at 100m interval were

produced using the 3D-image satellite data for the study. Alternative routes (bypass or shortcut) were

compared where widening looked difficult and selected if it was superior. This was then combined into the

Stepwise Improvement Matrix (project list).

10.5 DESIGN STANDARD AND ROAD GEOMETRIC CONDITION

10.5.1 Design Standard

10.5.1.1 Review of Design Condition of Existing Sindhuli Road

Design conditions for each section applied in the design of the Sindhuli Road are indicated in Table 10.5-1

and Table 10.5-2. The conditions basically follow Nepal`s Road Design Standards. However, absolute and

in some cases exceptional design values and methods were adopted but with agreement under agreement and

consent also from the GON (Government of Nepal) to comply with the then requirements/necessities

including constraints like (availability of budget, extreme topography etc.).

Table 10.5-1 Basic Design Condition of Existing Sindhuli Road

Item/Indicator SECTION I SECTION II SECTION III SECTION IV

Construction

Period 1996-1998 2000-2009 2009-2015 1998-2005

Road Class I I I I

Design Speed 20～50Km/h 20km/h 20～40km/h 20～40km/h

Horizontal

Curve Radius

R=10m～70m R=15m～45m R=15m～45m R=15～45m

Fairly good alignment

Many sharp curves

Hair-pin curves

Many sharp curves

Hair-pin curves

Sharp curve at some

sections

Max. Vertical

Grade i=6% (Flat/Rolling)

i=6% (Flat/Rolling)

i=10%(Mountainous)

i=6% (Flat/Rolling)

i＝9% (Mountainous) i=9%

Road Width

(No. of Lanes)

~7.5m (1.5~2 lane)

4-lane section

around the end point

4.75m (1~1.5 lane)

Large opposing

vehicles impassable

4.75m (1~1.5 lane)

Large opposing

vehicles impassable

4.75m (1~1.5 lane)

4-lane section with

median strip around

the end point

Large opposing

vehicles impassable

in the most section

Road Surface Permeable Asphalt

Macadam

DBST: steep slopes,

town

Concrete：Hair-pins

DBST DBST

Note：DBST：Double Bituminous Surface Treatment



10-9

Table 10.5-2 Road Geometric Condition (at Hairpin Curve Section)

Items Applied

Minimum Design Speed (km/h) 20

Min. Horizontal Curve Radius (m) 15

Min. Length of Transition Curve (m) 15

Max. Vertical Gradient (%) 4.0

Maximum Superelevation (%) 10.0


According to the latest Standards of the DOR (Nepal Road Standard 2070, hereinafter NRS-2070), Sindhuli

Road can be categorized into Class II or III from traffic volume and terrain located.

Table 10.5-3 Road Classification in Accordance with NRS-2070

Road Type Terrain

Plain and Rolling Terrain Mountainous and Steep Terrain

National Highway I, II II, III

Feeder Roads II, III III, IV


Although Road Class gets downgraded from Class I to II (or III) according to the NRS-2070, road geometric

conditions governed by the design speed remain unchanged as the design speed is the same.

10.5.1.2 Comparison of Road Geometric Condition

In order to review and verify road geometric conditions in NRS-2070, comparison of cross section elements

and geometric conditions with that of other international standards was made, which are shown in Table

10.5-5 to Table 10.5-8 respectively.

Observation and findings are as follows.

Each width of cross section elements in NRS covers that of other standards.

There are many points of similarity with India Standard.

Compared to the other standards, higher/larger values of cross section elements are specified in NS.

Only maximum grade (4%) specified in NS is the most severe among the standards. This may not

be fit to actual condition depending on type of terrain.

10.5.1.3 Design Standard Applied for the Study

NRS-2070 is preferably applied. Reasons for its application are given below.

There is a need to be consistent with other roads in Nepal, that are currently being planned, designed

and constructed according to the NRS-2070.

As mentioned above, standards stipulated in NRS-2070 does not necessarily differ significantly

from other international standards except that the Standard provides wide margin/range of values

to be adopted. The study is for roughly figuring out the cost estimate cost and project scale for

consideration of the prospect of the improvement. It is thus preferable to do and has been done in

the safer side (both the application of the improvement methods and the consequent costs) at this


10-10

stage of the study. A more precise cost can be estimated in the subsequent study (pre-F/S or F/S)

where the design is based on the outputs of surveys and investigations.

For items uncovered by the NRS-2070, such as standards for tunnel and its facilities or methods or

that application of the NRS-2070 is lacks justification against adverse impacts (cost, scale,

environment, etc.), Japanese standard or other international standards are supplementarily applied

10.5.1.4 Design Speed Applied for the Study

Design speeds, which were discussed with and agreed by the DOR (as mentioned in Section 10.4) are applied

for the study. Design speed for each section is summarized in Table 10.5-4. It is preferable for design speed

to be properly set depending on the sections and terrain so that road alignment can be naturally and flexibly

fit to natural ground since high design speed will require increased road length or application of special

expensive structures thereby having higher const implications.

According to NRS+2070, design speeds 30, 40 and 60km/h are applicable for Class III. Based on this, a

design speed by section is set.

Section I consists of rolling and mountainous terrain. The first 2 km is rolling and has less topographic

constraint. Here, the design speed is set to 60km/h. The rest of the 34.5km section is on the mountainous

terrain. Design speed of 40km/h is applied to this section.

Since Section II, III and IV can be categorized into Steep area where the terrain is mostly rugged, and geology

is weak. Design speed is set to 30km/h. For reference, design speed adopted for the realigned highway of the

existing section that is likely to submerge after implementation of the Sunkoshi Marin Diversion

Multipurpose Project (Department of Water Resources and Irrigation) is also 30km/h.

Table 10.5-4 Design Speed Applied

Section STA. No. Length Terrain Design Speed

Section I 0 km – 2.5 km 2.5 km Rolling 60 km/h

2.5 km – 37 km 34.5 km Mountainous 40 km/h

Section II 37 km – 72.8 km 35.8 km Steep 30 km/h

Section III 72.8 km – 109.6 km 36.8 km Steep 30 km/h

Section IV 109.6 km – 159.6 km 50 km Steep 30 km/h


In case of tunneling at Section II, 100 km/h of design speed is applicable inside tunnel due to much preferable

road alignment.

