Final Feasibility Report Improvement of Talchowk Begnas Road (P23.i)

URBAN GOVERNANCE AND INFRASTRUCTURE
IMPROVEMENT PROJECT (UGIIP) – II

Western Cluster/Corridor
IMPROVEMENT OF TALCHOWK BEGNAS ROAD (P23.i)

POKHARA METROPOLITAN CITY
Feasibility Study Report

December, 2018
Government of Nepal
Ministry of Urban Development
Department of Urban Development and Building Construction
Urban Governance and Infrastructure Improvement Project-II
(UGIIP-II)
Project Coordination Office (PCO)
UGIIP-II
Feasibility Study Report of Improvement of Talchowk – Begnas Road-P23.i
KEY PROJECT INFORMATION
Name of the Project Consulting Services for Preparation of DPR under Western
Cluster/Corridor – Improvement of Talchowk - Begnas Road – P23.i
Contract ID UGIIP/DUDBC/S/QCBS-4
Executing Agency Government of Nepal
Urban Governance and Infrastructure improvement Project-II
Project Coordination Office
Babarmahal, Kathmandu, Nepal
Name of the Consultant ERMC- NEST-UDAYA JV
Baneshwor, Kathmandu, Nepal,
Contract Start Date July 30, 2017
Contract End Date November 30, 2018 (on process of extension)
SUBMISSION INFORMATION
Name of the Report Feasibility Report for Improvement of Talchowk-Begnas Road-P23i,

Pokhara Metropolitan City
Nos. of Volume One
Date of Submission December, 2018
Submission Type E-Copy
Copies Produced
Report Checked by
Official Seal
i
List of Abbreviations
AADT Average Annual Daily Traffic

ADT Average Daily Traffic
APP Annual Procurement Plan
B.M.S. Boulder Mix Soil
B.S. Bikram Sambat
CAO Chief Administrative Officer
CBS Central Bureau of Statistics
CG Contact Group
DCC District Coordination Committee
DoLIDAR Department of Local Infrastructure Development and Agricultural Roads
DoR Department of Roads
DPR Detailed Project Report
DTO District Technical Office
DUDBC Department of Urban Development and Building Construction
DWSS Department of Water Supply and Sewerage
ENPV Economic Net Present Value
EHS Environment and Health Safety
EIA Environment Impact Assessment
EPA Environment Protection Act
EPR Environment Protection Regulation
ERC Expert Review Committee
ERMC Environment & Resource Management Consultant
ESMP Environment and Social Impact Assessment
FNCCI Federation of Nepalese Chambers of Commerce and Industry
FY /fy Fiscal Year
GoN Government of Nepal
ha Hectare
HDM Highway Design Model
hr hour(s)
HRD Human Resource Development
ICAO International Civil Aviation Organization
ICD Inland Container Depot
ii
IDF Intensity Duration Frequency

IEE Initial Environmental Examination
IRC: SP Indian Roads Congress : Special Publication
IT Information Technology
km kilometer
LOS Level of Service
LSGR Local Self Governance Regulations
LSTWSSP Small Town Water Supply and Sanitation Project
m meter
MCC Municipal Co-ordination Committee
MoFAGA Ministry of Federal Affairs and General Administration
MoUD Ministry of Urban Development
MST Municipal Support Team
MTMP Metropolitan Transport Master Plan
NEST NEST (P) Ltd - JV partner
LRN Local roads network
NRS Nepal Roads Standard
NUDs Nepal Urban Development Strategy
OLS Obstacle Limiting Surface
PAT Project Appraisal Team
PCO Project Co-ordination Office

pcu Passenger Car Unit
PD Project Director
PDO Project Development Objective
PIU Project Implementation Unit
PoP/YPO Plan of Operation/Yearly Plan of Operation
pph Population per Hectare
PRM Prithvi Rajmarg
RoW Right of Way
SACTRA Standing Advisory Committee on Trunk Road Appraisal, UK Stakeholders’
SCW Consultative Workshop
sq. km. square kilometer
SRN Strategic Roads Network
SWG Standard Wire Gauge
iii
SuTRA Sub-National Treasury Regulatory Application

TDF Town Development Fund
ToR Terms of Reference
UDAYA UDAYA (P) Ltd - JV Partner
UDTC Urban Development Training Center
UGDP:ETP Urban Governance and Development Program: Emerging Town Project
UGIIP II Urban Governance and Infrastructure Improvement Project – II
USD Urban Service Delivery
VDC Village Development Committee
NRS Nepal Road Standard
WB The World Bank
iv
Table of Content
KEY PROJECT INFORMATION ................................................................................................................... i

SUBMISSION INFORMATION.................................................................................................................... i
List of Abbreviations ............................................................................................................................... ii
Table of Content ..................................................................................................................................... v
Annexes .................................................................................................................................................. ix
List of Table ............................................................................................................................................. x
List of Figures ......................................................................................................................................... xi
Executive Summary............................................................................................................................... xii
1 INTRODUCTION ............................................................................................................................... 1
1.1 Project Background ................................................................................................................. 1
1.2 Consultant Contract Detail...................................................................................................... 9
2 Project Understanding .................................................................................................................. 10
2.1 Project Objective ................................................................................................................... 10
2.2 Scope of Works ..................................................................................................................... 11
2.3 Project Components ............................................................................................................. 11
2.4 Details of Stakeholder Consultative Workshop-II ................................................................. 12
2.5 Indicative plans and programmes ......................................................................................... 12
2.5.1 Finalized Indicative Plan ................................................................................................ 12
2.5.2 Finalized Long List of Subprojects ................................................................................. 19
2.6 Guiding principles for implementation of indicative plan .................................................... 20
2.6.1 Introduction .................................................................................................................. 20
2.6.2 Indicative Plan ............................................................................................................... 20
2.6.3 Implementation Guidelines .......................................................................................... 21
2.6.4 Principles for Implementation ...................................................................................... 21
2.6.5 Resources for Implementation ..................................................................................... 22
2.6.6 Others............................................................................................................................ 22
2.6.7 Role of Municipality ...................................................................................................... 23
2.6.8 Role of Technical Supports like PIU, Departments/Divisions viz. DUDBC, DoR, DWSS
etc. 23
2.6.9 Project implementation Unit (PIU): .............................................................................. 23
2.7 Objective and Scope of Proposed Subproject (Talchowk – Begnas Road) ........................... 27
2.7.1 Subproject Objective..................................................................................................... 27
2.7.2 Subproject Scope .......................................................................................................... 28
2.7.3 Subproject Influence Area ............................................................................................ 28
v
2.7.4 Subproject components ................................................................................................ 28

3 Existing Condition ......................................................................................................................... 29
3.1 Classification of Road Network ............................................................................................. 29
3.2 Existing Topography, Climatic and Hydrological Data .......................................................... 29
3.3 Reconnaissance Survey Details ............................................................................................. 32
3.4 Road, Bridge Inventory and Conditions Survey .................................................................... 32
3.5 Existing Soil and Pavement Condition................................................................................... 36
3.6 Pavement Composition of Existing Road .............................................................................. 36
3.7 Existing Intersections ............................................................................................................ 36
3.8 Footpaths and Cycle Track .................................................................................................... 37
3.9 Existing Electrical and Telecom Lines .................................................................................... 37
3.10 Land Use ................................................................................................................................ 38
3.11 Existing Waste Water/ Sewerage Network........................................................................... 39
3.12 Existing Water Supply Network ............................................................................................ 39
3.13 Availability of Construction Material .................................................................................... 40
3.14 Existing Circulation Pattern ................................................................................................... 40
3.15 Identified Issues and Constraints .......................................................................................... 40
4 Design Guidelines.......................................................................................................................... 41
4.1 Design Basis for Roads .......................................................................................................... 41
4.1.1 Introduction .................................................................................................................. 41
4.1.2 Standards and Guidelines ............................................................................................. 41
4.1.3 Design Speed ................................................................................................................. 41
4.1.4 Cross Sectional Elements .............................................................................................. 41
4.1.5 Design Period ................................................................................................................ 42
4.1.6 Level of service .............................................................................................................. 42
4.1.7 Sub Surface Drainage .................................................................................................... 42
4.1.8 Retaining Wall ............................................................................................................... 42
4.1.9 Road Signage and Markings .......................................................................................... 42
4.1.10 Cycle Track .................................................................................................................... 42
4.1.11 Footpaths ...................................................................................................................... 43
4.1.12 Road Geometry ............................................................................................................. 43
4.2 Design Basis for Drainage...................................................................................................... 45
4.2.1 Introduction .................................................................................................................. 45
4.2.2 General Hydrology and Meteorology of Project Area .................................................. 45
4.2.3 Overview of existing drainage structures ..................................................................... 47
4.2.4 Standard, Guidelines and rainfall analysis .................................................................... 48
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4.2.5 Scope and Methodology ............................................................................................... 48

4.2.6 Hydrological Analysis .................................................................................................... 49
4.2.7 Selection of Catchment Area / Zoning .......................................................................... 49
4.2.8 Return Period ................................................................................................................ 49
4.2.9 Run off co-efficient ....................................................................................................... 50
4.2.10 Time of concentration................................................................................................... 50
4.2.11 Critical (Peak) Rainfall Intensity .................................................................................... 51
4.2.12 Intensity Duration Frequency Curve (IDF) .................................................................... 52
4.2.13 Run-off Computation .................................................................................................... 53
4.2.14 Type of drain section and material ............................................................................... 54
4.2.15 Free Board ..................................................................................................................... 54
4.2.16 Manning’s roughness co-efficient ................................................................................. 54
4.2.17 Velocities ....................................................................................................................... 54
4.2.18 Hydraulic Analysis & design methodology .................................................................... 55
4.2.19 Road Side Drain ............................................................................................................. 55
4.2.20 Cross Drainage Structures ............................................................................................. 56
4.3 Pavement Design Standards ................................................................................................. 56
4.3.1 Flexible pavement ......................................................................................................... 56
4.4 Road Safety ........................................................................................................................... 57
4.5 Bus Lay Bys ............................................................................................................................ 58
5 Survey and Investigation ............................................................................................................... 59
5.1 Traffic Survey: ....................................................................................................................... 59
5.1.1 Classified Traffic Data Collection................................................................................... 59
5.1.2 Traffic Components ....................................................................................................... 60
5.2 Traffic Growth Analysis ......................................................................................................... 62
5.2.1 Traffic Growth Rate ....................................................................................................... 62
5.3 Traffic Continuity Analysis..................................................................................................... 62
5.3.1 Traffic Projection ........................................................................................................... 62
5.4 Road Inventory and Condition Survey .................................................................................. 64
6 Proposal ........................................................................................................................................ 65
6.1 Alternative Road Options ...................................................................................................... 65
6.2 Conceptual Design ................................................................................................................ 69
6.2.1 Design Standards for Project Roads .............................................................................. 69
6.2.2 General Design Considerations ..................................................................................... 70
6.2.3 Pavement Design .......................................................................................................... 70
6.2.4 Proposed Design of Storm Water Drainage .................................................................. 71
vii
6.2.5 Footpath and Cycle Lane ............................................................................................... 76

6.2.6 Street Lights .................................................................................................................. 76
6.2.7 Vegetation ..................................................................................................................... 76
6.3 Maps and Drawings............................................................................................................... 76
7 Environmental Impact Assessment............................................................................................... 77
7.1 Description of Project Environment ..................................................................................... 77
7.2 Project categorization ........................................................................................................... 77
7.3 Impact Identification and Assessment .................................................................................. 77
7.4 Environmental Impact Checklist ........................................................................................... 78
7.5 Anticipated Environmental Impact and Mitigation Measures envisaged during Design Stage
83
7.6 Public Consultation and Information Disclosure .................................................................. 85
7.7 Conclusion and Recommendation ........................................................................................ 85
8 Social Impact Assessment ............................................................................................................. 86
8.1 Description of Project ........................................................................................................... 86
8.2 Project Categorization........................................................................................................... 86
8.3 Impact Identification and Assessment .................................................................................. 86
8.3.1 Impact on Land.............................................................................................................. 86
8.3.2 Impact on Structures..................................................................................................... 86
8.3.3 Impacts of relocation on public facilities and services ................................................. 87
8.3.4 Impact on Livelihood ..................................................................................................... 87
8.3.5 Gender .......................................................................................................................... 88
8.3.6 Functional Status of Users Committee ......................................................................... 88
8.3.7 Social Impact Checklist .................................................................................................. 88
8.4 Anticipated Social Impacts and Mitigation Measures during Design Stage ......................... 91
8.4.1 Beneficial and Adverse Impact due to Intervention of the project .............................. 91
8.4.2 Positive Impacts of Road ............................................................................................... 92
8.4.3 Negative Impacts of Road ............................................................................................. 92
8.5 Public Consultation and Information Disclosure .................................................................. 92
8.6 Conclusion and Recommendations....................................................................................... 92
9 Block Cost Estimate ....................................................................................................................... 93
9.1 General .................................................................................................................................. 93
9.2 Provision in the Cost Estimate .............................................................................................. 93
9.3 Unit Rate ............................................................................................................................... 93
9.4 Approximate Cost per km Length ......................................................................................... 96
9.4.1 Cost of Carriageways per km with Bridges ................................................................... 96
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9.5 Investment plan .................................................................................................................... 97

10 Economic Analysis ..................................................................................................................... 98
10.1 Introduction .......................................................................................................................... 98
10.2 Demand Analysis ................................................................................................................... 98
10.3 Economic Analysis ................................................................................................................. 99
10.4 Financial Sustainability ........................................................................................................ 101
11 CLIMATE CHANGE AND DISASTER RESILIANCE ....................................................................... 102
12 Finalized list of Programme and Projects ............................................................................... 103
12.1 Project Finalization Criteria ................................................................................................. 103
12.2 Comments and Suggestions of PCO and Municipalities ..................................................... 103
12.3 Finalized List of Programmes and Projects ......................................................................... 104
12.4 Proposed Table of Content for DPR .................................................................................... 105
Annexes
Annex I. SCW II Report

Annex II. Detailed Cost Estimate of Proposed Road
Annex III. Strip Maps
Annex IV. Rainfall Analysis
Annex V. Maps and Drawings
1. Index Map
2. Location Map
3. Conceptual Layout
4. Thematic map
5. Indicative map
6. Profile of the road
7. Typical cross section
8. Typical drawing of proposed structure
Annex VI. Letter and Minutes
Annex VII. Final Design Criteria for inclusion in FRs
Annex VIII. List of Reference Codes/ Design Guideline
Annex IX. Calculation Sheets for Economic Analysis
Annex X. Photographs
ix
List of Table
Table 2.1 Population Projection............................................................................................................ 18

Table 2.2: Proposed Land Use Composition ......................................................................................... 19
Table 2.3: Manpower detail of PIU ....................................................................................................... 25
Table 3.1Road classification of Talchowk – Begnas Road ..................................................................... 29
Table 3.2: Monthly Data on Temperature and Precipitation ............................................................... 32
Table 3.3 Road Inventory and Condition Survey................................................................................... 32
Table 3.4: Existing Cross Drainage ........................................................................................................ 33
Table 3.5 Intersections .......................................................................................................................... 36
Table 3.6 Branch Roads......................................................................................................................... 36
Table 3.7 Electric poles ......................................................................................................................... 37
Table 3.8 Existing Pipelines ................................................................................................................... 39
Table 4.1 Length of Transition Curve .................................................................................................... 44
Table 4.2 Stopping Distance.................................................................................................................. 44
Table 4.3 Minimum Overtaking Distance ............................................................................................. 44
Table 4.4 Maximum Gradient ............................................................................................................... 44
Table 4.5 Return Period ........................................................................................................................ 50
Table 4.6 Run off co-efficient ................................................................................................................ 50
Table 4.7 Time of Concentration Talchowk – Begnas road section ...................................................... 50
Table 4.8 Design result of Talchowk – Begnas road section ................................................................. 55
Table 5.1: Passenger Car Unit (pcu) Factor ........................................................................................... 60
Table 5.2: Average Annual Daily Traffic (AADT) .................................................................................... 60
Table 5.3: Generated Traffic ................................................................................................................. 61
Table 5.4: Opening Year AADT .............................................................................................................. 61
Table 5.5: 20 Years Traffic Projection at Talchowk ............................................................................... 62
Table 5.6: 20 Years Traffic Projection at Begnas Bus Park .................................................................... 63
Table 6.1 Design standard for district road .......................................................................................... 69
Table 6.2 Summary of Road side drain ................................................................................................. 71
Table 6.3 Summary of Proposed Cross drainage structure .................................................................. 73
Table 8-14: Numerical values for identified impacts ............................................................................ 78
Table 8.1 Social Impact Checklist .......................................................................................................... 88
Table 8.2 Overall Impact Summary ....................................................................................................... 91
Table 9.1 Unit Rates of Major Items ..................................................................................................... 93
Table 9.2 Summary of the Cost estimate .............................................................................................. 96
Table 10.1 Base Year Traffic Volume on Project Road Section ............................................................. 98
Table 10.2: Input Parameters Used for the Analysis .......................................................................... 100
Table 10.3: Operating Characteristics in the First Year of Operation ................................................. 100
Table 10.4 Adopted Values of Passenger Vehicle Time ...................................................................... 101
x
List of Figures
Figure 1.1 Index Map .............................................................................................................................. 2

Figure 2.1: Indicative Development Plan .............................................................................................. 21
Figure 3.1 Photographs showing Topography ...................................................................................... 30
Figure 3.2 Climate graph of Pokhara .................................................................................................... 31
Figure 3.3: Graphical Pattern of Temperature of Pokhara ................................................................... 31
Figure 3.4 Photographs showing Pavement condition ......................................................................... 33
Figure 3.5 Photographs Showing Existing Cross Drainage .................................................................... 35
Figure 3.6 Photographs showing Side Drain ......................................................................................... 35
Figure 3.7: Photographs Showing Land Use for Cultivating and Settlements ...................................... 38
Figure 3.8: Water Supply Network........................................................................................................ 40
Figure 4.1 Topo Map: Tributaries rivers along the proposed road alignment (road alignment marked
by brown line and location of cross drain has been marked by blue pentagon) ................................. 46
Figure 4.2 Map: snapshot of Google Earth map showing proposed road alignment and surrounding
catchment terrain ................................................................................................................................. 47
Figure 4.3 Intensity Duration Frequency (IDF) Curve ........................................................................... 53
Figure 4.4 Intensity Duration Frequency (IDF) Logarithmic curve ........................................................ 53
Figure 4.5 Pavement Design Chart........................................................................................................ 57
Figure 4.6 Bus Lay-bys Design ............................................................................................................... 58
Figure 5.1 Traffic Count Station ............................................................................................................ 59
Figure 5.2 Impression Photos of Road Condition ................................................................................. 64
Figure 6.1: Talchowk - Begnas Road Schematic Alignment Plan .......................................................... 65
Figure 6.2 Typical Cross Section of Box Culvert .................................................................................... 72
Figure 6.3: Proposed Road Profile ........................................................................................................ 74
Figure 6.4: Plan Showing Proposed Road Alignment ........................................................................... 75
xi
Executive Summary
Project Area
The project area of this proposed sub – project is located in Pokhara Metropolitian city of Kaski
District, Province No 4 that connects Prithivi Highway at Talchowk to the Begnas Lake area. The total
length of proposed alignment is 3.7 km in which the first section of 1.3 km of the alignment from the
starting point to Sisuwa intersection is proposed to have 4 lanes road and after that the 2 km is
proposed of 2 lanes road till Khudi bridge while the remaining road is proposed to have pavement
improvement and street furniture.
Objective
The main objective of this sub – project is to prepare study the feasibility of improving Talchowk –
Begnas Road in terms of technical, financial, social and environmental aspects.
This feasibility report is a part of the Stage II outputs. In the first stage, an indicative plan was
prepared and got approved from the municipality, the PCO and the WB. Various programmes and
sub-projects were identified based on the exhaustive and continuous discussion with the municipal
coordination committee (MCC), the wider stakeholders of municipal infrastructure development.
Various mandates of the projects identified by previous plans, and related study of existing status of
the infrastructures and the gaps in their provision were thoroughly reviewed by the consultant's
experts. For Pokhara Metropolitan City a long list of projects was prepared from the Stakeholder
Consultative Workshop (SCW) meeting. Among them “Improvement of Talchowk-Begnas Road”
subproject is one of the infrastructure projects selected with high priority for the first year
investment and a feasibility study was carried out.
Project Detail
Department of Roads (DoR), under MoPPW/GoN prescribes to adopt a Level of Service (LoS) "B" for
the design capacity of roads. Under this condition, traffic will experience congestion and
inconvenience during some of the peak hours. Thus, for LOS B and plain topography, 2 lane roads
with low curvature can accommodate 15000 pcu/day. The Begnas – Talchowk road till Sisuwa
intersection section with 2 lanes could operate with LOS B until 2031, i.e. 10 years from the base
year, after which the road needs to be expanded to 4 lanes to adjust the increasing traffic. But
according to NRS the design period should be maintained as 20 years of period. “Final Design Criteria
for Inclusion in FR’s” for the project mentions the design period for pavement to be 15 years. The
traffic for year 2036 i.e. 15 years from base year (20,094 PCU) also demands 4 lanes. Due to this the
section from the start till 1.3 km (from 0+000 to 1+300 chainage) is proposed as 4 lanes as
demanded by the calculated/ projected future traffic volume. However, the Sisuwa to Begnas (1+300
to 3+200 chainage) has comparatively lower traffic volume, in which a 2 lane road can accommodate
with the traffic flow for 15 years of design period. Hence this latter section has been proposed with 2
lane road of which future upgrading may be carried out when time would demand. The cross
sections of both the proposed lanes have been presented in Annex. The project shall integrate with
UGDP project on Begnas Lake side improving the safety and surrounding area of Begnas Lake near
Khudi Bridge.
xii
Table: Existing Condition and Proposed Scheme Comparison

Sr. No. Description Existing Scenario Proposed Scheme
1. Length of Road 3.6Km 3.6 km
2. Right of Road (RoW) 30 m 30 m
3. Carriageway 4.5 m 14 m (4 lanes) from 0+000 to

1+300 (1.3 km length) (Talchowk
to Sisuwa intersection)
7 m (2 lanes) from 1+300 to

3+200 (1.9 km length).
Only inclusion of street furniture

and pavement improvement from
Khudi bridge to Begnas.
4. Drain on either side of Mostly earthen ordinary drain of 0.8 m wide drain on either side.
road varying width, except in settlement Size includes drain opening of 50
stretches of Talchowk & Sisuwa, cm and wall thickness of precast
where cover drains are seen. RCC element of 15 cm.
5. Median/Landscape or Grass along the road 3 m on median from 0+000 to

Green land areas 1+300(1.3 km length)
Min. 3.5 m green area or

landscape on either side from
1+300 to 3+200 (1.9 km length)
6. Parking (optional) Nil Dedicate place for parking

ensuring no obstruction to traffic
movement
7. Pavement 4.5 m Flexible Blacktopped Surface Flexible pavement covering the

full carriageway with proper
grade and camber having 50 mm
DBM with 20 mm PC wearing
course
8. Traffic signs/signage Nil Provide all along the road

and road marking
9. Road furniture (lights, , Nil Provide all along the road

, delineation, etc)
10. Median Nil Provide till 1.3Km
11. Cycle lane Nil Provide all along the road

separate from Carriageway till
Khudi bridge
xiii
The design presented is based on a preliminary engineering survey. The detailed engineering design
will be done during detailed project report preparation. Final design will be based on detailed
topographic and engineering surveys incorporating the road alignment and all natural and manmade
features so that more accurate quantities and hence the costs are derived for economic analysis and
checking feasibility.
The proposed road subproject shows limited negative social impacts in comparison to the benefits
that the people will be able to realize at large in comparison to the benefits that the construction of
the road will provide. Talchwok-Begnas road as such does not need deed transfer but few structures
are likely to be affected. The major positive aspect of the road improvement project includes easy
transportation facility, decreased travel time, decreased travel cost, increase in employment
opportunity, and increase in the land value. The preliminary environmental observation suggests
that no community forest area will be affected by the project. The road does not pass through eco-
sensitive area nor is it located within landslide/flood prone area. There are no archeological,
historical, religious or cultural amenities that will be impacted by the road. Therefore, the proposed
road corridor will bring social justice for the balanced development of the entire municipality and be
milestone for tourism development of the district.
Talchowk-Begnas road is the road of high priority and importance in terms of urban linkage and
tourism enhancement. This was a feeder road in SRN before and has recently been removed from
the DoR's feeder road list. By virtue of feeder road characteristics, the allocated RoW of this road is
maintained at 30 m. There are no alternative routes to Talchowk-Begnas road as all other roads in
the vicinity joining to or branching from this road has maximum of 15 m RoW. Despite municipality's
requirement still full 15 m RoW clearing of many private property and structures are pending on
these branch roads. So, these branch roads have more negative impacts in terms of social and
environment aspects and also the design of alignment in which the RoW of road varies is not
considered as feasible option. The detail justification of having this prominent Talchowk-Begnas road
has been provided in the chapter of Proposed Road.
Salient Features of Proposed Alignment

Feasibility Study Report of Talchowk - Begnas Road
1. Name of Road Subproject: Talchowk - Begnas Road
2. Location:
2.1 Geographical location: Pokhara Metropolitan city
3. Classification:
i) Classification: Urban Road
ii) Existing Surface : Blacktopped
iii) Proposed Surface : Dense Bituminous Macadam
(DBM) with Sand Seal (PC)
over base & subbase courses
4. Length of Road
i) Length: Total length: 3.70 km
xiv
5. Traffic Volume (15 Yr. Projected) in

AADT
i) AADT (Talchowk) 20,094 pcu
(Begnas) 8,639 pcu
6. Cross Section:
i) Carriageway Width: Four lane up to 1.3 km(up to
2*7.0 m
Sisuwa)
i) Carriageway Width: Double lane 3.2 km(from Sisuwa
2*3.5 m
to Begnas)
ii) RoW 30 m
7. Drain:
i) Type: RCC drain
ii) Length: 2*3200
8. CROSS DRAINAGE
i) Box Culvert 13
ii) Bridge 3
Summary of Cost
FY :
Project: Feasibility Study Report of Pokhara Metropolitan 2075/76
Location: Talchowk - Begnas Road
Amount
S.No. Description of Items Weightage
(in Rs.)
1 General Works 1,046,340.00 0.14
2 Pavement Works 101,891,144.00 13.44
3 Structural Works 80,271,722.00 10.59
4 Cross-drainage and Side Drain Works 166,234,331.00 21.93
5 Miscellaneous Works 23,634,858.00 3.12
Safety Provision on the Road after Khudi
10,836,200.00 1.43
6 River (approx. 400m)
Total 383,914,595.00
Total with VAT and Contingencies 455,514,666.97
Total cost per Km 142,348,333.43
7 Bridge Cost with Vat and Contingencies 302,557,500.00 39.91
NRs.758,072,166.97
(USD 6,591,931.89)
Grand Total
*Note: 1USD= NRs.115
xv
Economic Analysis
The overall economic internal rate of return (EIRR) of the project is calculated at 19.01% p.a. with
economic net present value (ENPV) of NRs.647.13 million. Since the EIRR is above the threshold
value of 9% and ENPV is positive the project is economically suitable for implementation.
Conclusion
Based on study of data and analysis the project seems to be technically, socially, environmentally
and economically viable.
xvi
1 INTRODUCTION
1.1 Project Background
Government of Nepal has been executing 'Urban Governance and Infrastructure Improvement
Project (UGIIP) in 16 different emerging municipalities of Nepal since the fiscal year 2072/73 B.S.
This project includes feasibility studies of infrastructures of Pokhara Metropolitan (recently it has
been officially renamed as Pokhara Metropolitan since August 2018) City among the Western cluster
under UGIIP which includes Vyas, Shuklagandaki, Pokhara and Putalibazar municipalities. These
emerging municipalities were selected on the basis of economic potential and urban development
needs.
Besides the fundamental facet of governance of UGIIP, it is a classical infrastructure improvement

project which focuses on different types of infrastructures such as water supply, solid waste/ waste
water management, multipurpose commercial building and local roads in the municipalities of its
districts. For road improvement it considers reconstruction or rehabilitation with upgrading
(geometric improvement, widening and pavement structures) of any existing local road network
(LRN) roads. In some cases, it might be as well necessary to even carrying out backlog maintenance
to bring to a suitable condition for reconstruction/ rehabilitation before being able to upgrade or
improve to a better privileged grade as planned. In that process first of all feasibility study of
selected infrastructure subprojects is necessary with subsequent detailed survey and design if found
feasible for investment for upgrading or improvement of existing roads. The main objective of this
assignment is to prepare finally Detailed Project Report (DPR) of all infrastructure projects in each
municipality. The study assignment to the consultant as per the ToR includes the following three
stages: First is to carry out the preliminary study for preparations of Indicative Plan and Programme
for each municipality; second is to conduct the Feasibility Study of selected subprojects; and the
third is undertake detailed engineering surveys and thematic studies for preparation of Detail
Project Reports of those three infrastructure projects if found feasible in each of these
municipalities.
The first stage has been completed. The output of the first stage included assessment of the existing
status of various sectors and infrastructure and services, municipal capacity assessment (institutional
and financial), assessment of gap in provision of infrastructure and services, identification of projects
required to fulfill the gap, their screening and prioritization. Detail study of the existing status was
done through inventory surveys and discussion with broader stakeholders of the municipal level
infrastructures and service providers. Projects were identified based on the existing plans and
programmes (short and long term) of the municipality, through the stakeholders’ consultative
workshop (SCW) and from field visits by the team of professionals and experts. The comprehensive
list of projects was screened, prioritized using agreed/ approved criteria and selected for the
feasibility study. Metropolitan Description
Brief History of the Town
There are seven provinces of Nepal formed by grouping the existing districts of Nepal. Each of the 77
districts has local units. Nepal includes six metropolises, 11 sub-metropolises, 276 municipal councils
and 460 village councils. Pokhara metropolitan falls in Province No. 4 called Gadaki Pradesh
(Province).
Pokhara is located 200 km west of the capital Kathmandu. This is the country's second largest city in
terms of population after Kathmandu since Pokhara and Lekhnath were merged together with some
other VDCs as well to create Pokhara Metropolitan City in May 2017. Pokhara Metropolitan City is
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the headquarters of Kaski district and the federal state capital of Province No. 4 called Gandaki
Pradesh. . Unlike the capital Kathmandu, the valley is quite loosely built up and still has much green
space. The new total area of metropolitan is 464.24 square kilometers. The Metropolitan City
comprises of total 33 wards. It is the largest metropolitan city of Nepal in terms of area.
Figure 1.1 Index Map
Pokhara Metropolitan City is surrounded by Machhapuchre and Madi Gaunpalika in the north,
Syanga and Tanahun district in the south, Madi and Rupa Gaupalika in the east, and Annapurna
Gaupalika, Parbat and Syanga district in the west. Pokhara Valley is the largest valley having fabulous
natural settings having more attractions of rich forests, rivers and lakes and is a very famous tourist
destination from all over the world. The Annapurna range with 3 of the 10 highest mountains in the
world — Dhaulagiri, Annapurna I and Manaslu — is within 24–56 km of the valley. Due to its
proximity to the Annapurna mountain range, the city is a base for trekkers. Also they trek to Jomsom
and famous religious place Muktinath (Mustang region). Seti Gandaki River is the main and very
dynamic river flowing through the Pokhara city. This White River and its tributaries have created
several gorges and canyons in and around Pokhara. Other rivers and streams flowing through the
valley are Bijaypur, Mardi, Harpan khola. These rivers have approximately divided the valley into 4 to
6 parts.
Geography
The porous underground of the Pokhara valley has favored the formation of caves and canyons that
can be found within city limits. They are even hundreds of meters deep at places. In the map of
Nepal, Pokhara Metropolitan City is located between 28°20’29” N to 28°4’41” N latitudes and
83°47’54” E to 84°8’52” E longitudes. Main settlement in the metropolitan city lies in the plain areas
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surrounded by the hilly ranges overlooking the entire valley. The altitude varies from 827 m (2713
ft.) in the southern part to 1740 m (5710 ft.) in the northern part above the mean sea level.
Climate
Pokhara Metropolitan has the dynamic climate because of the change in temperature in the valley
plains and the hilly areas like Upper Tropical (18.6%), Subtropical (29.4%), Temperate (16.6%),
Subalpine (12.1%), Alpine (14.8%), Nival (7.6%) and Trans-Himalayan (0.6%). The Pokhara city has
a humid subtropical climate; however, the elevation keeps temperatures moderate. So the
metropolitan's climate is classified as warm and temperate. Temperature varies from 15°C to 35°C.
The average annual temperature in Pokhara is 20.6 °C. The Pokhara and nearby areas also gets the
high rainfalls. In fact, in Lumle area (@ 40 km from Pokhara city center) gets highest annual rainfall
(> 5600 mm/year) in the country. However, the annual rainfall of Pokhara valley averages 3474 mm.
Most precipitation occurs during the monsoon season (July - September). Winter and spring skies
are generally clear and sunny. As such flood and loss of land by some rivers is creating distress in the
low lands near river each year.
Topography
Pokhara is situated between 28°20’29” N to 28°4’41” N latitudes and 83°47’54” E to 84°8’52” E