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Table 10.5-5 Cross Section Elements

Item Nepal Road Standard 2070 India Japan AASHTO UK Asian Highway Recommended Remarks

Terrain, etc. Plain and

Rolling

Mountainous

and Steep Hilly Area

Mountainous

with midium

traffic volume

Mountainous

with low

traffic volume

Mountainous

with medium

traffic volume

Mountainous

with low traffic

volume

Rural Primary Mountainous /

Steep

Mountainous

and Steep Nepal Standard

Road Category Class I or II Class II or III National and

State Highway

Rural Road

(Class 3-3)

Rural Road

(Class 3-4) Rural Collector Rural Collector

Principal Rural

Road Class III Class III Nepal Standard

Design Speed (km/h) 120/100/80 60/40/30 50/40/30 60/50/40 50/40/30 50 30 60/50/40/30 40/30

60/40/30

Depending on

the Section

Nepal Standard

Carriageway

Width (m)

Double lane road

and more 3.5 3.5 3.5 3.00 2.75 3.0 3.0 3.65/3.4/3.0 3.0 <3.25> 3.5 Nepal Standard

Intermediate lane

road - 5.5 5.5 - - - 5.4 5.5 - -

Single lane road - 3.75 (3.0) 3.75 (3.0) - - - - 3.5 - -

Shoulder Width

(m)

Standard 3.75/2.5 2.5/2.0 0.9 for double

1.25 for single 0.75 1.5 0.6 2.5/1.5 0.75 <1.5> 2.0 Nepal Standard

Difficult terrain - 2.0/1.5 - 0.50 - - - - 1.5 Nepal Standard

Crossfall (%) Cement concrete 1.5 ～2.0 2.0 1.5 ～2.0 1.5 ～2.0 2.5 2 -

Bituminous 2.5 2.0～2.5 1.5 ～2.0 1.5 ～2.0 2.5 2.0～5.0 2.5 Nepal Standard

Max.

Superelevation

(%)

Plain and rolling 7.0 7.0 6.0 8.0 7.0 10.0 6.0 Japan Standard

Snow bound area 7.0 7.0 6.0～8.0 8.0 - - -

Hilly not bound by

snows 10.0 10.0 <7.0> 10.0 12.0 - - -

Vertical Clearance (m) 5.0 5.0 4.5 <4.7> 4.3 <4.9> 5.3/5.7/6.45 4.5 5.0 Nepal Standard

Right-of-Way (m) 50 18～24 - - - <30) 50 Nepal Standard

Design Vehicle

(m)

Width 2.5 2.5 2.5 2.59 - - 2.5 Nepal Standard

Height 4.75 4.75 3.8 4.11 - - 4.75 Nepal Standard

Length 18.0 18.0 16.5 22.40 - - 18.00 Nepal Standard

Base Capacity

(PCU/day)

Double lane road 10,000～

15,000 5,000～7,000 5,000～7,000 - - - - - - 5,000 Nepal Standard

Single and

intermediate lane

road

- 1,400～5,200 1,400～5,200 - - - - - - -

Base Capacity

(Veh/day) Double lane road - - -

4,000～20,000

～4,000 400～2,000 ～400 ～5,000 - -

Note: ( ) is special value. < > is preferable value.


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Table 10.5-6 Road Geometric Condition (Design Speed = 30km/h)

Items Nepal Road

Standard 2070 India Japan AASHTO UK Asian Highway Recommended

Remarks Road Category Class III National and

State Highway

Rural Road

(Class 3-4) Rural Collector

Principal Rural

Road Class III Class III

Terrain Steep Hilly Area Mountainous Mountainous Steep Depending on

the Section

Crossfall (%) Bituminous 2.5 2.5 2.0 2.0 2.5 2.0 2.5

Maximum Superelevation

(%)

Hilly not bound by

snows 6.0 10.0 10.0 6.0 7.0 10.0 6.0

Minimum Stopping Sight Distance (m) 30 30 30 20 24 - 30 Nepal Standard

Minimum Horizontal

Curve Radius (m)

Preferable 50 - 65 - 65 45～60 50 Nepal Standard

Standard 20 50 30 21 16 30 25 Sindhuli Rd. Project

Special - 30 - - - - -

Minimum Horizontal Curve Radius w/o

Superelevation (m) 30 160 500 454 180 - 500 Japan Standard

Minimum Horizontal

Curve Length (m)

θ=7° or more - - 50 - - -

θ=7° or less - - 350/θ - - -

Minimum Spiral Curve Length (m) 30 20 25 17 - 25 30 Nepal Standard

Minimum Superelevation Transition Ratio - 1/60 1/75 1/125 - - 1/75 Japan Standard

Maximum Grade (%) 4.0 (～10.0) 6.0 (～8.0) 8.0 (～11.0) 12.0 8.0 7.0 7.0 AH Standard

Critical Length of Max. Grade (m) 150 100 - - - - -

Minimum K-Value (m/%) Summit 4

calculating the

curve length

- 2 2.5 - 4 Nepal Standard

Valley 6 - 6 3 - 6 Nepal Standard

Minimum Vertical Curve

Radius (m)

Summit - 250 <400> - - - -

Valley - 250 <400> - - - -

Minimum Vertical Curve Length (m) - 15 25 - - - -

Note: ( ) is special value.

< > is preferable value.

Figures highlighted represent standards that apply the values similar to the recommended value.


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Table 10.5-7 Road Geometric Condition (Design Speed = 40km/h)

Items Nepal Road

Standard 2070 India Japan US (AASHTO) UK Asian Highway Recommended

Remarks Road Category Class III National and

State Highway

Rural Road

(Class 3-4) Rural Collector

Principal Rural

Road Class III Class III

Terrain Mountainous Hilly Area Mountainous Mountainous Mountainous Mountainous

Crossfall (%) Bituminous 2.5 2.5 2.0 2.0 2.5 2.5 2.5

Maximum Superelevation

(%)

Hilly not bound by

snows 6.0 10.0 10.0 6.0 7.0 10.0 6.0

Minimum Stopping Sight Distance (m) 50 45 40 50 36 - 50 Nepal Standard

Minimum Horizontal

Curve Radius (m)

Preferable 90 - 100 - 115 75～100 90 Nepal Standard

Standard 40 50 60 43 28 50 45 Sindhuli Rd. Project

Special - 30 50 - - - -

Minimum Horizontal Curve Radius w/o

Superelevation (m) 70 280 800 790 320 - 800 Japan Standard

Minimum Horizontal

Curve Length (m)

θ=7° or more - - 70 - - -

θ=7° or less - - 500/θ - - -

Minimum Spiral Curve Length (m) 35 40 35 22 - 35 35 Nepal Standard

Minimum Superelevation Transition Ratio - 1/60 1/100 1/125 - - 1/100 Japan Standard

Maximum Grade (%) 4.0 (～9.0) 6.0 (～8.0) 7.0 (～10.0) 11.0 8.0 6.0 5.0 Sindhuli Rd Project

Critical Length of Max. Grade (m) 200 100 200 - - - -

Minimum K-Value (m/%) Summit 29

calculating the

curve length

- 4 4 - 29 Nepal Standard

Valley 17 - 9 4 - 17 Nepal Standard

Minimum Vertical Curve

Radius (m)

Summit - 450 <700> - - - -

Valley - 450 <700> - - - -

Minimum Vertical Curve Length (m) - 20 35 - - - -

Note: ( ) is special value.

< > is preferable value. Figures highlighted represent standards that apply the values similar to the recommended value.


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Table 10.5-8 Road Geometric Condition by Section and Other Projects

Items Unit

Sindhuli Road Project SMDMPt MHHP

Recommended Section I Section II Section III Section IV Re-Aligned Highway

Recommended

Standard

Design Speed

km/h 40/50 P & R - 40 P & R 40 - 50 40/60 Section I

km/h 30/40 M - 30 R & M 30 30 - 30 Section II to IV

km/h - 20 M & S 20 Hair Pin & S 20 M & S - - -

Road Width m 7.5 4.75 Special Case:

4m 4.75

Special Case:

4m 4.75

Special Case:

4m 9.0 C/way: 7m 8.0 C/way: 7m 10.0 C/way: 7m

Crossfall

Gravel % 4.0 - Not applied - N/A 4.0 - - -

A/C &

DBST % 2.0 2.5 2.5 2.5 2.5 Shoulder: 3% 3.0 Shoulder: 5% 2.5

Max. Superelevation % 10.0 6.0 6.0 - 7.0 7.0 6.0

Min.

Horizontal

Curve Radius

50km/h m 70.0 - - - - -

40km/h m 45 - 45 45 - 45

30km/h m 25 - 25 25 30 25

20km/h m - 15 15 15 - 15 -

Design Vehicle at

Curve Section - Semi-trailer Semi-trailer Semi-trailer - - Semi-trailer

Min. Vertical Curve

Radius - 300 300 300 4/6

K

(summit/valley) 500

Min. length =

40m

29/17,

4/6

V=40/30 km/h,

K (summit/valley)

Max. Grade

w/o Critical

Length

40km/h % - - 5.0 Average 5.0 Average - 5.0

30km/h % - - 7.0 Average 7.0 Average 6.75 Ave. 3.2% 7.0

20km/h % - 7.0 Average 7.0 Average 7.0 Average - 7.0 Average -

Max. Grade with

Critical Length % 6.0/9.0 10.0 10.0 9.0 - 10.0 -

Critical Length for

Max. Grade m - 300

Forward and

rear 4%,

L=150m

300

Forward and

rear 4%,

L=150m

300

Forward and

rear 4%,

L=150m

- 150

210

Mountainous/

Steep

Rolling

-

Ave. Interval of

Waiting Points m - 200 200 200 - - -

Min. Stopping Sight

Distance m 65/45/30 40 Min. 20m 40 Min. 30m - - 65 50/30 V=40/30 km/h

Right-of-Way m - 50 50 50 50 50 50

SMDMP : Sunkoshi Marin Diversion Multipurpose Project MHHP : Mid Hill Highway Project Source: JICA Survey Team


10-15

10.5.2 Typical Cross Section

Typical cross sections by types of the improvement measures to be summarized in Table 10.4-1 are shown

in Figure 10.5-1 to Figure 10.5-8.

Shoulder width varies depending on the terrain. Since NRS recommends 2.0m for rolling and mountainous

terrains (40 km/h to 60 km/h) and 1.5m is for steep terrain (30 km/h).


Figure 10.5-1 Type-1: Earthwork (Cut and Fill)


Figure 10.5-2 Type-2A: Earthwork with Structures (Retaining Wall)


Figure 10.5-3 Type-2B: Earthwork with Structures (Retaining Wall/Slope Protection/Reinforced Earth Wall)

Shoulder width:

1500mm is for 30km/h of design speed (Section II to IV).

2000mm is for 40km/h and 60km/h of design speed (Section I).


10-16


Figure 10.5-4 Type-3A: Earthwork with Structures (Slope Protection/Partial Mountainous Bridge)


Figure 10.5-5 Type-3B: Mountainous Bridge


10-17


Figure 10.5-6 Type-4A: Bridge (I-

Girder)

Figure 10.5-7 Type-4B: Bridge (Box

Girder)

Figure 10.5-8 Type-5: Tunnel

10.5.3 Typical Cross Section for Existing Bridge and Causeway

Bridges in Section I currently have 2-lane carriageway and thus there

is no need for widening. Only For bridges with 1-lane carriageway in

Section II to IV, additional provision of 1-lane bridge adjacent to the

existing bridge as shown in Figure 10.5-9 will be required. On the

other hand, all causeways need to be replaced with concrete box

culvert with the same width as or bigger than that of existing.

10.6 CONTROL POINTS / SITE CONSTRAINTS FOR APPLYING IMPROVEMENT

MEASURES

10.6.1 Topographical Constraint

Figure 10.6-1 to Figure 10.6-8 indicate ground slope distribution along the Sindhuli Road (enlarged view of

the slope distribution is attached in APPENDIX-4). These figures are generated from a topographic analysis

using highly precise, pre-produced digital-elevation-model 3D map (AW3D1 1.0m resolution). The gradient

of the surrounding grounds is distinguished by the colors. The black line represents the objective road. The

locations highlighted in blue indicate that the gradient is gentle (less than 10 percent) and the locations

highlighted in red indicates the steepest gradient locations. As can be understood from these figures, the

topography along Section I and Section IV is not so steep compared to Section II and Section III where they

vary from mountainous (25% to 40%) and steep (over 60%).

Since Section II and Section III are located across steep slope area, applying improvement measures by

widening and earthwork only (without retaining walls) would have significant adverse impact to natural

ground.

1 AW3D stands for ALOS World 3D. ALOS is the Advanced Land Observing Satellite which is a Japanese Earth-imaging satellite from

JAXA that launched on 24 January 2006 and completed its operational phase on 12 May 2011


Figure 10.5-9 Additional Bridge

2250

4500

500 2250

2.5%

CL

500


10-18


Figure 10.6-1 Ground Slope Distribution along Sindhli Road (Section I, STA. 0km – 20km)

Gradient (%) Color

0 to 10

10 to 25

25 to 40

40 to 60

Over 60

Sindhuli Road


10-19


Figure 10.6-2 Ground Slope Distribution along Sindhuli Road (Section I, STA. 20km – 37km)

Gradient (%) Color

0 to 10

10 to 25

25 to 40

40 to 60

Over 60

Sindhuli Road


10-20


Figure 10.6-3 Ground Slope Distribution along Sindhuli Road (Section II, STA. 37km – 72.8km)

Gradient (%) Color

0 to 10

10 to 25

25 to 40

40 to 60

Over 60

Sindhuli Road


10-21


Figure 10.6-4 Ground Slope Distribution along Sindhuli Road (Section III, STA. 72.8km – 95km)

Gradient (%) Color

0 to 10

10 to 25

25 to 40

40 to 60

Over 60

Sindhuli Road


10-22


Figure 10.6-5 Ground Slope Distribution along Sindhuli Road (Section III, STA. 95km – 109.6m)

Gradient (%) Color

0 to 10

10 to 25

25 to 40

40 to 60

Over 60

Sindhuli Road


10-23


Figure 10.6-6 Ground Slope Distribution along Sindhuli Road (Section IV, STA. 109.6km – 125km)

Gradient (%) Color

0 to 10

10 to 25

25 to 40

40 to 60

Over 60

Sindhuli Road


10-24


Figure 10.6-7 Ground Slope Distribution along Sindhuli Road (Section IV, STA. 125km – 140km)

Gradient (%) Color

0 to 10

10 to 25

25 to 40

40 to 60

Over 60

Sindhuli Road


10-25


Figure 10.6-8 Ground Slope Distribution along Sindhuli Road (Section IV, STA. 140km – 159.6km)

Gradient (%) Color

0 to 10

10 to 25

25 to 40

40 to 60

Over 60

Sindhuli Road


10-26

10.6.2 Slope Failure / Land Slide Area

There are many locations/natural slopes along the Sindhuli Road that are prone to slope failures / land slides.