longitudes. It is covered mostly by plain area and some area by Mahabharata hills. The east-west
length of the Pokhara valley is about 50 km, roughly parallel to the Himalayan axis, and the north-
south width is about 61 km. Within the 464.24 sqkm area of the Pokhara metropolitan,
physiographic regions range from subtropical forests in the nearby hills surrounding Pokhara valley
to the snow and ice covered Himalayas in the north. The altitude of Kaski district ranges from 450
meters the lowest land to 8091 meters the highest point in the Himalaya range. Pokhara valley has a
very diverse environment resulting from its impressive topography having plains, rolling mountains
and Himalayas and varied climatic zones.
Pokhara Metropolitan City is surrounded by Machhapuchre and Madi Gaunpalika in the north,
Syanga and Tanahun district in the south, Madi and Rupa Gaupalika in the east, Annapurna
Gaupalika, Parbat and Syanga district in the west.
Water Bodies
Pokhara Metropolitan is rich in water bodies and resources. Major rivers within the municipality are
Seti, Bijayapur khola, Kahukhola, Kali khola, Yamdi, Fusre, Buloudi, Herpankhola, Kotre, Sardi, Firke,
Edi, Mardi, Modi and Sulkhet etc. Similarly, second largest lake of Nepal, Phewalake along with other
8 lakes, namely Begnas, Rupa, Maidi, Khaste, Gunde, Niureni, Dipang and Kamal Pokhari also lies
here. There is also a water fall named Patale Changa popularly known as Devid’s Fall.
Agriculture
There is limited availability of land for agriculture in the core metropolitan area due to congested
settlement covering most of the agricultural land. Traditional farming is practiced in most of the
areas of the Metropolitan City. However, paddy, maize, wheat, millet and barley are the major
cereal agricultural products. As a substitute for the subsistence agriculture, they are shifting the
production from cereal crop to high value crops as vegetable and jute farming as seasonal and non-
seasonal as well as horticulture. Varieties of vegetables farming includes radish, green leafy
vegetables, gourd, marrow, pumpkin tomato, potato, cauliflower, cabbage, carrots, etc and fruit
farming includes orange, lemon, banana, mango, papaya, etc. Similarly spices grown are ginger,
garlic, pepper, onions, etc.. Hemja alone produces about 9700 metric ton of potatoes. Most of
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agriculture fields have good accesses to irrigation facilities. Fisheries are also being done in the lakes.
Besides plenty of livestock farming that includes cow, buffalo, pig, goat and poultry are being done.
Industry
Pokhara metropolitan, compared to other part of the country, have had significant development in
industrial sector. A salient feature of industrial sector is the success of tourism industry. The
metropolitan, being accepted, as the tourism capital of the country has 3190 tourism oriented trades
thriving the business and market oriented productions. The highest number of product oriented
industries counts to at least 3512 registered in Domestic and Small Industry Development
Committee. Industries producing noodles, biscuits, chocolates, Bhujia, etc are famous for experts.
Trade & Services
As Pokhara Metropolitan City is the largest metropolitan city in Nepal, there are many markets in the
city area of this Metropolitan City. Trades of the different types of the goods occur in the city area of
the Metropolitan City. There are about 10,635 shops registered in Domestic and Small Industry
Development Committee. These shops are categorized as product oriented, tourist oriented, service
oriented, agriculture and forest oriented. General stores with daily needs like clothing, foods are the
major business trade established in the Metropolitan City while schools, colleges, hospital, health
post, banks, cooperatives, NGOs are the major service affiliated business of Pokhara. There are two
5-star hotels and approximately 305 other hotels that includes five 3-star, fifteen 2-star and non-star
hotels in the city. Also numbers of small hotels, lodges and restaurants have been opened in the
Metropolitan City targeting the local people and foreign tourist. Vehicle showrooms, furniture
showrooms, engineering consultancy services etc. are also located in different places of the
Metropolitan City which show the urbanization trend of the area.
In fact since the 1990s Pokhara has experienced rapid urbanization. As a result, service-sector
industries have increasingly contributed to the local economy overtaking the traditional agriculture.
An effect of urbanization is seen in high real estate prices, among the highest in the country. The
major contributors to the economy of Pokhara are manufacturing and service sector including
tourism; agriculture and the foreign and domestic remittances. Tourism, service sector and
manufacturing contribute approximately 58% to the economy, remittances about 20% and
agriculture nearly 16%.
Financial Institution
There are various types of commercial bank, Agricultural Development Bank, finance and money
transfer service and many saving and credit cooperatives as financial institutions.
Education Status & Facilities
Both groups educated and hardworking manpower are the valuable resources for the development
of the country. Education facilities in the town are accessible. Pokhara has more than one hundred
private and public high schools. Most private schools are referred as boarding schools. Campuses for
higher education are available at Pokhara Metropolitan City. Prithvi Narayan Campus provides
undergraduate and post graduate education on management, science and social sciences. Pokhara
University provides undergraduate and postgraduate education on management, social science and
technical science such as Engineering, Health Science, etc. There are also opportunities of higher
learning up to doctorate level in selected subjects. There are numerous colleges and schools for
education, such as:
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 Pokhara University
 Prithvi Narayan Campus
 Institute of Engineering Western Region Campus
 Gandaki College of Engineering and Science
 Gandaki Boarding School
 Bal Mandir Secondary School
 Pokhara Engineering College
 Mount Annapurna Campus
 Institute of Forestry ‐ Pokhara Campus
 Pokhara Nursing Campus
 Manipal College of Medical Science
 Kantipur Dental College
 Janapiya Multiple Campus
 Gandaki Medical College
 Kalika Multiple Campus
 Gandaki Boarding School
 BalMandir Higher Secondary School
 Sagarmatha Higher Secondary School
 Mahendra Higher Secondary School
 Amarsingh Higher Seconary School
Culture
Pokhara is full of people with multi-language, multi-religion and multiple cultures. Different people
have different foods, dresses and norms based on their caste and religion. Many places offer Home
Stay for internal as well as international tourists along with performance of local dance according to
caste and cultures. According to the census of 2068 Kaski district has people of about 84 castes, 44
languages and 11 religions. Regarding caste and ethnicity, the district is the common place of
different castes such as Gurung, Brahmin, Chhetri, Newar, Thakali, Kumal and many more. Among
them the dominant caste (Brahmin, Chhetri, Newar in this municipality is 27.75%. About 16.14 %
Gurung, 15.40% Chhetre, 9.11% Magar and 6.78 % Kami and others are residing together with
cultural harmony. Majority of the people use Nepali as their mother tongue followed by Gurung,
Magar, Newar, Tamang, Bhojpuri and others.
Socio-economic Status
The total population of the Pokhara Metropolitan City is 403,793. The number of female population
is 210,479 which is higher than male population which accounts. 193,314. The less number of male
populations may be due to migration for job and higher education. According to C.B.S data, the
maximum number of people is in the age group 15– 19 which accounts 6 % in case of both male
population and female population which is the semi‐ dependent group. In the context of disability,
out of total population of the metropolitan city, 9,219 population are disable which accounts 2.28%.
Out of total disable population, 34.82 % are physically disable, 16.59% blindness/low vision,
deaf/hard hearing 16 % and speech problem 11.93% and so on. So, while proceeding for
infrastructure development with better facilities, disable people social inclusion also should be taken
into consideration.
Economically active population has greater importance in economic development process. The
population of 15 to 60 years age group is considered as an economically active which participates
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directly or indirectly in the economic activities. Below 15 and above 60 yrs aged group are
considered as dependent group. About 57.1% population are economically active and 42.9% are
inactive for economic activities in Kaski district. Major occupation in the district is agriculture and
now people are shifting their occupation as the product is limited and trend of young people
migration is high due to socio-economic problem. Due to needs of economic support, occupation is
shifting to business and oversees employment. About 52.6 % of people have been adopting
agriculture as subsistence livelihood, whereas 27.07 % in commercial business, 8.1% in government
services, 9.21% in oversees employment, 10.34% on domestic daily wage labour and 0.11% in
multidimensional activities. Regarding literacy, the total literacy rate of the municipality is 84.23 % in
which the male literacy rate is 91.65% and female literacy rate is 77.55%. According to CBS data, the
population data educational attainment wise shows that highest percentage of population of
Pokhara Metropolitan has attained primary level of education followed by lower secondary,
secondary and SLC or equivalent level. The percentage for higher level of education is low.
Population percentage for graduate and equivalent being 4.5% while post graduate and above is the
lowest for just being 1.58%.
Health facilities in the metropolitan are well developed compared to neighboring municipalities.
Even in rural areas, people have access to health post and health centers Regarding health
institutions, in the Pokhara Metropolitan City, there is one regional hospital, 18 private hospitals, 24
health posts, 4 public health centre (PHC) along with 12 urban health centre (UHC).
Talking about house ownership, 55.80% of people have their own house and 40.69% are in rent
which shows the excessive migration to metropolitan area in search of better education, facilities,
employment and better opportunities. And for drinking water facility, household getting water from
pipe‐network is 92.67%, spout water 2.43%, open well 1.34%, river‐stream 0.34%, closed well 0.90%,
tube‐well 0.15%, and others. As for drinking water facility, water treatment supply and availability of
pure drinking water should be taken into consideration. Regarding economy, considering the age
group 15 to 59 as the economically active population, the total economic activity rate is 63.34 % in
which the male activity rate is 61.42% and female activity rate is 65.11 %. People of Pokhara
metropolitan city are engaged in different economic activities. Pokhara being, a major tourist
destination provides major contribution to the local economy from the tourism and hospitalities
industry.
Town Management
Municipalities are often considered as an urban area in Nepal. However, the very definitions of
‘urban area’ or ‘municipal area’ are not made. As such, the declaration of the municipalities follows
basic population criteria, and rests are left to be developed in the due process. Therefore, there is a
huge gap in the municipal infrastructure and service sector. It includes easily accessible and available
safe drinking water and clean energy, proper waste water facilities, managed solid waste collection
and disposal, well‐connected road network, parks, access to health and education without problem,
etc. Pokhara Metropolitan city has been able to fulfill basic infrastructure needs of the general
population in most of the areas with few exceptions, inclusive of the rural areas of the metropolis.
Nepal Government, Ministry of Urban Development, Department of Urban Development and

Building Construction has developed Planning Norms and Standards 2015 with the objective to
facilitate urban designers, planners and policy makers to identify and forecast essential
infrastructure need of an urban area as well as help prepare urban plans and programs; to enrich
understanding of urban form and land use and ensure balance between them and; to guide the
development and management of physical, social and economic infrastructure services in a planned
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manner. The Planning Norms and Standard has categorized the infrastructures to be at present as
we move up the urban hierarchy in terms of Physical Infrastructure (Road, Water Supply, Sanitation/
Sewerage, Solid Waste management, Electricity, Tele communication); Social Infrastructure
(Education Institution, Health Institution, Open Space, Community Hall, Library) and; Economic
Infrastructure (Parking Space, Stadium, Sports Complex, Movie Hall).
The gap assessment and situational analysis of the metropolitan city shows that most of the basic
infrastructures (drinking water, education, health, etc) as well urban infrastructures (exhibition
center, stadium, community hall, etc) have been provided in the core areas of the metropolis. On a
different spectrum, recently annexed rural municipalities to form rural wards (19‐24, 28, 31, 33) of
the municipalities of are still struggling to have their basic infrastructures needs fulfilled.
Town management should also focus on transportation facilities in order for helping to develop the
access of rural-urban linkages. Road accessibility can reduce isolation, encourage the local farmers to
go for cash crop production and marketing activities and automatically stimulates public services.
Transportation facilities and road access brings about visible changes in rural life and economic
development.
Water Supply
Water supply in Pokhara is undertaken by two agencies viz: Nepal Water Supply cooperation (NWSC)
to the former wards of Pokhara Sub‐metropolitan city and Lekhnath Small Town Water Supply and
Sanitation Project (LSTWSSP) to the former wards of Lekhnath municipality while ward 21‐24 and33
of the metropolitan city is not undertaken by any agencies and there are managed by local projects.
The water supplied by NWSC lacks treatment unit (only post‐chlorination is done). The difficulty of
agencies to cope with the urbanization of the metropolitan city is clear as intermittent supply can
only be achieved to households, especially in the outskirts of the city.
Sewerage
Currently, sewage of the metropolitan city is managed at sewerage and solid waste management
site situtated at Bacheebuduwa. Five containers operate throughout the metropolitan city pumping
septic waste from septic tank of households and transporting them to the site where it is treated. No
sewage network system exists in the municipality. The existing sewerage management site is on its
14th year of 15‐years of design period. Hence, the metropolitan city should seek an alternative site
for the sewerage management and in the process develop a sewerage network as well.
Solid Waste Management
The planning norms and standard 2015 by DUDBC dictates that a city sized municipal area should
have a municipal solid waste management system with collection points, transfer station (if disposal
site is more than 10 km away), segregation reduce, reuse and recycle of waste and a medium sized
(25‐500MT per day) sanitary landfill site. The metropolitan city manages its solid waste at solid
waste management site situated at Bachhebuduwa. However, there are no transfer stations. There
is no segregation at source level. The solid waste management site is on its final years of its design
period. The site falls within 3km restriction radius of the regional international airport. Hence, an
alternative site for solid waste treatment should also be searched.
City Development Plan
A five‐member group worked in the vision, objective, goals and strategy for development of Pokhara
metropolitan city. The members comprised of representatives from District Coordination Office,
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District Administration Office, Mayor of Pokhara Metropolitan City, Project director from DUDBC,
team leader, deputy team leader and an urban planner from Consultant. The vision of the
municipality was set as follows which was derived from existing municipal vision “To develop
Pokhara and Lekhnath as natural, cultural and tourism destination along with the development of
Pokhara as a regional administration and service center”.
Policies
 To promote tourism and to develop/construct tourism infrastructure.

 To promote economic activities through proper management of market areas such as New
road, Nayabazaar, Chhipledhunga, Mahendra pool, Birauta and Tal Chowk.
 To implement land development program by preparing Land Use Plan so as to promote
managed urbanization in city areas.
 To promote and conserve the agriculture region and encourage people to involve in
agricultural activities.
 To identify and develop physical infrastructure and spatially distribute them throughout the
municipality.
 To develop the infrastructure in a planned way so as to increase interlink between regional
as well as rural areas which help to achieve the dream of larger and better Pokhara.
Challenges
 Increase in unplanned and unmanaged urbanization.

 Lack of proper conservation and management of natural resources and means.
 Natural disasters like river cutting, soil erosion, sink holes, landslides, and flood.
 Encroachment of lands near lakes and rivers.
 Lack of investment and low internal revenue.
 Lack of capable human resources to plan and implement these activities.
Road Network and Transportation
Kaski district has 19 numbers of district roads class "A" and 23 numbers of district roads class "B".
Most of the district roads are gravel surface, which are mostly all weather roads. Moreover
construction quality of the road is poor and has to be upgraded to all weather roads to provide
accessibility throughout the year to the people to improve overall transport situation of the district.
Different roads need different types of interventions.
Prithvi Highway connects the metropolitan to the capital, Kathmandu (200 km) while Sidhhartha
Highways connects Pokhara to Bhairawa via Putalibazar (184 km). Pokhara‐Baglung‐Beni (90km)
highway is the road inter-linkage to famous destination spots of Mustang region having the Jomsom
domestic airport operating flights to Kathmandu, Bhairawa, Bharatpur and Manang (only seasonal).
Providing accessibility alone cannot address the rural access services in meaningful way if regular
and reliable public transport facilities are not there in parallel. Again riding quality and safety of road
are also equally important. Because without acceptable standard of comfort and safety; no roads
can provide reliable and enduring good services. In fact, transport connectivity is incomplete by road
construction alone if functional transport facility with quality services inclusive of safe roads is not
there for the general public. Pokhara has extensive privately operated public transportation system
running throughout the city, adjoining townships and nearby villages. The public transport mainly
consists of local and city buses, micros, micro-buses and metered-taxis.
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Nevertheless, Pokhara Metropolitan City being the administrative center as well as capital of
Province No. 4, internal mobility and accessibility to all adjoining local places, district units and local
government bodies is crucial for overall administrative and strategic management of the region.
District Transport Master Plan of Kaski District was prepared in 2014 which contributes towards
planned development of transport sector supporting the overall development of transport network
and management of the municipality and the district as a whole. According to the master plan, the
planning and development of transportation sector has been carried out. In the current scenario,
efforts have been made to follow and implement the transport development plan as stated in the
DTMP. After the addition of the former Lekhnath Municipality into Pokhara Lekhnath Metropolitan
City, forming a bigger Pokhara Metropolitan city, the planning of transportation sector is to be
revisited and revised accordingly. Preparation of investment plans for road and transport
development is necessary for a better financial planning and projection of resources. Proper roads
network system preferably with metallic surface should be constructed joining all the wards to the
municipal center for easy accessibility and mobility in planned way. Construction of bus parks, bus
stops, Bus lay-bys is another important step that ought to be undertaken as soon as possible to
avoid ever growing traffic congestions and traffic management problem within the core city area of
metropolitan city.
1.2 Consultant Contract Detail

Project Coordination Office (PCO) of the Department of Urban Development and Building
Construction (DUDBC), Urban Governance and Infrastructure Improvement Project-II through
competitive bidding process signed the contract with the Engineering Consultant JV- M/s
Environment & Resource Management Consultant (P) Ltd, (ERMC), M/s NEST (P) Ltd and M/s UDAYA
(P) Ltd with lead role of ERMC for carrying out feasibility study, detailed engineering survey and
design works of the project related to roads, water supply, solid waste/ water waste management,
multipurpose commercial building subprojects of the municipalities in 16 UGIIP districts. Besides
there are other allied thematic components surveys/ studies to be carried out related to basic
geological/ geotechnical aspects, and environmental and social safeguards, financial and economic
analyses including investment plan. The JV Consultant has to produce the feasible study reports
(FRs) first and then the detailed project reports (DPRs) of the technically feasible and economically
viable subprojects as approved by the Client comprising of all Reports as per the Terms of Reference
(ToR) issued by PCO/DUDBC.
Name of this Project Consulting services for infrastructure feasibility study of four
municipalities under Western Nepal’s Cluster/Corridor and preparation of
DPR of prioritized three infrastructure projects in each of those
Municipalities
Contract ID UGIIP/DUDBC/S/QCBS-4
Project Executing Agency Government of Nepal
Babarmahal, Kathmandu, Nepal
Name of the JV Consultant ERMC- -NEST-UDAYA JV
Baneshwor, Kathmandu, Nepal,
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Contract Date June 30, 2017

Contract End date November 30, 2018 (on process of extension)
2 Project Understanding
The development of road network is the backbone of the development of economic activities such
as exploitation of the agricultural potentiality, enhancement of local production, sustainability of
tourism, employment opportunities etc. It is obvious that investment on road infrastructures has an
important role to play in the overall development of the country in general and metropolitan cities
in particular. Good and reliable road network is vital for functional physical/infrastructural transport
connectivity round the year and can provide access to technological information as it supports
efficient agricultural activity; helps foster industrial products and trade marketing both at national
and international level and at the same time improve social status and cultural values. For
communities and individuals, a road network opens up opportunities for accessing resources,
landscapes, employments, markets, education and health facilities, as well as contributing to gender,
equality, social inclusion and security.
UGIIP focuses more on the municipality or urban infrastructure improvement with manageable
activities and investment on other themes and components. It gives vital importance in the selection
of the correct subprojects. The selection of roads and infrastructures for this UGIIP was done using
participatory process through the stakeholders’ consultative workshop and discussion with the local
beneficiaries and following the criteria developed by the consultant and approved by UGIIP team.
The participatory development process emphasizes the effective utilization of local resources,
objective-oriented analytical planning process, institutional strengthening of local government
agencies, establishment of appropriate organizational structures, use of local skills and technologies
and proper co-ordination between the local and central level institutions.
The ultimate aim is to prepare detailed project report of a subproject, if found feasible. Generally
speaking, from feasibility study point of view, a project with the high EIRR would be considered. In
fact, this study is not checking the feasibility of road like in the new road alignment, but instead of
that, it is checking the feasibility of investment in upgrading or improvement.
Detailed Project Reports (DPRs) have to be prepared for individual infrastructure subprojects
including road. DPR includes detailed design & drawings, cost estimates, sample implementation
schedule and so on. Similarly reports related to social, rapid environmental assessment, economic &
financial analyses with investment plan and their safeguards policies are also to be included with the
DPR referring to the requirements of ToR.
Much of the future improvement and upgrading of the local road network will be undertaken
through contractors, using a machine-based approach. Nevertheless, the use of local road building
groups should be encouraged, where practical, for suitable and their doable tasks. Local labour
should be mobilized to perform routine maintenance activities.
2.1 Project Objective

The proposed sub-project connects the Prithvi highway to Begnas Lake which is the second largest
lake of Pokhara metropolitan city. Begnas lake is one of the prominent tourism attraction point not
only the metropolitan city but of the entire Pokhara valley region. This road is also a segment of the
Lake to lake bus transportation connecting Begnas to Fewa lake. The road was a feeder road until
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recently. This also speaks volume about the importance of road. Currently, the existing road width is
4.5m on average without any pedestrian path or cycle lane. The pavement condition of the road is
poor. Due to the conflict between pedestrian traffic and vehicular traffic on the road, the road is
susceptible to road accidents. The principle objective of the road is to improve the traffic movement
ensuring safe travel of non-motorized and pedestrian traffic as well while also improving the
ridability of the road for tourists coming to visit the lake.
The main objective of this project is to connect Talchowk at Prithivi Highway to Begnas Lake so as to
improve the tourist attraction as well as livelihood of the local people along the settlement.
2.2 Scope of Works

As per the contract agreement, the scope of work under consulting assignment is listed below:
I. To review the existing plans (Periodic /Physical Development /Long Term Development
Plans etc) and prepare indicative plan if they are not available or obsolete.
II. To organize SCW-2 and finalize the Indicative Plan and long list of screened program and
projects
III. To prepare guidelines for the implementation of Indicative plan
IV. To conduct reconnaissance survey of project site
V. To conduct rapid assessment (Land suitability, social, technical, economic, environmental
aspects) based on the field data and information
VI. To prepare location maps, conceptual plans, measurement drawings and thematic maps
VII. To present and submit Draft Feasibility Study(FS) report to municipalities and ERC at PCO
VIII. To develop criteria for short listing from the finalized long list of program and project and
prepare table of content for DPR
IX. To submit Final Feasibility Study Report incorporating comments, feedbacks etc at PCO and
municipality.
X. To prepare DPRs, which comprises of engineering design, drawing, cost estimate,
preparation of Bill of Quantities and Tender Documents all complete.
2.3 Project Components

UGIIP‐II is structured into three components:
a) Four lane carriageway width up to Sisuwa Chowk (0+000 to 1+300)

b) Two lane carriageway width after the Sisuwa Chowk to the end (3+200)
c) Provision for safety provision after the Khudi Khola bridge to Begnas Tal
d) Cycle lane throughout the section
e) Footpath along the whole section
f) Construction of cross drainages
g) Major intersection improvements
h) Medians with curbs in four lane
i) Junction improvements at branch roads
j) Signage and pavements marking
k) Shifting of utilities
l) Bus park improvement
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2.4 Details of Stakeholder Consultative Workshop-II

A one-day Stakeholder’s Consultative Workshop (SCW-II) was conducted on 23rd June, 2018 in the
Pokhara Metropolitan City’s Hall by the consultant team under the chairmanship of Mayor Maan
Bahadur GC. The workshop involved Mayor, Deputy Mayor, and different stakeholders from
municipal coordination committee (MCC) members, Contact group members, Ward Chairmen, and
other personnel from the municipality including the technical team and the consultant team.
Outcomes of SCW II:

During the SCW-II discussion, various potential projects were discussed and certain decisions were
made.
1) The priority order of the Category A type projects was fixed in the order of:
Priority 1: Road and Drainage
Priority 2: Solid Waste Management
Priority 3: Water Supply
Priority 4: Sewage Management
2) Similarly, the name and alignment of the Project P21 which was, Hallanchowk – Chapakot
Road was updated as Baidam- Pame- Ghatichhina – Sidhane Road.
3) The Priority order of Road and Drainage Projects was also fixed from the SCW-II as:
Priority 1: Talchowk – Begnastal and Sisuwa – Rajachoutara Road (P23)
Priority 2: Bijayapur – Majhthana Road (P22)
Priority 3: Baidam – Pame- Ghatichhina – Sidhane Road (P21)
4) The Category B type project were also prioritized as:
Priority 1: Multi facility Regional Bus Park
Priority 2: Lake to Lake and Cave to Cave Cycle Track
5) The Category C type project were also prioritized as;
Priority 1: Firke Khola Corridor Development
Priority 2: Integrated Preservation and Conservaion of Phewa, Begnas and Rupa
Lake.
The detailed report of SCW-II has been attached in the annex.
2.5 Indicative plans and programmes

2.5.1 Finalized Indicative Plan
2.5.1.1 Vision of the Metropolitan
A five-member group worked on the vision, objective, goals and strategy for development of
Pokhara metropolitan city. The members comprised of representatives from District Coordination
Office, District Administration Office, Mayor of Pokhara Metropolitan City, Project Director from
DUDBC, Team Leader, Deputy Team Leader and Urban Planner from the Consultant. The vision of
the municipality was set as follows which was derived from existing municipal vision.
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“To develop Pokhara and Lekhnath as natural, cultural and tourism destination along with
the development of Pokhara Lekhnath as a regional administration and service centre”
Policies
 To promote tourism and to develop/construct tourism infrastructure.
 To promote economic activities through proper management of market areas such as New
road, Nayabazaar, Chhipledhunga, Mahendrapool, Birauta and Tal Chowk.
 To implement land development program by preparing Land Use Plan so as to promote

managed urbanization in city areas.
 To promote and conserve the agriculture region and encourage people to involve in
agricultural activities.
 To identify and develop physical infrastructure and spatially distribute them throughout the
municipality.
 To develop the infrastructure in a planned way so as to increase interlink between regional

as well as rural areas which help to achieve the dream of larger and better Pokhara.
Challenges
 Increase in unplanned and unmanaged urbanization.
 Lack of proper conservation and management of natural resources and means.
 Natural disasters like river cutting, soil erosion, sink holes, landslides, and flood.
 Encroachment of lands near lakes and rivers.
 Lack of investment and low internal revenue.
 Lack of capable human resources to plan and implement these activities.
2.5.1.2 Lead Sectors

It is a notable fact that Pokhara is the service center which has now become the strength of the
municipality. In addition to that, development in the tourism and agricultural sector is also
important in the overall development of Pokhara metropolitan city. As Pokhara is the administrative
capital of Province no 4, it is an opportunity to strengthen the municipality's role as a service center.
Current growth of the municipality can also be largely associated with the services and facilities
available in the municipality.
Pokhara has sufficient cultivated land already i.e. about 45% of the land is agricultural land. There is
naturally irrigated land such as Hemja and some are irrigated through canals like many agricultural
fields in Lekhanth. This creates a huge opportunity for the metropolitan to be sustainable in itself.
The agricultural products support the tourism and hospitality industry as well as provide food
security to its residents. Organic foods, cash crops, seasonal fruits and vegetables are being sold in
the local markets and obviously increased production will help reduce imports of agricultural
products from other areas.
Pokhara metropolitan city is the tourism hub of the country. Many tourists come to Pokhara in
search of adventure in the Himalayas and to enjoy the scenic beauty of Pokhara and its hinterland.
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Pokhara is the start point to many trekking trails in and around the valley. It acts as the gateway to
various tourist destinations in the districts north of it. The focus should be made on the investment
in tourism infrastructures that can attract tourists and prolong their stay in the municipality.
Land management is a challenging task for the municipality. Pokhara has been announced as the
capital of Province number 4 sothere will be a huge shift from municipal and tourism center to
State/ Provincial capital. Land speculation is one of the major risks that the municipality faces and
proper land management is crucial. The municipality should be able to track irregularities in land
transactions and hike in land prices. Administrative center of the state and the services could
abruptly contribute to the growth in socio-economic status of the municipality.
In the agriculture sector, the intervention that is required is promotion of large scale farming and
human resource development in use of modern agricultural techniques. Land consolidation in order
to create large farms for agriculture, horticulture and fish farming could be an approach to
promotion of agriculture in Pokhara metropolitan city. Municipality needs to focus on generating
workforce that is capable in practicing modern agriculture. It needs to intervene in the policies that
create hindrance in the investment in agricultural sector.
Preparation of Regional Tourism Master Plans that promote tourism in Pokhara and its
agglomerations could help identify newer tourism destinations and help promote tourism
possibilities in Pokhara worldwide. In order to attract and retain more tourists, visible investment in
infrastructures is required. The authorities need to make interventions in policies that favor
investors in this sector. It is also evident that the prominent risks of environment degradation and
adverse ecological effects must be studied in long term. Besides that, promotion of local agricultural
products in hospitality sector and promotion of consumption of local products could benefit the
farmers and municipality economically as well. It is also necessary to keep track of social chain in
order to raise socio-economic status of the municipality. Establishment of Regional tourism
institutions and information and promotion centers will help attract tourists and pave way for better
development of tourism in the municipality.
2.5.1.3 Basis for the Urban Development

Urbanization Scenario
Based on the ward density, Abadi (settlement and cultivation) density, built-up area coverage,
population growth rate, road density and infrastructure available, the urbanization trend of the
municipality can be categorized into three phases of development. Wards 1 to 10,12,15 and 17 are
considered to be the major urban wards; similarly, 11,13,14,16,18,25,26,27,29,30 and 32 are the
urbanizing wards and 19 to 24,28,31 and 33 are the rural wards. Accordingly, urban wards should be
prioritized in the first phase of urban development, urbanizing wards in the second phase and
development of urban infrastructures in the rural wards can be reserved for the third phase.
However, rural wards are not exempt from urban infrastructures in the first phase as it only means
that majority of the proposed infrastructures in the first phase will be injected in urban wards.
(Please refer annex for the ranking of the wards)
As per the urbanization trend, compatibility of the activities are as shown in the following table.
Trend Use Residential Commercial Industrial Institutional Agricultural

Urban √ √√ ẋ ẋ ẋ
Urbanizing √√ ẋ √ ẋ √
Rural √ ẋ √ √ √√
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Settlement Development and Zoning

Urban sprawl is the most observed phenomenon along the fringe of the urban area. On top, lots of
vacant land is observed in the urban core. Even in the rural context, the housing is widely spread and
scattered. All these phenomena ultimately increase the per capita infrastructure investment.
Housing demand and urban development is to be responded first and foremost with densification by
the infill development within the urban core and, simultaneously, introducing the concept of
compact settlement in the rural context. Even sometimes resettlement might be required during
compact settlement. Agriculture rich area is to be preserved by the strict byelaws intervention using
allowable ground coverage and maximum floor area ratio as indicator. Accessibility is to be
increased tremendously by increasing the proximity of the socioeconomic services towards the
people; establishment of agriculture collection center along the regional roads increasing the market
accessibility; similarly, increasing the physical accessibility through regional link roads. Housing
demand and urban development is to be addressed through different land development techniques
viz. site and services, guided land development and land pooling. Even the land required for the city
level trunk infrastructures and services can be managed through land pooling. Prioritization of land
pooling projects can be done phase wise addressing the degree of urbanization. Land use plan
suggested here is limited to indicative land use. Whereas risk sensitive land use plan is to be
proposed in very near future in these municipalities after the detail geological and hydrological
study.
Considering the urban development trend and the availability of the land, settlement development
is envisaged towards the outer Lekhnath area as the former Pokhara Metropolitan City is almost
covered by built up areas already. As shown in the settlement growth pattern or urbanization trend
map, settlement expansion is taking place at a rapid pace at Birauta, Chauthe, Budhi bazaar,
Talchowk, Sisuwa, Sainik Basti, Bhandar Dhik, Malepatan and Bindhyabasini Temple area. Basically,
residential housing and settlement is expanding in and around the core areas and mostly in the
former Lekhnath municipality area in a rapid pace. This expansion could possibly indicate a shift of
commercial core of the city. Hence, keeping this possibility and probable areas for settlement
expansion in mind, preliminary Land Use zoning has been done.
Existing areas around the Lake side and New Road are set as commercial and mixed market cum
residential zones and usage. Similarly, North East areas from Talchowk are also given as commercial
and mixed land use. For the ease in infrastructure development and fertile land preservation, the
concept of compact settlement development in the rural residential as well as residential settlement
areas would be appropriate. So, the separate residential area has been proposed in proximity to the
commercial area along the Prithivi Highway. Agriculture is one of the lead sector of the municipality.
So, separate zone for the agriculture purpose has been proposed along the Seti River and Hemja
area. While in order to protect and conserve the lakes, they have been categorized to be within
special protected areas.
In order to specify the particular land uses, population capacities and an urbanization sequence for
the municipality, the establishment of the following zones are proposed. For the zones with
common or similar dominant use, the alphabetical naming is kept same with change in numbers
only. E.g. A1, A2, A3 etc.
Zone A1: Zone A1 is designated for the commercial use, though mixed use development is planned
in the zone. The core area of the municipality such as Chipledhunga, Prithivi Chowk, Lake side,
Nagdhunga, Birauta, Zero Km and the potential areas of commercialization such as Dhunge Sanghu,
Sisuwa and Lekhnath Chowk area are proposed as the commercial and mixed land use. This zone is
15
proposed to act as major municipal center facility provider as well as major market areas that target
the neighboring population. For segregation and decentralization process, commercial and mixed
land use zones have been proposed at many areas of the municipality. The targeted population
density is 200 pph, however for providing infrastructure and services, the floating population should
be considered.
Zone A2: Zone A2 is for the institutional and commercial purpose. Institutional zone is for the
purposes relating to education, administration etc. Currently, many government offices are focused
around the Shahid Chowk area near Lake Side. However, upcoming offices like Office of State
Assembly, New Pokhara Metropolitan City Office have little option for their establishment. Since,
large amount of land may be required for these offices and depending upon the shift of population
towards Lekhnath area in recent years, Institutional and Commercial Zone has been proposed at
Talchowk, Sisuwa and Gagangauda area. This area is appropriate as it is at a reasonable distance
from the urban core and offers land availability and seclusion. This zone acts as a major service
provider area with the commercial development supposed to be due to the institutional activities.
The proposed density for Zone A2 is 200 pph.
Zone B: Zone B is designated mainly for the development of residential communities including the
required residential amenities. These areas are directed towards alleviating overcrowding in the
market center. These sectors are mainly for new housing development. Small shops of daily needs
are permitted on ground floor in the residential area. In order to develop the area as a compact
settlement, density for Zone B is proposed to be 300 pph.
Zone C: Zone C is primarily a zone where the principal aim is to protect the agricultural land base.
Development impacts in this area is to be minimized by encouraging low intensity development. The
selected areas are whole of ward no 25 i.e. Hemja, Rithepani, Bhandardhik on the Southern part of
highway along the Seti River and Sisuwa and Gagangauda. These areas are selected for Agricultural
Land Base as they have huge potential for agriculture with highly fertile soil and most of these areas
are irrigated through canals and rivers from Rupa and Begnas Lake. In order to encourage the
retention of agriculture use in the target development areas, the possible incentives and modalities
recommended which considers to include the provision of Transferable Development Rights. The
proposed density for the Zone C is 50 pph.
Zone D: Zone D is an area including the airport whole areas as well as creating a buffered distance
from the airport boundary. It is difficult to tell exactly up to where construction of buildings is
restricted until Obstacle Limiting Surface (OLS) is generated. For this reason, a distance of 500m
from the airport boundary has been taken according to standard ICAO Annexes for International
airports. This zone is usually consistent with Civil Aviation Authority of Nepal rules which are guided
by OLS. Tall buildings in this area are not allowed for construction. Here, the proposed density is 5
pph.
Zone E: Zone E refers to the zone designated for the industrial development. The existing industrial
zone is small for a large scale city like Pokhara. The current industrial zone also lies in the core area
that is expanding and commercializing rapidly. Hence, the industrial zone must be shifted and
established in the fringe of the municipal area where it might pose lesser impact on environment
and human health. The industrial zone is intended primarily for industrial uses and support activities
that are potentially incompatible with most other uses and which are characterized by large
amounts of traffic, outside storage or stockpiling of raw materials, by-products or finished goods and
a controlled but higher level of noise and/ or pollution. The proposed density for the industrial zone
is 10 pph while the infrastructure should be designed for the floating population. The new industrial
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zone is proposed on the Southern side of Siddhartha Highway at Simaltari at Ward 22. It is near to
the ICD/ Dry Port proposed near Chhorepatan. It is also connected directly by the Gagangauda
Birauta road which is an alternative to the Prithivi Highway as it skips the core area of the
municipality for heavy vehicles.
Zone F: Zone F is designated for the rural settlement with low density. The rural area is strengthened
with an effective road network to stimulate the growth and provide the accessibility to the main
center. Though designated as settlement with low density, the main purpose of the area is to
preserve the agricultural land. Hence, the proposed density for the zone F is 50 pph.
Zone G: Zone G has been designated for areas where Army may regulate the construction of
buildings and its specific land use. Here, the density is proposed as 10 pph.
Zone H: Zone H is designated for the conservation and sustainable management of conservation
value Lakes. The zoning provides insight into future lake management and clearly identifies the areas
of lake specially set aside for conservation and those available for other activities such as public
recreation and research. There should be restriction of the activities that conflict with the specific
non-forest use of the site. Here, the proposed minimum density is 10 pph.
Based on the proposed density in the respective zones, the total carrying capacity of the municipality
is calculated to be 26,81,332.
Population Projection, Carrying Capacity and Density

In terms of the existing infrastructures, which are already deficit related to the existing population,
carrying capacity of the municipality is difficult to define. The important variables and the resource
to define the urban containment are only land suitability, water resource, cultivable land
preservation; assuming the infrastructure will be injected to meet the scale of the city progressively.
Calculation of the population projection for the next 20 years and the achieved density, considering
the pessimistic, normal and optimistic growth rates for urban, urbanizing and rural wards are as
shown in the table below.
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Table 2.1 Population Projection