Occurrence of such disasters in the past is explained in “2.3.3 Geology and Past Natural Disasters of Survey

Area” in Chapter 2.

The locations prone to disasters as identified from the previous survey / design reports, disaster records,

contour map and site reconnaissance, are traced in the 3D map as illustrated in Table 10.6-1. The area

highlighted in purple represents such locations. The red line represents the existing Sindhuli Road.

Table 10.6-1 Slope Failure / Land Slide Area

Location Status Remarks

Section I

43km+700

Left

Section II

54km+00

Left

This area was

protected by

crib works

and ground

anchors.

Section II

58km+500

Left

Sindhuli Road

Slope Failure/Land Slide


10-27


Section II

68km+500

Right

Section III

77km+400 to

78km+800

Both sides

Section III

79km+700

Both sides

Section III

83km+300

Both sides

Sindhuli Road



10-28


Section III

85km+800

Right

&

Section III

87km+000

Both sides

Section III

88km+00

Both sides

Section III

89km+500 to

91km+600

Both sides

Section III

101km+300

Left

Sindhuli Road



10-29


Section III

104km+400

Left

Section III

106km+200

Left

Section III

109km+200

Left

Section IV

110km+600

Right

Sindhuli Road



10-30


Section IV

116km+400

Right

Section IV

118km+800

Right

Section IV

119km+700

Left

Section IV

121km+100

Right

Sindhuli Road



10-31


Section IV

121km+100

Left

Section IV

143km+500

Right

Section IV

145km+400

Both sides

Section IV

146km+900 to

147km+900

Both sides

Sindhuli Road



10-32


Section IV

149km+300 to

150m+200

Both sides


10.7 IMPROVEMENT MEASURES FOR ENHANCEMENT OF ROAD FUNCTION

10.7.1 Summary of Improvement Measures

Following the policy and approaches mentioned in the preceding items, improvement measures were studied

at 1km interval. Summary is shown in Table 10.7-1 and Figure 10.7-1.

Table 10.7-1 Summary of Improvement Measures

Type of Measure Cross Section

Type

Length (km)

Section I Section II Section III Section IV Total

Length

None or Minor Improvement - 0.4 0.0 0.0 0.5 0.9

Earthwork (Cut and Fill) Type-1 31.6 6.0 7.0 20.1 64.7

Earthwork with Structures Type-2 or 3 3.0 2.0 19.0 29.0 53.0

Mountainous Bridge / Bridge Type-4 2.0 0.0 11.0 0.0 13.0

Tunnel Type-5 0.0 28.0 0.0 0.0 28.0

Total Length 37.0 36.0 37.0 49.6 159.6


Sindhuli Road



10-33


Figure 10.7-1 Share of Type of Measures

This figure shows share of measures with respect to the length of the existing sections of the Sindhuli Road.

After application of improvement measures by tunnel for Section II, length of Section II reduces to 16.2km

from 35.8km (19.6km shortcut).

10.7.2 List of Improvement Measures

The recommended improvement measure to be extracted and selected after comparison study are listed in

Table 10.7-2 to Table 10.7-6.

Abbreviation in this sheet means as follows.

Y : Yes

N : No

P : Plain

R : Rolling

M1 : Mountainous (Ground slope is within 25% – 40%)

M2 : Mountainous (Ground slope is within 40% – 60%)

S : Steep

1.1%1.0% 0.6%

85%

17% 19%

41% 41%

8.1%

5.6%

51.4%

58.5%

33.2%

5.4%

29.7%

8.1%

77.8%

17.5%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Section I Section II Section III Section IV Total Length

None or Minor Improvement Type-1: Earthwork (Cut and Fill) Type-2: Earthwork with Structures

Type-3: Mountainous BridgeType-4: Bridge

Type-5: Tunnel

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Table 10.7-2 List of Improvement Measures in Section I


Table 10.7-3 List of Improvement Measures in Section II


Section

Distance from the Beginning Point 0.4km 1km 2km 3km 4km 5km 6km 7km 8km 9km 10km 11km 12km 13km 14km 15km 16km 17km 18km 19km 20km 21km 22km 23km 24km 25km 26km 27km 28km 29km 30km 31km 32km 33km 34km 35km 36km 37km

≪STEP1≫

2 lane carriageway? Y N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N

Horizontal curve radius satisfactory? Y Y Y N N N N N Y Y Y N Y Y Y N N Y Y Y Y Y Y Y Y Y Y Y N Y N N N N N N Y N

≪STEP2≫

Terrain P P P R M1 R R M1 M1 M1 M1 R P P P R R M1 R P P R R R R R R M1 M1 R M1 M1 M1 M2 S M1 R R

Large scaled embankment / cut required? - N N Y N N Y N N N N N N N N N N N N N N N N N N N N N N N Y N N Y Y N N N

≪STEP3≫

- Y Y - Y Y - Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y - Y Y - - Y Y Y

- Y Y - Y Y - Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y - Y Y - - Y Y Y

- - - N - - N - - - - - - - - - - - - - - - - - - - - - - - Y - - Y Y - - -

- - - Y - - Y - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

✓

✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓

✓ ✓ ✓

Alternative Route (Earthwork/Bridge) : Type-3 or 4 ✓ ✓

Alternative Route (Tunnel) : Type-5

Applied Section

Measures Earthwork Earthwork

Section IDistance

Measure

sE

valu

ation Ite

ms

Provision of structures to avoid large scale earthwork possible?

Design Standard

Disaster risk small or less?

Impact on social and natural environment small or less?

Bypassing using earthwork and structures possible?

None or Minor Improvement

Existing Road Widening (Earthwork) : Type-1

Existing Road Widening (Structures) : Type-2

Details of

Alternative Route

Section

Distance from the Beginning Point 38km 39km 40km 41km 42km 43km 44km 45km 46km 47km 48km 49km 50km 51km 52km 53km 54km 55km 56km 57km 58km 59km 60km 61km 62km 63km 64km 65km 66km 67km 68km 69km 70km 71km 72km 73km

≪STEP1≫

2 lane carriageway? N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N

Horizontal curve radius satisfactory? Y Y Y N Y N N N N N N N N N N N N N Y N N N N N N N N N N N N N N N N N

≪STEP2≫

Terrain R P P R M1 M2 M1 M2 S S S S S S S S S S S S S S S S S S S S S S M2 S S S S M1

Large scaled embankment / cut required? N N N N N Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y N

≪STEP3≫

Y Y Y Y Y - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Y

Y Y Y Y Y - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Y

- - - - - Y Y N N N N N N N N N N N N N N N N N N N N N N N N N N N N -

- - - - - - - N N N N N N N N N N N N N N N N N N N N N N N N N N N N -

✓ ✓ ✓ ✓ ✓ ✓

✓ ✓

Alternative Route (Earthwork/Bridge) : Type-3 or 4

Alternative Route (Tunnel) : Type-5 ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓

Applied Section

Measures Tunnel

Details of

Alternative Route

Evalu

ation Ite

ms

Design Standard





Measure

s




DistanceSection II

10

-35

Data C

ollectio

n S

urv

ey o

n th

e Sin

dhu

li Ro

ad C

apacity

En

han

cemen

t in N

epal

FIN

AL

RE

PO

RT

Table 10.7-4 List of Applicable Measures in Section III


Table 10.7-5 List of Improvement Measures in Section IV (1/2)


Section

Distance from the Beginning Point 74km 75km 76km 77km 78km 79km 80km 81km 82km 83km 84km 85km 86km 87km 88km 89km 90km 91km 92km 93km 94km 95km 96km 97km 98km 99km 100km 101km 102km 103km 104km 105km 106km 107km 108km 109km 110km

≪STEP1≫

2 lane carriageway? N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N

Horizontal curve radius satisfactory? Y N Y Y Y N N N Y Y N Y N Y Y Y N N N N N Y N N N Y Y Y Y Y N Y Y N N Y N

≪STEP2≫

Terrain M1 R R M2 S S S M2 M1 M1 M2 R S S S S S S S S S R M1 M1 R R M2 M2 S S S S M2 M2 M2 M1 S

Large scaled embankment / cut required? Y Y N Y Y Y Y Y N Y Y N Y Y Y Y Y Y Y Y Y N Y Y Y N Y Y Y Y Y Y Y Y Y N Y

≪STEP3≫

- - Y - - - - - Y - - Y - - - - - - - - - Y - Y - Y - - - - - - - - - Y -

- - Y - - - - - Y - - Y - - - - - - - - - Y - Y - Y - - - - - - - - - Y -

Y Y - Y Y Y Y N - Y Y - N Y N N N N N N N - Y - N - Y Y Y Y Y Y Y Y N - Y

- - - - - - - Y - - - - Y - Y Y Y Y Y Y Y - - - Y - - - - - - - - - Y - -

✓ ✓ ✓ ✓ ✓ ✓ ✓

✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓

Alternative Route (Earthwork/Bridge) : Type-3 or 4 ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓


Applied Section

Measures Earthwork Earthwork Utilizing of Existing Road Earthwork Earthwork



Measure

s




Details of

Alternative Route

Evalu

ation Ite

ms

Design Standard



DistanceSection III

Section

Distance from the Beginning Point 111km 112km 113km 114km 115km 116km 117km 118km 119km 120km 121km 122km 123km 124km 125km 126km 127km 128km 129km 130km 131km 132km 133km 134km 135km 136km 137km 138km 139km 140km 141km 142km 143km 144km 145km 146km 147km 148km 149km 150km

≪STEP1≫

2 lane carriageway? N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N

Horizontal curve radius satisfactory? Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y N N Y Y Y Y Y Y N Y Y Y Y Y N N N N N N N N Y

≪STEP2≫

Terrain R R M2 S M2 S S M1 M1 R R M1 S M1 M2 M2 S S M1 M1 M1 M2 M2 M2 S S S M1 R R M1 S S S M2 S M2 M1 S M2

Large scaled embankment / cut required? N N Y Y Y Y Y N N N N N Y Y Y Y Y Y N N N Y Y Y Y Y Y N N N N Y Y Y Y Y Y Y Y Y

≪STEP3≫

Y Y - - - - - Y Y Y Y Y - - - - - - Y Y Y - - - - - - Y Y Y Y - - - - - - - - -

Y Y - - - - - Y Y Y Y Y - - - - - - Y Y Y - - - - - - Y Y Y Y - - - - - - - - -

- - Y Y Y Y Y - - - - - Y Y Y Y Y Y - - - Y Y Y Y Y Y - - - - Y Y Y Y Y Y Y Y Y

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓

✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓



Applied Section

Measures

Section IV (1/2)

Measure

s




Details of

Alternative Route

Evalu

ation Ite

ms

Design Standard





Distance


10-36

Table 10.7-6 List of Improvement Measures in Section IV (2/2)


10.7.3 Details of Alternative Route

Table 10.7-7 to Table 10.7-21 and Figure 10.7-3 to Figure 10.7-16 show details of alternative routes (bypass)

and comparison of these alternatives at 100m interval, except for an alternative route by tunnel in Section II

that is mentioned in Chapter 13.

For convenience and easy comparison with other alternative routes, widening of the existing route is named

as “ALT – XX A” although this is not actual alternative route.

Evaluation is given by the following.

◎:Excellent, ◯:Good, △: Fair, ×:Unsatisfied/Not Applicable

Section

Distance from the Beginning Point 151km 152km 153km 154km 155km 156km 157km 158km 159km 159.1km 159.5km

≪STEP1≫

2 lane carriageway? N N N N N N N N N N Y

Horizontal curve radius satisfactory? N N Y N N N N N N Y Y

≪STEP2≫

Terrain M1 M1 M1 M2 M1 M2 M1 M1 R R P

Large scaled embankment / cut required? N N N Y N Y N Y N N -

≪STEP3≫

Y Y Y - Y - Y - Y Y -

Y Y Y - Y - Y - Y Y -

- - - Y - Y - Y - - -

- - - - - - - - - - -

✓

✓ ✓ ✓ ✓ ✓ ✓ ✓

✓ ✓ ✓



Applied Section

Measures

Measure

s




Details of

Alternative Route


Evalu

ation Ite

ms

Design Standard




DistanceSection IV (2/2)


10-37

(1) Alternative Route No.1 （Section I: STA. 2km+300 – 3km+000）

Table 10.7-7 Comparison of Alternative Route No.1

Items ALT-1A ALT-1B

Concept Widening of the existing road Bypass to the east side

Applied Typical

Cross Sections Type-1: Earthwork (Cut and Fill)

Type-1: Earthwork (Cut and Fill)

Type-2A: Earthwork with Structures (Retaining

Wall)

Length (m) 700 610 （of which new is 325 m)

Geometric Condition Unsatisfied × Satisfied 〇

Construction

Difficulties

Partial construction is required for entire

section while switching traffic several

times.

△

Partial construction for long section is

required while switching traffic several

times.

〇

Environmental

Impacts

There is no impact on the house.

Land acquisition may not be occurred due

to inside ROW.

◎

Impact on houses may be less.

Land acquisition is minimum because of

the shorter length than other alternatives.

〇

Ratio of Construction

Cost＊ 1.0 ◎ 1.3 ◎

Recommendation × △

Items ALT-1C ALT-1D

Concept Bypass of ALT-1A Bypass by applying a loop alignment

Applied Typical

Cross Sections



Wall)

Type-2B: Earthwork with Structures (Retaining

Wall/Slope Protection/Reinforced Earth Wall)



Wall)

Type-4A: Bridge (I-Girder)

Length (m) 545 （of which new is 440 m) 950 （of which new is 560 m)

Geometric Condition Satisfied 〇 Satisfied 〇

Construction

Difficulties


stretch while switching traffic several

times.

〇


stretch while switching traffic several

times.

A bridge or a box culvert need to be

constructed to passe over the existing road.