Future Population Growth
Population in 10 yrs Achieved Density (pph)
Urbanizati Population Rate Area
Wards
on Trend (2011) (ha)
Q1 Q2 Q3 Pessimistic Normal Optimistic Q1 Q2 Q3
Urban 1 to 10,12,15 and 17 201,798 3.77% 5.62% 7.41% 438,086 527,245 630,547 2418.1 260.77
181.17 218.04
11,13,14,16,18,25,26,2
Urbanizing 128,996 3.33% 5.30% 6.45% 272,046 331,212 371,442 9573 38.80
7,29,30 and 32 28.42 34.60
Rural 19 to 24,28,31 and 33 72,999 -2.00% -0.70% -0.01% 54,476 59,223 63,421 12542 5.06
4.34 4.72
However, for the efficient urban system, the proposed density for the urban, urbanizing and rural wards are 200 pph, 100 pph and 50 pph respectively.
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2.5.1.4 Proposed Land Use Pattern

Land use plan undertakes the consideration of urbanization of the municipality and possible
expansion. To address the urbanization process, changes in current land cover characteristics are to
be properly planned. Pokhara metropolitan has to retain the forest area, which is 37.63% of the total
municipal area. Similarly, plantation area and water bodies with the buffer zone are to be built-
controlled. Also, among the cultivable area, at least three-fourth of the land are to be preserved for
sustainable growth and food security. As a result, only 14.17 % of the municipal area is to be
ultimately reserved and limited for the settlement for the far future. In aggregate, the following
composition proposed as the indicative land use composition.
Table 2.2: Proposed Land Use Composition
Category Area(ha) %
Barren Land 2.725 0.01%
Settlement 6587.004 14.17%
Bush 511.922 1.10%
Cultivation 18827.822 40.49%
Embankment 43.367 0.09%
Forest 17495.207 37.63%
Grassland 518.670 1.12%
Open Spaces 233.457 0.50%
Pond/Lake 1063.669 2.29%
River 556.527 1.20%
Riverbed 658.499 1.42%
Grand Total 46498.869 100.00%
2.5.2 Finalized Long List of Subprojects

The prioritized list of projects that were chosen and approved by the municipality coordination
committee from the stakeholders’ consultative workshop –II is as follows.
1. Talchowk – Begnastal and Sisuwa – Rajachoutara Road (P23)

2. Bijayapur – Majhthana Road (P22)
3. Baidam (Hallanchowk) – Pame- Ghatichhina – Sidhane Road (P21)
4. Core city urban roads
5. Integrated solid waste management
6. Water supply
7. Sewage management
8. Multi facility regional bus park
9. Lake to Lake and Cave to Cave cycle track
10. Firke Khola corridor development
11. Integrated preservation and conservation of Phewa, Begnas and Rupa lake
Transportation plays a vital role in local and regional development through access or linkages to
various services and opportunities. Access to mobility is the basic underlying infrastructure needed
for the development of all other infrastructures. As such, the proposed road subproject serves the
purpose to provide basic service to the people and connect the settlements to the local and national
strategic road network (SRN).
The minutes of the meeting along with its translation is attached in the annex of the report.
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Based on the prioritized list, final list of projects to be studied for feasibility were finalized with the
discussion between the consultant, client and the World Bank. This report is one of such feasibility
study report.
2.6 Guiding principles for implementation of indicative plan

2.6.1 Introduction
Implementation of Indicative Plan is envisioned with phase wise procedure with several steps for 20
years (2018 - 38) including the corresponding development in the institutional capacity of the
metropolitan office (Nagar Karyapalika Karyalaya) and the financial strength as well which are
detailed out in the recommendation of organizational structure for new projects implementation
and financial capacity.
The guidelines have been prepared in order to provide a brief outline of implementation activities
with principles, resource allocation and roles.
2.6.2 Indicative Plan

Indicative Plan for Pokhara included the long term vision of the metropolitan city with its policies
and challenges. The lead sectors for the development has been identified as tourism and agriculture.
The indicative plan has also detailed the basis for the development with zoning, indicative land use
plan and different sectoral development plans with investment sup-projects. (For details refer to UGIIP-
II; inception report western cluster: Pokhara Lekhnath Metropolitan City). The map showing indicative
development plan is as presented in the figure:
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Figure 2.1: Indicative Development Plan
2.6.3 Implementation Guidelines

Guidelines are focused on the principles, resource allocation and the roles of different stakeholders
including the municipality and the private participation.
2.6.4 Principles for Implementation

Strict use of defined tools for the spatial and physical planning, various composition of fiscal
resource generation and distribution and authority with responsibilities of different stakes are
considered be the basic principles for the implementation of Indicative Plan.
a. Land Use Plan:
Indicative Land Use Plan has to be furthermore detailed to restrict the physical developments in the
risk sensitive area and those potential agriculture areas which are to be preserved for the urban
agriculture sustainability. Detailed land use plan has to reflect the specific land area with restricted
land use in order to direct the built up and non-built up area. Hence, it is suggested Pokhara
metropolitan city has to formulate Risk Sensitive Land use Zoning in the short term and regulate the
physical development responding the land use plan.
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Various uses with Residential use and other than residential use are to be delineated spatially. Mixed
land use is suggested in all the zones; however, the dominant land use in each zone is to be
declared.
b. Zoning Regulation:
Regulations are to be detailed out in order to achieve the sectoral zoning within the municipality.
Zoning as a tool will have be utilized to achieve the designated land use composition within a sector.
Low density, medium density and high density zones are assessed in the IDP as the representation of
Urbanized, Urbanizing and Rural context in the present scenario and the past trends as well.
c. Building Byelaws:
Pokhara is implementing the building byelaws which is confined to the building design byelaws,
Right of Way (RoW) of roads, water bodies and set backs of the super structure. Byelaws regarding
the urban infrastructures also should be the included chapter with the building byelaws and also the
combination as well as restriction of the infrastructures should be the part of it.
d. Resources:
Regarding the entire resource mobilization within a municipality, as being practiced, composition of
the revenue generation and resource allocation should be supplemented with the sources other
than Own Source Revenue of the municipality. Human resources for the implementation of the
Indicative Plan is not envisaged confined to the municipality, rather including other line agencies
along with private and people participation. Human resource and fiscal resource allocation is
detailed below.
e. Roles of Different Stakes:
Implementation of the plans, projects and programmes are the sole responsibility of the
municipality. However, the technical support, human resource support and the financial support
should be the calculated expectations from line agencies, province government, federal government,
private and other agencies like, Town Development Fund, bank, etc.
2.6.5 Resources for Implementation

New resources both human resource and equipment with new technologies are to be recruited as
well as capacity strengthening of the existing technical department is to be done side by side to
respond and detail the risk sensitive land use plan, zoning regulation and building byelaws.
Other resource gap is analyzed and detailed in the further sections.
2.6.6 Others
a. Accounting System:
Accounting system of municipality is yet to record on cash based single entry system. However, the
decision has made for adopting Corporate Accounting System (CAS), but it is yet to be implemented.
In absence CAS, it is difficult to calculate the actual properties of municipality. However, accounting
software for keeping financial records has been installed in municipality and established network
with ward offices. It is recommended to adopt Corporate Accounting System in the medium term.
b. Auditing:
The decision regarding the auditor appointment is to be made by Municipal Council; authority of
which has been delegated to Municipal Board. The auditing practice has been changed; and
authority to audit of local governments also has been given to Auditor- General as mentioned in the
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Constitution of Nepal, 2072. Regarding the auditing at local levels, municipality should proceed as
per received circulation from the MoFAGA. It is recommended to adopt Corporate Accounting
System in the short term.
c. Procurement System:
The Annual Procurement Plan (APP) and Plan of Operation (PoP) both are to be prepared
beforehand of the new fiscal year as one of the mandates of LSGR, 2056 which lies in the short term.
Municipality has a good practice in these actions; and carried out all activities as per APP and POP,
however the procurement process is to be strictly followed in which municipality is lack in the
present context.
2.6.7 Role of Municipality

In order to implement the Indicative Plan it is recommendation as a role of municipality for
improvement in HRD, Municipal Finance and Urban Service Delivery (USD)
 Capacity Development Training is required in all level of organizational structure

 Training on ICT is required for making employees technology friendly
 Skilled and experienced manpower, i.e. Environment Engineer, and Hydrology Engineer in
sufficient numbers is required.
 Account keeping system should have in accrual basis in order to know the overall financial
situation of municipality
 Awareness Campaign for Tax Payment has to organize regularly; and Leaflet, Educational
materials are also has to publish
 Municipality has to focus on paperless functions. In this regard, municipality need to use
information communication technology
 Internal audit section should situated close proximity of accounts and revenue section
 Accounting software (SuTRA: Sub-National Treasury Regulatory Application) is in trial basis
whereas accounting reporting is still in old formats. Overall, control of SuTRA software is
under the direct supervision and control of central level- which creates some technical
difficulties for any adjustment at the local level. This SuTRA software may also require OFF-
LINE feature so that data loading problem may minimize. Similarly, short term training is
required for SuTRA operation for municipal employees working in finance section.
 For revenue generate municipality should require to build up physical infrastructure, such as
Vehicle parking building, Multi-purpose commercial complex, Parking and recreation, Cold
storage, Technical & Vocational Academy, Art gallery & Museum.
2.6.8 Role of Technical Supports like PIU, Departments/Divisions viz. DUDBC, DoR, DWSS etc.
Municipality is going to implement basically four different thematic projects, such as, road and
drainage, water supply, sanitation, and waste water in financial assistance of World Bank. Feasibility
studies in various aspects have been carried out and the study is being concluded. Based on the
feasibility study most feasible any three projects will be selected by World Bank in order to prepare
DPR (Detailed Project Report) amongst the thematic, and the selection could be fallen under the
single thematic or various. Institutional capacity analysis of the municipality for the proposed
projects implementation is one of them.
2.6.9 Project implementation Unit (PIU):

PIU will be the office of project implementation that established under the municipality control
within municipality premises, during the construction period of projects. Required logistics, i.e. office
space, furniture, office equipment, internet etc. for carry out PIU management, will be provided by
23
municipality. During the construction period, PIU will carry out overall management of the projects,
under the direct supervision of Chie Administrative Officer (CAO) of municipality. It will be one of the
sections; however, the activities of project construction from the beginning will be carried out
separately. Project’s management, overall planning for construction, arranges procurement,
contract to constructor, guideline for construction, monitoring of construction, and the financial
management will be the key functions of PIU. PIU will have been adequate skilled manpower that
deployed from municipality and open market as well on the basis of nature of work. Followings will
be the principal functions of the PIU.
Main Functions:
 Prepare overall plan for: construction, resource arrangement, stakeholder consultation,

contractor selection strategy, employee arrangement and their tasks assign, action plan
preparation and approval, budgeting,
 Set up the office and arrange necessary logistics
 Execute the projects successfully
 Supervise the project’s activities, provide necessary guidelines, and carry out monitoring and
evaluation
 Conduct consultation meeting with stakeholders, local communities and beneficiaries and
build up common understandings about the projects
 Handle the conflict, and settle the disputes if arose from the locals
 Report to municipality, donor agencies
 Conclude the project within time bound
Organogram of PIU:
In view of organizational structure, PIU have two sections, i.e. technical and non-technical. Non-
technical administration section has two layers, and three of technical section. PIU Chief will be the
topmost position; and then followed by section heads and site/field section respectively.
PIU is consisting of six different

Organizational Structure of Project Implementation Unit (PIU)
sections and field sub-section,
i.e. Admin & Finance section,
PIU Chief
Procurement section, Road &
drainage section, Water supply
section, Sanitation section and
Solid waste section. Technical Admin & Procure Roads & Water Sanitatio Solid
Finance ment Drainage Supply n section Waste
sections are leaded by engineer section section section section section
of respective areas. They will
support and reporting to PIU
Chief; and mobilize to Site Supervision
supervisor and surveyor in the Field Survey
fields. Similarly, admin and
finance officer and procurement officer also report to PIU Chief.
PIU is the project operation unit. The existence of this unit depends on project completion period. In
general, it goes to up to four years, however; road and drainage project will be accomplished within
two years from the project commencement.
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Table 2.3: Manpower detail of PIU
S. No. Section/sub-section Positions Numbers

1. PIU- Chief PIU Chief (Civil Engineer) 1
2. Admin and Finance Admin. & Finance Officer 1
3. ,, Light Vehicle Driver 1
4. ,, Receptionist 1
5. ,, Office Assistant 1
6. Procurement Procurement Officer 1
7. Road and drainage Engineer: Civil/Transportation 1
8. Water supply Engineer: Civil/Water Supply 1
9. Sanitation Engineer: Environment/Civil 1
10. Solid waste Engineer: Environment/Civil 1
11. Technical section Site Supervisor: Civil/Environment 4
12. ,, Surveyor: Civil/Environment 4
Manpower:
Altogether 13 nos. of core manpower will be recruited in the PIU. The PIU will lead by PIU Chief. The
background of this manager will be purely technical; taken from the civil engineering discipline.
Similarly, each section, such as Road & drainage, Water supply, Sanitation and Solid waste will be
headed by Engineer of respective field. Likewise, site supervisor and surveyor will recruit as a
technical staff of PIU for site supervision and field survey respectively. On the other hand, PIU is
consisting of administrative staffs, such as, admin and finance officer, procurement officer and
vehicle drivers. Procurement officer will be responsible for the TOR documents preparation, tender
publication, contract for project construction and internal purchase as well. Similarly, admin and
finance officer will be responsible for carry out administration and keeping financial transactions of
the project. Thus, PIU is consisting of two different sections, i.e. technical and non-technical.
Responsibilities of key manpower:
PIU Chief :
 Take the overall responsibility and perform as a leader for the project
 Link all projects into targeted goal, policy, programs and timelines
 Ensure, oversee, and control all activities of the projects
 Direct, support and guideline to subordinates in their daily works
 Prepare yearly work plan, and submit progress report regularly to CAO
 Participate in the meetings with stakeholder, beneficiaries, and local communities
 Coordinate with stakeholders and agencies for project effectively completion
Admin and Finance Officer
 Support to PIU chief in project implementation

25
 Arrange meetings with donor, stakeholders, and local communities in consultation with PIU
Chief/CAO and prepare minutes, documents,
 Arrange necessary logistics in order to carry out projects smoothly
 Record financial transaction and prepare financial statements regularly
 Report to PIU Chief, and coordinate with donor agencies, and reconcile the accounts with
bank, municipality and donors
 Prepare for auditing
Procurement Officer
 Prepare TOR, contract and other related documents of the projects in consultation with
technical staffs of PIU
 Prepare procurement procedures with maintaining of public procurement act, 2063 and
municipality’s provisions, publish tender, select appropriate one and make contract with
contracts
 Monitor and ensure that term and conditions of the contract agreement whether observe
properly or not
 Support to PIU Chief in project management and submit progress report regularly
Civil Engineer
 Administer and conduct field surveys, supervisions of engineering activities

 Monitor and ensure on work in progress, quality control, budget and timeline of each
project
 Support to PIU-Chief for project implementation
 Resolve technical and development problems
 Assist to subordinates, i.e. Supervisor and Surveyor in site inspection and supervision
Environment Engineer
 Advise to contractors for management of waste products, the protection of land and the
control and mitigation of pollutants
 Carrying out site assessments, and conduct technical audits,
 Create plans to protect and restore the environment by removing contaminants from water,
air and land
 Develop site-specific health and safety protocols for loading and transporting raw materials
 Implement, manage and supervise the day-to-day tasks of construction and remediation
 Monitor and ensure the projects are maintaining environmental regulations and guidance
properly
 Support to PIU-Chief for the project implementation
 Submit progress report to PIU-Chief regularly
Engineer - Water Supply
 Conduct regular site visits and provide technical instructions and guidance to the contractors
 Provide technical recommendations on problems encountered at the construction sites
 Conduct measurements and certify accomplishments on contracted works as per the
conditions of contract and recommend to PIU-Chief for payment
 Keeping up to date with changes in regulatory legislation and guidelines
Field Supervisor
26
 Work with the team to ensure that the correct materials and tools are on the job at all times
 Monitors all sub-contractors and required inspections
 Inspects each phase of work to determine if quality standards are met and completed on
schedule
 Advise contractors of any needs or discrepancies that may arise during construction.
Surveyor
 Conduct field surveys – engineering and social

 Liaison with the client and other stakeholders
 Data entry and management
 Support to conduct meetings and workshops
Other stakeholders and their roles
Key stakeholders of proposed projects are as following
 District Coordination Committee: Coordinate to all district level organizations

 District Administration Office: Maintaining peace, security, regulating and monitoring of
rules’ execution
 State Government: Governing to state
 DUDBC: Provide technical support in urban development, settlement development and
building construction
 Roads Division office: To maintain road network, provide access and improve existing access
of roads; develop roads to supplement poverty reduction and support other infrastructure
development
 Department of Water Supply and Sanitation office: Provide and ensure safe, convenient and
adequate water supply, reduce the incidence of water-related dieses prevalent and, reduce
suffering and drudgery of women and children, traditionally responsible for collecting water
and domestic sanitation and hygiene.
 Community User Group/Local level NGOs: Local partner organizations in program/project
execution.
2.7 Objective and Scope of Proposed Subproject (Talchowk – Begnas Road)

2.7.1 Subproject Objective
The proposed sub-project connects the Prithvi highway to Begnas Lake which is the second largest
lake of Pokhara metropolitan city. Begnas lake is one of the prominent tourism attraction point not
only the metropolitan city but of the entire Pokhara valley region. This road is also a segment of the
Lake to lake bus transportation connecting Begnas to Fewa lake. The road was a feeder road until
recently. This also speaks volume about the importance of road. Currently, the existing road width is
4.5m on average without any pedestrian path or cycle lane. The pavement condition of the road is
poor. Due to the conflict between pedestrian traffic and vehicular traffic on the road, the road is
susceptible to road accidents. The principle objective of the road is to improve the traffic movement
ensuring safe travel of non-motorized and pedestrian traffic as well while also improving the
ridability of the road for tourists coming to visit the lake.
The principle objective of the subproject feasibility study is to investigate the technical, social,
financial and economic feasibility of proposed Talchowk Begnas road. Additionally, the objective is to
also check for alternative routes for a given alignment and make feasibility studies of the alternative
routes and prepare cost estimates based on the field surveys/ studies, investigations, preliminary
27
designs, costing and thematic assessments to select the best alignment in terms of technical
feasibility and economic viability.
2.7.2 Subproject Scope

The scope of the subproject includes the following:
a. To conduct reconnaissance survey by the team of multi-disciplinary experts, technical

professionals and support staff for further data and information collection.
b. To conduct a preliminary assessment that includes land suitability, social, technical,
economic, environmental, etc. aspects based on the field data and information and prepare
the tentative cost estimates, investment plan of each subproject.
c. To prepare location maps, conceptual plans, drawings, thematic maps, etc.
d. To present and submit draft feasibility study report to the municipality and expert review
committee (ERC) at project coordination office (PCO) for reviews and approval.
2.7.3 Subproject Influence Area

Influence area determination is the first step to assess the feasibility of any road project. It is simply
the area which is affected socio-economically by road construction. In other words, the area
surrounding the road in which changes in land use pattern, price of factory input productions,
accessibility to facilities, etc. occur. The influence area is determined as the area of influence relative
to the provision of basic social services, maybe defined as the area contained within the premises
that can be reached from the road in a given period of time by non-motorized transport.
The influence area is listed below:
Talchowk Begnas road (P23.i)
 Ward no. 27 – Talchowk

 Ward no. 30 – Sisuwa, Naharchowk, Mohariya, Beganastal bajar
2.7.4 Subproject components

The components of the subproject are:
 Widening of existing gravel/BT road to all weather BT road

 Provision of Footpath
 Provision of street furniture
 Provision of cycle lane
 Provision of storm water drain and RCC box culverts
 Junction Improvement at Talchowk and Sisuwa Chowk
 Improvement of Begnas Buspark Area
 Provision of road safety features
28
3 Existing Condition
3.1 Classification of Road Network
The proposed study area is located in Pokhara Metropolitian city of Kaski District, Province No 4 that
connects Prithivi Highway to the Lake Begnas. The starting point of the road is Talchowk on the
Prithivi Highway. The geographical location of that starting point is about 28° 9'46.23"N and 84°
3'25.52"E. Similarly, the end point lies near the Begnas Lake with latitude 28° 9'55.43"N and
longitude 84° 5'28.02"E.
No MTMP has been prepared for Pokhara metropolitan city. However, this road had been classified
as Feeder Road named as “Talchowk (PRM)-Khudimuhan (Begnas Lake)” by Department of Roads.
However, in the lights of recent events, this road has been under the jurisdiction of the municipality;
so it is no more called a feeder road. The letter with that effect from Division Office of Kaski,
Department of Road is attached in the Annex. However, all the design criteria are followed for a
feeder road standard.
Table 3.1Road classification of Talchowk – Begnas Road
S.N Design Parameter Existing Condition
1 Road Type Municipal Road (Former feeder

road)
2 Ref No F129
3 Link code F12901
2 Traffic lane Single
3 Right of Way 30 m
4 Carriageway Width 3.7 m to 6.8m
5 Formation Width 6-8 m

6 Camber of Carriage way 3%
7 Pavement Surfacing Black Topped (Flexible pavement)

8 Terrain Type Plain
3.2 Existing Topography, Climatic and Hydrological Data

The terrain along the alignment is mostly plain consisting of ordinary soil. About 250m of land falls
under mountainous terrain which is near the Lake area at chainage of about 3+200. Since it is a plain
area, there is no landslide in the road. However, wall will be required in different areas when
widening the road and providing filling soil during the design.
29
Figure 3.1 Photographs showing Topography
Plain Topography near Talchowk including Road Near Sisuwa at 0+900

Green Space
Plain Topography near Sisuwa Road in Talchowk at starting Area
Climate and Hydrological Data
Temperature varies from 15°C to 35°C. The metropolitan city also gets the high rainfall as it is
surrounded by the forests, hills and it is rich in rivers and water bodies. In fact, the metropolitan gets
highest annual rainfall in the country. As such in some river basin flooding causes loss of land is
creating distress particularly in the low lands near river each year.
The metropolitan's climate is classified as warm and temperate. The summers here are with high
amount of rainfall, while the winters have very little. Pokhara is the place in Nepal with highest
rainfall annually. The average annual temperature in Pokhara is 20.6 °C. The annual rainfall here
averages 3474 mm.
30
Figure 3.2 Climate graph of Pokhara

1000 30
900
25
800
700
Avg temperature (oC)

20
Precipitation (mm)
600
500 15
400
10
300
200
5
100
0 0
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Month
Precipitation/ Rainfall (mm) Avg temperature (oC)
Figure 3.3: Graphical Pattern of Temperature of Pokhara
Source: Climate.org
The temperature is highest on average in July, at around 25.3 °C and January is the coldest month,
with temperature averaging 13.1 °C.
31
Table 3.2: Monthly Data on Temperature and Precipitation

Jan Feb Mar Apr May June July Aug Sep Oct Nov Dec
Avg. 13.1 14.9 19.5 23 24.1 25.2 25.3 25.2 24.1 21.6 17.5 13.8
Temperature
(°C)
Min. 7.3 8.7 12.8 16.4 18.4 20.7 21.5 21.5 20.2 16.7 11.6 7.7
Temperature
(°C)
Max. 19 21.2 26.3 29.6 29.8 29.7 29.1 29 28 26.6 23.4 19.9
Temperature
(°C)
Precipitation 28 24 52 106 312 626 876 807 491 140 6 6
/Rainfall
(mm)
The variation in the precipitation between the driest and wettest months is 870 mm throughout the
year; temperatures vary by 12.2 °C.
3.3 Reconnaissance Survey Details

Reconnaissance survey was done with team of multi-disciplinary experts and survey team along with
the local representative. During the reconnaissance survey, the terrain, surface type, road width,
canals, bridges, intersections, pavement condition, street furniture, market areas and settlement
were studied. The reconnaissance survey had set a mind to all the experts for the data to be
collected during the inventory survey of the road.
3.4 Road, Bridge Inventory and Conditions Survey
Road and existing condition
The existing road is mostly black topped but in poor condition. The road consists of potholes and
damaged pavements at several places. The existing road width varies from 3.7m to about 6.8m at
some places. But the average road width is about 4.5m. The road passes through three major market
areas i.e. Talchowk, Sisuwa and Begnas. The road requires maintenance and widening as per the
development phase of the market areas of this alignment. Detail of Road inventory is attached in
Annex III.
Table 3.3 Road Inventory and Condition Survey
S.No Chainage Length(m) Width(m) Condition Remarks

1 0+000 1090 4.50 Good Blacktop with potholes at some places
2 1+090 110 6.50 Good Blacktop
3 1+200 700 5 Good Blacktop
8 3+250 30 6.8 Good Blacktop(bridge crossed for begnas lake)
9 3+280 60 3.7 Good Blacktop requires maintainance
32
S.No Chainage Length(m) Width(m) Condition Remarks

10 3+340 120 4.2 Good Blacktop requires maintainance
11 3+460 40 3 Good earthern road
12 3+500 100 5.5 Good earthern road
Figure 3.4 Photographs showing Pavement condition
Existing Pavement with Some Damages at Potholes in pavement at starting location

Talchowk
Junction at Sisuwa (road going to Rajachautara Pavement at Begnas heading toward Lake
on right & Begnas on left)
Bridge and Cross Drainage Structure
The length of the proposed road section from Tal Chowk to Beganas lake is about 3.5km and only
few natural surface drainages and few irrigation canals are crossing the road alignment, the required
cross drainage structures are very minimum and their already existing various bridges and culverts at
such drainage crossing. So, only few minor cross drainage structure and road side drain has to be
optimized or widen, while upgrading the proposed road section. Following list shows location of
major cross drains along the road alignment.
Table 3.4: Existing Cross Drainage
S.N. Chainage Type Span (m)
1 0+000 Slab Culvert 2.2

33
S.N. Chainage Type Span (m)

8 1+090 Slab Culvert 5
14 3+000 Irrigation Canal 16
15 3+200 Khudikhola Bridge 27.6
Talchowk, Existing Slab Culvert & Side Drain, CH: Existing Side Drain (covered), CH: 0+010
0+000)
Existing Side Drain (earthen), CH: 0+180 Existing Slab Culvert, CH: 0+236
Existing Slab Culvert, CH: 0+865 Existing Slab Culvert, CH: 1+090
34
Existing Slab Culvert, CH: 1+720 Existing Slab Culvert, CH: 1+930
Existing Slab Culvert Over Irrigation Canal, CH: 3+000 Existing RCC Bridge at Khudi River, CH: 3+220
Figure 3.5 Photographs Showing Existing Cross Drainage
Structural Walls
The area is mostly plain; there are no existing structure walls at present. However, structures are
required in the alignment to manage the drainage of alignment and stabilize the soil when widening
the road. There is few vehicles count at present but since this road consists of market areas, the
traffic flow will increase in this area.
Side Drains
The proposed alignment moves along the plain area connecting market areas and settlement areas.
Masonry open side drains and cover drains at few areas along the roadsides have been constructed.
But most of the side drains in the existing condition are open drain type and needs to be improved
as per local hydrological examination and demand.
Figure 3.6 Photographs showing Side Drain
Covered Drain at settlement area Road Stretch in Embankment along Cultivated

Land
35
3.5 Existing Soil and Pavement Condition

Land Suitability
The road has been operating as feeder road until recent dates. The CBR value of the soil was found
to be 6% at Talchowk. (Source:Report of Bijaypur East done by the ‘Transport prepatory project
facility’ by in road of Mugling Pokhara). This report can be used as secondary data for the use of this
feasibility report. And also from field observation, it was accessed that the condition of the soil is
stable.
Slope stability condition
There are no any unstable remarkable landslide and other instability areas line gully erosion and
slumping area. The slope stability condition is fair to good. There is no possibility to occur further
instability along the road alignment. Gabion wall in elevated area with rocks and soil is required and
surface drain along the road alignment is required whole length of the road alignment.
3.6 Pavement Composition of Existing Road

As the construction drawing of the road sections was not available, consultant has observed the
damaged section of road to assess pavement composition. The pavement is observed to be
composed of following layers:
 Wearing Course (Bituminous Surface)

 Base Course
 Sub Base Course
3.7 Existing Intersections

The main intersections along the alignment are at chainage 0+000 at Talchowk and chainage 1+200
at Sisuwa. There are several branch roads along the road as well. Details of them are listed below.
Almost all of the branch roads are with flexible pavement.
Table 3.5 Intersections
Intersection location Existing width(m) of branch
Talchowk (0+000) 4.5 m at the start on PRM (14 m wide)
Sisuwa (1+200) 6 m at the junction of 2 forking road
Table 3.6 Branch Roads

Branch Roads Existing Width(m) Side
Ch 0+360m 6.5 Right
Bhandari (0+535) 5.1 Right
Ch 0+700m 4 Right
Goodluck Resort(2+080) 7 Right
Majhthan 7.2 Left
Lamjung Road(3+220) 5.5 Right
Puranobato(3+270) 4.5 Right
Ch 3+000 M 4 Left
Ch 3+000 M 4 Right
36
3.8 Footpaths and Cycle Track

There are no existing defined footpaths or cycle lane. The width of the road after the pavement has
been used as footpath while cycle has to use the carriage way as well. Considering the busy nature
of the road, isolating the pedestrian, cycle volume and motorized vehicular traffic is a requirement
of the road for the sake of safety for all the users of the road.
No footpath/cycle track and carriageway being used
3.9 Existing Electrical and Telecom Lines

Electric line passes alongside the alignment throughout the length of road. During construction,
there electric poles requires to be relocated. Details of Electric pole location are given below.
Table 3.7 Electric poles
Chainage Side Offset from Road Edge type
0+000 Left 7.2 TCP
0+000 Left 3.4 EP
0+050 Right 5.8 EP
0+114 Right 6.1 EP
0+150 Left 4.1 TCP
0+150 Left 7.0 TCP
0+180 Right 6.6 EP
0+190 Left 5.3 EP
0+300 Left 2.0 EP
0+380 Left 6.0 EP
0+380 Right 2.0 EP
0+540 Right 6.0 EP
0+680 Left 7.0 EP
0+680 Right 3.0 EP
0+750 Right 4.0 EP
0+800 Right 4.0 EP
0+850 Right 4.0 EP
0+900 Right 4.0 EP
0+950 Left 3.0 EP
1+000 Right 4.0 EP
1+050 Right 4.0 EP
1+250 Right 2.0 EP
1+300 Right 3.0 EP
37
Chainage Side Offset from Road Edge type

1+400 Right 3.0 EP
1+700 Right 3.0 EP
1+800 Right 3.0 EP
1+850 Right 3.0 EP
1+900 Right 4.0 EP
1+950 Right 4.0 EP
2+050 Right 1.0 EP
2+190 Right 3.0 TF
2+200 Right 1.0 EP
2+410 Right 5.0 EP
2+500 Right 2.5 EP
2+550 Right 2.5 EP
2+600 Right 1.0 EP
2+600 Left 1.0 EP
2+650 Right 3.0 EP
2+820 Left 1.0 EP
2+820 Right 1.0 EP
2+970 Right 1.0 EP
3+040 Left 6.5 EP
3+040 Right 2.5 EP
3.10 Land Use

The project area consists of different settlements as well as market areas. Some of the major areas
are Talchowk, Sisuwa and Begnas. The area also consists of about 50% of cultivated lands. Few trees
can be seen along the alignment at some places.
Figure 3.7: Photographs Showing Land Use for Cultivating and Settlements
Cultivated area Market area at Sisuwa Chowk
38
Market at Talchowk at 0+200 Begnas Market area
3.11 Existing Waste Water/ Sewerage Network

Currently, the metropolitan city uses cesspool vehicles to transport the sewerage generated by the
city areas, which are disposed and managed at the integrated sewerage and solid waste
management site in Bachhebuduwa. The metropolitan city has not yet envisaged the idea of
sewerage network.
3.12 Existing Water Supply Network

Lekhnath Small Town Water Supply and Sanitation Project (LSTWSSP) caters the water supply
demand of Lekhnath area. The water supply network map (source: LSTWSSP) shows that two main
distribution of diameter 90mm from Talchowk to Sisuwa and 160mm from Sisuwa to Begnas
pipelines passes parallel to the Talchowk Begnas road and is only about 9 to 12 m from the existing
carriage way. This pipe lines cater 3000 HH. Other 19 no. of distribution pipelines is connected to
this main pipe line. The table shows the details of WS pipelines and network in the vicinity of the
alignment:
Table 3.8 Existing Pipelines
Distance(from
Sn. Location Type Diameter(mm) Tributaries(no.)
road center)(m)
1 Talchowk to Sisuwa GI pipeline 160 7 9
2 Sisuwa to Begnas GI pipeline 90 12 9 to 12 m
39
Talchowk Begnas
Road Alignment
Figure 3.8: Water Supply Network

3.13 Availability of Construction Material
Construction materials such as sand, gravel, pebbles and boulders can be obtained from Kotrekhola
and adjacent Seti River quarry site in abundant, which is about 9.5 km from the project site. For
other major construction materials such as cement, gabion wire and bituminous materials can be
purchased from nearby market of Lekhnath and from major market of Pokhara.
3.14 Existing Circulation Pattern

This road experience heavy traffic during the peak hours. The road terminates at a bus stop. The
major bus route for the road is the Fewa to Begnas. Aside from the public buses, the road also
carries the traffic of large no. of private cars, jeep, motorcycles, etc. because of the larger markets
that this road passes through, connection to Begnas lake, Sundari danda, etc. The road has a
significant daily commute traffic mostly to traverse to Pokhara area. The 3-days traffic study suggest
that only 43% of the traffic at Talchowk reaches Khudimuhan (bridge near Begnas bus stop). The
major reason is the pull factor of Sisuwa junction. Sisuwa-Rajakochautara Road connects Pokhara
University, Rupa Lake while also connecting settlements. Hence, major portion of the traffic
generated at Talchowk is seen to be diverted at the Sisuwa junction.
3.15 Identified Issues and Constraints

After the inventory surveys, following are the identified issues and constraints:
 About 11 trees are within the RoW

 About 60 electric poles are within the RoW and in the vicinity of existing roads
 2-main distribution water supply lines run parallel to the road and are only 9 to 12 m away from
the existing road
 3- bus stops infrastructure, 3 Chautaras are within the RoW
 No defined footpath or cycle track is there
40
4 Design Guidelines
4.1 Design Basis for Roads
4.1.1 Introduction
The road design for improvement, expansions or new design depends on several factors such as
design speed, cross sectional elements such as camber slope, horizontal and vertical curves, extra
widening, hairpin bends, gradients, etc., road utilities, hydrological data and its analysis. This section
of the report approaches the methodology regarding design criteria based on study of relevant
documents and codes with respect to national and international practices and standard and also
experiences of the project team members on similar projects.
4.1.2 Standards and Guidelines

Nepal Road Standard, 2070
The design of roads in Nepal is covered by Nepal Road Standard, 2070 B.S. It covers most of the
design criteria with objective of achieving consistency in road design and construction. There have
been several revisions in the code since the first official release of the code NRS (2027 B.S). In the
past, roads have been designed and constructed using either DoR standard guidelines or using the
design standard adopted by various aid agencies and engineering consultants.
The Nepal Road Standard states that all the roads in Nepal are to be constructed using NRS 2070.
However, these requirements may be relaxed in some very difficult situations by special approval of
the concerned GoN road agency. Efforts should be done to achieve higher standard than the
minimum parameters indicated in NRS.
Some criteria that cannot be found in Nepal Road Standard should be referred to other international
standards and code of practices during designing the road. Other codes, standards and documents
considered in the design are:
DoR Traffic Signs Manuals Vol-I and Vol II
IRC: 86-1983 “Geometric Design Standards for Urban Roads in Plains”.
IRC:106-1990 “Guidelines for Capacity of Urban Roads in Plain Areas”.
Guidelines from Ministry of Urban Development, Govt of India, 2012
4.1.3 Design Speed