△

Environmental

Impacts

Impact on houses may be occurred.

Land acquisition is minimum because of

the shorter length than other alternatives.

〇

Large scale land acquisition and impact on

houses are supposed to be occurred

because of the longer length than other

alternatives.

△


Cost＊ 1.6 〇 More than 3 times △

Recommendation △ △

Items ALT-1E [Recommendation]

Concept Bypass to the west side

Applied Typical

Cross Sections



Wall)

Length (m) 580 （of which new is 480 m)

Geometric Condition Satisfied 〇

Construction

Difficulties

Partial construction is required for short


times.

◎

Environmental

Impacts

Large scale land acquisition is required

because of the longer length than other

alternatives.

△


Cost＊ 1.1 ◎

Recommendation 〇

＊：Construction cost of ALT-1A is taken as the base cost (1.0).


10

-38

Data C

ollectio

n S

urv

ey o

n th

e Sin

dhu

li Ro

ad C

apacity

En

han

cemen

t in N

epal

FIN

AL

RE

PO

RT


Figure 10.7-2 Alternative Route No.1 （Section I: STA. 2km+300 - 3km+000）

Loop (Earthwork/Wall/Bridge)

Bypass (Western side)

Widening of the existing road

Bypass (Eastern side)

Earthwork & Wall Existing Sindhuli Road

Alternative Route

Slope Failure / Land Slide Area

LEGEND


10-39

(2) Alternative Route No.2 （Section I: STA. 4km+700 - 5km+800）


Items ALT-2A ALT-2B [Recommendation]

Concept Widening of the existing road Bypass

Applied Typical Cross

Sections Type-1: Earthwork (Cut and Fill)


Type-2A: Earthwork with Structures

(Retaining Wall)

Length (m) 1,100 970


Construction

Difficulties

Partial construction is required for

entire stretch while switching traffic

several times.

△

Partial construction is required only at

the starting and ending points while

switching traffic several times.

〇

Environmental

Impacts

The impact on the house is less.

Land acquisition may not be occurred

due to inside ROW.

〇

Large scale land acquisition and impact

on houses are supposed to be occurred

because of the longer length than ALT-

2A.

△


Cost＊ 1.0 〇 1.0 〇

Recommendation × 〇



10

-40

Data C

ollectio

n S

urv

ey o

n th

e Sin

dhu

li Ro

ad C

apacity

En

han

cemen

t in N

epal

FIN

AL

RE

PO

RT


Figure 10.7-3 Alternative Route No.2 （Section I: STA. 4km+700 - 5km+800）

Bypass (Earthwork)


Existing Sindhuli Road

Alternative Route


LEGEND


10-41

(3) Alternative Route No.3（Section II: STA. 41km+700 - 43km+500）


Items ALT-3A [Recommendation] ALT-3B

Concept Widening of the existing road and improving

partially Bypass in the opposite riverbank


Sections



(Retaining Wall)

Type-2B: Earthwork with Structures

(Retaining Wall/Slope

Protection/Reinforced Earth Wall)

Type-3A: Earthwork with Structures (Slope

Protection/Partial Mountainous Bridge)



(Retaining Wall)


(Retaining Wall/Slope Protection/Reinforced

Earth Wall)




Length (m) 1,800 1,765

Geometric Condition Meet the criteria. 〇 Meet the criteria. 〇

Construction

Difficulties


entire section while switching traffic

several times.

△





constructed to passe over a river and a

valley.

〇

Environmental

Impacts

The impact on the house is less, and

the land acquisition is within ROW. 〇




3A.

△


Cost＊ 1.0 〇 1.1 〇

Recommendation 〇 △

＊：Construction cost of ALT-3A is base cost (1.0).


10

-42

Data C

ollectio

n S

urv

ey o

n th

e Sin

dhu

li Ro

ad C

apacity

En

han

cemen

t in N

epal

FIN

AL

RE

PO

RT


Figure 10.7-4 Alternative Route No.3 （Section II: STA. 41km+700 - 43km+500）

Bypass (Earthwork/Wall/Bridge)



Alternative Route


LEGEND


10-43

(4) Alternative Route No.4 （Section III: STA. 80km+200 - 80km+800）



Concept Widening of the existing road Improvement of the existing road


Sections


(Retaining Wall)





(Retaining Wall)



Earth Wall)

Length (m) 600 645


Construction

Difficulties



several times.

△




〇

Environmental

Impacts

There is no impact on the house.


due to inside ROW..

〇




4A.

△


Cost＊ 1.0 〇 1.2 〇




Data C

ollectio

n S

urv

ey o

n th

e Sin

dhu

li Ro

ad C

apacity

En

han

cemen

t in N

epal

FIN

AL

RE

PO

RT

10-4

4


Figure 10.7-5 Alternative Route No.4 （Section III: STA. 80km+200 - 80km+800）

Wall & slope protection

Widening the existing road


Alternative Route


LEGEND


10-45






Sections






Earth Wall)


Length (m) 400 400


Construction

Difficulties

Partial construction is required over

the entire section while switching

traffic several times.

△

Due to new route basically, partial

construction is required only at the

starting and ending sections while

switching traffic several times. And, it is

necessary to construct a bridge over

valley.

〇

Environmental

Impacts



Although the impact on the house is the

same as that of ALT-5A, land

acquisition is required for the new route

section.

△


Cost＊ 1.0 〇 2.4 △




Data C

ollectio

n S

urv

ey o

n th

e Sin

dhu

li Ro

ad C

apacity

En

han

cemen

t in N

epal

FIN

AL

RE

PO

RT

10-4

6



Wall & Bridge



Alternative Route


LEGEND


10-47

(6) Alternative Route No.6 （Section III: STA. STA. 87km+400 – 93km+700）

Table 10.7-12 Comparison of Alternative Route No.6 Items ALT-6A ALT-6B

Concept Widening of the existing road Partial improvement of the existing road


Sections



(Retaining Wall)



Earth Wall)





(Retaining Wall)



Earth Wall)



Type-3B: Mountainous Bridge

Length (m) 7,300 7,500


Construction

Difficulties



several times.

Large scale slope protection work may

be required at portals.

Monitoring is required for the sections

where the anchors are installed.

△




Mountain bridges needs to be

constructed at zigzag sections due to

topographic constraint.

Monitoring is required for the sections

where the anchor has been constructed.

△

Environmental

Impacts



due to inside ROW.

This alternative passes beside the

religious facility.

〇



due to inside ROW.

This alternative passes beside the

religious facility.

〇


Cost＊ 1.0 〇 1.3 〇

Recommendation × △

Items ALT-6C ALT-6D [Recommendation]

Concept Bypass by applying tunnel Bypass crossing the river and utilizing the

existing road


Sections



(Retaining Wall)



Earth Wall)

Type-5: Tunnel



(Retaining Wall)



Earth Wall)



Type-4B: Bridge (Box Girder)

Length (m) 5,035 5,470

Geometric Condition Satisfied (can function for higher design

speed) ◎ Satisfied 〇

Construction

Difficulties




A tunnel need to be constructed.


be required.