Design speed has been provided in NRS in Clause 7. It has mentioned design speeds for several roads
as per their classifications. According NRS Clause 3 the project road falls under Class II road as per
the traffic count in the project area. Since it is in plain area, the design speed considered in this road
section is 100 km/hr. However by Nepal Urban Road Standards (draft), 2072 design speed is given as
50 km/hr in order to maintain a rather safe speed in Urban area as per the draft report. So the speed
is taken as 50 km/hr. Lower speed also helps economy in construction.
Clause 5 of NRS states for Feeder Road that Class II roads are those with ADT of 5000-20000 pcu in
20 yrs future projection period.
4.1.4 Cross Sectional Elements

Clause 11 of NRS covers all the cross sectional elements such as Carriageway, Shoulder, Medians,
Camber, Super-elevation, side slopes, right of way and clearances. The design of proposed alignment
shall be made according to the Clause 11 and Clause 13 of NRS.
Following are the cross sectional elements considered according to NRS:
41
Width of carriage way per lane = 3.5 m
Footpath = 1.5 m (minimum = 1.5 m)
Cycle lane = 2.4 m (minimum=1.2 m)
Median = 3 m
Camber = 2 %
Super elevation = 7 % (Maximum)
Right of way clearance = 30 m
Lanes = 4 lanes till Sisuwa at chaiange 1+200, then 2 lanes for the rest of the alignment after 1+200
of Sisuwa (based on traffic volume survey result)
4.1.5 Design Period

There are different design standards followed by different codes in national as well as international
codes. However, we have considered IRC: SP: 48-1998 for design of road. Design period has been
considered as 15 year of time period.
4.1.6 Level of service

According to Nepal Road Standard 2070, the road is designed to meet the level of service (LOS) B.
Level of service is a qualitative measure describing operational conditions within a traffic stream,
based on service measure such as speed and travel time, freedom to maneuver, traffic interruptions,
comfort, and convenience. LOS B describes reasonably unimpeded operations at average travel
speeds, usually about 70% of the free flow speed for the street class. The ability to maneuver within
the traffic stream is only slightly restricted, and control delays at signalized intersections are not
significant.
4.1.7 Sub Surface Drainage

According to the provisions provided by NRS 2070, Subsurface water table should always be kept 1
to 1.2 m below the subgrade level to protect pavement layers from excessive moisture.If it is difficult
to achieve the above difference in levels, subsurface drains need to be provided.
In our proposed site, the water table is well below the level specified by the code and hence doesn’t
require construction of sub surface drains.
4.1.8 Retaining Wall

Nepal codes lack definite provision regarding retaining walls; hence the IRC code for this section will
be considered. IRC: SP:48-1998 Section 9.2 shall be referred for the design of retaining wall along the
culvert and bridge. This shall be done during the DPR stage.
4.1.9 Road Signage and Markings

IRC: SP:35-1997 shall be referred for the design of road markings and IRC:67 – 2001 for road sign
design. This shall be done during the DPR stage.
4.1.10 Cycle Track

Cycle track has been incorporated in NRS Clause 13.3 as ‘Bicycle Tracks’. According to the Clause, the
minimum width required for cycle lane is 1.2m and is required in places having pcu more than 4000
and bicycle more than 1000 nos/day.
42
4.1.11 Footpaths
Footpaths have been incorporated in NRS Clause 13.4.1. The minimum footpath required as per the
NRS is 1.5 m which is to be constructed in all populated areas.
4.1.12 Road Geometry

Radius of Horizontal curves
All the elements of horizontal curves has been covered in NRS Clause 9. The elements provided in
the Clause are radius, transition curves, hairpin bends, extra widening, setback distance. According
to the code following are the provisions provided in NRS:
Minimum radius of curvature= 40 m
Hair Pin Bends
IRC: SP:48-1998 Section 6.10 shall be referred for the hairpin bends. This shall be done during the
DPR stage.
Radius of Vertical curves
The vertical alignment of the road should provide for a smooth longitudinal profile without any kinks
and visual discontinuities in the profile. Grade changes in vertical alignments should be as less
frequent as possible. This has also been provisioned in NRS in Clause 10.4 and hence the design
during the DPR stage will be as per the code. The vertical curve is controlled by K value and length of
the curve (L- Value). K and L are related as follows:
K=L/A
Where,
K-maximum radius of curvature i.e. curvature at the vertex of the parabola of the vertical
curve divided by 100, m/%.
L = Length of the vertical curve, m
A = algebraic difference of longitudinal grades of the vertical alignment, %
Super-elevation
Super elevation is provided in horizontal curves. This has also been incorporated in NRS in Clause
11.6. The formula used in calculating super elevation is
E= V2/(127R) – f
Where,
e- value of super elevation, m/m
R- Radius of horizontal curve
V- Design Speed, km/h
f- co-efficient of lateral friction,
Length of transition curves
43
The design of transition curves shall be considered by criteria set forth by NRS code of Nepal.
Following are the minimum length of transition curves as per NRS 2070 Clause 9.2:
Table 4.1 Length of Transition Curve
Radius, m 20 30 50 60 80 100 150 200 250 300 400 500 1000
Length of
transition 20 30 35 40 45 50 60 70 80 90 100 110 120
curve, m
Safe stopping distance
Stopping distance is provided in NRS 2070 in Clause 8.1. The stopping sight distance in case of
100Kmph is 50m. According to the code following are the provisions provided in NRS:
Table 4.2 Stopping Distance
Speed,
20 30 40 60 80 100 120
km/h
Stopping
20 30 50 80 130 190 260
Distance, m
Safe overtaking distance
Overtaking sight distance is provided in NRS 2070 in Clause 8.2. Overtaking sight distance in case of
100 Kmph is 165m. According to the code following are the provisions provided in NRS:
Table 4.3 Minimum Overtaking Distance
Speed, km/h 40 60 80 100 120
Minimum
Overtaking 165 300 470 640 880
Distance, m
Gradients
Maximum Gradient is provided in NRS 2070 in Clause 10.1. Maximum gradient according to NRS in
this alignment is observed as 9 % for 40 km/hr speed and 7 % for 60 km/hr as shown in the table
below. Now interpolating the values for 50 km/hr speed the maximum gradient for this eubproject
will be taken as 8 %. Maximum gradient According to the code following are the provisions provided
in NRS:
Table 4.4 Maximum Gradient
Design
Speed, 20 30 40 60 80 100 120
km/h
Maximum
12 10 9 7 6 5 4
Gradient, %
44
4.2 Design Basis for Drainage

4.2.1 Introduction
A road drainage system, in general, must satisfy two main criteria for its effective performance
throughout its design period. Such that,
 It must not to create any or if it has to then create limiting disturbance in the natural
drainage pattern
 It must drain surface and subsurface water away from the roadway and dissipate it in a way
that prevents excessive collection of water in unstable areas and subsequent downstream
erosion
Construction of road alignment will affect the natural surface and subsurface drainage pattern of a
watershed or individual hillslope. The presence of excessive water or moisture within the roadway
subgrade and pavement layers will adversely affect the engineering properties of the materials with
which it is constructed. Cut or fill failures, road surface erosion, and weakened subgrades followed
by a mass failure etc., are all products of inadequate or poorly designed drainage. Hence, road
drainage design should have its basic objective of reduction or elimination of energy generated by
flowing water either in surface or subsurface. The prevailing source of surface water over the road
alignment is “the precipitation” which include basically the direct rainfall, snow fall and hail.
Whereas, the crossing of natural drainage (streams/ rivers) which carry flow of surface water
inflowing from its catchment area interrupts its natural flow due to crossing the road alignment. So,
the management of surface and subsurface flow along the road alignment is crucial and which can
be done by proper design and construction of road side drain, crossing structures (bridge, culvert,
causeway etc.) and providing sufficient weep holes in stability structures. Many drainage problems
can be avoided by selecting proper location of crossing drainage and by proper design of the road.
Drainage design is most appropriately included in alignment and gradient planning. Hillslope
geomorphology and hydrologic factors are important considerations in the location, design, and
construction of a new road. Hydrologic factors to consider in locating road alignment are number of
stream crossings, side slope, and moisture regime.
In high rain fall zones, the peak discharge will be the result of highest runoff due to extreme rain fall,
whereas, in snow zones, peak discharge may be the result of an intense warming period causing
rapid melting of the snowpack.
4.2.2 General Hydrology and Meteorology of Project Area

The hydrological drainage basin of the Kaski district
consists of Seti river, Madi river and Bijayapur River
etc., as major river basin with numbers of various
rivulets. The project road consists of Beganas Lake,
Deura river, Gaduwa river, Bagadi river, Khudi river
etc., as major nearby tributaries for surface
drainage. Since, the project area is situated in valley
plain at down hills of various mountainous area such
as Lamjung Himalaya, Annapurna peak,
Machhapuchhre etc., and consists of various lakes in
its catchment area, the surface drainage system is
very important to be considered while designing,
45
upgrading or re-constructing the proposed road section.
Figure 4.1 Topo Map: Tributaries rivers along the proposed road alignment (road alignment marked by
brown line and location of cross drain has been marked by blue pentagon)
46
Figure 4.2 Map: snapshot of Google Earth map showing proposed road alignment and surrounding
catchment terrain
The precipitation in Kaski district is generally, in the form of rainfall. The total annual average rainfall
around the project area (as per nearest rain gauge station in Pokhara Airport) is about 2138mm.
Whereas, the total annual average rainfall in Pokhara varies from 1250mm to 3000mm. The snow
fall is rare and exceptional form of precipitation along project area. The rainfall normally occurs from
January to November, whereas, significant rainfall occurs in May to September.
For the hydrological analysis and sizing of required drainage structures of the concerned project, the
extreme rainfall has been considered as peak source of runoff and so, the exceptional snowmelt
runoff has been avoided.
4.2.3 Overview of existing drainage structures

The length of the proposed road section from Tal Chowk to Khudi River Bridge near Beganas Lake is
about 3.22 km and few natural surface drainages and some irrigation canals are crossing the road
alignment at various location. In most of the crossing, there exist already built up cross drainage
structure and road side drain at some road section. The existing road side drain and cross drainage
structure may need optimization, widening or re-construction for the upgrading or widening of the
proposed road section.
47
Tal Chowk, Existing SC & side drain, CH: 0+000) Existing Slab Culvert, CH: 1+930
The detail overview of the existing drainage structures has been presented in section: 3.4 Road,
Bridge Inventory and Conditions Survey.
4.2.4 Standard, Guidelines and rainfall analysis

The prevailing hydraulic drainage design standard and guidelines used for this project are basically,
Nepal Road Standard 2070 (NRS), Indian Roads Congress (IRC: SP: various editions) and various
Engineering Hydrology books written by various concerned writers. The basic criteria followed for
drainage design and layout has been considered from section “13.8 Road Drainage” of NRS. The
following standards and guidelines have been followed to take various parameters of the drainage
design and layout.
 IRC: SP: 13 (2004),

 IRC: SP: 50, 42 (2014),
 CPHEEO manual 2013 and
 Other supporting guideline
Similarly, various other engineering hydrology books are used as guidelines for rainfall analysis and
designing of the drainage opening.
4.2.5 Scope and Methodology

The scope of hydrological study is the estimation of design flows for cross drains and side drains
along the road alignment. For the better results in hydrological analysis, following stepwise
procedures are followed:
 Precipitation data collection and analysis

 Define the outlet point (location of proposed or existing drainage crossing) and demarking
the tentative sub-catchment area for that respective outlet point
 Determine the design run off considering morphology, land used pattern and rainfall intensity
of the proposed catchment area
 Define the high flood level so that the invert level of bridge or slab culvert deck can be fixed
 Determine the minimum required water way in respect to the defined high flood level to
safely discharge the design peak run off
 Recommendation of appropriate side drain and crossing structures with their span or width
and type
 Verification of recommended cross and side drains by field survey
48
4.2.6 Hydrological Analysis

Since, the proposed road alignment lies in Kaski district (Pokhara) and one of the nearest rain gauge
station is Pokhara Airport station, the meteorological interpretation, in this report, has been
presented considering precipitation data of that rain gauge station.
The location of existing and proposed cross drainage structures such as pipe culvert, slab culvert,
etc., has been tentatively fixed as per field study and corresponding topographical map. For the
estimation of peak flood discharge through the intended road side drains and cross drains,
hydrological analysis has been done using extreme rainfall data from the available last 43 years
(from 1968 to 2010 of Pokhara Airport Rain Gauge Station, Index no.: 0804) recorded in that
selected rain gauge station.
4.2.7 Selection of Catchment Area / Zoning

The hydrological catchment area of the project road covers about 38 sq.km including various lakes.
The highest geological altitude at upstream of the catchment area is about 1440m at Kalikasthan-
Deumadi area, whereas, lowest geological altitude is about 685m at Beganas Lake area.
For the designing of run-off at various major drainage crossing, the overall catchment area has been
subdivided into various sub-catchment area by demarking in corresponding topographical map with
clear stream lines. The sub-catchment area consists of various inflowing steams which concentrate
toward the concerned cross drainage. Following area list of sub-catchment area demarked for
various major cross drainages.
Talchowk – Begnas road section:
Average Average
Catchment
Chainage Elevation Type of existing structure Catchment
Nos.
(m) area (sqkm)
C1 0+000 722 Slab Culvert 0.021
C2 0+235 719 Slab Culvert 0.033
C3 0+330 720 Slab Culvert 0.080
C4 0+480 719 Slab Culvert 0.011
C5 0+670 716 Slab Culvert 0.008
C6 0+865 710 Slab Culvert 10.759
C7 1+090 708 Slab Culvert 1.195
C8 1+210 708 Proposed 0.113
C9 1+500 705 Slab Culvert 0.137
C10 1+720 702 Slab Culvert 0.622
C11 1+930 699 Slab Culvert 6.050
C12 2+030 698 Slab Culvert 0.018
C13 2+150 695 Proposed 0.083
C14 2+635 686 Proposed 0.145
C15 3+000 684 Irrigation Canal 2.919
C16 3+220 689 Khudi Khola Bridge 16.541
4.2.8 Return Period

The return period is the average interval of time within which an event (rain fall) of given magnitude
will be equaled or exceeded at least once. The return period (design frequency) for various types of
cross drainage structures such as road side drain, pipe culvert, slab culvert and major-minor bridges
etc., has been consider based on IRC: SP guidelines and Nepal bridge standard as followed.
49
Table 4.5 Return Period
1. Return Period Code

i Road side drain 2 years. Section 4.7.1, page no. 18 of IRC SP 50, 1999.
ii Culverts 50 Years Section 6.2.2, page no. 21 of IRC SP 13, 2004.
Section 3.2, page no. 3 of Nepal Bridge Standard
ii Bridges 100 years
2067.
4.2.9 Run off co-efficient

Following values of run off coefficient has been recommended in Table 4.1, page no. 19 of IRC SP 50
1999 guideline, for various soil type.
Table 4.6 Run off co-efficient
1. Runoff Coefficient  Paved surface – 0.9 Table 4.1, page no. 19
 Unpaved surface – 0.3 0f IRC SP 50 1999
 Green area (loamy) – 0.3
 Green area (sandy) – 0.2
 Lawns and parks – 0.15
 Moderately steep built up area – 0.8
The upstream sub-catchment area of the proposed project area consists of forest (at uphill area),
vegetation-agricultural land, barren land and less densely populated terrain and various lakes.
Similarly, the soil type consists of clayey, loam and sandy at different places. Hence, the run off co-
efficient has been different for different places. Based on the nature of land used pattern of the
project catchment area, the average run off coefficient has been calculated as wetted run off
coefficient and presented in Table –3 of Annex IV – Hydrological Calculations attached here below.
4.2.10 Time of concentration

Time of concentration is the time taken to flow storm water from far most point of the catchment
area to the outlet point. It is the sum of Inlet time and Flow time. The inlet time can be estimated by
using Kirpich Formula as follow.
𝑡𝑐 = 0.87 𝑥 (𝐿𝑥𝐿𝑥𝐿)/𝐻)^0.385+ flow time

Where,
𝑡𝑐 ∶ 𝑇𝑖𝑚𝑒 𝑜𝑓 𝑐𝑜𝑛𝑐𝑒𝑛𝑡𝑟𝑎𝑡𝑖𝑜𝑛 (ℎ𝑟)
𝐿 ∶ 𝐿𝑜𝑛𝑔𝑒𝑠𝑡 𝑑𝑖𝑚𝑒𝑛𝑠𝑖𝑜𝑛 𝑜𝑓 𝑐𝑎𝑡𝑐ℎ𝑚𝑒𝑛𝑡 𝑎𝑟𝑒𝑎 (𝑘𝑚)
𝐻 ∶ 𝑉𝑒𝑟𝑡𝑖𝑐𝑎𝑙 𝑑𝑟𝑜𝑝 (𝑠𝑡𝑟𝑒𝑎𝑚 𝑓𝑎𝑙𝑙)𝑜𝑓 𝑡ℎ𝑒 𝑓𝑙𝑜𝑤 𝑓𝑟𝑜𝑚 𝑓𝑎𝑟𝑡ℎ𝑒𝑠𝑡 𝑝𝑜𝑖𝑛𝑡 𝑡𝑜 𝑡ℎ𝑒 𝑜𝑢𝑡𝑙𝑒𝑡 𝑝𝑜𝑖𝑛𝑡 (𝑚)
If the time of concentration calculated from above equation is less than 5 minutes, then it has been
considered as 5 minutes. Following table shows the calculated time of construction for flow to
specified cross drainage structure at various locations.
Table 4.7 Time of Concentration Talchowk – Begnas road section

[Ref: IRC: SP:50-2013]
Length
Catch Lower Height Time of
of Upper Inlet Flow Assigned
ment Chainage Level Difference Concentra
Drainage Level (m) Time time TC (Hr)
Nos. (m) (m) tion (Hr)
(Km)
C1 0+000 0.33 726 722 4 0.15 0.000 0.154 0.154
50
Length
Catch Lower Height Time of
of Upper Inlet Flow Assigned
ment Chainage Level Difference Concentra
Drainage Level (m) Time time TC (Hr)
Nos. (m) (m) tion (Hr)
(Km)
C2 0+235 0.34 725 719 6 0.14 0.000 0.137 0.137
C3 0+330 0.7 733 720 13 0.23 0.000 0.234 0.234
C4 0+480 0.21 720 719 1 0.16 0.000 0.156 0.156
C5 0+670 0.18 719 716 3 0.09 0.000 0.086 0.086
C6 0+865 6.6 1168 710 458 0.79 0.000 0.792 0.792
C7 1+090 1.83 846 708 138 0.29 0.000 0.286 0.286
C8 1+210 0.7 720 708 12 0.24 0.000 0.241 0.241
C9 1+500 0.8 719 705 14 0.27 0.000 0.265 0.265
C10 1+720 1.23 765 702 63 0.24 0.000 0.244 0.244
C11 1+930 3.87 1200 699 501 0.41 0.000 0.413 0.413
C12 2+030 0.32 730 698 32 0.07 0.000 0.067 0.083
C13 2+150 0.55 770 695 75 0.09 0.000 0.090 0.090
C14 2+635 0.6 755 686 69 0.10 0.000 0.103 0.103
C15 3+000 5.58 1426 684 742 0.54 0.000 0.542 0.542
C16 3+220 5.58 1426 689 737 0.54 0.000 0.543 0.543
4.2.11 Critical (Peak) Rainfall Intensity

The critical (peak) rainfall intensity at various durations is required for the calculation of storm water
discharge during that period.
The calculated critical rainfall intensity for various return periods has been presented in Table – 2 in
Annex IV, attached here below.
Rainfall frequency analysis

The rainfall frequency analysis has been conducted for the estimation of future peak rainfall
intensity in the catchment area at various return periods. Among the various methods available, the
statistical or probability method is one of the widely used methods. Under this probability method,
the Gumbel’s method has been followed for rainfall frequency analysis of this project area. In this
Gumbel’s method (1941), the Gumbel’s extreme value distribution is used to fit the extreme values
like maximum or minimum values (the values can be in terms of flood or intensity). He defined the
largest of 365 day’s flow as flood. According to him, probability of an event equal or larger than a
value xo is:
−𝑦
𝑃[𝑋 ≥ 𝑥𝑜 ] = 1 − 𝑒 −𝑒
51
Where, e is the base of Napierian logarithms and y is a dimensionless variable. The value of y can be
determined by the following equations.
𝑇
𝑦 = −0.834032 − 2.3 𝑙𝑜𝑔. 𝑙𝑜𝑔 ( )
𝑇−1
Where, T is the return period in years

𝑛+1
𝑇=
𝑚
Where,
n= Numbers of observation record
m = order or number of event when arranged in descending order of magnitude
Now, rearranging the value of the variant with a return period T from above equation, the peak
probable intensity XT is given by the relation,
𝑦 − 𝑦𝑛
𝑋𝑇 = 𝑋̅[1 + 𝐶𝑣 ]
𝜎𝑛
The XT can also be express in other terms as followed.
Where,
K is frequency factor and it is given as below (Chow eauation) [Ref: IRC:SP:50-2013]
Where,
𝑋̅ : mean value (intensity)
𝐶𝑣 : coefficient of variation
𝜎𝑛 : expected standard deviation of reduced extremes
n: Nos. of observations
The expected values 𝑦𝑛 𝑎𝑛𝑑 𝜎𝑛 can be taken from 𝐺𝑢𝑚𝑏𝑙𝑒𝑠 𝑇𝑎𝑏𝑙𝑒 as presented here below.
[source: Text book, Engineering Hydrology, B. L. Gupta]
Based on the Gumbel’s Method as mentioned above, the extreme rainfall of various years in the
project region has been analyzed. The Table – 1 of Annex IV attached here below shows the
summary of 24-hr (daily) maximum rainfall at different return period.
4.2.12 Intensity Duration Frequency Curve (IDF)
Intensity Duration Frequency Curve is the plot between critical rainfall intensity in ordinate and rain
fall duration in x-axis for certain return period. It is used to estimate peak rainfall intensity at any
particular time of rain fall. Following graph present the IDF for different return period.
52
IDF curve
400
Critical Rain fall (mm/hr)
350
300
250
200 RT: 2 Years

RT: 50 years
150
RT: 100 years
100
50
0
0 5 10 15 20 25 30
Time of concentration (hr)
Figure 4.3 Intensity Duration Frequency (IDF) Curve
I-D-F logarithmic Curve

350
Rainfall Intensity(mm/Hr)
300
250
200
150
100
50
0
0 1 10
Time of Concentration(Hr)
RT: 2 Years RT: 50 years RT: 100 years
Figure 4.4 Intensity Duration Frequency (IDF) Logarithmic curve
4.2.13 Run-off Computation

The run off (storm water discharge) is generally, calculated using rational formula for catchment
area up to 50 sqm. Hence, this rational formula has been used to calculate run off for all the
drainage structure as described below:
Rational formula:
𝑄 = 0.028𝐶𝐴𝐼c
Where,
53
𝑚3
𝑄 = 𝑀𝑎𝑥𝑖𝑚𝑢𝑚 𝑓𝑙𝑜𝑜𝑑 𝑑𝑖𝑠𝑐ℎ𝑎𝑟𝑔𝑒 ( )
𝑠
𝐶 = 𝑅𝑢𝑛𝑜𝑓𝑓 𝑐𝑜𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑡 (𝑔𝑒𝑛𝑒𝑟𝑎𝑙𝑙𝑦 0.4 − 0.65 𝑑𝑒𝑝𝑒𝑛𝑑𝑖𝑛𝑔 𝑢𝑝𝑜𝑛 𝑡𝑦𝑝𝑒 𝑜𝑓 𝑓𝑙𝑜𝑤 𝑠𝑢𝑟𝑓𝑎𝑐𝑒)
𝑚𝑚
𝐼𝑐 = 𝑅𝑎𝑖𝑛𝑓𝑎𝑙𝑙 𝑖𝑛𝑡𝑒𝑛𝑠𝑖𝑡𝑦 ( ) 𝑓𝑜𝑟 𝑡𝑖𝑚𝑒 𝑡𝑐
ℎ𝑟
𝐴 = 𝐶𝑎𝑡𝑐ℎ𝑚𝑒𝑛𝑡 𝑎𝑟𝑒𝑎 (ℎ𝑎)
The run-off computation for different sub-catchment area has been carried out and presented in
Table – 4 in Annex IV, attached here below.
4.2.14 Type of drain section and material

The material for cross and road side drain can be Cement Concrete, Stone Masonry, Brick Masonry
with Cement Concrete (CC) bed. Similarly, the shape of road side drain can be Parabolic, Trapezoidal,
Triangular (V shaped) and Rectangular. Due to urban road, for this project road, RCC rectangular
shaped side drain with RCC cover on its top has been assigned mostly for all side drain. The typical
drawing of side drain has been attached in Annex V of drawings.
4.2.15 Free Board

Following Free Board has been considered in Storm Water Drain. [Source: section 4.9.3, page no. 21
of IRC SP 50 1999]
 Drain Size – up to 300mm clear bed width = 10cm.

 Drain Size – beyond 300mm and up to 900mm clear bed width=15cm.
 Drain Size – beyond 900mm and up to 1500mm clear bed width =30cm.
4.2.16 Manning’s roughness co-efficient

Following Manning’s Coefficient (n) of roughness for Storm Water Drain material has been used for
designing cross section of drainage structure. (Source: table 3.11, CPHEEO manual 2013)
 Cement concrete: 0.014

 Brick Masonry (without plaster): 0.017
 Brick Masonry (with plaster): 0.015
 Stone Masonry: 0.015
The adopted construction material for side drain has been cement concrete at densely settled area
and stone masonry for other hill side area.
4.2.17 Velocities
Following values has been minimum & maximum Velocities adopted in Storm Water Drain designing.
[source: table 3.11, CPHEEO manual 2013]
 Minimum – 0.6 m/sec
 Maximum – 3 m/sec
The minimum limiting velocity has been considered to prevent siltation in channel bed, whereas, the
maximum limiting velocity has been limited to prevent excessive scouring in channel wetted surface
by flow water. For the road side drain section having flowing velocity beyond specified maximum
value, L-slope has to be reduced as per suitability by providing necessary drops in channel alignment.
54
Minimum velocity of 0.6 m/s has been adopted to avoid siltation, while maximum velocity has been
kept as 3.0 m/s to avoid scouring of drains. As minimum and maximum velocities are considered for
design rain fall storm, siltation will occur in during low rain falls, which will reduce the designed
capacity of drains.
In view of above, it is advisable to remove deposited silt / other debris, before start of monsoon
season every year.
4.2.18 Hydraulic Analysis & design methodology

In this report, the design of cross drainage has been limited to calculating maximum run-off through
the proposed drainage and its average size for safely flow out the run-off. Depending upon the
morphology of the site, the road side drain at one or both side of road and cross drainages
structures at existing stream lines has been recommended.
4.2.19 Road Side Drain

The road side drain has been proposed along the road, at both side to discharge the rain water from
the road surface and adjacent setback ground surface. Along the proposed road section, there exist
earthen and masonry road side drain at various sections. But, it need renovation and upgrade at
some location and rest of other locations need construction of new road side drain, where it does
not currently exist and where the proposed road edge exceeds beyond the existing drain line. Since,
the proposed road section is mostly along the plain and settlement area, it need construction of
road side drain mostly at both side along the road.
The road side drain has been designed for critical rain fall of 2 years return period.
The rectangular RCC channel has been recommended. The capacities of the drains are checked by
using the manning’s formula as below.
1 2 1
𝑄= 𝐴𝑅 3 𝑆 2
𝑛
Where,
𝑄 = 𝑓𝑙𝑜𝑤 𝑑𝑖𝑠𝑐ℎ𝑎𝑟𝑔𝑒 (𝑚3 /𝑠)
𝐴 = 𝑤𝑒𝑡𝑡𝑒𝑑/ℎ𝑦𝑑𝑟𝑎𝑢𝑙𝑖𝑐 𝐶𝑟𝑜𝑠𝑠 𝑠𝑒𝑐𝑡𝑖𝑜𝑛𝑎𝑙 𝑎𝑟𝑒𝑎 𝑜𝑓 𝑡ℎ𝑒 𝑑𝑟𝑎𝑖𝑛/𝑐ℎ𝑎𝑛𝑛𝑒𝑙 (𝑚2 )
𝑅 = 𝐻𝑦𝑑𝑟𝑎𝑢𝑙𝑖𝑐 𝑟𝑎𝑑𝑖𝑢𝑠 (𝑚)[Ratio of cross sectional area and wetted perimeter]
𝑆 = 𝐿𝑜𝑛𝑔𝑖𝑡𝑢𝑑𝑖𝑛𝑎𝑙 𝑠𝑙𝑜𝑝𝑒 𝑜𝑓 𝑐ℎ𝑎𝑛𝑛𝑒𝑙
𝑛 = 𝑅𝑜𝑢𝑔ℎ𝑛𝑒𝑠𝑠 𝑐𝑜𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑡 (0.04 𝑓𝑜𝑟 𝑟𝑜𝑢𝑔ℎ 𝑟𝑢𝑏𝑏𝑙𝑒)
Designed result:
Table 4.8 Design result of Talchowk – Begnas road section
Bottom width
Gross height (m) Top width (m) Type Remarks Average total length (m)
(m)
0.45 0.40 0.40 A 4160.00
0.5 0.4 0.4 B 580.00
0.65 0.45 0.45 C 1700.00
The details of the side drain design and calculation has been presented in Table 5 in Annex IV,
attached here below.
Minimum Section
55
Minimum clear drain width should be 250mm as per IRC SP 50, Section no. 4.9.3.
4.2.20 Cross Drainage Structures

For stream or flow from the side drain to cross the roadway, facility for cross drainage structure has
to be provided. The normally recommended cross drainages for this alignment are as follows.
A. Box Culvert and Medium span bridge
For hydraulic designing of slab culvert required at different stream tributaries drainage crossing
across the proposed road alignment, the design flood discharge with 50 years return period, has
been used as mentioned above section. Similarly, for designing the opening size of medium bridges,
the design flood discharge with 100 years return period has been used.
For simple and preliminary calculation of slab culvert, the continuity equation has been used as
follows.
𝑄
𝑏=
𝐻𝑣
Where,
𝑏 = 𝑐𝑙𝑒𝑎𝑟𝑒𝑑 𝑠𝑝𝑎𝑛 𝑜𝑓 𝑏𝑟𝑖𝑑𝑔𝑒 (𝑚)
𝐻 = 𝑠𝑡𝑒𝑎𝑚 𝑓𝑙𝑜𝑤 𝑑𝑒𝑝𝑡ℎ , 𝑖𝑡 𝑖𝑠 𝑎𝑠𝑠𝑢𝑚𝑒𝑑 𝑎𝑠 3 𝑚 𝑚𝑎𝑥. 𝑓𝑙𝑜𝑤 𝑑𝑒𝑝𝑡ℎ 𝑎𝑡 𝑏𝑟𝑖𝑑𝑔𝑒 𝑠𝑒𝑐𝑡𝑖𝑜𝑛
𝑎𝑛𝑑 2 𝑚 𝑓𝑜𝑟 𝐵𝑜𝑥 𝑐𝑢𝑙𝑣𝑒𝑡
𝑣 = 𝑟𝑖𝑣𝑒𝑟 𝑓𝑙𝑜𝑤 𝑣𝑒𝑙𝑜𝑐𝑖𝑡𝑦 𝑎𝑡 𝑑𝑒𝑠𝑖𝑔𝑛𝑒𝑑 𝑓𝑙𝑜𝑜𝑑 (𝑐𝑜𝑛𝑠𝑖𝑑𝑒𝑟𝑒𝑑 𝑎𝑠 2 𝑚/𝑠)
B. Pipe Culvert
For hydraulic designing of the RCC pipe culvert, the design flood discharge with 50 years return
period has been used. For simple and preliminary calculation of size of the pipe culvert, the
continuity equation has been used as follows.
𝑄
𝑑 = 2√
𝑣
Where,
𝑑 = 𝑑𝑖𝑎𝑚𝑒𝑡𝑒𝑟 𝑜𝑓 𝑡ℎ𝑒 𝑝𝑖𝑝𝑒 (𝑅𝐶𝐶 ℎ𝑢𝑚𝑝 𝑝𝑖𝑝𝑒)
𝑚
𝑣 = 𝑓𝑙𝑜𝑤 𝑣𝑒𝑙𝑜𝑐𝑖𝑡𝑦 (𝑐𝑜𝑛𝑠𝑖𝑑𝑒𝑟𝑒𝑑 𝑎𝑠 2.5 < 3 )
𝑠
Remarks: the calculated clear span / diameter of the recommended cross drainage structure
(culvert) with estimated catchment area and run -off volume has been presented in Table – 4 of
Annex IV, herewith below.
4.3 Pavement Design Standards

4.3.1 Flexible pavement
The code considered for pavement design of this alignment is ‘Pavement design Guidelines (flexible
pavement), 2013’. This code is incorporated for all roads constructed in Nepal. According to the
code, following design criteria has been incorporated in this alignment:
Assuming the CBR value (5 to 7%) to be same as report of Bijaypur West done by the ‘Transport
preparatory project facility’, following criteria has been incorporated a project of DOR which has
been held recently in road of Mugling Pokhara road adjoining to this road at Talchowk, following
criteria has been incorporated:
56
Using DOR pavement chart using 2 MSA and 6% of CBR, the thickness of different structural layers
found to be as follows:
Sub base course = 250 mm
Base course= 150 mm
DBM (Dense Bituminous Macadam) = 50 mm
Dense Bituminous Macadam (DBM) is a binder course used for roads with more number of heavy
commercial vehicles and a close-graded premix material having a voids content of 5-10 per cent. This
material has increased in popularity due to durable surface which performs almost well as in all
situations.
Wearing course (PC: Premix Carpet) = 20 mm
The Premix Carpet is also provided with a bituminous sand seal coat to minimize direct penetration
of rainwater into it.
Figure 4.5 Pavement Design Chart
Source: Pavement design Guidelines (flexible pavement), 2013
4.4 Road Safety

Traffic Safety such as street lights, traffic control devices and other features shall be covered through
“Traffic Signs Manuals Vol-I and Vol II” and “Road safety manual” published by the DOR. This will be
incorporated during DPR phase using the same code. The feasibility study incorporates provision of
guide rails in case of steep fall and sharp bends for safety. Similarly, provision of covered drains in
settlement area and shallow trapezoidal drains in other areas as forgiving drains has been
considered. The provision of proper road signage and markings, and street lights along the alignment
will be added to the safety features. The horizontal and vertical control features will be designed
based on the safe stopping distance and visibility criteria for safer road.
It is, however, advisable to conduct road safety audit during the design phase to avoid any serious
safety issues before the project is implemented. If, it is not done, road safety audit should be done
after the construction of the road before it is opened to general public (official handover to the
municipality).
57
4.5 Bus Lay Bys

Bus bays are one of the most crucial factors to be considered in market areas as well as settlement
areas. Bus bay has been incorporated in NRS Clause 13.5. The design of bus lay-bys shall be done in
detail during the DPR stage of the project.
Figure 4.6 Bus Lay-bys Design
58
5 Survey and Investigation

5.1 Traffic Survey:
5.1.1 Classified Traffic Data Collection
The study team conducted the current situation of traffic characteristics on the project road. 12-
hour (6:00 a.m. – 6:00 p.m.) three-day classified traffic counts were conducted at Talchowk (0+150)
and Beganas Buspark (3+200) from 12th to 14th August 2018. The classified vehicle counts considered
both motorized and non-motorized vehicles. Department of Roads conduct yearly classified manual
vehicle counts in different stations on strategic roads. To project the 12-hour day traffic to 24-hour
traffic, hourly expansion factor of each traffic categories calculated from one of the fixed traffic
count stations in Pokhara, which closely resembles with the project road in terms of number of
traffic flow and topography.
Figure 5.1 Traffic Count Station

Seasonal influence over traffic volume on the road is significant, particularly agricultural activities
period and rainy season are noteworthy. During the harvesting season, traffic levels are increased
due to more movements of labor, transport of harvested crops and an increase in other associated
activities. On the other hand, rainfall has adverse effect on the number of vehicles plying on the road
due to disruptions caused by damage of roads and slides. DoR has developed a set of monthly traffic
seasonal factors for general use based on the traffic data obtained from regular traffic counts in
different locations on strategic roads. Since the traffic count was conducted in the rainy month of
August (low traffic volume season), it was decided to incorporate seasonal factor to estimate the
average annual daily traffic (AADT) in lieu of the dry season. However, since the seasonal factor for
August was not available, the seasonal factor of September (1.14) was used.
59
For the analytical purpose, the AADT of the road is expressed in terms of daily passenger unit
(pcu/day) assuming the following factors that are in practice in Nepal.
Table 5.1: Passenger Car Unit (pcu) Factor
Vehicle Type pcu factor Vehicle Type pcu factor
>=3 axle Trucks 3 Utility/Pickup 1
2 axle Trucks 3 Tractor 3
Mini Truck 1.5 Car, Van, Taxi, Jeep 1
Large Bus 3 Motorcycle 0.5
Mini Bus 3 Bicycle 0.5
Micro Bus 1.5 3 Wheelers 1.5
Source: NRS 2070
5.1.2 Traffic Components

A transport project usually distinguishes three types of demand – Normal traffic, Generated traffic,
and diverted traffic. Normal traffic also called base load traffic refers to the traffic that would have
normally occurred even in the absence of the project. Generated traffic refers to new traffic
resulting from lower transport costs. Finally, diverted traffic means traffic drawn away from existing
facilities.
Normal Traffic
This represents the traffic which would in any event occur if no improvement is made. The base year
for the traffic projection is 2018, on which traffic surveys and baseline data has been based. The
normal traffic has been projected for 3 years (2018-2021), based on short term traffic growth rate of
3%. Accordingly, the summarized AADT based on traffic count made by the Consultant and
considering the adopted growth rate on the project road, the opening year normal traffic for the
year 2021 is shown Table below.
Table 5.2: Average Annual Daily Traffic (AADT)
Generated AADT in pcus 2021
Utilit
Station >=3 Micr Car/ Moto Bi-
2 Axle Mini Large Mini y/ 3
Axle o Jeep Tractor r Cycl Total
Truck Truck Bus Bus Pick Wheeler
Truck Bus /Taxi Cycle e
up
Talchowk 33 187 205 561 1508 208 1259 272 38 662 3131 341 8405
Begnas
Buspark 0 33 102 324 1167 66 507 47 0 105 903 53 3307
Generated Traffic
Improvement of the road generates new traffic. Generated traffic is defined as the additional peak
period traffic triggered by the road improvement, mainly urban road expansions. A journey becomes
more attractive because a new road saves travel time or travel costs. A road may bring further
development of a certain area, or making it appealing as a destination, thus generating traffic.
Leading UK transport economists study of the effects on the performance of the economy which
might be caused by transport projects and policies, including new infrastructure, changing prices,
60
demand management and measures to reduce traffic. revealed that the elasticity of traffic volume
with respect to traffic volume is -0.5 in the short run and -1.0 in the long run (Standing Advisory
Committee on Trunk Road Appraisal, SACTRA, 1994). Elaborating it, if the travel time is reduced by
20 percent in the project road, then it is likely that the traffic volumes increase by 10 percent in the
short run and 20 percent in the long run. Likewise, National Highway Institute estimated the
elasticity of highway travel with respect to user’s generalized cost (travel time and financial
expenses) to be usually -0.5 (NHI, 1995). Goodwin(1996) concluded that the elasticity of vehicle
travel with respect to travel time for urban roads in short term and long term are -0.27 and -0.57
respectively.
All the above elasticity rate was estimated from the researches in cities from developed countries,
where the elasticity ranges from -0.27 up to -1.0 and beyond -1.0 in some studies. Unlike developed
cities, the economy of the areas served by the project road is not advanced and thus the generated
traffic is expected to be lesser. For the project road, generated traffic is assumed to have an
elasticity of -0.5. Furthermore, it is assumed that the improvement of road decreases the travel time
by 30%, which in turn is expected to increase the traffic on the road by 15% at an elasticity rate of -
0.5.
Table 5.3: Generated Traffic
Generated AADT in pcus 2021
Utilit
Station >=3 Micr Car/ Moto Bi-
2 Axle Mini Large Mini y/ 3
Axle o Jeep Tractor r Cycl Total
Truck Truck Bus Bus Pick Wheeler
Truck Bus /Taxi Cycle e
up
Talchowk 38 215 236 645 1734 239 1448 313 43 762 3601 393 9665
Begnas
Buspark 0 41 128 407 1466 83 637 59 0 132 1135 67 4156
Diverted Traffic
Diverted traffic represents traffic that diverts to the project road from alternative roads, while at the
same time keeping the same origin and destination as before. Since this is the only road to reach
Begnas lake from the Prithvi Highway, diverted traffic is insignificant and has been ignored in traffic
projection.
Opening Year AADT
Opening year AADT is the aggregate of all three types of traffic. Among the two traffic count
stations, Talchowk - which has comparatively higher number of traffic – has been considered as the
basis for the future traffic projection.
Table 5.4: Opening Year AADT
>=3 Mini Car/

2 Axle Large Mini Micro Utility/ 3 Motor Bi
Type of Traffic Axle Truc Jeep Tractor Total
Truck Bus Bus Bus Pick up Wheeler Cycle Cycle
Truck k /Taxi
Normal 33 187 205 561 1508 208 1259 272 38 662 3131 341 8405
Generated 5 28 31 84 226 31 189 41 6 99 470 51 1261
Diverted 0 0 0 0 0 0 0 0 0 0 0 0 0
Total 38 215 236 645 1734 239 1448 313 43 762 3601 393 9665
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5.2 Traffic Growth Analysis

5.2.1 Traffic Growth Rate
The historical data of traffic counts in the project road is unavailable. Nepal road standards have no
provision for estimating the traffic growth in such case. However, IRC: 37 – 2012 Para 4.2.2 mentions
that if the data for the annual growth rate of commercial vehicles is not available, or it is less than
5%, a growth rate of 5% need to be fixed. Thus, the traffic growth rate of at least 5% have been
considered for all types of traffic in the project roads
Although Begnas Lake is immensely overshadowed by the Phewa lake, it still attracts plenty of
visitors. Furthermore, the region along the road seems to be growing continuously, as plethora of
land is still not built out. Since the historical traffic data is unavailable, considering the importance of
the location, the traffic growth rate in this road has been considered to be 6%.
5.3 Traffic Continuity Analysis

5.3.1 Traffic Projection
Traffic projection is process of estimating the number of vehicles or people that will use a specific
transportation facility in the future. It helps to predict the future demand of the road and provide
proper benchmark for future design and efficient transportation system operation. In the case of
project road, considering 2018 the design period, further one year for procurement and another 2
more years for the construction, the base year design traffic would be for 2021. Thus, the traffic
projection is done using Excel program accordingly the results of which is presented below.
Table 5.5: 20 Years Traffic Projection at Talchowk
Truck Bus Utilit
Car/
y 3 Motor Bi
Year >=3 2 Micr Jeep Tractor
Mini Large Mini /Pick Wheeler cycle cycle Total
axle axle o /Taxi
up
2021 38 215 236 645 1734 239 1448 313 43 762 3601 393 9665
2022 40 226 247 677 1821 251 1520 329 46 800 3781 412 10149
2023 42 237 260 711 1912 264 1596 345 48 840 3970 433 10656
2024 44 249 273 746 2008 277 1676 362 50 882 4168 455 11189
2025 46 261 286 784 2108 291 1760 380 53 926 4377 477 11748
2026 48 274 301 823 2213 306 1848 399 55 972 4596 501 12336
2027 51 288 316 864 2324 321 1940 419 58 1021 4826 526 12953
2028 53 302 332 907 2440 337 2037 440 61 1072 5067 553 13600
2029 56 317 348 952 2562 354 2139 462 64 1125 5320 580 14280
2030 58 333 366 1000 2690 371 2246 485 67 1181 5586 609 14994
2031 61 350 384 1050 2825 390 2358 510 71 1240 5865 640 15744
2032 64 368 403 1103 2966 409 2476 535 74 1302 6159 672 16531
2033 68 386 423 1158 3114 430 2600 562 78 1368 6467 705 17358
2034 71 405 444 1216 3270 451 2730 590 82 1436 6790 740 18226
2035 75 425 467 1276 3434 474 2866 620 86 1508 7130 778 19137
2036 78 447 490 1340 3605 498 3010 651 90 1583 7486 816 20094
2037 82 469 514 1407 3785 523 3160 683 95 1662 7860 857 21098
2038 86 493 540 1478 3975 549 3318 717 99 1745 8253 900 22153
2039 91 517 567 1551 4173 576 3484 753 104 1833 8666 945 23261
2040 95 543 595 1629 4382 605 3658 791 110 1924 9099 992 24424
2041 100 570 625 1710 4601 635 3841 830 115 2021 9554 1042 25645
62
Table 5.6: 20 Years Traffic Projection at Begnas Bus Park

Truck Bus Utilit
Car/
y 3 Motor Bi
Year >=3 2 Micr Jeep Tractor
Mini Large Mini /Pick Wheeler cycle cycle Total
axle axle o /Taxi
up
2021 0 41 128 407 1466 83 637 59 0 132 1135 67 4156
2022 0 44 135 428 1540 87 669 62 0 139 1191 70 4363
2023 0 46 141 449 1617 91 702 65 0 145 1251 73 4582
2024 0 48 148 471 1698 96 738 68 0 153 1314 77 4811
2025 0 50 156 495 1783 101 774 72 0 160 1379 81 5051
2026 0 53 164 520 1872 106 813 75 0 168 1448 85 5304
2027 0 56 172 546 1965 111 854 79 0 177 1521 89 5569
2028 0 58 180 573 2064 117 896 83 0 186 1597 94 5847
2029 0 61 189 602 2167 123 941 87 0 195 1677 98 6140
2030 0 64 199 632 2275 129 988 92 0 205 1760 103 6447
2031 0 68 209 663 2389 135 1038 96 0 215 1848 108 6769
2032 0 71 219 696 2508 142 1090 101 0 226 1941 114 7108
2033 0 74 230 731 2634 149 1144 106 0 237 2038 120 7463
2034 0 78 242 768 2765 156 1201 111 0 249 2140 126 7836
2035 0 82 254 806 2904 164 1261 117 0 261 2247 132 8228
2036 0 86 266 846 3049 172 1325 123 0 274 2359 138 8639
2037 0 91 280 889 3201 181 1391 129 0 288 2477 145 9071
2038 0 95 294 933 3361 190 1460 135 0 302 2601 153 9525
2039 0 100 308 980 3529 200 1533 142 0 318 2731 160 10001
2040 0 105 324 1029 3706 210 1610 149 0 333 2867 168 10501
2041 0 110 340 1080 3891 220 1690 157 0 350 3011 177 11026
Nepal Road Standard 2070 of Department of roads, Nepal prescribes among six Levels of Services
(LOS) viz. "A‟ to "F‟ to adopt a Level of Service (LOS) "B‟ category for the design capacity of roads.
Under this condition, it is said that traffic will experience congestion and inconvenience during some
of the peak hours, which may be acceptable. Design capacity governs the number of lanes required
for the design volume of traffic. At the LOS"B", volume of traffic will be around 45 % of maximum
capacity under mixed traffic condition. Design traffic volume should be taken as the volume at the
end of the design life considering the equivalency factors. Thus, for LOS B and plain topography of
the road alignment, 2 lane roads with low curvature can accommodate 15000 pcu/day. The -
Talchowk - Begnas road section with 2 lanes could operate with LOS Class B until 2031 i.e. 10 years
from the base year (assuming after upgrading construction the improved road will be in operation in
2021 as the first base year of design), after which the road needs to be expanded to 4 lanes to adjust
the increasing traffic. Since as also prescribed by NRS/DoR the design life period of 20 years the
calculated volume of the projected traffic in 20 years from the current traffic count results requires
the first section from Talchowk to Sisuwa (1.3 km length) 4 lanes and then the second section from
Sisuwa to Begnas 2 lanes. As per the “Final Design Criteria for Inclusion in FR’s” decided for the
project, the design period for pavement is 15 years. The traffic volume of 2036 i.e. 15 years after
base year also justifies the lanes. Accordingly, the lanes have been proposed in this report.
63
5.4 Road Inventory and Condition Survey

A detailed road inventory survey together with condition of road and structures were carried out
and the tabulated results are presented in Annex III
The survey was conducted with the GPS tracking and waypoint throughout the proposed alignment.
The detailing notes of structures, road width, pavement conditions, natural topology, etc. were
taken during the survey. An impression of the road condition is presented in the following Photos:
Road at starting location at Talchowk Road and settlement at Sisuwa at about 0+900
Existing slab Culvert at 1+100 Market area at Talchowk

Figure 5.2 Impression Photos of Road Condition
64
6 Proposal
6.1 Alternative Road Options
Talchowk Begnas road is a feeder road having ROW of 30 m. It has the strategic importance in terms
of rural linkage. As the road has been transferred in the jurisdiction of Municipality, it is no more
enlisted in the SRN of DoR. This road continues joining further to the Rupa Rural municipality. This
road is straight and shortest route to join Begnas, one of the major tourist destination points. There
are no other feeder roads with 30 m RoW in the vicinity of this road. There are other number of
municipal roads coming and meeting as artilleries to this main Talchowk - Begnas road. And they
have RoW of 15 m. So they cannot be an alternative solution to this road. Because there are no
enough spaces on either side to widen the road as part of improvement in one hand and without
widening they cannot cope the 15 years traffic demand. Hence, it was concluded that there was no
viable option to this alignment.
Talchowk Begnas Road
Figure 6.1: Talchowk - Begnas Road Schematic Alignment Plan
Facts and Figures of Talchowk - Begnas Road
 Local materials like sand, stone, gravel are abundantly available from nearby resource places
 Import of special materials like cement, steel and bitumen can be done from Pokhara in
large quantities. Some small quantities can be purchased locally also.
 Length: 3.2 km
65
 Almost straight road and is on plain area, so easy going for material deliveries and supplies
and construction.
 Because of clear 30 m RoW, no acquisition of land and property required.
 Served wards: Passing via 27,30 and 31 having a population of 27,784 numbers
 Served households: 5650 HHs in ZoI of which 1315 HHs are direct beneficiaries alongside the
road
 Topography: Flat lands or plain terrain with ordinary soil and sporadic gravel lying on the
catchment of Begnas Lake
 Improvement of area after Khudi Bridge with Street lights, vendors, etc.
Project Justification
General
 Because Pokhara Metropolitan City does not have a Municipal Transport Master Plan this
Talchowk Begnas road did not have an official priority. However from the Stakeholders
Consultative Workshop it was clear that this road is one of the major important linkage
roads in the metropolitan city.
Formerly it was categorized as a feeder road in the Kaski District Transport Master Plan and
was under DoR's SRN. Reportedly this road was requested by the then local authority earlier
for upgrading during UGDP I, but was not materialized. So reconsideration is justified being
of a feeder road status and standard.
 The proposed road directly benefits 3 major settlements ward no-27, 30 and 31 of the
Metropolitan city having a population of 27,784 directly and benefiting 5650 HHs in ZoI of
which 1315 HHs are direct beneficiaries alongside the road. The road serves for social
services like education, market facilities, health services and communication and for
increasing economic opportunities. Because of this fact and figure the road is justified due to
better economic return as seen from economic analysis.
 The road will provide better access with riding quality to Begnas Tal, one of the famous
tourist destinations of Pokhara from all over the world. At least 375,000 tourists visit
Pokhara every year (ref: My Republica, July 7, 2018), out of which about 150,000 tourists
visit Begnas Tal every year.1 So it is helping the local economic growth and hence that of the
Metropolitan. This fact justifies the subproject for undertaking.
 The road section already has considerable traffic volume of 7692 pcu as gathered from the
traffic count survey carried out by the consultant team. The road section passes through
main settlements at Talchowk junction and Sisuwa junction together with other 3 important
wards as mentioned above. And there are considerable vehicular as well as pedestrian
movements in the areas of those junctions. The 15-years traffic volume figured out to be as
20,094 PCU is quite a volume of the traffic demanding wider or large road. The current width
of Talchowk-Begnas road section is about 4.5 m in general. Therefore, to facilitate the
movement of large tourist buses along with the local public transportation and private
vehicles, widening the carriageway is necessary. Therefore, an upgrading and improvement
is justified.
1
https://myrepublica.nagariknetwork.com/news/gandaki-province-to-keep-records-of-tourist-arrivals-from-
july-17/; Accessed 12 Oct 2018
http://tourism.gov.np/files/statistics/2.pdf; Accessed: 12 Oct 2018
66
 The minimum standard for two-way vehicular traffic is an intermediate lane of 5.5 m. And 7
m is required for 2 lanes and 14 m for 4 lanes with additional shoulders in all cases. However
as per the traffic demand 14 m width (4 lanes) at the start up to 1+200 and after that 7 m
carriageway width (2 lanes) have been provided.
 The road presently does have neither bus stops/ bus lay-bys, nor defined street crossings,
pedestrian walkways/footpaths and cycle lane. So it is proposed to provide all these missing
but important attributes like cycle lane, pedestrian walkways/ foot paths, bus lay-bys
besides main road of vehicular traffic, which are vital for ease and safety in vehicular traffic
as well as pedestrian movements presently and of 15-years traffic in the long run. There is
no past records available of any accidents on this road., The improvement and upgrading
works will definitely improve the safety of the road users. Since the road is prioritized by the
municipality and besides construction is justified. it will help mitigate the cluttering problem
at the existing bus park near the Begnas Tal Junction. So one of the important aspects of the
road improvement being road safety and traffic management so all allied construction is also
justified in terms of safety needs and traffic management.
 The road provides not only access to Begnas Tal area, but also acts as an important linking to
Rupa Rural municipality further up serving another 14,519 populations and 3780 HHs So this
will help increase cultural linkage and socio-economic benefits.
 The upgrading/improvement of the road with the construction of bus stops/ bus lay-bys will
help organize the vehicular stopping and parking facility in an organized way.
 Improvement of street vendors near Begnas Lake area will help in integrating with previous
park project of Begnas area which will significantly help in increasing the flow of tourist in
Begnas Lake area.
Justification for the Proposed Design
 The 12-hour (6:00 a.m. – 6:00 p.m.) three-day classified traffic counts were conducted at
Talchowk (0+150) and Beganas Bus park (3+200) from 12th to 14th August 2018. The classified
vehicle counts considered both motorized and non-motorized vehicles. Department of roads
does conduct yearly classified manual vehicle counts in different stations on strategic roads.
Such DoR data were also used for comparison with the present traffic count. To project the
12-hour day traffic to 24-hour traffic, hourly expansion factor for each traffic categories
calculated from one of the fixed traffic count stations in Pokhara, which closely resembles
with the project road in terms of number of traffic flow and topography was used. Data from
traffic count station Pokhara North (DoR: SRN) was taken for the above mentioned purpose.
(more explanation in “Classified Traffic volume count surveys” chapter)2. The traffic
projection for the initial segment (Talchowk to Sisuwa) shows that for the year 2036
considering 15 years from the base year of 2021, the traffic will be 20,094 pcu/day which
requires 4 lanes to adopt a Level of Service (LOS) B for plain topography as per Nepal Road
Standards. However, the traffic study near the Khudi river, which is the terminal point,
shows that the projected traffic is 8,639 pcu/day for year 2036 which requires 2 lanes to
accommodate that traffic for the same LOS.
 The road has been designed to cover the entire RoW of 30 m. The road has been designed
in two segments i.e. from Talchowk to Sisuwa Chowk and Sisuwa chowk to the existing
2
DOR: SSRN
67
bridge of Khudi river. The initial segment of the road which is about 1.3 km from the starting
point i.e. Talchowk, has been designed as 4 lanes while the later segment has been designed
as 2 lanes.
Therefore decision made about the lanes ( 2 & 4 lanes) based on the traffic study and future
projection are fully justified.
 All design parameters are taken from DoR standards and dense bituminous macadam (DBM)
with wearing course of premix carpet (PC) road surface. So this will enhance not only
strength but also riding quality giving better comfort to passengers.
 For plains maximum speed given in road standards is 100 km/hr in plains. But for this road it
is taken only 50 km/hr. This will economize the construction cost due to simpler road
geometrics and design parameters.
 The project plans to include medians which will help segregation and streamlining the
opposite traffic flows meaning easy transportation facility decreased travel time, decreased
travel cost, and adequate road safety signage and road furniture will be also provided in the
design and is justified in view of safety and time saving. Such time saving of people can be
used in income generation activities and household welfares.
 Provision of 2.4 m bicycle lane is also justified in view of local trend of bicycle use by farmers
and students and future 15-years projection also shows to increase to more than 1000
bicycles on the cycle lane flow.
 The proposed DBM with PC wearing course road surface is very robust design which will
minimize the regular maintenance cost.
Justification for "No Alternative Alignment"
Talchowk - Begnas road is a feeder road standard road having RoW of 30 m having strategic
importance in terms of rural linkage and linkage to important tourist destination. This road
continues to join Rupa Rural municipality. There are no other roads in vicinity being in parallel.
However, there is one alternative segment, which joins Prithivi Highway from North West to Sisuwa
Chowk but due to having RoW of about 15 m, there will be relocation and resettlement issues for
widening so was not considered as a viable alternative alignment.
Justification for Social Aspect
 The proposed road directly serves 3 major settlements of Pokhara Metropolitan City ward
no-27, 30 and 31 approximately 27,784 populations covered. The road serves for social
services like education, market facilities, health services and communication and for
increasing economic opportunities. Besides, the project provides uncountable benefits to
develop the livelihoods of local people.
 The road section has right of way of 30 m, which has already been cleared. According to
Pokhara Municipality, the ownership of land within ROW has been deed transferred to
public. There is no issue of land acquisition for upgrading the road. However, few utility
infrastructures such as electric poles, two Chautaras and water supply pipelines has to be
relocated. Likewise, the road passes through a settlement area.
 Besides It is also planned to provide green lands on either sides of the road and similarly
create open community spaces at possible areas for facilitating pedestrians, local people and
bicyclists to engage in personal relaxing activities during leisure hours. This will make the
local residents very happy; which is a social justice.
68
 Easy access to markets, hospitals, schools/ colleges, service centers, connectivity, increase in
employment opportunity, etc. will be enhanced for local residents and community after the
project is constructed. And again land price will go up and business will be flourished owing
to increased mobility and tourists flow. Therefore, the proposed road corridor will bring
another justification for the balanced development of not only local community but also the
entire municipality and be milestone for tourism development of the district.
Justification for Environmental Aspect
 The preliminary environmental observation suggests that no community forest area (except
for 11 trees) will be affected by the project. The road does not pass through eco-sensitive
area nor is it located within landslide/flood prone area. There are no archeological,
historical, religious or cultural amenities that will be impacted by the road. There is no
significant environmental impact. So the project is justified in terms of environmental
safeguards.
Justification from Economic Analysis
The overall economic internal rate of return (EIRR) of the project is calculated at 12.19% p.a. with
economic net present value (ENPV) of NRs.206.01 million. Since the EIRR is above the threshold
value of 9% and ENPV is positive the project is economically justified for implementation.
6.2 Conceptual Design

6.2.1 Design Standards for Project Roads
The alignment is proposed as 4 lane road from Talchowk to Sisuwa which is about 1.3Km. The
alignment after that till end of alignment at Begnas at Khudi khola Bridge is proposed as 2 lane road
so as to accommodate the traffic flow throughout the alignment. The transition from 4 lanes to 2
lanes is kept as 100m. The typical cross sections for design proposal have been attached with
drawings in this same chapter. The adopted design standards for the proposed road Talchowk
Begnas are tabulated in table as shown:
Table 6.1 Design standard for district road
Proposed as per NRS
Design Parameters
2070 and IRC
Design Speed 50
Carriageway Width (m) 14, 7
RoW (m) 30
Maximum gradient (%) 9
Minimum horizontal curve radius (m) 70
Minimum length of vertical curve in (m) 20
Stopping sight distance (m.) 50
Super Elevation (%) (max) 5
Cross fall (%) 2
Maximum extra widening (m) 3
Minimum culvert size (m span) 1
Width of Footpath (m) 1.5
Cycle lane width(m) 2.4
Median(m) 3
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6.2.2 General Design Considerations

The major improvements recommended on the lane for the proposed road are as follows:
 Provide 4 lane till Sisuwa Chowk intersection till chainage 1+300 then 2 lane till end chainage
of 3+200 till Khudi khola Bridge at Begnas.
 Provide footpath for the pedestrian in the market area as there are significant numbers of
commuters travelling in both directions.
 Provide cycle lanes for the cyclist as there are significant numbers of cyclist travelling in both
directions.
 Provide bus bays at important bus stop locations.
 Improve horizontal and vertical alignment to allow a minimum design speed of 30 km/h on
level terrain and 20 km/hr in mountainous terrain. The alignment of the Talchowk roads in
mid hills and Mahabharat region but has plain terrain along the alignment therefore a design
speed of 50 km/hr have been adopted.)
 Provide guard/ safety barriers at bridge approaches and where horizontal curves are sharp
and where embankments are greater than 3 meters in height.
 Provide road furniture including signs, delineator posts, kilometer posts, etc. and additional
signs where there is high pedestrian activity and a high possibility of accidents.
 Provide pedestrian crossings and speed controls at key locations outside schools and
hospitals and in other areas where there are high pedestrian movements.
 Raise the embankment to provide a minimum subgrade level of 0.5 m above natural ground
level or 0.6 m above highest flood level to meet hydraulic requirements.
6.2.3 Pavement Design

Suitable pavement will be designed based on the traffic data such as traffic volume and traffic loads
as well as soil data. High degree of expertise as well as detail data is required for the pavement
design as it is one of the most crucial components of road design.
Using DOR pavement chart using 2 MSA and 6% of CBR, the thickness of different structural layers
found to be as follows:
Sub base course = 250 mm
Base course= 150 mm
DBM (Dense Bituminous Macadam) = 50 mm
Dense Bituminous Macadam (DBM) is a binder course used for roads with more number of heavy
commercial vehicles and a close-graded premix material having a voids content of 5-10 per cent. This
material has increased in popularity due to durable surface which performs almost well as in all
situations.
Wearing course (PC: Premix Carpet) = 20 mm
The Premix Carpet is also provided with a bituminous sand seal coat to minimize direct penetration
of rainwater into it.
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6.2.4 Proposed Design of Storm Water Drainage

Since, the proposed road extends through existing single lane motorable gravel / bituminous road, it
has already, consists of many numbers of cross drainage structures at suitable location. By the
hydrological analysis as mentioned above, some of existing cross drainage structure need just
cleaning, renovation and widening or re-locating and some area need new cross drainage structure
to be built. As per field investigation, some of existing culverts have insufficient water way to run out
highest run off for the considered return period. To overcome the insufficient water way of existing
cross drain and at new location, either it has to re-construct with sufficient span or built extra new
minor culverts nearby the existing by distributing the run off into that new structures as well. The
existing major slab culver at various chainage such as CH: 0+865km and 1+930km may need
replacement by medium bridges to discharge estimated peak run-off safely at extreme condition.
Similarly, in some section of the existing road way, there exists stone masonry road side drain with
different size. During the extension (widening) of the proposed road, those side drain may need to
re-locate by new construction as it may come into the carriage way width. In regards to road side
drain, it has been recommended to build rectangular channel with RCC cover at settlement or
market area along both side of the road. There are three numbers of bridges along the alignment.
The existing bridge is proposed to be widened so as to accommodate the traffic flow and avoid
bottlenecking.
The comparative summary of required and existing minimum size of cross drainage structures has
been presented in calculation table, Annex.
Table 6.2 Summary of Road side drain

Gross Top
Bottom Average total length (for both side)
height width Type Remarks
width (m) m
(m) (m)
0.45 0.40 0.40 A 4160.00
0.5 0.4 0.4 B 580.00
0.65 0.45 0.45 C 1700.00
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Figure 6.2 Typical Cross Section of Box Culvert

The list of overall drainage structures is presented in Annex.
72
Table 6.3 Summary of Proposed Cross drainage structure

CA Chainage Existing drainage Recommended Existing Recommended remarks for peak flow at considered Remarks for new
Nos. (km) structure span (m) Span (m) returned period construction
Needs only renovation & widening of width up to
C1 0+000 Minor Slab Culvert 1.00 1.20 -
roadway width
roadway width
roadway width
roadway width
roadway width
C6 0+865 Major Slab Culvert 20.00 6.50 Need replace by new construction of medium bridge MB: 20m span
Slab culvert for Need addition of new SC: 2m span adjacent to the
C7 1+090 6.00 4.00 add SC: 2m span
irrigation canal existing SC
C8 1210 Major Slab Culvert 2.00 0.00 Need new construction SC: 2m span
Needs only renovation & increase in length up to
C9 1+500 Major Slab Culvert 2.00 3.00 -
roadway width
roadway width
roadway width
Slab culvert for Needs only renovation & widening up to road way width
C15 3+000 6.00 5.00 -
irrigation canal and flow controlling in Beganas Lake during extreme run
73
CA Chainage Existing drainage Recommended Existing Recommended remarks for peak flow at considered Remarks for new
Nos. (km) structure span (m) Span (m) returned period construction
off
Needs bed cleaning & Deeping including widening up to
Khudi river RCC
C16 3+220 26.00 26.00 roadway width and flow controlling in Beganas Lake -
bridge
during extreme run off
Figure 6.3: Proposed Road Profile
74
Figure 6.4: Plan Showing Proposed Road Alignment
75
6.2.5 Footpath and Cycle Lane

The traffic data shows considerable number of pedestrians as well as cyclists in both directions of the
alignment. Considering this, the alignment has been proposed with both footpath and cycle lane. The
proposed cycle lane is proposed as 2.4 m and footpath is proposed with 1.5m as per the design
guidelines provided in Nepal Road Standard. The footpath and cycle lane has been separated with
vegetative area so as to minimize minor accidents.
6.2.6 Street Lights

As the alignment falls under urban area with tourist sites, the traffic flow might occur at night as well,
so street lights have also been proposed in the alignment and also after Khudi Bridge.
6.2.7 Vegetation
Green vegetation helps to cool the surrounding as helps in keeping environment clean. The alignment
is also proposed with plantation of trees along with the proposed road alignment. The median
proposed with trees as well. In the 2 lane of the proposed alignment, the plantation is also extended
to the side of road. Trees such plum, pine, flowers, etc can be planted in the proposed areas.
6.3 Maps and Drawings

The list of maps and drawings that are included are listed below:
1. Index Map
2. Location Map
3. Conceptual Layout
4. Thematic map
5. Map of Indicative Development Plan
6. Profile of the road
7. Typical cross section
8. Typical drawing of proposed structure
The drawings and Maps are attached in the Annex of this report.
76
7 Environmental Impact Assessment

7.1 Description of Project Environment
The proposed Talchowk-Begnas alignment is an existing road situated in the ward of 27, 30 and 31 of
Pokhara Metropolitan City. It starts from Talchowk junction at Prithvi Highway and connects with bus
station near by Begnas Lake. The existing width of road is 6 m and is the main road linking Begnas
Lake, a famous tourist destination of the Pokhara. The road is black topped road with shoulder and
side drain all along the alignment. Significant numbers and houses and shops are established on both
side of the road throughout the alignment. Settlement near by the proposed alignment is increasing
day by day and flow of people and plying of vehicles along the road is significant.
The project intended to improve and enhance total 3.2 km of road from Talchowk to Begnas to cover
entire 30 m ROW with 7m/14m carriage width, 1 m shoulders and 1 m side drain. About 1.8 ha of
additional land situated within the right of way will be established and changed permanently into road
structures for the improvement and upgrading into desired standard. As the required land, area is
clear and available without any disturbances of existing structures and other utilities except few
electric poles, Chautaris, water supply pipes and temporary irrigation canals. The improvement of
road will enhance tourism of the Begnas and Lekhnath area.
7.2 Project categorization
As per Environment Act 2053 (EPA) 1997, Article 3 and environment Protection Regulations, 2054
(EPR) 1997, Rule 3, Schedule 1-D-6, the upgrading, rehabilitation and reconstruction of Strategic Road
Network (National Highway and Feeder road) requires Initial Environment Examination (IEE). The road
initially was a feeder road under the jurisdiction of Department of Road (DoR). Now, from the request
letter of 10 October, 2018 issued by Division Road Office of Pokhara to Pokhara Metropolitan City, it is
informed that the road was removed from the SRN road list. Thus, the proposed project can be
implemented without undergoing further environmental assessment like IEE and EIA. (Annex 1).
There is no natural habitat and forest area affected by the upgrading project. The project does not lie
in any protected area, buffer zone or conservation area. The upgrading of proposed road will not have
significant adverse impact upon environment and will not trigger any World Bank Operation Policies.
Mitigation hierarchy such as avoidance of likely impact, minimization of impact, and mitigation will be
followed as per requirement.
7.3 Impact Identification and Assessment

Field survey was conducted to understand the feasibility of the project. Potential impacts, both
beneficial and adverse during the time of construction and operation stage have been envisaged
during the time of survey. Environment screening checklist was filled up for the assessment. The spoil
management, disturbances in existing drainage, trees loss, construction waste, health and safety are
the major adverse environmental impacts associated with the activities. Expert’s judgment method is
used for impact assessment.
The magnitude of impact is often expressed as high (H), medium (M) or low (L)
Magnitude of Impact:
during the impact prediction.
An impact can be site-specific or limited to the project area (Sp); a locally occurring
Extent of Impact:
impact within the watershed of the proposed project (L); a regional impact that may extend beyond
the watershed (R); and a national impact affecting resources on a national scale (N).
77
An impact that generally lasts for only three to nine years after project completion
Duration of Impact:
may be classified as short-term (St). An impact which continues for 10 to 20 years may be defined as
medium-term (Mt), and impacts that last beyond 20 years are considered as long-term (Lt).
Table 8-14: Numerical values for identified impacts

Magnitude Extent Duration
High/Major (H) 60 Regional (R) 60 Long-term (Lt) 20
Moderate (Mo) 20 Local (L) 20 Medium-term (Mt) 10
Minor (Mi) 10 Site specific (Sp) 10 Short-term (St) 5
Source: National EIA Guidelines, 1993
To know the level of impacts during impact assessment, National EIA Guideline, 1993 is used for
numbering the impacts. Total score up to 44 is considered as Low and and beyond 45 is considered as
high.
7.4 Environmental Impact Checklist

Following table presents screening checklist with list of parameters filled for Talchowk Begnas road.
Table 8-2: Environment Screening Checklist
Option 1 Option 24
S.N. Checklist parameter3 Level of Level of