△

Partial closure of the existing road is

required during construction.


constructed to passe over the river.

〇

Environmental

Impacts

Impact on houses may be occurred

around the portals

Land acquisition and compensation

may be required.

△

Although impact on houses is larger

than that of ALT-6A, land acquisition

may be less due to inside ROW of the

existing road.

△


Cost＊ 1.8 △ 0.6 ◎

Recommendation △ 〇

＊：Construction cost of ALT-6A is taken as the base cost (1.0)


Data C

ollectio

n S

urv

ey o

n th

e Sin

dhu

li Ro

ad C

apacity

En

han

cemen

t in N

epal

FIN

AL

RE

PO

RT

10

-48


Figure 10.7-7 Alternative Route No.6 （Section III: STA. STA. 87km+400 – 93km+700）-1

Mountain Bridge


Tunnel

Bypass in the opposite river bank (Wall/ Bridge [box girder])


Alternative Route


LEGEND

Data C

ollectio

n S

urv

ey o

n th

e Sin

dhu

li Ro

ad C

apacity

En

han

cemen

t in N

epal

FIN

AL

RE

PO

RT

10

-49


Figure 10.7-8 Alternative Route No.6 （Section III: STA. STA. 87km+400 – 93km+700）-2

Mountain Bridge

Tunnel

Bypass in the opposite riverbank (Wall/ Bridge [box girder])


Alternative Route


LEGEND



10-50






Sections



(Retaining Wall)






(Retaining Wall)



Earth Wall)

Length (m) 400 420

Geometric Condition Does not meet the criteria. × Meet the criteria. 〇

Construction

Difficulties



several times.

△




〇

Environmental

Impacts

There is no impact on the house, and

land acquisition is within ROW. 〇

Land acquisition and Impact on houses

may be occurred. △


Cost＊ 1.0 〇 0.9 〇




Data C

ollectio

n S

urv

ey o

n th

e Sin

dhu

li Ro

ad C

apacity

En

han

cemen

t in N

epal

FIN

AL

RE

PO

RT

10

-51




Earthwork, wall & slope protection


Alternative Route


LEGEND


10-52




Concept Widening of the existing road and partial

improvement Bypass by applying a tunnel


Sections



(Retaining Wall)








(Retaining Wall)



Earth Wall)


Type-5: Tunnel

Length (m) 3,100 3,100


Construction

Difficulties



several times.

△




A tunnel need to be constructed.


be required at portals.

△

Environmental

Impacts



due to inside ROW.

〇


around the portals.

Land acquisition and compensation may

be required.

△


Cost＊ 1.0 〇 3.0 △




Data C

ollectio

n S

urv

ey o

n th

e Sin

dhu

li Ro

ad C

apacity

En

han

cemen

t in N

epal

FIN

AL

RE

PO

RT

10

-53



Tunnel



Alternative Route


LEGEND


10-54





Applied Typical

Cross Sections


(Retaining Wall)



Earth Wall)


(Retaining Wall)



Earth Wall)


Length (m) 1,000 720

Geometric Design Unsatisfied × Satisfied 〇

Construction

Difficulties



times.

△




A bridge needs to be constructed to

passe over the valleys.

〇

Environmental

Impacts



due to inside ROW.

〇

Although impact on houses is larger

than that of ALT-9A, land acquisition

may be less due to inside ROW of the

existing road.

△

Ratio of

Construction Cost＊ 1.0 〇 1.6 △




Data C

ollectio

n S

urv

ey o

n th

e Sin

dhu

li Ro

ad C

apacity

En

han

cemen

t in N

epal

FIN

AL

RE

PO

RT

10

-55




Wall & bridge


Alternative Route


LEGEND


10-56





improvement Bypass by applying a tunnel


Sections



(Retaining Wall)






(Retaining Wall)

Type-5: Tunnel

Length (m) 800 690


Construction

Difficulties



several times.

△




A tunnel needs to be constructed.


be required.

△

Environmental

Impacts



due to inside ROW.


the land acquisition is within ROW.

It is necessary to rebuild a suspension

bridge for pedestrian.

〇


around the portals.


be required.

△


Cost＊ 1.0 ◎ 3.0 or above △




Data C

ollectio

n S

urv

ey o

n th

e Sin

dhu

li Ro

ad C

apacity

En

han

cemen

t in N

epal

FIN

AL

RE

PO

RT

10

-57




Tunnel


Alternative Route


LEGEND


10-58

(11) Alternative Route No.11 （Section IV: STA. 112km+000 - 113km+300）



Concept Widening of the existing road Bypass by applying a tunnel


Sections



(Retaining Wall)






(Retaining Wall)

Type-5: Tunnel

Length (m) 1,300 1,220


Construction

Difficulties



several times.

△






be required.

△

Environmental

Impacts



due to inside ROW.

〇


around the portals.


be required.

△











Sections



(Retaining Wall)






(Retaining Wall)



Earth Wall)

Type-5: Tunnel

Length (m) 1,600 950


Construction

Difficulties




△






be required.

△

Environmental

Impacts



due to inside ROW.

〇

The impact on the house is less,

however, land acquisition and

compensation for tunnel will be

required.

△


Cost＊ 1.0 ◎


around the portals.


be required.

△




Data C

ollectio

n S

urv

ey o

n th

e Sin

dhu

li Ro

ad C

apacity

En

han

cemen

t in N

epal

FIN

AL

RE

PO

RT

10

-59


Figure 10.7-13 Alternative Route No.11 （Section IV: STA. 112km+000 - 113km+300） and No.12 （Section IV: STA. 113km+300 - 114km+900）


Tunnel

Tunnel



Alternative Route


LEGEND


10-60




Concept Widening of the existing road Bypass crossing the river and applying a tunnel


Sections



(Retaining Wall)






(Retaining Wall)


Type-5: Tunnel

Length (m) 2,200 1,955


Construction

Difficulties



several times.

△






be required.

△

Environmental

Impacts



due to inside ROW.

〇


around the portals.


be required.

△






Data C

ollectio

n S

urv

ey o

n th

e Sin

dhu

li Ro

ad C

apacity

En

han

cemen

t in N

epal

FIN

AL

RE

PO

RT

10

-61


Figure 10.7-14 Alternative Route No.13 （Section IV: STA. 115km+300 - 117km+500）


Bypass in the opposite riverbank (Wall/bridge)

Tunnel


Alternative Route


LEGEND


10-62






Sections



(Retaining Wall)







Earth Wall)

Type-5: Tunnel

Length (m) 2,200 2,035


Construction

Difficulties




△





△

Environmental

Impacts




around the portals.


be required.

△


Cost＊ 1.0 ◎ More than 3 times △




Data C

ollectio

n S

urv

ey o

n th

e Sin

dhu

li Ro

ad C

apacity

En

han

cemen

t in N

epal

FIN

AL

RE

PO

RT

10-6

3




Tunnel


Alternative Route


LEGEND


10-64





improvement Bypass in the opposite riverbank


Sections







(Retaining Wall)



Earth Wall)


Length (m) 700 570


Construction

Difficulties



several times.