Explanatory
Impact Explanatory Note Impact
Note
(High/Low) (High/Low)
No forest
Forests
Low 11 trees with girth >30
1) Nearness to project cm at breast height of
site Low local species require
to be cut during site
2) Flora & fauna details clearance. However,
3) Impact of project 164 number of trees
during construction (98 trees falls at right
side and 66 trees falls
a) & operations phase
at left side of the road
4) Clearances needed alignment) will be
during construction affected. Among 164
trees; 11 trees with
& operations phase
girth >30 cm and rest
are girth with < 30 cm
at breast height. Most
of the trees are
situated within the
ROW of alignment.
3
In case of road & drainage projects, also specify the length passing through each applicable parameter.
4
Options not available for Talchowk-Begnas Road Alignment
78
Option 1 Option 24

Explanatory
Note
No permission is
required to cut these
trees. Municipality is
now authorized to
take actions.
No water bodies like
Water bodies
Low rivers, streams, and
1) Nearness to project pond are situated.
site Low
2) Cultural/religious Low - -
significance of the Low
water body to the
citizens
b) 3) Key flora and fauna
details
4) Impact of project
during construction
& operations phase
1) Clearances needed
during construction
& operations phase
No land slide area and
Disaster prone areas (land-
Low flooding area as the
slides/floods/Earthquake)
Low topography of the
1) Nearness to project area is valley of
site Pokhara Metropolitan - -
c) City
2) Impact of project The road will be
during construction constructed
& operations phase considering standard
and the potential risk
of earthquake.
Clear ROW
Fertile agricultural land
Low Some agricultural land
1) Description of the Low existed beyond ROW. - -
land Low Thus, no impact
d) during upgrading
2) Nearness to project
site
79
Option 1 Option 24

Explanatory
Note
during construction
& operations phase
Begnas lake situated >
Dam related info for
100 m from end point
water/river/lake projects
Low of the road. No impact
1) Details of the dam Low due to construction - -
Low and operation work. It
has positive impact
e) site during operation.
during construction
and operations
phase
No such sites having
Physical and cultural
archaeological,
resources (objects, sites,
paleontological,
structures, natural features
historical,
and landscapes that have
Low architectural,
archaeological,
Low religious, aesthetic or - -
paleontological, historical,
Low other cultural
architectural, religious,
significance existed
aesthetic or other cultural
within the project site.
significance)
f)
1) Description
site
during construction
and operations
phase
Other Eco-Sensitive Areas

The ROW of the
such as wetland, natural
project alignment
habitats, caves, legally
does not comprise
protected area, wildlife
Low Eco-Sensitive Areas.
sanctuary, national park etc
g) Low Begnas lake situated >
1) Description of the Low 300 m from end point - -
area Low of the road.
Flora of local species
2) Nearness to project Low no protected floral
species available.
80
Option 1 Option 24

Explanatory
Note
site
3) Key flora & fauna
details
during construction
and operations
phase
5) Clearances needed
during construction
& operations phase
Existing infrastructure, public  3.5 km water

utilities, amenities supply pipes
Low
and temporary
1) Description of the
irrigation canals
existing Low
and relocation
infrastructure/utilitie
Low of 43 - -
s amenities etc. electric/cable
2) Impact of project poles within
during construction High ROW. Similarly,
3 religious trees
and operation phase
Low (Chautara), 5
3) Elevated noise, dust tap stand at left
and bituminous Low side of the road
waste alignment and 3
h) emission/effect on bus stations are
sensitive recipients likely to be
affected during
4) Disruption to traffic the time of
movements construction.
5) Clearances needed  Movement of

during construction traffic is likely
& operations phase to be disturbed
during
construction.
 There are one

hospital and
two schools
which may
receive dust
81
Option 1 Option 24

Explanatory
Note
and noise and
during
construction
work.
 The
construction
waste including
bituminous
waste can
create adverse
impact to the
receptors.
 No clearance is
needed.
Metropolitan
City has the
authority.
What are the environmental Low No forest clearance

legal requirements and required. Construction
i) standards applicable for this approval will be - -
project? required from
municipality.
Table 8-2: Overall Impact Summary
SN Parameter Description
Main potential environmental Trees loss, Religious Trees (Chautara) loss, electric pole
1.
issues/risks/impacts/concerns and shifting, water pipe shifting, bituminous waste, road
/or Potential positive impacts safety, dust and noise are major issues. Improved
drainage, road side plantation, better transport system
and reduction in fuel consumption during operation
stage are few beneficial impacts.
What is the level of Assessment in As per GoN, no IEE is required. Detail ESMP as
2.
Next Steps, recommendation based safeguard documents will be recommended.
on initial screening for technical
planning and design
Climate change impact District level climate change vulnerable assessment
3.
was carried out in National Adaptation Programme of
Action (NAPA, 2010). A study was conducted in areas
that were identified as having one of the following
environmental problems; such as Glacial Lake Outburst
Flood (GLOF), Drought, Flood, and Landslides. The
82
SN Parameter Description
NAPA study result shows Kaski district with very low
GLOF vulnerability, low vulnerability to drought, very
low flood vulnerability, and with high landslide
vulnerability index. However, the proposed project is
situated at flat land within the Pokhara valley where
no any possible occurrence of landslide event.
Expected positive impacts/benefits Employment, improved access, greenery, better
4.
to the Local Communities drainage, dust control, land value increase and tourist
attraction
7.5 Anticipated Environmental Impact and Mitigation Measures envisaged during
Design Stage
Environmental improvements will also be realized by improving drainage and alignment and better
road safety measures, road side plantation, acceptable air quality, noise level and maintenance.
However, the project will also cause some adverse environmental impacts during its construction and
operational stages. For Talchowk-Beganas Road, environmental impacts in the construction phase
(upgrading) will mainly result from minor earthworks, aggregate and asphalt plant and bitumen mixing
facilities, deliveries of construction materials and removal of spoil materials, constructing new
drainage, construction of slab culverts rehabilitating culverts, irrigation canal; nuisances and impacts
from the work force and at work camps.
These impacts can be successfully mitigated by the measures enforced in the contracts during the
detailed project report (DPR) through inclusion and implementation of the Environment and Social
Management Plan (ESMP). Few of the mitigation measures for anticipated impacts and management
plan to be considered during design stage are given below.
 Approximately 11 trees including 3 religious trees existed close to the proposed alignment are
likely to be affected. However, 164 number of trees (98 trees falls at right side and 66 trees
falls at left side of the road alignment) will be affected. Among 164 trees; 11 trees with girth
>30 cm and rest are girth with < 30 cm at breast height. Most of the trees are situated within
the ROW of alignment. A big religious pipal tree is existed at the starting point close to
highway at right side of the proposed alignment. Ashoka trees (Saraca asoca) are planted at
both side of the road alignment at 100m starting section of the proposed road are likely to be
affected. 23 planted pole size Ashoka trees are likely to be affected with the construction.
Similarly, other tree species available within the ROW are Sissau (Dalbergia Sissoo), Kavro
(Ficus infectoria), Khanyo (Ficus semicordata), Bamboo clumps, and planted Bananas.
Moreover, some shrub species existed along the alignment are Kuro, Lantana (Lantana
camara), Amriso (Thysanolaena maxima). Natural growing grass is existed all along the road
shoulder. Avenue plantation will be carried out along the alignment and elsewhere in the
available project area to maintain greenery at project sites. Loss of trees should be
compensated by roadside plantation or compensatory tree plantation plan (1:25 i.e. at least
25 trees will be planted for each trees cut). Timber trees are considered as trees > 30 cm
diameter at breast height (dbh); poles are trees between 10-30 cm dbh; saplings are between
4-10 cm dbh.
 43 electric poles that are likely to be affected needs to be relocated at the safest distance
83
along the new road edge during road widening. Coordination with Nepal Electricity Authority
will be required. The relocation cost should be included in project cost.
 The water supply pipes approximately 3.5 km have to be relocated as they are currently under
the sidewalks of the road.
 Affected one Chautari religious tree (0+000 km) will be avoided during construction. Two
Chautaris (0+535 km, 0+850 km) will be relocated within the available land of RoW.
 The Occupational Health Safety (OHS) issues of workers arise from the operation of bitumen
use, operation of earth moving equipment and other construction activities. Some common
reasons for accidents are injuries from unsafe tools/equipment, lack of protective clothing,
electric failures, etc. Also, high dust suspension from construction activities and high sound
levels might affect the respiratory, hearing and vision of the labors. OHS facility will be
provided to workers during the time of construction. Contractor will follow IFC EHS Guideline
2007 in order to maintain EHS during the time of construction.
 Contractor will be responsible for the identification of appropriate location for the
establishment of camps and that will be approved by engineers or by local body. Labor Camp
Management Plan may be applied to minimize the impacts to workers; the
management cost should be included in ESMP cost as well.
 The project will consider proper road safety measures by establishing traffic signals along the
road and at each junction connecting adjacent settlements. Road crossing facility including
other road side furniture will be established to avoid road accident due to high speed during
the time of operation.
 Contractor will identify designated site for the stockpiling of construction materials and spoil
management will seek approval from engineers prior to it utilization; however, all
requirements will be applied to prevent likely impacts upon environment.
 There will be likely barrier to the tourist and visitor as well as plying of vehicle during the time
of widening of road width. Safety barriers will be established to avoid accident during
construction and alternative way will be provided to maintain smooth plying of vehicles and
tourists attracted to Begnas area.
 Blockage of already constructed drains and irrigation canal during construction or
maintenance and related activity likely to generate clogging of drainages and irrigation canal.
Regular maintenances of the drainage and irrigation canal should be considered. Such impact
is likely along the 2 major drainage which is the irrigation canal of Begnas, crossing along the
alignment.
 The excavated bituminous during construction stage will be properly disposed or used.
 Bitumen is a hazardous material, which is used for road surface dressing during construction.
Spillage of construction materials like bitumen might cause contamination of water and land.
Contractor will identify safe location for bitumen boiling area or mobile bitumen boiling
vehicle will be operated to avoid smoke and chemical hazard to local residence and other road
users. Enforcement of protective measures should be considered.
84
 During the construction works, dust from excavation works and smoke from petroleum fuel
are the major sources responsible for depleting the air quality. Regular and sufficient spraying
of water will be considered.
 Noise and vibration from the operation of heavy mechanical equipment is the major source of
noise, which may hamper the lifestyle of the local residents. Construction workers may also
create nuisance on the camp site area as well as to local residences, and other visitors during
construction. Operations of mechanical equipment during night time and near sensitive places
are strictly prohibited. Traffic signals and no horn signals will be established for the
minimization of impact.
 Fuel, lubricants, oil, acids and other chemicals used for road sealing purpose are of
petrochemical products, which being highly environmental unfriendly does not react as do
biological process but deactivate and impair it on the site where it is spilled. These products if
not safely stored on the stockpile site can cause peripheral damage.
7.6 Public Consultation and Information Disclosure

Informal meetings with local inhabitants were conducted during reconnaissance survey. Further detail
public consultation will be carried out during the time of detail design stage.
7.7 Conclusion and Recommendation

The sub-project does not require conducting detail environment assessment such as EIA or IEE. The
proposed sub-project is not expected to pose significant negative environment impact. Detail
Environment and Social Management Plan (ESMP) will be prepared for the management of likely
impacts mentioned in this report during Detail Design Stage and will be a part of tender document for
its implementation. ESMP will be a part of bidding document and will be in compliance by the
construction contractor. The cost of road side plantation, electric poles shifting, relocation of water
supply pipes, relocation of chautaris, OHS management plan, labor camp management, waste
management, road safety measures, protective measures for workers, water sprinkles for dust
control, irrigation canal management should be the part of the detail design cost. At this stage, for the
implementation of ESMP, 1% of project cost will be assumed.
No forest land is acquired by the sub-project area, thus no effect in forest. The cut trees within the
RoW will be compensated from the road side plantation. There is no any eco-sensitive area such as
wetland, natural habitat protected area and conservation area within the sub-project area for this
sub-projects. The road is not located within landslide/flood prone area. No archeological, historical,
religious and cultural amenities fall along the road stretch. The sub-project requires shifting of any of
3.5 km water supply pipes and temporary irrigation canals and relocation of 43 electric/cable poles.
Similarly, 3 religious trees (Chautara), 5 tap stand at left side of the road alignment and 3 bus stations
including two major natural drainages along the alignment are likely to be affected during the time of
construction. Thus, from the environmental aspects, the sub-project is ready for first year investment.
85
8 Social Impact Assessment
8.1 Description of Project

This is a Social Safeguard feasibility study report summary of Talchwok-Begnas road which provides
some glimpse of situations of the road with regard to social safeguard and economic aspects of the
road. Talchwok-Begnas road is strategically one of the most important roads that serve thousands of
people of north-belt of Kaski district linking to Siddhartha highway. The alignment of proposed road
runs through the plain terrain.
The Proposed road starts from Pokhara Metropolitan City-27 Talchwok settlement cum market area
and end at Begnastal bus station of ward no. 31. Talchowk, Sisuwa, Monohariya are the small market
centre cum settlement area of the road alignment. The existing width of proposed road varies from 4
to 6 meters.
The purposed road directly serves 3 major settlements of Pokhara Municipality ward no-27, 30 and
31, approximately 27,784 Populations covered. The road serves for social services like education,
market facilities, health services and communication and for increasing economic opportunities.
Besides, the project provides uncountable benefits to develop the livelihoods of local people as it is
only one road which access transportation facility to Kaski district. If the road is upgraded/widened it
would be milestone to uplift the socio-economic condition of local people in particular and district as a
whole in general through promotion of organic farming and tourism.
8.2 Project Categorization

No compensatory measures to any kind of environmental and social impact will be required for the
improvement of proposed alignment. Further, the proposed project can be implemented without
undergoing further environmental and social assessment like RP, IEE and EIA. As Division Road Office
has also issued a letter to Pokhara Municipality requesting for the improvement of Talchowk Begnas
Road. Hence, the project has been categorized as category B project.
8.3 Impact Identification and Assessment

8.3.1 Impact on Land
The proposed improvement works will be carried out within right of way (RoW) which has been
sanctioned by the municipality thus no compensation issues. According to Pokhara Municipality, the
31 meter road width land ownership has been deed transferred in the name of proposed road.
Therefore, they do not require additional lands to carry out the intended works. No new land
acquisition is required. So there are no issues on relocation of households or other economic
displacements.
8.3.2 Impact on Structures

No any structures will be affected by the upgrading of the proposed road. As per the feasibility survey
two rest places and one choutari seems to be affected within RoW. It is noticed that no land belongs
to Private Citizens, Government agencies or, has lease agreements with any government agencies will
be required. During the feasibility study period found that no private homesteads or business
premises/buildings are expected to be affected. The Residential households & public land will not be
affected entirely or partially. Similarly the business premises & other public lands will not be affected
entirely or partially.
86
8.3.3 Impacts of relocation on public facilities and services

During construction, there will also be disturbances to social facilities including water pipes and
electricity lines.3 Bus Waiting Station (Partikshlaya), 5 Tap stand, and 3 Chautari has falls inside
current RoW and are likely to be affected with the improvement of the road. Electric/telephone poles
lie at the edge of current carriage way which has to be relocated for rehabilitation of the road.
Approximately 43 numbers of electric/telephone poles are likely to be affected and needs to be
relocated at the safest distance along the new road edge during road width widening. Coordination
with respective authority will be required prior to the construction. In addition, the water supply pipes
approximately 3.5 km have to be relocated as they are currently under the sidewalks of the road.
8.3.4 Impact on Livelihood

No negative impact in income and livelihood. The typical traditional source of earning for merely
livelihood is not found around the proposed project area.
Income Loss/Business
It has been observed that no businesses/trading activities that would be displaced from make-shift
structures on the road, and other areas/spots. The proposed subprojects works are not expected to
affect any community group access to any resources that are used for livelihood purposes. None of
the community facilities like school, temple, or others religious, cultural and historical properties are
going to be affected.
Indigenous People/Vulnerable Community
There is presence of indigenous people (IP) in the districts covered by the road alignments areas. IPs
(called mainly Janajatis or Nationalities in Nepal) constitutes about 37.2 % (8.4 million) of Nepal's total
population. Government has declared 61 (later reduced to 59) groups as Janajatis10. Given the wide
variation in the socio-economic and political conditions of the IPs in Nepal, they have also been
categorized into 5 main groups. Some of the IP groups’ socio-economic conditions are more advanced
than the mainstream population, and it was a reason for categorization based on socio-economic
condition. According to this classification there are 10 'endangered groups', 12 'highly marginalized
groups', 20 'marginalized groups', 15 'disadvantaged groups', and 2 'advanced groups'.
There are no IPs belonging to endangered and highly marginalized groups in the project area. The
main IPs present in the road corridor are: Newars,and Gurung . Due to migration of IPs, there are also
other groups present in the project area. The IPs in the project area are not alienated from the other
groups, rather they are mainstreamed with the general population and share socio-cultural and
linguistic ties with the mainstream people It is evident that there will not be any adverse impact on IPs
in terms of threat to their way of life. Benefits will accrue evenly to all sections of the population
regardless of group. On the other hand, IPs will benefit from the road project. In case of any adverse
impacts on IPs and vulnerable community members, adequate mitigation measures should be
provided in the ESMP. Although none of the IP is expected to be affected by the project’s work. Finally
the survey team has reached broad- based community consensus on the proposed works which could
be seen under:
 IPs/Vulnerable community members will be given preferences to engage them as

labors during execution of civil works.
 They will be involved in the tree plantation and caretaking program where
possible.
87
8.3.5 Gender
Agriculture is now totally dependent on women as male undertake both seasonal and temporary
migration. Wage rates are said to be low for women. Alcoholism in males was also said to adversely
affect women and children. Because of these entrenched gender discriminations there are possibilities
that women could also be adversely affected if proper measures are not taken during the project.
They need to be protected and proper measures need to be taken. Therefore, gender participation
should be ensured during the project preparation and efforts should be made to see how the project
would impact women positively. It is evident that availability of better roads and safe connectivity
with better transport services will benefit the women of the area. Their mobility will be augmented
both in terms of access to social services, higher levels of schooling and better health facility etc.
Additionally, during the project implementation, efforts should be made by the project authority so
that women will receive preferential treatment for employment in the civil works with proper
safeguards for the safety of their health. The municipality should ensure that affected women are
consulted and invited to participate in group based activities in order to enable them to gain access
and control over resources.
There is no adverse impact to woman headed household in proposed project area due to no land
acquisition for proposed project.
8.3.6 Functional Status of Users Committee

Irrigation Users committee, Agriculture Groups and Women groups are different socio-cultural
organizations present in the proposed project area. The involvement of household members in social
activities is appreciable in the project area. The participation of female in social activities is also
appreciable. However, the participation of male is high in all activities except community meeting.
8.3.7 Social Impact Checklist

Social impact was checked using the standard checklist as follows:
Table 8.1 Social Impact Checklist

Option 1
Checklist parameter Level of Impact
Explanatory Note
(High/Low)
Social impact of the project
based on There is no encroachment in RoW. The
1. Land acquisition Low road widening works will not be
resulting in loss of affected. No any structures will be
income from affected during road improvement.
agricultural land,
plantation or other
a) existing land-use.
No new land acquisition is required. So
2. Land acquisition Low there is no issues on relocation of
resulting in relocation households or other economic
of households or other displacements.
economic
displacements.
3. Any reduction of The typical traditional source of earning
88
Option 1
Explanatory Note
(High/Low)
access to traditional Low for merely livelihood is not found
and river dependent around the proposed project area. No
communities (to river Impact on typical traditional sources of
and areas where they earning by proposed project.
earn for their primary
or substantial
livelihood) / access to
means of livelihoods /
key services /
traditional culture
activities
4. Possible conflicts with

and / or disruption to
local community Possible conflict between workers and
local people is likely during the time of
Low construction as there could be a
struggle between local people and
labour workers for same commodity
and natural resources. Such impacts are
likely through the Talchwok-Begnas
road during the time of construction,
especially at market places i.e.
Talchwok, Sisuwa, Mohariya where
workers and local will be interacted
directly.
5. Level of expected Influx of people is anticipated during

influx of labor the time of construction. Pressure upon
workforce existing natural resources such as
water, existing food availability, existing
educational facilities are likely to be
Low affected with the increase in the
number of outside workers and the
utilization of such resources and
increase in the number of student in
the existing educational facilities. Such
impacts are likely at the existing market
and settlement, i.e. Talchwok, Sisuwa,
Mohariya area.
Due to no new land acquired and no

structures affected, no adverse impact
on indigenous people's households in
proposed project area.
89
Option 1
Explanatory Note
(High/Low)
6. Any adverse impact on
indigenous settlements There is no adverse impact to woman
/ communities headed household in proposed project
area due to no land acquisition for
7. Any gender-specific proposed project.
impacts Low
There are vulnerable groups in every
social setting and these include,
women, Children, the elderly and
people with disabilities. Due to no new
8. Impacts on vulnerable land acquired and no structures
groups Low affected, no adverse impact on
vulnerable groups in proposed project
area.
There is no slum area within the

proposed road project.
Low
9. Slum population in the Substantial population along the

project area and any Talchwok - Begnas road alignment is
specific proposal for considered as medium-income. Their
slums major livelihood depends on service,
agricultural production, livestock and
10. Adverse impact on small shop business. It is further
livelihoods of local anticipated that temporary shades and
communities NA small shops along the Talchwok, Sisuwa,
Mohoriya area during the project
construction and implementation works
will be affected and will lead to loss of
their business due to excavation and
Low construction activities.
Active user communities and Irrigation Users Committee, Agricultural group, and Women
b)
types of services they are groups are actively functioning in project area.
currently responsible for;
User Committee support The existing user committee is profoundly supporting for road
envisaged
c) for the Project. construction related works to office of municipality and other
agencies. Members of user committee are found eager and
committed for development works.
90
Table 8.2 Overall Impact Summary

Summary Option 1 Option 2
What are the main The major positive aspects of road improvement project
potential environmental include easy transportation facility, decrease travel time,
issues / risks / impacts / decrease travel cost, increase employment opportunity,
concerns and / or increasing the land value and fostering the community
potential positive based tourism industry.
impacts;
What is the level of The following mitigation measures are proposed to avoid
assessment needed in and/or mitigate temporary impacts to businesses and
next steps;residents during linear works:(i) provision of advance
recommendations based notice to community, (ii) conducting awareness
on initial screening for campaigns on the proposed project, its benefits, potential
technical planning and temporary impacts and mitigation measures, grievance
design redress mechanism, etc., (iii) maintaining access by
providing planks and leaving spaces to avoid disturbance
to residents and businesses, (iv) managing traffic flows as
per the traffic management plan prepared by the
contractor in coordination with local authorities and
communities, (vi) placing details of telephone hotlines
and contact information of public offices in signage’s in
visible places, (vii) providing assistance to mobile vendors
and hawkers to shift to alternative nearby locations.
These measures will be enforced through the contract,
which will have these as clauses.
Expected positive Easy road access, travel time saving, travel and
impacts / benefits to the transportation cost saving, employment generation, easy
local communities access to social service facilities, market creation for local
product, increase of land value are beneficial impact
related with road improvement project. These positive
impacts have to be enhanced adopting appropriate
benefit augmentation measures.
8.4 Anticipated Social Impacts and Mitigation Measures during Design Stage
8.4.1 Beneficial and Adverse Impact due to Intervention of the project
As mentioned above the road would provide direct to those Pokhara Metropolitan ward no 27, 30, 31
and eastern part of Rupa Rural Municipality. The road provides the enormous benefits developed the
livelihood of local people as it is only one road which provides transportation facility thousands of
south western part of Kaski district. It is quite obvious that improved roads provide better access to
tourism area Begnas Lake the second biggest lake of Kaski district. And also access to markets,
education, health commercial and administrative facilities. Improving road enlarge the scope of
economic activities along the alignment and increase in the scope of developing other infrastructure
facilities and economic activities in the subproject locations. Increase the value of land, economic
diversification; employment opportunities to the local people during the construction phase. Increase
use of road, availability of all-weather road connectivity, and lower cost of transportation of goods
and services, Increase income and productivity of urban households from various sources of
income. Improve access to financial services and higher access to institutional services, increasing
trend of in migration and decreasing trend of emigration.
91
8.4.2 Positive Impacts of Road

During consultation and key informant interview, different positive aspects were noted. There are
different logics of accepting road project. Most all the project area people are conscious and aware of
the importance of road improvement works. The major positive aspects of road improvement project
include easy transportation facility, decrease travel time and decrease travel cost.
8.4.3 Negative Impacts of Road

Apart from the positive impacts, the local community have envisaged probable negative impacts of
the road project. The major issues raised by project area people include environmental pollution like
dust and noise, and landslide.
As people opined on their own experience and knowledge, the road project brings both positive and
negative impacts, but there is no other way than to cope with the problem minimizing negative
impacts and augment positive impacts. The envisaged negative impacts will be minimized or mitigated
during project implementation.
8.5 Public Consultation and Information Disclosure

Public Consultations were conducted across sections of stakeholders at Municipality, ward, village and
community levels. Among key issues raised in these consultations also included positive and negative
impacts of the project; issues relating to compensation; resettlements; and employment opportunities
during the project implementation. The output of the meetings and interviews was identification of
major issues and impacts. A total of 4 public consultation meetings (informal) were held along the
project road area. Further detail public consultation will be carried out during the time of detail design
stage.
8.6 Conclusion and Recommendations

If the proposed road subproject will be implemented, people will have access all weather
transportation facilities and improve their socio-economic condition. The subproject will support the
community to enhance their access on health facilities in low cost, increase attendance of students
and teachers in the school and also increase in communication to other people, support to the poor,
Dalit and other marginalized people because of employment generation during construction period,
Initiation income generating activities like e.g. small business, groceries shop, and commercial
agriculture production and off farm activities, increase in land price by using the improved
transportation facilities.
The proposed road subproject shows limited adverse social impacts in comparison to the benefits that
the people have been able to realize at large. Talchwok - Begnas road does not need deed transfer
problem but few community structures i.e. Pratikshalaya, Chautaro, Tap stand likely to be affected.
The Talchwok - Begnas road is exactly the backbone of the people of Kaski district. Therefore, the
most prosperity for the development of the entire district and adjoining areas depends on this
corridor. At the same time, the proposed road corridor will bring social justice for the balance
development of the entire municipality and milestone for tourism development of district.
92
9 Block Cost Estimate

9.1 General
The cost of the project road under study for the feasibility report is done based on the calculated
quantities from the preliminary design considering the typical cross sections and the item rate. The
rates of the different resources are collected from the approved district rate of Kaski and equipment
rate are collected from the web site of Department of Road.
The rate analysis is attached in the Annex and the typical cross section use for quantity calculation is
enclosed in Annex.
9.2 Provision in the Cost Estimate

Preliminary project cost for upgrading to 4-Lane and 2- Lane is worked out based on the typical cross
sections and provisions are made for the following:
a) Four lane carriageway width up to Sisuwa Chowk (0+000 to 1+300)

b) Two lane carriageway width after the Sisuwa Chowk to the end (3+200)
c) Provision for safety provision after the Khudi Khola bridge to Begnas Tal
d) Cycle lane throughout the section
e) Footpath along the whole section
f) Construction of cross drainages
g) Major intersection improvements
h) Medians with curbs in four lane
i) Junction improvements at branch roads
j) Signage and pavements marking
k) Shifting of utilities
l) Bus park improvement
9.3 Unit Rate

Unit rates of different items are calculated using DOR norms and approved norms used in different
road projects. Unit rate of major items of road are shown in Table below.
Table 9.1 Unit Rates of Major Items

Final Rate
S.N. Description of Works Unit
NRs.
Clearing of grass, removing roots breaking sods, levelling the surface
1 Sqm 19.07
and disposal to 10m.
Felling tress (the girth measured at a height of 1m above ground
level) including cutting of trunks and branches, removing the rods,
2
stacking serviceable materials and disposal of unserviceable
materials to 10m distance and back filling the depressions/pits.
above 300mm to 600mm Sqm 762.82
above 600mm to 900mm Sqm 2,528.91
above 900mm to 1800mm Sqm 8,042.76
above 1800mm to 2400mm Sqm 13,266.40
above 2400mm to 3000mm Sqm 33,166.00
3 Road way excavation in Hard soil/Gravels/B.M.S.including necessary Cum 102.79
93
Final Rate
NRs.
disposal and lift etc. as per specification, all complete work. [95%
Machine & 5% Manual work]
Formation of embankment from borrow site including compaction in
4 layers not exceeding 150mm compaction depth, watering and Cum 860.53
necessary haulage etc. as per specification, all complete work.
Providing, laying, spreading, watering, levelling and compaction of
5 gravel subbase grading as per table 12.1 of standard specification Cum 2,870.99
lead upto 10m.
Providing, laying, spreading, watering, levelling and compaction of
6 crusher run materials for base course as per specifications, all Cum 2,876.76
complete work.
Providing and spraying bituminious Prime coat MC30/MC70
7 including cleaning the road surface using wire, brushes, broom etc. Ltrs 169.29
before applying prime coat.Application @ 1.1 lit/sq.m
Providing and spraying bituminious tack coat MC30/MC70 including
8 cleaning the road surface using wire, brushes, broom etc. before Ltrs 169.29
applying tack coat. Application @ 0.8 lit/sq.m
Providing, laying and compaction of hot mix asphalt concrete
9 (HMAC) wearing course ( Maximum aggregates size 19 mm ) with Cum 16,627.24
compaction as per specification.
Providing, mixing, laying and compaction of premixed carpet, all
10 Cum 14,669.88
complete work.
11 Providing and laying sand Seal, all complete work. Sqm 120.41
Earthwork excavation in Hard soil/Gravels/B.M.S. for drain and
trenches including shoring, struting, bracing, sheeting and necessary
12 Cum 221.83
disposal and lift etc. as per specification, all complete work. [80%
Machine & 20% Manual work]
Formation of embankment using same site soil including compaction
13 in layers not exceeding 150mm compaction depth, watering and Cum 455.73
necessary haulage etc. as per specification, all complete work.
Earth Backfilling in layers (Depth of foundation upto 1.5m) including
14 Cum 1,008.16
compaction, watering and lead etc., all complete work.
15 Providing and laying flat brick soling, all complete work. Sqm 1,035.59
Providing and laying 3 cm thick levelling course with sand and stone
16 Sqm 154.64
dust including proper compaction, all complete work
Providing and placing machine mixed M20/20 cement concrete
17 including compaction, curing, testing and lead etc. all complete as Cum 16,496.18
per specification and drawing.
Providing and laying Reinforcement ( diameter above 8 mm and
18 upto 20 mm) including cutting, bending, binding, fixing in position MT 122,325.50
and lead etc. all complete as per specification and drawing.
94
Final Rate
NRs.
Providing and laying Random rubble stone masonry in cement sand
19 mortar [ cement(1) : sand(4)] (machine mixing) including scaffolding, Sqm 11,865.37
curing, preparation of mortar, lead etc., all complete work.
Fabrication of hexagonal mesh type 100mm x 120 mm Gabion
boxes/ mattresses with diapharagms, with binding wire 12 swg,
mesh wire 10 swg and selvedged wire 8 swg, all heavy coated G.I.
20 Cum 5,590.50
wire tying down the lid complete and providing and filling
stone/boulder in gabion boxes/ mattresses etc as per drawings and
specification, all complete work.
Providing, laying and fixing of Geo-textile (filter fabrics) with
21 Sqm 165.49
necessary lead and lift, all complete work.
Provide & laying 50mm thick Heavy duty interlocking concrete block
22 over 50mm thick stone dust in perfect line & level, all complete Sqm 1,746.25
work.
23 New BC of 2m Span (4 Lane) Nos 6,500,000.00
26 Replace existing SC with BC Span 1.00m (4 Lane) Nos 6,500,000.00
27 Extension of existing SC with BC Span 1.00m (2 Lane) Nos 4,000,000.00
28 Extension of existing SC with BC Span 2.00m (2 Lane) Nos 4,500,000.00
29 Extension of existig SC with BC Span 4.000m (2 Lane) Nos 8,500,000.00
30 Extension of existing SC with BC Span 6.00m (2 lane) Nos 13,000,000.00
31 Replace existing SC with BC Span 6.00m (4 lane) Nos 19,500,000.00
32 Side Drain Type A Rm 9,678.37
33 Side Drain Type B Rm 10,069.56
34 Side Drain Type C Rm 11,662.08
35 Replace existing SC (1+930) with Bridge of Span 15m Nos 55,000,000.00
36 Replace existing SC (0+865) with Bridge of Span 20m Nos 110,000,000.00
37 Extension of existing Bridge at Khudi Khola (3+200 ,26m Span) Nos 90,000,000.00
Dismantling gabion works including stockpiling the resuable
38 Cum 829.15
materials and disposal of resuable materials within 50m lead.
Dismantaling Bridge, culvert and other structures, Random rubble
stone masonry work (i. in cement mortar) including stockpiling the
39 Cum 1,865.59
resuable materials and disposable of unsuable materials within 50m.
Lead.
Supplying and applying paint for Road marking including cleaning,
40 watering, brooming etc. all complete (10cm. wide strip): Rm 60.97
More than two coats over new bitumin surface
41 Supplying and placing R.C.C. kilometer post including excavation, Nos 3,665.41
95
Final Rate
NRs.
back filling, painting and writing etc. all complete as per specification.
a) Standard kilometer post (placed at each km.)
Supplying and placing R.C.C. kilometer post including excavation,
42 back filling, painting and writing etc. all complete as per specification. Nos 8,128.76
b) Bigger kilometer post (placed at each 5 km)
Supplying and erecting traffic sign in place including 50mm dia. Steel
tube, 2mm. thick steel plate, cement concrete, painting, writing and
43 supporting steel angle nut and bolt etc. complete. Nos 6,534.91
b) 1.2m.x0.75m. Size bigger traffic sign with back support and two or
more post.
Supplying and fixing in place R.C.C. delineator and guard post
44 including excavation, back filling, painting and erection etc. all Nos 1,526.00
complete as per drawing.
Excavation of metalled road and removal of all materials including
soling and screening sorting out reuseable material and desposing
45 Cum 727.95
unusable materials upto 20m lead. a) WBM including
soling/subbase
Excavation of metalled road and removal of all materials including
soling and screening, sorting out resuable materials and disposing
46 Cum 2,006.54
unsuable materials.
b) Bitumenous materials
47 Relocating of Electric poles Nos 15,000.00
9.4 Approximate Cost per km Length

9.4.1 Cost of Carriageways per km with Bridges
The cost for the alignment comes to be NRs. 758,072,166.97 per km considering all three bridges as
well as footpath, cycle lane both sides as well as improvement of area after Khudi Bridge.
Table 9.2 Summary of the Cost estimate
FY :
Project: Feasibility Study Report of Pokhara Metropolitan 2075/76
Amount
(in Rs.)
1 General Works 1,046,340.00 0.14
2 Pavement Works 101,891,144.00 13.44
Safety Provision on the Road after Khudi
10,836,200.00 1.43
6 River (approx. 400m)
Total 383,914,595.00
96

NRs.758,072,166.97
(USD 6,591,931.89)
Grand Total
*Note: 1USD= NRs.115
The overall project cost without considering bridges is Nrs 455,514,666.97 for 3.20 km with VAT and
contingency and the cost per km comes out to be Nrs 142,348,333.43. The Total cost including all
Bridges as well as bus park and area improvement after Khudi Bridge comes to be NRs.
758,072,166.97.
The abstract of cost is presented in Annex II.
9.5 Investment plan

The initial investment for the development of the road comes to be NRs. 758,072,166.97 and the
investment should be done in 1 year.
97
10 Economic Analysis
10.1 Introduction
Project Road: The proposed project involves capacity augmentation and rehabilitation of the 3.6
kilometers section of the Talchowk-Begnas road in Lekhnath Municipality of Kaski district in Province
4 in the Mid-hill region of Nepal. The road connects Prithivi Highway with Lake Begnas. The road
starts from Talchowk in Prithivi Highway and ends near the Begnas Lake. The road passes through
flat lands with gentle slopes and passes through irrigated canals in many places. The project road
currently has a single lane operational paved carriageway and does not segregate slow-moving
vehicles and pedestrians. The pavement is in poor condition with an average international roughness
index of 16m/Km with rough edges, cracks and potholes on many parts of its length. The road
section requires capacity augmentation and pavement reconstruction to maintain acceptable levels
of service. There are no alternative routes to the project road.
Road Design: From Talchowk to Sisuwa intersection (1.3Km) the project is designed as 4-lane paved
road and afterwards up to Begnas (1.9Km) the project is designed as 2-lane paved road while the
remaining portion includes improvement of existing road conditions by including street furnitures
and improving pavement conditions. The designs include all features including median, footpath,
cycle lane, drain, plantations, etc. Around the area at the end point of the road around entry to the
Begnas lake it is also suggested to improve safety features like street lightening, safety barriers and
also proposing street vendors for more tourist attractions. The design period of the project road is
15 years. The road project will promote economic growth including tourism in the area by enhancing
efficiency and adequacy of the transport system.
Economic Analysis: The economic analysis has been carried out within the broad framework of
social cost-benefit analysis for a period of 23 years. The economic feasibility of the road project has
been sought to maximize the economic returns on investment. There will be reduction in road user
costs (Vehicle Operation Cost and Time cost) of vehicles upon the upgrading of the existing road. All
costs and benefits are valued in monetary terms and expressed in economic prices to have the
analysis on resource based frame-work. The results are expressed in terms of Economic Internal Rate
of Return (EIRR) and Economic Net Present Value (ENPV). The analysis of the road project is carried
out with the Highway Design and Management (HDM-4) model. The HDM-4 model requires input
data on traffic, road geometry, pavement condition, maintenance and improvement costs, prices of
vehicle operating parameters and value of time. Costs and benefits accruing to the road agency and
to road users are calculated in with- and without-project cases and net of costs and benefits of the
project roads are derived to calculate EIRR and ENPV.
10.2 Demand Analysis
Traffic Demand: Base year traffic volumes were obtained from classified traffic counts along the
road. The observed daily traffics were converted to Annual Average Daily traffic (AADT) by applying
seasonal correction factor. Details of traffic are shown in Table 10.1.
Table 10.1 Base Year Traffic Volume on Project Road Section
Vehicle AADT
Motorcycle 2,981
Car 1,198
Bus 534
98
Minibus 1,436
Microbus 198
4WD vehicle 130
Utility vehicle 130
Multi-axle truck 31
Medium truck 178
Light truck 195
Tractor 631
AADT = Annual Average Daily Traffic
Source: Traffic Surveys 2018
Traffic Growth: Traffic growth forecasts are based on economic and population growth outlook for
future years and on historical traffic growth trends on the project road corridor. The annual traffic
growth rate of all vehicle classes is forecasted to be 6 % for the economic analysis.
Diverted and Generated Traffic: As the project road is a traffic corridor for localized transport of
people and goods the analysis has not assumed diversion of traffics from other corridors. The
magnitude of generated traffic depends on the estimated level of benefits accrued to the project by
the improvement of road conditions. Based on the extent of VOC and travel time savings 30%
generated traffic is considered in the analysis.
10.3 Economic Analysis
Key parameters: The economic analysis is conducted using the domestic price numeraire5 presented
in national currency. All costs and benefits are valued in monetary terms as of August 2018, and
expressed in economic prices. A discount rate of 9% is used for calculating the net present value
(NPV) and Internal Rate of Return (IRR). Key economic analysis assumptions are summarized in Table
10.2.
5
An item or commodity acting as a measure of value or as a standard for currency exchange.
99
Table 10.2: Input Parameters Used for the Analysis

Parameter Value
Analysis period from opening year (years) 23
Discount rate (%) 9
Construction period (years) 3
Construction start year 2019
Opening year for road traffic 2022

Source: Consultants’ assumptions.
Project Costs: Financial construction cost estimates are calculated based on district rates and
dealers’ prices of construction goods. Details of the calculations are presented in the cost estimate
chapter. The economic costs of construction are derived from the financial costs by removing all
taxes and duties by applying a shadow exchange rate factor of 1.10 for tradable goods, based on
Nepal’s international trade data6 and shadow wage rate factor of 0.70 was applied to unskilled labor
components, based on wages in the construction and agricultural sectors. The estimated project
economic cost is NRs.19.69 million per Kilometer. The analysis assumes that annual maintenance
needs are met in both the without- and with-project case. Maintenance costs comprise of (i) annual
routine maintenance, including patching, crack sealing, edge repair, and cleaning of drainage system
and structures; and (ii) periodic maintenance, with resurfacing at 5-years intervals is met in with-
project case only. The annual maintenance costs in without- and with-project cases are estimated at
NRs.0.1 million per Kilometer and NRs.0.9 million per Kilometer respectively. The periodic
maintenance cost is estimated at NRs.7.0 million per Kilometer.
Residual value: A straight-line depreciation method is used to calculate the residual value of project
elements at the end of the analysis period. A residual value of 30% of capital cost is considered at
the end of the analysis period.
Project Benefits: The quantified benefits of the project include travel time savings and vehicle
operating cost (VOC) savings for motorized vehicles, which results from higher vehicle speeds and
improved riding quality with the project as shown in Table 10.3.
Table 10.3: Operating Characteristics in the First Year of Operation
Average Average Average
Scenario Roughness Vehicle Speed Vehicle Operating Cost
(m/km) (km/h) (NRs/vehicle-km)
Without project 16.0 20.0 12.38 (car), 33.54 (bus), 46.90 (truck)
With project 2.1 50.0 9.5 (car), 22.69 (bus), 31.09 (truck)
Source: Vehicle and tire dealers, NOC, engineers and HDM4.
6
International Monetary Fund. International Finance Statistics and Global Financial Stability Report databases.
Accessed May 2018. Washington, DC.
100
Vehicle characteristics and costs: The data of physical conditions of the road required for the
analysis with HDM-4 was obtained from inventory and condition surveys and the material and
pavement investigations. The HDM-4 model takes the vehicle technical and operational
characteristics, vehicle prices, tire prices, fuel prices, and vehicle maintenance and operation costs as
input, and predicts the vehicle operating cost as a function of operating conditions. The study
adopted (i) vehicle and tire prices (excluding taxes and labor cost for vehicle maintenance and
operation) collected from surveys of vehicle and tire sales agents in the first quarter of 2018; and (ii)
fuel prices (excluding taxes and duties) derived from the Nepal Oil Corporation and fuel pumps.
Value of time for passengers: For passenger vehicles, the values of passenger time were calculated
based on the GDP, population, employment rate, and survey of travelers and drivers. The estimated
values of time for each passenger-carrying vehicle are summarized in Table 10.4.
Table 10.4 Adopted Values of Passenger Vehicle Time

Value of time for
Vehicle Type
work travel
Motorcycle 155.0
Car 283.0
Bus 1688.0
Source: Nepal Rastra Bank and HDM4.
Unquantified benefits: In addition to quantified benefits, the project is expected to deliver

significant economic benefits which have not been quantified in the analysis. Primarily, this includes:
(i) expected reduction in traffic accidents and fatalities due to improved road geometry and signage,
notably for vulnerable road users (pedestrians, cyclists and motorcyclists) on the project road; (ii)
contribution to economic growth through additional investments expected under improved road
transport infrastructure, particularly in the industry, agriculture, and tourism sectors; and (iii)
improved access to markets, employment, social, and education opportunities
Economic Analysis Conclusion

The overall economic internal rate of return (EIRR) of the project is calculated at 19.01% with
economic net present value (ENPV) of NRs.647.13 million. Details of cost-benefit analysis is
presented in Annex-IX.
10.4 Financial Sustainability

Road maintenance of urban roads is subject to be funded through municipal budget. The funding
allocations in recent years are insufficient. The municipality should be committed to finance 100% of
the maintenance needs to keep the project road in good operation condition. For this the
municipality should manage and allocate sufficient annual budget for maintenance of the road.
Detailed maintenance annual fund requirement will be calculated during DPR.
101
11 CLIMATE CHANGE AND DISASTER RESILIANCE
Climate Change and disaster resilience is studied under the adaptation and mitigations measures
offered by the designed project against various possible disasters. The project is designed to respond
to the disasters in the following way:
 In order to incorporate disaster mitigation, the projects incorporate various safety measures
that also include signage accident prone areas that are located within the project stretch.
 The drainage system integrated to the road improvement project is designed to drain off the
storm water as well as to mitigate possible inundation along the settlements along the
project alignment.
 Greeneries along the road alignment have been proposed at the side of road so as to
improve the condition of climate change and also create comfortable microclimate in the
locality.
 As a mandatory rule, road side tree plantations have been proposed in the ratio of 25:1 to
the number of trees that are to be cut down. This helps in creating a comfortable
microclimate, thereby reducing the temperature of the project area by some degrees.
 The alignment passes through several settlements along with the social and health
institutions like schools, hospitals, health posts and so on. These public institutions are very
helpful during disaster to use as temporary shelters as well as centers for rescue and
rehabilitation.
102
12 Finalized list of Programme and Projects
12.1 Project Finalization Criteria

The projects considered for feasibility study were studied under different domains i.e. technical,
social safeguard, environmental safeguard and economic/ financial analyses. The implications of
projects under each domain were assessed and quantified. For the project to be proven feasible, the
impacts of the projects under each domain need to be justified. Eventually, all the quantified
implications of the projects have to be evaluated in terms of economic analysis. Ultimately, the EIRR
will be the deciding factor for finalizing the feasible alternative.
Following are the implications of the Talchowk Begnas road:
1. Technical Implications:
The road was designed to cover entire RoW of 30m. Four lanes of the road were designed for initial
1.3 km of the road while 2 lanes were designed for the remaining 1.9 km length of the road.
Similarly, there are cross drainage structure to be improved. The area after Khudi Bridge is also to be
improved. The total cost of the project was estimated to be: NRs. 758.07 million (USD
6,591,931.89).
2. Social Implications:
From the inventory survey, it was assessed that 43 electric poles and 2 water supply pipe line needs
to be relocated. There are two bus stop infrastructure and two Chautaras to be demolished. The
project facilitates with another park project of Begnas Lake. All the social implications have been
reflected on the economic analysis.
3. Environment Implications:
From the inventory survey, it was assessed that 11 trees need to be relocated. There is also provision
of green areas along the road section from Sisuwa to Khudi Bridge which is 1.9 km in length. All the
environment implications have been reflected on the economic analysis.
4. Economic implications:
The road has been designed for average vehicle speed of 50 km/h. The average speed of the vehicle
without the project was about 20 km/h. The implications of project were quantified in terms of
Vehicle Operating Cost and Value of time for work travel.
After the consideration of all the implications of the project, the value was reflected on the cost
estimate and benefits of the project. It was found that the EIRR of the projected was 19.01% which is
greater than 9%. Hence, the project was shown feasible.
12.2 Comments and Suggestions of PCO and Municipalities

This report has been a combine effort of the Feasibility consultant team with constant monitoring
and suggestions from the PCOs. The consultant has coordinated with the municipality throughout
the feasibility stage for the project under study, confirmation of the data accessed during the study
and extraction of secondary data and information.
The comments and suggestions has been summarized in the Compliance Checklist for Feasibility
Report attached below:
103
12.3 Finalized List of Programmes and Projects
Projects were screened and selected for feasibility study from the comprehensive list of projects
prepared in the first stage of the study. The selected list was again validated with the municipal
coordination committee at the municipality. The meeting to validate the list and begin feasibility
study also identified the potential alternatives for the different projects. The list with their
alternatives are as follows:
1. Talchowk Begnas Road and Sisuwa Rajakochautara Road (P23)

2. Bijayapur – Majhthana Road (P22)
a. Bijayapur Majhthana Road
b. Kalikachowk Majhthana Road
3. Hallanchow – Pame- Ghatichhina – Sidhane Road (P21)
a. Hallanchowk Chapakot Road
b. Hallanchowk Panchase road
4. Water supply of 10 MLD for Lekhnath area from Idi-Madi river
Integrated solid waste management and sewage management project were not covered in this
feasibility study due to inability of municipality to specify site for their study.
The minute of the meetings is attached in the annex of the report. This report is the feasibility report
of Talchowk Begnas and Sisuwa Rajakochautara Road (P23) project. Based on the prioritized list, final
list of projects to be studied for feasibility were finalized with the discussion between the consultant,
client and the World Bank. This report is one of such feasibility study report.
Talchowk Begnas, being a feeder road may require permission from the Department of Roads to
implement any intervention. Department of Road, Road Division, Kaski has already clarified that the
road is under the jurisdiction of the metropolitan city. A copy of the letter sent by the office is
attached in the Annex Letters and Minutes.
104
12.4 Proposed Table of Content for DPR

1. INTRODUCTION
1.1 Project Background
1.2 Project District and Proposed Road
1.3 Scope of Works
2. ENGINEERING SURVEY AND STUDY

2.1 Economic Study
2.2 Social Study
2.3 Environmental Study
2.4 Financial Study
2.5 Institutional Study
2.6 Technical Study
3. ROAD CORRIDOR COMMUNITY PROFILE

3.1 VDCs along Road Corridor
3.2 Cast Ethnicity
3.3 Occupation
3.4 Education and Health Status
4. DESIGN STANDARD AND PARAMETERS

4.1 Geometric Design Standard
5. ENGINEERING DESIGN
5.1 Road Classification
5.2 Design Speed
5.3 Right of Way
5.4 Roadway Width
5.5 Extra Widening
5.6 Sight Distance
5.7 Horizontal Curvature
5.8 Vertical Curvature
5.9 Longitudinal Section
5.10 Pavement Surface
5.11 Cross Section
5.12 Passing Bays and Bus Lay Bays
5.13 Water Management Measures
5.14 Side Drains
5.15 Pavement Design
6. ENGINEERING ESTIMATE
6.1 The Project Cost Estimate
6.2 Quantity Estimate
6.3 Analysis of Rates
105
ANNEX-I
SCW II REPORT
Pokhara Lekhnath Metropolitan City, SCW-II
Introduction
A one day Stakeholder’s Consultative Workshop (SCW-II) was conducted on 23rd June, 2018 on the
Pokhara Lekhnath Municipality’s hall by the consultant team on the chairmanship of Mayor Maan
Bahadur GC. The workshop involved Mayor, Deputy Mayor, and different stakeholders from
municipal coordination committee (MCC) members, Contact group members, Ward Chairmen, and
other personnel from the municipality including the technical team and the consultant team.
The workshop focuses on providing an update of all the activities done till date and also to finalize the
projects to carry forward for the feasibility study. The workshop included brief presentation regarding
the UGIIP project and work done till date, project selection criteria, number of projects selected as
per the criteria and finally discussion on the priority of the selected project.
Discussion
As per the Guidance Note on Investment Identification and Prioritization provided by the World Bank,
the selection of sub-projects consists of three categories:
 Category A - Core Municipal Service Delivery Improvement Projects

 Category B - Local Economic Development/Revenue Generating Projects
 Category C – Community Needs Driven Projects
So, accordingly, various projects selected from SCW-I were divided into 3 categories.
Category A: The following projects fall under
Road and Drainage
Road and Drainage was also divided into 3 sub-categories and discussion on these categories were
made during the workshop.
o Category 1 - Increase inter and overall intra city accessibility (NH/DR/FR)

 P11 – Prithivi Highway
 P12 – Siddhartha Highway
 P13 – Pokhara – Baglung Highway
Since this category falls under SRN road, project was proposed to construct the covered road side
drain of length about 36 Km.
o Category 2 - Critical links for wards connectivity with NH & FR

 P21 – Hallanchowk – Chapakot Road
 P22 – Bijayapur – Majhthana Road
 P23 – Talchowk – Begnastal Road and Sisuwa – Rajachautara Road
This category was the important one in the discussion. These roads were proposed to be upgraded,
widened, and blacktopped along with covered side drains. The priority order of these roads were
given during the discussion as P23, P22 and P21 in the ascending order. Similarly, the alignment of
P21 was updated as Baidam – Pame- Ghatichhina- Sidane- Panchase Road.
o Category 3 - Improve household connectivity in core area

 Core City Road
In this category, the project was to upgrade the existing condition of the urban road of about 290 Km
in the core city area.
Solid waste Management
Currently the landfill site at Bachhebaduwa is being used for solid waste management but its design
life is in verge of completion in about a year. So, solid waste management is a major concern for PLMC.
As per the preliminary study conducted, the daily estimation of generation of waste in PLMC in 2037
AD will be about 290 tons; door to door collection of the solid waste is about 70%. So in order to meet
the demand construction of fully facilitated sanitary landfill site has been proposed in PLMC. The land
for construction of new landfill site has not been identified yet, 2-3 sites are under consideration and
will be finalized before the starting of feasibility stage.
Sewage Management
Every household in PLMC has got its own septic tank. There is no any sewerage network in PLMC. The
waste from the septic tank, once it get full, is pumped out by cesspool tanks and is brought to sand
drying bed located at the landfill site where it is treated. But its design life is also in the verge of
completion and hence a new site for sewage management is required. For this purpose two options
were proposed, first option being; Construction of Municipal Sewerage Network in core city area with
treatment plant and conveyance from other areas of the municipality and second option is Municipal
Sewerage management through conveyance from cesspool vehicle. The treatment site for sewage
treatment and management has not been identified yet.
Water Supply
The water supply in PLMC is found to be satisfactory. About 96% of former PSMC is being served by
NWSC; 75% of Lekhnath city is being served by LSTWSSP and other local scheme serves about 23%.
Currently JICA is upgrading the water supply system of NWSS with a treatment facility which will be
sufficient to serve core Pokhara area. A gap has been seen in the water supply of Lekhnath region and
hence a 10 MLD water supply project with treatment facility has been proposed in Lekhnath region.
The tentative cost of different components like intake, OHT, Pipelines, Filtration units etc was also
presented during the workshop by the consultant team.
Category B and C
Besides, Category A projects discussion were also made on Category B and C type projects. Category
B type projects which promote Local Economic Development/Revenue Generating Projects like: Multi
facility Regional Bus Park; Agriculture/ Cold Store; Parks, Cycle Tracks, Cultural Museum were
discussed during the workshop.
Similarly, Category C type project which are Community Needs Driven Projects like: Firke Khola
Corridor development project; Integrated preservation and conservation of Phewa Lake, Begnas Lake
and Rupa Lake; Skill development and training center for women, children and the handicapped;
Integrated development of religious places like Barahi, Bindabasini, Bhadrakali, Akala etc were also
discussed.
Conclusion:
During the SCW-II discussion, various projects were discussed and certain decisions were made.
1) The priority order of the Category A type projects were fixed in the order of:
Priority 1: Road and Drainage
Priority 2: Solid Waste Management
Priority 3: Water Supply
Priority 4: Sewage Management
2) Similarly, the name and alignment of the Project P21 which was, Hallanchowk – Chapakot
Road was updated as Baidam- Pame- Ghatichhina – Sidhane Road.
3) The Priority order of Road and Drainage Projects was also fixed from the SCW-II as:
Priority 1 : Talchowk – Begnastal and Sisuwa – Rajachoutara Road (P23)
Priority 2: Bijayapur – Majhthana Road (P22)
Priority 3: Baidam – Pame- Ghatichhina – Sidhane Road (P21)
4) The Category B type project were also prioritized as:
Priority 1: Multi facility Regional Bus Park
Priority 2: Lake to Lake and Cave to Cave Cycle Track
5) The Category C type project were also prioritized as;
Priority 1: Firke Khola Corridor Development
Priority 2: Integrated Preservation and Conservaion of Phewa, Begnas and Rupa
Lake.
Minute
Photographs
ANNEX-II
DETAILED COST ESTIMATE OF PROPOSED
ROAD
SALIENT FEATURES OF PROJECT
Feasibility Study Report of Pokhara Metropolitan
1. Name of Road : Talchowk - Begnas Tal Road
2. Location:
2.1 Geographical location:
i) Province : Three
ii) Region: Western Development Region
iii) Zone: Gandaki
iv) District: Kaski
v) Starting point Latitude: 28° 9'46.20"N
Longitude: 84° 3'25.73"E
vi) End point Latitude: 28° 9'55.32"N
Longitude: 84° 5'26.73"E
2.2 Geographical features:
i) Climate: Sub-Tropical
ii) Geology:
Inner Terai with Mahabharat hills in the North and Churey hills in the South.
iii) Hydrology: Rainfed and River drained catchment
iv) Meteorology: Unevenly Distributed precipitation Controlled By Monsoon
3.0 Classification:
i) Classification: Urban Road
ii) Existing Surface : Black Topped
iii) Proposed Surface : Asphalt concrete over base Course
4.0 Length Of Road

i) Length: Total length: 3.20 km
ii) Arial length: 3200
iii) Starting Point: Ch:0+000
iv) End Point: Ch:3+200
iv) Sisuwa Chowk: Ch:1+300
5. Vehicle count
i) AADT 25645 PCU
6. Cross Section:
i) Carriage Way Width: Four lane up to 1.2 km 2*7.0 m
i) Carriage Way Width: Double lane 1.9 km 2*3.5 m
ii) Formation Width: 30 m
7. Pavement Design:
7.1 Design Criteria
i) Design Speed: 50 kmph
ii) Gradient: 7% (Ruling)
10% (Limiting)
12% (Exceptional)
7.1 Subbase
i) Material: Natural Gravel (Screened)
ii) Thickness: 25 cm
7.2 Base
i) Material: Crusher Run Material (CRM)
ii) Thickness: 15 cm
7.3 Wearing Course
i) Type: Premix Asphalt
ii) Thickness: 2 cm
SALIENT FEATURES OF PROJECT
Feasibility Study Report of Pokhara Metropolitan

8. Drain:
i) Type: RCC drain
ii) Length: 2*3200
iii) Clear depth: 1.0 m
iv) Clear width: 0.85 m
9. Cross Drainage Structure:
9.1 RCC Box Culvert 1590 sqm
10. Structures:
ii) Random Stone Masonry 1600.00 m³
iii) Gabion 800.00 m³
11. Earth Work
i) E/W in Excavation 6,795.00 m³
ii) E/W in Structures 1,618.05 m³
iii) Fill work 6,129.00 m³
12. Project Cost
i) Civil works NRs. 638,914,590.00
ii) Cost per KM NRs. 199,660,800.00 (excluding VAT and Contingencies)
Maintenance Cost
Routine Maintenance Cost

Routine Maintenance Cost
Alignments Total
Fixed Gradings Gravel Patching
3.020*700*365 = (2*1697.5+2*700)*3.020= (10*1907.46+40*700)*3.020=

I 983,378.30
817,600.00 15,344.00 150,434.30
- - -
II -
- - -
- - -
III -
- - -
Emergency Maintenance Cost
S.No. Description Alignment I Alignment II Alignment III

Emergency
1 (55*2197.50+110*700)*3.2= - -
Maintenance Cost
633,160.00 - -
Periodic Maintenance Cost

Periodic (300*1900+20*1705+40*700
1 - -
Maintenance Cost )*3.2=
2,023,269.12 - -
Total Maintenance Cost

Routine
1 983,378.30 0.00 0.00
Maintenance Cost
Periodic
2 2,023,269.12 - -
Maintenance Cost
Emergency
3 633,160.00 - -
Maintenance Cost
Recurrent
4 10,094,250.00
Maintenance
Regular
5 416,470.83
Maintenance
Total Maintenance Cost 14,150,528.25 0.00 0.00
Government of Nepal
Urban Governance and Infrastructure Improvement Project (UGIIP-II)
Babar Mahal, Kathmandu
Abstract of Cost
Project: Feasibility Study Report of Pokhara Metropolitan FY : 2075/76
Amount
(in Rs.)
1 General Works 1,046,340.00 0.14
2 Pavement Works 101,891,144.00 13.44
Safety Provision on the Road after Khudi River
6 (approx. 400m) 10,836,200.00 1.43
Total 383,914,595.00
Grand Total 758,072,166.97
Government of Nepal
Abstract of Cost
Total Rate Amount
S.No. Description of Items Unit Remarks
Quantity (in Rs.) (in Rs.)
1 General Works
Clearing of grass, removing roots breaking sods, levelling the surface and
1.01 Sqm 44,160.00 19.07 841,998.00
disposal to 10m.
Felling tress (the girth measured at a height of 1m above ground level)
including cutting of trunks and branches, removing the rods, stacking
1.02
serviceable materials and disposal of unserviceable materials to 10m
distance and back filling the depressions/pits.
1.02.1 above 600mm to 900mm Nos. 1.00 2,528.91 2,528.00
1.02.2 above 900mm to 1800mm Nos. 2.00 8,042.76 16,085.00
1.02.3 above 1800mm to 2400mm Nos. 4.00 13,266.40 53,065.00
1.02.4 above 2400mm to 3000mm Nos. 4.00 33,166.00 132,664.00
Sub-total (1) 1,046,340.00
2 Pavement Works
Road way excavation in Hard soil/Gravels/B.M.S.including necessary
2.01 disposal and lift etc. as per specification, all complete work. [95% Machine Cum 6,795.00 102.79 698,487.00
& 5% Manual work]
Formation of embankment from borrow site including compaction in layers
2.02 not exceeding 150mm compaction depth, watering and necessary haulage Cum 6,129.00 860.53 5,274,209.00
etc. as per specification, all complete work.
Providing, laying, spreading, watering, levelling and compaction of gravel
2.03 Cum 8,890.22 2,870.99 25,523,701.00
subbase grading as per table 12.1 of standard specification lead upto 10m.
Total Rate Amount
Providing, laying, spreading, watering, levelling and compaction of crusher
2.04 Cum 4,992.75 2,876.76 14,362,940.00
run materials for base course as per specifications, all complete work.
Providing and spraying bituminious Prime coat MC30/MC70 including
2.05 cleaning the road surface using wire, brushes, broom etc. before applying Ltrs 38,868.38 169.29 6,580,086.00
prime coat.Application @ 1.1 lit/sq.m
Providing and spraying bituminious tack coat MC30/MC70 including
2.06 cleaning the road surface using wire, brushes, broom etc. before applying Ltrs 38,868.38 169.29 6,580,086.00
tack coat. Application @ 0.8 lit/sq.m
Providing, laying and compaction of hot mix asphalt concrete (HMAC)
2.07 wearing course ( Maximum aggregates size 19 mm ) with compaction as Cum 1,693.38 16,627.24 28,156,236.00
per specification.
Providing, mixing, laying and compaction of premixed carpet, all complete
2.08 Cum 711.22 14,669.88 10,433,514.00
work.
2.09 Providing and laying sand Seal, all complete work. Sqm 35,560.88 120.41 4,281,885.00
Sub-total (2) 101,891,144.00
3 Structural Works
Earthwork excavation in Hard soil/Gravels/B.M.S. for drain and trenches
including shoring, struting, bracing, sheeting and necessary disposal and lift
3.01 Cum 1,698.95 221.83 376,885.00
etc. as per specification, all complete work. [80% Machine & 20% Manual
work]
Earth Backfilling in layers (Depth of foundation upto 1.5m) including
3.02 Cum 6,674.54 1,008.16 6,728,997.00
compaction, watering and lead etc., all complete work.
Providing and placing machine mixed M20/20 cement concrete including
3.03 compaction, curing, testing and lead etc. all complete as per specification Cum 2,240.00 16,496.18 36,951,432.00
and drawing.
Providing and laying Random rubble stone masonry in cement sand mortar [
3.04 cement(1) : sand(4)] (machine mixing) including scaffolding, curing, Cum 2,240.00 11,865.37 26,578,420.00
preparation of mortar, lead etc., all complete work.
Total Rate Amount
Fabrication of hexagonal mesh type 100mm x 120 mm Gabion boxes/
mattresses with diapharagms, with binding wire 12 swg, mesh wire 10 swg
3.05 and selvedged wire 8 swg, all heavy coated G.I. wire tying down the lid Cum 1,600.00 5,590.50 8,944,800.00
complete and providing and filling stone/boulder in gabion boxes/
mattresses etc as per drawings and specification, all complete work.
Providing, laying and fixing of Geo-textile (filter fabrics) with necessary lead
3.06 Cum 800.00 165.49 132,388.00
and lift, all complete work.
Provide & laying 50mm thick Heavy duty interlocking concrete block over
3.07 Sqm 320.00 1,746.25 558,800.00
50mm thick stone dust in perfect line & level, all complete work.
Sub-total (3) 80,271,722.00
4 Cross-drainage and Side Drain Works
4.01 New BC of 2m Span (4 Lane) Nos 1.00 6,500,000.00 6,500,000.00
4.04 Replace existing SC with BC Span 1.00m (4 Lane) Nos 5.00 6,500,000.00 32,500,000.00
4.05 Extension of existing SC with BC Span 1.00m (2 Lane) Nos 1.00 4,000,000.00 4,000,000.00
4.06 Extension of existing SC with BC Span 2.00m (2 Lane) Nos 1.00 4,500,000.00 4,500,000.00
4.07 Extension of existig SC with BC Span 4.000m (2 Lane) Nos 1.00 8,500,000.00 8,500,000.00
4.08 Extension of existing SC with BC Span 6.00m (2 lane) Nos 1.00 13,000,000.00 13,000,000.00
4.09 Replace existing SC with BC Span 6.00m (4 lane) Nos 1.00 19,500,000.00 19,500,000.00
4.10 Side Drain Type A Rm 4,140.00 9,678.37 40,068,451.00
4.11 Side Drain Type B Rm 580.00 10,069.56 5,840,344.00
4.12 Side Drain Type C Rm 1,700.00 11,662.08 19,825,536.00
Sub-total (4) 166,234,331.00
Bridge Works
4.13 Replace existing SC (1+930) with Bridge of Span 15m Nos 1.00 55,000,000.00 55,000,000.00
4.14 Replace existing SC (0+865) with Bridge of Span 20m Nos 1.00 110,000,000.00 110,000,000.00
4.15 Extension of existing Bridge at Khudi Khola (3+200 ,26m Span) Nos 1.00 90,000,000.00 90,000,000.00
Sub-total (4) 255,000,000.00
Total Rate Amount
5 Miscellaneous Works
Dismantling gabion works including stockpiling the resuable materials and
5.01 Cum 100.00 829.15 82,915.00
disposal of resuable materials within 50m lead.
Dismantaling Bridge, culvert and other structures, Random rubble stone
5.02 masonry work (i. in cement mortar) including stockpiling the resuable Cum 320.00 1,865.59 596,988.00
materials and disposable of unsuable materials within 50m. Lead.
Supplying and applying paint over new bitumen surface for Road marking
5.03 Rm 7,200.00 60.97 439,005.00
including cleaning, watering, brooming etc. all complete (10cm. wide strip)
Supplying and placing R.C.C. kilometer post including excavation, back

5.04 filling, painting and writing etc. all complete as per specification. Nos 2.00 3,665.41 7,330.00
a) Standard kilometer post (placed at each km.)
Supplying and placing R.C.C. kilometer post including excavation, back

5.05 filling, painting and writing etc. all complete as per specification. Nos 2.00 8,128.76 16,257.00
b) Bigger kilometer post (placed at each 5 km)
Supplying and erecting traffic sign in place including 50mm dia. Steel tube,
2mm. thick steel plate, cement concrete, painting, writing and supporting
5.06 steel angle nut and bolt etc. complete. Nos 10.00 6,534.91 65,349.00
a) 60cm. Dia. Circular, 60cm. equilateral traingle and 60cm.x 45cm.
rectangular shaped sign (single post).
Supplying and fixing in place R.C.C. delineator and guard post including
5.07 excavation, back filling, painting and erection etc. all complete as per Nos 600.00 1,526.00 915,602.00
drawing.
Excavation of metalled road and removal of all materials including soling
5.08 and screening, sorting out resuable materials and disposing unsuable
materials.
5.08.1 a) WBM including soling/subbase Cum 2,299.13 727.95 1,673,648.00
5.08.2 b) Bitumenous materials Cum 766.38 2,006.54 1,537,764.00
Total Rate Amount
5.09 Relocating of Electric poles Nos 60.00 15,000.00 900,000.00
5.10 Junction Improvement
Talchowk Nos 1.00 5,000,000.00 5,000,000.00
Sisuwa Chowk Nos 1.00 2,000,000.00 2,000,000.00
5.11 Tree Plantation LS 1.00 5,000,000.00 5,000,000.00
5.12 Street Lighting Nos 24.00 200,000.00 4,800,000.00
5.13 Relocation of existing Chautaras Nos 2.00 300,000.00 600,000.00
Sub-total (4) 23,634,858.00
6 Safety Provision on the Road after Khudi River (aroung 400m)
6.01 Junction improvement LS 1.00 3,500,000.00 3,500,000.00
6.02 Bus Park Improvement LS 1.00 3,500,000.00 3,500,000.00
6.03 Streel Light Nos 8.00 200,000.00 1,600,000.00
6.04 Retaining Walls and Breast Walls Cum 400.00 5,590.50 2,236,200.00
Sub-total (5) 10,836,200.00
Total (1+2+3+4+5) BIDDING AMOUNT 638,914,595.00 With Bridge
Contingencies 5% 31,945,729.75
Sub-Total with Contingencies 670,860,324.75
VAT 13% 87,211,842.22
Total with Vat & Contingencies 758,072,166.97
Government of Nepal
District Rates
District: Kaski FY : 2075/76

(A) District Rate: Labour / Transportaion
S.N. Particulars Unit Rate Remarks
1 Labour- Unskilled md 700.00
2 Labour- Semi-Skilled md 780.00
3 Labour- Skilled md 1,000.00
4 Watchman md 780.00
5 Foreman md 780.00
6 Supervisor md 700.00
7 Length Worker md 500.00
8 Equipment Operator hrs 97.50 780/md
9 Equipment Operator Helper hrs 87.50 700/md
10 a) Transportaion by Truck/Tractor including Transportation
load/unload (upto 10km) Distance= 3.20 km
i) in Pitch road kg/km 0.01 0.019 per kg
ii) in Gravel road kg/km 0.02 0.030 per kg
iii) in earthern road kg/km 0.06 0.093 per kg
b) Transportation of concrete poles upto 5km per no 655.00
9 Local Tax for sand per cum 75.00
10 Local Tax for boulder per cum 100.00
(B) District Rate: Materials