△




A bridge needs to be constructed.

〇

Environmental

Impacts



due to inside ROW.

〇

Impact on houses is larger than that of

ALT-15A.

Land acquisition is required along the

new route.

△


Cost＊ 1.0 〇 1.7 △




Data C

ollectio

n S

urv

ey o

n th

e Sin

dhu

li Ro

ad C

apacity

En

han

cemen

t in N

epal

FIN

AL

RE

PO

RT

10

-65




Bypass in the opposite riverbank (Wall/bridge)


Alternative Route


LEGEND


10-66

10.8 STEPWISE IMPROVEMENT MATRIX

10.8.1 Policy in Formulating Stepwise Improvement Matrix

After taking the procedure introduced above, the stepwise improvement matrix is formulated by applying

improvement measures with the time-frame based on the policies in the following manner.

i. “Projects” are formulated by packaging the recommended improvement measures by 100m sections

including the alternative routes, to meet the basic concept of Sindhuli Road 2.0 plan.

ii. Spot improvement or single section improvement would bring low effect because traffic bottleneck

will just shift before/afterward even if the issues are solved by spot improvement. Thus, consecutive

improvement or multi-section improvement plan should be the basis.

iii. Generally, “stepwise” is regarded as a gradually upgraded methodology like below, by future traffic

demand and expected effect.

[General Case]

Existing → Widening → Alignment Improvement → Bypass (Alternative Route) → Tunnel

However, in the mountainous area, methodology afore-mentioned is occasionally irrational or

unreasonable since benefit by cost will show negative during in-service period due to high

construction cost and long construction period under topographical constraint. Therefore, special case

below may be more beneficial than general case.

[Special Case]

Existing → Tunnel

Based on such viewpoints, the stepwise improvement matrix shall be formulated.

10.8.2 Preconditions

Preconditions for formulating the stepwise improvement matrix are as follows.

(1) This output was prepared without detailed surveys, investigations, and design result.

(2) Depending on the subsequent surveys, investigations, and design, other projects or alternative routes

may be preferable.

(3) This survey is limited to data collection survey and does not include design for the improvement

measures. Therefore, project periods are roughly calculated (estimated) by referring to the previous

construction project of Sindhuli Road and general information, such as;

・ Type-1 Earthwork (Cut and Fill) : 5km/year

・ Type-2A Earthwork with Structures (Retaining Wall) :4km/year

・ Type-2B Earthwork with Structures (Slope Protection/Reinforced Earth Wall) : 3km/year

・ Type-3 Earthwork with Structures (Slope Protection/Partial Mountainous Bridge) : 2km/ year

・ Type-4 Bridge: 1 – 2year/bridge

・ Type-5 Tunnel in Section II : 8 year/tunnel


10-67

(4) Considering 4 years from FY2022/2023 to FY2025/2026 required for survey, investigation, design and

budgeting, construction shall commence from FY2026/2027.

(5) In terms of technical difficulty or funding, the sections where mainly consist of Type-2B, 3, 4 and 5 shall

be funded and implemented by the donors, and other sections shall be locally done.

10.8.3 Stepwise Improvement Matrix

Stepwise Improvement Matrix is shown in Table 10.8-1. Sindhuli Road 2.0 Plan consists of 18 projects.


10-68

Table 10.8-1 Stepwise Improvement Matrix

0+400 - 2+300 2+300 - 3+000 3+000 - 4+700 4+700 - 5+800 5+800 - 29+000 29+000 - 35+200 35+200 - 41+700 41+700 - 43+500 43+500 - 72+300 72+300 - 74+600 - 86+400 86+400 - 93+700 93+700 - 99+700 99+700 - 112+000 - 120+700 120+700 - 137+200 137+200 - 141+400 141+400 - 159+100

Road

Bridge

Tunnel

Type-1(Earthwork)

Type-2A(Earthwork with Structures )

Type-2B (Slope Protection/Reinforced

Earth Wall)Type-3

(Slope Protection/PartialMountainous Bridge)

Type-4(Bridge)

Type-5(Tunnel)


Procurement ofContractor


Detailed Design,Cost Estimation


16.5 4.2

No.17No.7 No.18No.2 No.3 No.4 No.5 No.6 No.8 No.9

2.3

Widening

48%

Approach Road

5.9 8.7

Widening + ALT.Route No.11, 12

and 13

20%

12.4

Widening + ALT.Route No.8, 9, and

10

18%

Widening + ALT.Route No.4 and 5

Widening + ALT.Route No.6

20% 21%

Widening + ALT.Route No.7

28%

Widening + ALT.Route No.14 and 15 Widening

25% 12%


17.7

Widening

33%

0%

0%

3%

47%

17%

6


Procurement ofConsultant, F/S

(Invetigation,Survey, Design)

Procurement ofConsultant, F/S(Invetigation,

Survey, Design)


10% 9% 26% 2% 11%

1.5 2.5

21% 3% 44%

Section IVSection III

74+600

1.9

Widening

1.1 23.2 6.2 6.5 1.8

ALT. Route No.2 Widening Widening Widening ALT. Route No.3

Section II

112+000

11.8 7.328.8

No.13 No.14 No.15 No.16No.10 No.11 No.12

Length (km)

Project No.

STA.

- - - - - - - - L=7.7km - - -

0.7 1.7

ALT. Route No.1 Widening

No.1

Mountain bridge and2 bridges

2 5 2

19% 0%0%

Section

Estimated Required Construction Period(Year) 1 2 1

Section I

Local LocalLocal Local Donor Donor Donor Nepal

- 2 bridges 2 bridges 4 bridges 1 bridge -ImprovementMeasures

1.5 6

- - - - - -

- - - - - - - Mountain bridge and1 bridges - Mountain bridge Mountain bridge






Survey, Design)



NepalDonor LocalDonor






Survey, Design)








Nepal Nepal Nepal

9% 0% 1% 1% 0% 0% 0%

0%

6 2 5 3 6 28

Type of TypicalCross Section

0% 0% 0% 0%

2021 / 2022

LocalFund

0%

Local Local

0%0% 0% 0% 0% 2% 0% 0% 0%

0%

0% 4% 8% 0% 0% 0% 0% 0%

0% 0% 0% 0% 0% 1% 6%

0% 0% 0% 0% 0% 0% 0% 0% 48% 0% 0% 0% 0% 0% 0% 1% 1%

100% 81% 100% 90% 89% 53% 95% 11%

4%

13%

0% 0% 0% 0% 0% 0% 0% 28%

36% 16% 67% 36% 53% 34% 88%

52% 30% 24% 34% 5% 36% 26% 39% 0%

11% 21% 0% 9% 0% 1% 0%

1%



ConstructionStage

Design Stage

2022 / 2023

2023 / 2024

2024 / 2025

2025 / 2026

2026 / 2027

2027 / 2028

2028 / 2029

2029 / 2030

2030 / 2031

2031 / 2032

2032 / 2033

2033 / 2034





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10.9 ROADMAP OF SINDHULI ROAD 2.0 PLAN

Roadmap of Sindhuli Road 2.0 Plan is attached in APPENDIX-6.

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