Material Transportation Adopted
S.N. Particulars Unit Rate Rate Rate Remarks
1 Cement-OPC bag 825.00 26.50 856.50 including load/unload
2 Chimney brick (Class 1) thousand 16,000.00 76.00 17,076.00 including load/unload
3 Chimney brick (Class 2) thousand 14,000.00 76.00 15,076.00 including load/unload
4 Sand cu m 2,000.00 - 2,075.00 Including local tax
5 Aggregates- 10 mm down cu m 1,850.00 51.07 1,901.07
6 Aggregates- 10 to 20 mm cu m 1,850.00 51.07 1,901.07
7 Aggregates- 20 to 40 mm cu m 1,850.00 51.07 1,901.07
8 River bed single (10 to 40mm) cu m 1,700.00 - 1,800.00 Including local tax
9 Stone Dust cu m 2,050.00 33.44 2,083.44
10 Block Stone cu m 1,800.00 - 1,900.00 Including local tax
11 Bond Stone cu m 1,800.00 - 1,900.00 Including local tax
12 Soil cu m 565.00 - 640.00 Including local tax
13 Water Litres 0.19 - 0.19
14 RCC Hume pipe (NP3)-
300 mm internal diameter m 2,920.00 2,920.00 from DR
18 160 mm HDP Pipe (4 kg/cm2) m 442.78 - 442.78
19 Interlocking Block Hexagon(60 mm thick) sq m 614.34 - 614.34
20 Interlocking Block Hexagon(50 mm thick) sq m 513.48 - 513.48
21 Jute kg 85.00 - 85.00
22 Hessian Jute m2 13.50 - 13.50
10 of 14
23 Line String m - - -
24 Local wood (for formwork) cu m 40,611.10 - 40,611.10
25 Planks(38mm) cu m 40,611.10 - 40,611.10
26 Nails, Spikes etc. kg 96.00 - 96.00
27 Plywood 10mm thick sq m 430.50 - 430.50
28 GI Wire- Medium Coated (8, 10 SWG) kg 98.00 - 98.00
29 GI Wire- Heavy Coated (8, 10 & 12 SWG) kg 103.00 - 103.00
30 MS channel, plate m2 1,959.93 - 1,959.93
31 Steel Tube m 245.60 - 245.60
32 Angle Iron different sizes kg 80.00 - 80.00
33 Reinforcement 8mm kg 80.00 - 80.00
34 Reinforcement 10-20mm kg 81.00 - 81.00
35 Binding Wire (Black) kg 92.00 - 92.00
36 Barbed Wire kg 160.00 - 160.00
37 Geo-textiles sq m 110.00 - 110.00
38 Tarfelt Sheet sq m 76.65 - 76.65
39 Road Marking paint (water based) lit 575.00 - 575.00
40 Expansion joint sq m 800.00 - 800.00
41 Bitumen Kg 71.00 1.12 72.12 from DR
42 Emulsion Kg 67.00 1.12 68.12 from DR
43 Primer lit 315.00 - 315.00
44 Enamel lit 450.00 - 450.00
45 Seeds No 75.00 - 75.00
46 Grass Slips no 4.00 - 4.00
(C) NOC Rate(2075/05/10)

Ref N Particulars Unit Rate Trasportation Remarks
1 Diesel litre 82.65 0.39 83.04
2 Petrol litre 96.57 0.39 96.96
3 Kerosene litre 82.65 0.39 83.04
References:
Kaski District Rate: FY-075/76
11 of 14
Government of Nepal
Transportation Cost of Materials using Trucks/Tippers
Bitumen from Amlekhgunj and Humepipe from highway 222.00

Route: Amlekhgunj-Bhartapur- Mugling - Pokhara 12.95
Distance: 222 Km
Travel Speed 40 Km/hr (without Load)
30 Km/hr (with Load)
Travel Time: 12.95 hours
Activity No. Description of Labour Material Equipment

Unit Total Amount Remarks
(Norms) Works Type Unit Qty. Rate Amount Type Unit T Qty. Rate Amount Type Unit Qty. Rate Amount
8 t Capacity Truck
8.04.003,1.a 3 0.15x(T
1) Soil Material m Unskilled hr 0.400 87.50 35.00 Fuel ltr 12.950 2.0xT= 25.900 83.04 2150.736 Truck hr = 2.0550 450 924.75 3,110.49 Ref CAAN
) +0.75)
document for input
0.251 83.04 20.802 Loader hr 0.0167 1000 16.70 37.50
of equipment and
VDC and DDC Tax Rs. 50 per Cu.m 50.00
labour
Total including Tax 3,197.99
5) Bitumen / 0.2x(T+
8.04.003, 9) 1000 ltr Unskilled md 1.00 700.00 700.00 Fuel ltr 12.950 2.6xT = 33.670 83.04 2795.957 Truck hr = 2.740 548 1500.15 4,996.11 1000 ltr
Emulsion 0.75)
5.00 per ltr
RCC Humepipe from Highway

0.06x(T
8.04.003, 16)8) RCC Humepipe m Skilled md 0.04 1000.00 Fuel ltr 0.093 0.78xT= 0.073 83.04 6.024 Truck hr = 0.111 547.50 60.54 66.57 per m
+1.75)
900mmdia Unskilled md 0.40 700.00 280.00
166.43 per pipe
0.055x(
8.04.003, 16)8) RCC Humepipe m Skilled md 0.03 1000.00 30.00 Fuel ltr 0.093 0.69xT= 0.064 83.04 5.329 Truck hr = 0.101 547.50 55.50 90.83 per m
T+1.75)
227.08 per pipe
0.054x(
8.04.003, 16)8) RCC Humepipe m Skilled md 0.02 1000.00 20.00 Fuel ltr 0.093 0.6xT== 0.056 83.04 4.634 Truck hr = 0.100 547.50 54.49 79.12 per m
T+1.75)
197.80 per pipe
Government of Nepal
Equipment Operating and Owning Cost Per Hour
Total Equipment Hire Rate= Hire Rate + Operator's Allowances
Operator Operator Operator Operator Hire Total Rate

S. No. Machine/ Equipment Reference DOR Code
Class 1 Class 2 Cost (Class 1) Cost (Class 2) Charge/Hr per Hr
1 ASPHALT PAVER (Fuel 0.15 Ltr/HP) 1 2 97.50 175.00 1400.00 1,672.50 DOR
2 BITUMEN DISTRIBUTOR 1 - 97.50 - 1300.00 1,397.50 DOR 032 -
3 PNEUMATIC TYRED ROLLER 1 - 97.50 - 1200.00 1,297.50 DOR 096 -
4 VIBRATOR ROLLER (less than 1.5 tonnes) 1 - 97.50 - 400.00 497.50 DOR 098 -
5 SELF PROP. VIBRATOR ROLLER (upto 6 tonnes) 1 - 97.50 - 800.00 897.50 DOR 101 -
6 3 WHEELED ROLLER (upto 12 tonnes) 1 - 97.50 - 500.00 597.50 DOR 094-
7 WHEEL LOADER 1 - 97.50 - 1000.00 1,097.50 DOR 068 -
8 TRUCK 1 - 97.50 - 450.00 547.50 DOR 116-
9 AIR COMPRESSOR (150 To 275cfm) - 1 - 87.50 250.00 337.50 DOR 017 -
10 ASPHALT PLANT (50 T/HR.) 1 2 97.50 175.00 1000.00 1,272.50 DOR
11 WATER TANKER 1 - 97.50 - 550.00 647.50 DOR 119 -
12 WATER PUMP, 800 ltr/min (5 HP) - 1 - 87.50 150.00 237.50 DOR 085 -
13 EXCAVATOR (Fuel= 0.125 Ltr/HP) 1 - 97.50 - 1800.00 1,897.50 DOR
14 EXCAVATOR (PC 200) 1 - 97.50 - 2100.00 2,197.50 DOR 042-
15 SELF PRO. PNEUMATIC TYRED ROLLER (PTR) (3.013T) 1 - 97.50 - 1200.00 1,297.50 DOR
16 MOTOR GRADER 1 - 97.50 - 1600.00 1,697.50 DOR 055 -
17 BOILER - 1 - 87.50 180.00 267.50 DOR 062 -
18 CONCRETE MIXER - 1 - 87.50 600.00 687.50
19 NEEDLE VIBRATOR - 1 - 87.50 100.00 187.50 DOR 136-
20 SCREW JACK - 1 - 87.50 50.00 137.50
21 BLOW TORCH 1 1,035.00 1,035.00
ANNEX-III
STRIP MAPS
INVENTORY AND CONDITION SURVEY FOR CULVERTS Sheet No:
Road Name: Road No:
Section: Date of Survey:
Span
Arrange
Type of ment Details of Protection Height Above Bed
Condition of Various Features of Culvert
Structure and Carriagew Width of Work Level Adequacy
Location Thickness Presence
S.N (Pipe/slab Total ay width Culvert of water Remarks
(Km) of Slab (m) of Scour
/Box/Arch Ventway (m) (m) way
) (No. *
Length) Parapet/
Slab/Pipe/B Head wing Return U/S Side D/S Side
(m) Type Condition Hand
ox/Arch Wall Wall Wall (m) (m)
Rail
1 0+000 SC 4.00 2.20 GOOD
2 0+210 SC 6.90 2.05 GOOD
3 0+330 SC 7.40 2.05 GOOD
4 0+465 SC 7.40 2.05 GOOD
5 0+480 SC 7.40 2.05 GOOD
6 0+670 SC 7.40 2.05 GOOD
7 0+850 SC 7.40 7.80 GOOD
8 1+090 SC 7.40 5.00 GOOD
9 1+500 SC 7.40 5.00 GOOD
10 1+720 SC 7.00 6.00 GOOD
11 1+930 SC 7.50 7.30 GOOD
12 1+950 SC 7.50 1.50 GOOD
13 2+030 SC 7.00 2.00 GOOD
14 3+000 CANAL 6.00 16.00 GOOD
15 3+220 BRIDGE 5.80 27.60 GOOD
Note: G = Good F = Full P = Poor VP = Very Poor NA = Not Avoidable Surveyed By =

ROAD INVENTORY DATA SHEET Sheet No:
Road Name: Road no.:
Road Classification:
Section (From): (To): Date of Survey:
Carriage way Shoulder+ Detail of cross roads
Landuse(B Embank
Terrain Submer
From uiltup/agrt/f Name of Formation Type( Type( ment Carriage
To (Plain/Rolling/ gence Remarks
(km) orest/Indus village/town width BT/CC Width Condition( BT/C Width Condition Height Location Road way
Hilly) (cm)
try/Barren) /ER/G (m) G/F/P/VP) C/GR/ (m) (G/F/P/VP) (m) (Km) No. (Km) width
R) ER) (m)
0+000 0+050 P Builtup Talchowk BT 4.50 G
0+250 0+300 P Builtup Talchowk BT 4.50 G 0+290 5.10
0+300 0+350 P Agro Talchowk BT 4.50 G 0+360 6.50
0+350 0+400 P Agro Talchowk BT 4.50 G
0+450 0+500 P Builtup Talchowk BT 4.50 G 0+535 3.00
0+650 0+700 P SA,CL Talchowk BT 4.50 G 0+700 4.00
0+900 0+950 P Builtup Sisuwa BT 4.50 G
0+950 1+000 P Builtup Sisuwa BT 4.50 G 1+000 3.50
ROAD INVENTORY DATA SHEET Sheet No:
Road Name: Road no.:
Road Classification:
Section (From): (To): Date of Survey:
Carriage way Shoulder+ Detail of cross roads
Landuse(B Embank
Terrain Submer
From uiltup/agrt/f Name of Formation Type( Type( ment Carriage
To (Plain/Rolling/ gence Remarks
(km) orest/Indus village/town width BT/CC Width Condition( BT/C Width Condition Height Location Road way
Hilly) (cm)
try/Barren) /ER/G (m) G/F/P/VP) C/GR/ (m) (G/F/P/VP) (m) (Km) No. (Km) width
R) ER) (m)
2+000 2+050 P Builtup Begnas BT 4.00 G
2+200 2+250 P Builtup Begnas BT 4.00 G 2+250 3.00
3+200 3+250 M Builtup Begnas BT 5.50 G
3+250 3+300 M Builtup Begnas BT 3.70 G
3+300 3+350 M Forest Begnas BT 4.50 G
3+350 3+400 M Forest Begnas BT 4.50 G
3+400 3+450 M Lake Begnas ER 4.50 G 3+460 6.00
3+450 3+500 P Lake Begnas ER 4.50 G
3+500 3+550 P Lake Begnas ER 4.50 G
Existing Stone Masonary Wall Water Bodies Existing Transformer E Earthern BR Branch Road
P Proposed Stone Masonary Wall CL Cultivated Land
Existing Gabion Wall FA Landslide BT Bituminous Road BX Box Cutting
P Proposed Gabion Wall P Petrol Pump Forest
Existing Dry Stone Wall MA Market Road Center Line SS Stone Soling
P Proposed Dry Stone Wall Temple
B Barren Land Existing Road Edge FT Foot Trail
Existing Slab Culvert P Proposed Slab Culvert Chautari
Electric Pole Existing Drain M Mountaneous
Existing Pipe Culvert Proposed Pipe Culvert Counter
S Settlement area
Manhole Proposed Road Width R Rolling
Existing Irrigation Crossing Proposed Irrigation Crossing
Tree
Existing Pipeline P Plain Note: All Dimensions in meter
Existing Causeway P Proposed Causeway Water Tap
Shoulder GR Gravel Road Note: "Xm" is distance from centerline
Existing Bridge Location of Const. Materials
GOVERNMENT OF NEPAL REV. NO. DATE DESCRIPTION SIGNATURE
MINISTRY OFURBAN DEVELOPMENT DRAWN BY:
Department of Urban Development ERMC- NEST-UDAYA JV
STRIP MAP Consulting Services for Preparation of
DESIGNED BY:
and Building Construction Baneshwor, Kathmandu, Nepal
SCALE
DPR Under Western Cluster/Corridor -
Urban Governance and Infrastructure improvement Project-II CHECKED BY: Improvement of Talchowk - Begnas Road
NOT TO SCALE
Project Coordination Office APPROVED BY: - P23i
Babarmahal, Kathmandu, Nepal REVISIONS
Existing Pipe Culvert Proposed Pipe Culvert Telecom Box
S Settlement area
Tree
DESIGNED BY:
SCALE
NOT TO SCALE
S Settlement area
Tree
DESIGNED BY:
SCALE
NOT TO SCALE
S Settlement area
Tree
DESIGNED BY:
SCALE
NOT TO SCALE
S Settlement area
Tree
DESIGNED BY:
SCALE
NOT TO SCALE
ANNEX-IV
RAINFALL ANALYSIS
A
Annex for Hydrolog
gical Section
TTable: 1
Rain fall aanalysis: Gumbel''s Method
M
Maximum probable raainfall at difference retturn period
Frequency factor (K) (using equation of Chow) Maximum Rainfall forecast (mm/day)
Sq of (x-
( Standard
Mean Rainfall
SN Years Rainfall (x) mean x) Deviation For Retu
urn Period in Year For Return P
Period in Year
((mean x)
(A) (SD)
2 5 1
10 25 500 100 2 5 10 25 50 100
1 1968 87.00 8987.004
2 1969 44.20 18933.76
3 1970 156.00 665.64
4 1971 101.00 6528.664
5 1972 158.20 556.96
6 1973 173.40 70.566
7 1974 204.80 529.00
8 1975 171.20 112.36
9 1976 181.80 0.00
10 1977 204.20 501.76
11 1978 188.10 39.699
181.80 52.13 -0.164 0.720 1.305 2.045 2.5994 3.138 173.24 219.33 249.84 288.39 316.99 345.39
12 1979 277.60 9177.664
13 1980 159.20 510.76
14 1981 168.60 174.24
15 1982 164.20 309.76
16 1983 169.20 158.76
17 1984 171.50 106.09
18 1985 235.40 2872.996
19 1986 143.20 1489.996
20 1987 196.40 213.16
21 1988 186.60 23.044
22 1989 168.30 182.25

Frequency factor (K) (using equation of Chow) Maximum Rainfall forecast (mm/day)
Sq of (x- Standard
Mean Rainfall
SN Years Rainfall (x) mean x) Deviation For Return Period in Year For Return Period in Year
(mean x)
(A) (SD)
2 5 10 25 50 100 2 5 10 25 50 100
23 1990 157.90 571.21
24 1991 167.40 207.36
25 1992 148.10 1135.69
26 1993 145.20 1339.56
27 1994 199.20 302.76
28 1995 228.00 2134.44
29 1996 168.00 190.44
30 1997 179.00 7.84
31 1998 173.00 77.44
32 1999 243.60 3819.24
33 2000 217.20 1253.16
34 2001 357.00 30695.04
35 2002 211.50 882.09
36 2003 177.20 21.16
37 2004 171.30 110.25
38 2005 166.00 249.64
39 2006 109.20 5270.76
40 2007 227.20 2061.16
41 2008 151.70 906.01
42 2009 247.70 4342.81
43 2010 262.10 6448.09
Nos. of Cumulative
43 7817.60 114170.18
data sum

Table: 2
Designed hourly rainfall intensity (mm/hr)
[Ref: IRC:SP:13, equation for deriving intensity for shorter duration]
Time of Precipitation Rainfall Precipitation Rainfall Precipitation Rainfall Precipitation Rainfall Precipitation Rainfall Precipitation Rainfall
Concentration in Storm Intensity in Storm Intensity in Storm Intensity in Storm Intensity in Storm Intensity in Storm Intensity
(Hr) (mm/day) (mm/hr) (mm/day) (mm/hr) (mm/day) (mm/hr) (mm/day) (mm/hr) (mm/day) (mm/hr) (mm/day) (mm/hr)
For 2 yrs RP For 5 yrs RP For 10 yrs RP For 25 yrs RP For 50 yrs RP For 100 yrs RP
0.00 173.24 180.45 219.33 228.46 249.84 260.25 288.39 300.40 316.99 330.19 345.39 359.78
0.083 166.57 210.89 240.23 277.29 304.79 332.10
0.100 164.05 207.69 236.59 273.09 300.17 327.07
0.17 154.67 195.83 223.07 257.49 283.02 308.38
0.25 144.36 182.77 208.20 240.32 264.15 287.82
0.33 135.34 171.35 195.18 225.30 247.64 269.83
0.42 127.38 161.27 183.70 212.05 233.08 253.96
0.50 120.30 152.31 173.50 200.27 220.13 239.85
0.58 113.97 144.29 164.36 189.73 208.54 227.23
0.67 108.27 137.08 156.15 180.24 198.11 215.86
0.75 103.11 130.55 148.71 171.66 188.68 205.58
0.83 98.43 124.61 141.95 163.85 180.10 196.24
0.92 94.15 119.20 135.78 156.73 172.27 187.71
1.00 90.22 114.23 130.12 150.20 165.09 179.89
1.50 72.18 91.38 104.10 120.16 132.07 143.91
2.00 60.15 76.15 86.75 100.13 110.06 119.92
2.50 51.55 65.27 74.35 85.83 94.34 102.79
3.00 45.11 57.11 65.06 75.10 82.54 89.94
3.50 40.10 50.77 57.83 66.75 73.37 79.95
4.00 36.09 45.69 52.05 60.08 66.03 71.95
4.50 32.81 41.53 47.31 54.61 60.03 65.41
5.00 30.07 38.07 43.37 50.06 55.03 59.96
5.50 27.76 35.14 40.03 46.21 50.79 55.35
6.00 25.77 32.63 37.17 42.91 47.17 51.39
6.50 24.06 30.46 34.70 40.05 44.02 47.97
7.00 22.55 28.55 32.53 37.55 41.27 44.97
7.50 21.23 26.87 30.61 35.34 38.84 42.32
8.00 20.05 25.38 28.91 33.37 36.68 39.97

Time of Precipitation Rainfall Precipitation Rainfall Precipitation Rainfall Precipitation Rainfall Precipitation Rainfall Precipitation Rainfall
Concentration in Storm Intensity in Storm Intensity in Storm Intensity in Storm Intensity in Storm Intensity in Storm Intensity
(Hr) (mm/day) (mm/hr) (mm/day) (mm/hr) (mm/day) (mm/hr) (mm/day) (mm/hr) (mm/day) (mm/hr) (mm/day) (mm/hr)
8.50 18.99 24.04 27.39 31.62 34.75 37.87
9.00 18.04 22.84 26.02 30.04 33.01 35.97
9.50 17.18 21.75 24.78 28.61 31.44 34.26
10.00 16.40 20.76 23.65 27.30 30.01 32.70
10.50 15.69 19.86 22.63 26.12 28.71 31.28
11.00 15.03 19.03 21.68 25.03 27.51 29.98
11.50 14.43 18.27 20.82 24.03 26.41 28.78
12.00 13.88 17.57 20.01 23.10 25.39 27.67
12.50 13.36 16.92 19.27 22.25 24.45 26.65
13.00 12.88 16.31 18.58 21.45 23.58 25.69
13.50 12.44 15.75 17.94 20.71 22.77 24.81
14.00 12.03 15.23 17.35 20.02 22.01 23.98
14.50 11.64 14.73 16.79 19.38 21.30 23.21
15.00 11.27 14.27 16.26 18.77 20.63 22.48
15.50 10.93 13.84 15.77 18.20 20.01 21.80
16.00 10.61 13.43 15.30 17.67 19.42 21.16
16.50 10.31 13.05 14.87 17.16 18.86 20.55
17.00 10.02 12.69 14.45 16.68 18.34 19.98
17.50 9.75 12.34 14.06 16.23 17.84 19.44
18.00 9.49 12.02 13.69 15.81 17.37 18.93
18.50 9.25 11.71 13.34 15.40 16.93 18.45
19.00 9.02 11.42 13.01 15.02 16.50 17.98
19.50 8.80 11.14 12.69 14.65 16.10 17.55
20.00 8.59 10.87 12.39 14.30 15.72 17.13
20.50 8.39 10.62 12.10 13.97 15.35 16.73
21.00 8.20 10.38 11.82 13.65 15.00 16.35
21.50 8.02 10.15 11.56 13.35 14.67 15.99
22.00 7.84 9.93 11.31 13.06 14.35 15.64
22.50 7.67 9.72 11.07 12.78 14.05 15.30
23.00 7.51 9.51 10.84 12.51 13.75 14.99
23.50 7.36 9.32 10.62 12.26 13.47 14.68
24.00 7.21 9.13 10.41 12.01 13.20 14.39

Table: 3
Calculated wetted Run off co-efficient
Average % of CA in terms of soil type / Land used pattern
Total Average Wetted Run
Catchment Moderately steep
Chainage Catchment Paved surface Unpaved surface Green area (loamy) Green area (sandy) off co-
Nos. built up area
area (sqkm) efficient
% CA RC % CA RC % CA RC % CA RC % CA RC
C1 0+000 0.021 30% 0.90 40% 0.30 20% 0.30 5% 0.20 5% 0.80 0.500
C2 0+235 0.033 5% 0.90 40% 0.30 35% 0.30 15% 0.20 5% 0.80 0.340
C3 0+330 0.080 5% 0.90 20% 0.30 40% 0.30 25% 0.20 10% 0.80 0.355
C4 0+480 0.011 5% 0.90 15% 0.30 20% 0.30 20% 0.20 40% 0.80 0.510
C5 0+670 0.008 25% 0.90 25% 0.30 10% 0.30 10% 0.20 30% 0.80 0.590
C6 0+865 10.759 10% 0.90 20% 0.30 35% 0.30 30% 0.20 5% 0.80 0.355
C7 1+090 1.195 25% 0.90 20% 0.30 15% 0.30 15% 0.20 25% 0.80 0.560
C8 1+210 0.113 30% 0.90 25% 0.30 10% 0.30 10% 0.20 25% 0.80 0.595
C9 1+500 0.137 15% 0.90 15% 0.30 25% 0.30 20% 0.20 25% 0.80 0.495
C10 1+720 0.622 10% 0.90 15% 0.30 30% 0.30 20% 0.20 25% 0.80 0.465
C11 1+930 6.050 10% 0.90 15% 0.30 40% 0.30 25% 0.20 10% 0.80 0.385
C12 2+030 0.018 25% 0.90 20% 0.30 25% 0.30 15% 0.20 15% 0.80 0.510
C13 2+150 0.083 25% 0.90 20% 0.30 25% 0.30 15% 0.20 15% 0.80 0.510
C14 2+635 0.145 25% 0.90 20% 0.30 25% 0.30 15% 0.20 15% 0.80 0.510
C15 3+000 2.919 10% 0.90 15% 0.30 40% 0.30 30% 0.20 5% 0.80 0.355
C16 3+220 16.541 10% 0.90 15% 0.30 40% 0.30 30% 0.20 5% 0.80 0.355
Run off co-efficient for side drain

In average 40% 0.90 10% 0.30 15% 0.30 15% 0.20 20% 0.80 0.625
Note:
% CA: Percentage catchment area
RC: Run off co-efficient

Table: 4
Summary of Run-off Computation (designing discharge) and opening size of cross drainage structure
Return Period (year)
(PC) Clear Diameter

concentration (tc) hr
Run-off coefficient
discharge ((m3/s)
Discharge (m3/s)
(SC) Clear Span

Rainfall intensity
Catchment Area
Additional
Total estimated
Recommended
Flow depth (m)
Chainage (km)
velocity (m/s)
Ex. Span (m)

Limiting flow
(mm/hr: I50)
Discharge
span (m)
CA Nos.
Time of
Existing drainage
(Km2)
(m)
(m)
from Road
structure
side drain
(m3/s)
C1 0+000 Slab Culvert 0.021 0.500 0.154 50 286.02 0.83 0.00 0.83 3.00 0.80 0.35 0.60 1.00 1.20
C2 0+235 Slab Culvert 0.033 0.340 0.137 50 290.47 0.91 0.29 1.19 3.00 0.80 0.50 0.71 1.00 1.20
C3 0+330 Slab Culvert 0.080 0.355 0.234 50 267.61 2.11 0.00 2.11 3.00 0.80 0.88 0.95 1.00 1.20
C4 0+480 Slab Culvert 0.011 0.510 0.156 50 285.57 0.45 0.13 0.58 3.00 0.80 0.24 0.49 1.00 1.20
C5 0+670 Slab Culvert 0.008 0.590 0.086 50 304.14 0.40 0.16 0.56 3.00 0.80 0.23 0.49 1.00 1.20
C6 0+865 Slab Culvert 10.759 0.355 0.792 100 200.74 212.97 0.17 213.14 3.00 3.50 20.30 9.51 20.00 6.50
Slab culvert for
C7 1+090 1.195 0.560 0.286 50 256.81 47.75 0.20 47.95 3.00 2.50 6.39 4.51 6.00 4.00
irrigation canal
C8 1210 Slab Culvert 0.113 0.595 0.241 50 266.03 4.97 0.10 5.07 3.00 1.00 1.69 1.47 2.00 0.00
C9 1+500 Slab Culvert 0.137 0.495 0.265 50 260.99 4.92 0.25 5.17 3.00 1.00 1.72 1.48 2.00 3.00
C10 1+720 Slab Culvert 0.622 0.465 0.244 50 265.38 21.32 0.19 21.51 3.00 1.75 4.10 3.02 4.00 4.50
C11 1+930 Slab Culvert 6.050 0.385 0.413 100 254.59 164.72 0.18 164.91 3.00 3.50 15.71 8.37 15.00 6.00
C12 2+030 Slab Culvert 0.018 0.510 0.083 50 304.89 0.78 0.09 0.86 3.00 1.20 0.24 0.61 1.00 1.20
C13 2150 Slab Culvert 0.083 0.510 0.090 50 302.89 3.56 0.10 3.67 3.00 1.20 1.02 1.25 1.00 0.00
C14 2635 Slab Culvert 0.145 0.510 0.103 50 299.38 6.15 0.42 6.57 3.00 1.20 1.83 1.67 2.00 0.00
Slab culvert for
C15 3+000 2.919 0.355 0.542 50 214.14 61.64 0.51 62.15 3.00 3.25 6.37 5.14 6.00 5.00
irrigation canal
Khudi river RCC
C16 3+220 16.541 0.355 0.543 100 233.11 380.23 0.00 380.23 3.00 4.80 26.40 12.70 26.00 26.00
bridge

Table: 5
Road side drain
Title: Designing of Road Side Drain Table: 5
Job: Run off calculation and designing of drain size Part: 1
Project road: Talchowk – Beganas Lake road section
Length of SD between two adjacent CD (ends), elevation Existing Ground

difference between both ends and chainage of the start/end Slope Average Avg. Run- Avg. Time of Return Rainfall (Qe)
Outlet CD / Catchment
catchment off concentration Period intensity Discharge
Location Area (Km2)
width (m) coefficient (tc) hr (year) (mm/hr: IT2) (m3/s)
Fraction
From: CD: RL1 To: CD: RL2 Length (m) %
(+ve)
0+000 C1 722.00 0+235 C2 719 235.00 1.27 0.013 C2: 0+235 30.00 0.0071 0.625 0.083 2 166.62 0.20
0+235 C2 719.00 0+330 C3 720 95.00 -1.05 0.011 C2: 0+235 30.00 0.0029 0.625 0.083 2 166.62 0.08
0+330 C3 720.00 0+480 C4 719 150.00 0.66 0.007 C4: 0+480 30.00 0.0045 0.625 0.083 2 166.62 0.13
0+480 C4 719.00 0+670 C5 716 190.00 1.57 0.016 C5: 0+670 30.00 0.0057 0.625 0.083 2 166.62 0.16
0+670 C5 716.00 0+865 C6 710 195.00 3.07 0.031 C6: 0+865 30.00 0.0059 0.625 0.083 2 166.62 0.17
0+865 C6 710.00 1+090 C7 708 225.00 0.88 0.009 C7: 1+090 30.00 0.0068 0.625 0.083 2 166.62 0.20
1+090 C7 708.00 1+210 C8 707 120.00 0.83 0.008 C8: 1+210 30.00 0.0036 0.625 0.083 2 166.62 0.10
1+210 C8 708.00 1+500 C9 705 290.00 1.03 0.010 C9: 1+500 30.00 0.0087 0.625 0.083 2 166.62 0.25
1+500 C9 705.00 1+720 C10 702 220.00 1.36 0.014 C10: 1+720 30.00 0.0066 0.625 0.083 2 166.62 0.19
1+720 C10 702.00 1+930 C11 699 210.00 1.42 0.014 C11: 1+930 30.00 0.0063 0.625 0.083 2 166.62 0.18
1+930 C11 699.00 2+030 C12 698 100.00 1.00 0.010 C12: 2+030 30.00 0.0030 0.625 0.083 2 166.62 0.09
2+030 C12 698.00 2+150 C13 695 120.00 2.50 0.025 C13: 2+150 30.00 0.0036 0.625 0.083 2 166.62 0.10
2+150 C13 695.00 2+635 C14 686 485.00 1.85 0.019 C14: 2+635 30.00 0.0146 0.625 0.083 2 166.62 0.42
2+635 C14 686.00 3+000 C15 684 365.00 0.54 0.005 C15: 3+000 30.00 0.0110 0.625 0.083 2 166.62 0.32
3+000 C15 684.00 3+220 C16 689 220.00 -2.27 0.023 C15: 3+220 30.00 0.0066 0.625 0.083 2 166.62 0.19

Road side drain
Rugocity Trail size: Rectangular

(water depth: H), (m) wetted Hydraulic Calculated Discharge
Land used Coeff (n): Recommended Adequecy of Adquacy of Discharge
SD Material perimeter Radius R velocity Check
remarks concrete slope (Sa) L-Slope Velocity capacity
Area (m) [A/P] (m) (0.6<Vc<3) (Qc>Qe)
drain B H (Qc)
(m2)
Urban Concrete 0.014 0.40 0.30 0.12 1.000 0.120 0.013 Okey 1.96 Okey 0.24 Okey
Urban Concrete 0.014 0.40 0.30 0.12 1.000 0.120 0.020 Drop Require 2.46 Okey 0.29 Okey

Road side drain
Chainage Calculated (recommended) SD size (m) L-section of SD Time of flow

Drain Type Section (shape) of Side drain
up to Outlet
Remark recommended SD Location
Length (m) (one (hr)
From To Free board Gross height Bottom width Top width From To
side L)
0+000 0+235 0.15 0.45 0.40 0.40 0+000 0+235 235.00 A Rectangular Both 0.033
1+210 1+500 0.15 0.50 0.40 0.40 1+210 1+500 290.00 B Rectangular Both 0.044
2+150 2+635 0.15 0.65 0.45 0.45 2+150 2+635 485.00 C Rectangular Both 0.048
2+635 3+000 0.15 0.65 0.45 0.45 2+635 3+000 365.00 C Rectangular Both 0.067

Table: 6
Summary of Road Side drain:
Gross height (m) Bottom width (m) Top width (m) Type Remarks Average total length (for both side) m
0.45 0.40 0.40 A 4160.00
0.5 0.4 0.4 B 580.00
0.65 0.45 0.45 C 1700.00
Summary of Cross Drainage Structure:

Chainage Recommended Ex. Span Remarks for new
CA Nos. Existing drainage structure Recommended remarks for peak flow at considered returned period
(km) span (m) (m) construction
C1 0+000 Minor Slab Culvert 1.00 1.20 Replacement with Box Culvert -
C7 1+090 Slab culvert for irrigation canal 6.00 4.00 Need addition of new BC: 2m span adjacent to the existing SC add SC: 2m span
C8 1210 Major Box Culvert 2.00 0.00 Need new construction SC: 2m span
C9 1+500 Major Slab Culvert 2.00 3.00 Replacement with Box Culvert -
Replacement with Box Culvert and flow controlling in Beganas Lake during
C15 3+000 Slab culvert for irrigation canal 6.00 5.00 -
extreme run off
Needs bed cleaning & Deeping including widening up to roadway width
C16 3+220 Khudi river RCC bridge 26.00 26.00 -
and flow controlling in Beganas Lake during extreme run off

ANNEX-V
MAPS AND DRAWINGS
Kaski District
Text
MAP OF NEPAL Urban Governance and Infrastructure

Improvement Project (UGIIP-II)
µ
MUSTANG
MANANG
CHINA
7 Western Cluster/ Corridor, Nepal
6
INDEX MAP
4 MYAGDI
a
5
ik
3
pal
alika
aun
1
2
aunp
G
INDIA
hre
rna G
a
ch
Madi Gaunpalik
Km
0 45 90 180 270 360
apu
apu
chh
Province No. 4
Ann
Ma
6 KASKI
MUSTANG LAMJUNG
PARBAT
MANANG Pokhara Lekhnath Metropolitan City
MYAGDI
Talchowk Begnas Road
4
KASKI LAMJUNG GORKHA Rupa Gaunpalika
BAGLUNGPARBAT
5 SYANGJA TANAHUN SYANGJA
PALPA
NAWALPARASI 3 TANAHUN
Km Map No.:
0 12.5 25 50 75 100
0 4.5 9 18 27 36 1
2
Km
480000 485000 490000 495000 500000 505000 510000 515000
LOCATION MAP
OF
POKHARA LEKHNATH METROPOLITAN CITY
3135000
3135000
1 0.5 0 1 2 3 4
1200 Km
Machhapuchchhre 260
0
1:55,000
00
2000
24
Projection:..........................Modified Universal Transverse Mercator
Spheroid:........................................Everest 1830 (1937 adjustment)
False co-ordinates of origin:..............500000m Easting, 0m Northing
2200
Scale factor at Central Meridian:............................................0.9999
W-19 00
Origin:........................................Longitude 84 East, Latitude 0 North
16 Vertical Datum:...................................Indian Mean Sea Level (MSL)
18
00
MAP OF NEPAL
00
Annapurna
12
00
20
120 1400
0
W-16
3130000
3130000
14
00
aglu ng - Beni -
a ra - B Jo m
Po
kh som
- Gh
okt a ng
Madi Province No. 7
Province No. 6
CHINA
Yamd 200
i Ri Se
0
ti R
ve
W-25
ive
1600
1400 Province No. 4
r
KASKI
Province No. 5
16 Province No. 3
1000
00
1200
100
1200
Province No. 1
0
W-20 Province No. 2
INDIA
12
00
W-24
100
0
R
1400
13 900 S eti 1100 KASKI DISTRICT
i ve
0
00 110 1100 ra - S
ha
90
15 a ra 1300
90
0
1000
00 k ngk
Modi o MUSTANG
0
1300
P ot
3125000
3125000
1100
00
0
90
MANANG
120
10
0
H arp
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W-1 1300
W-23 14
R iv
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W-18
r 00 00 MYAGDI
W-2
00
2100
11 00
12
P21.1
e
9
900 12
00
Annapurna Machhapuchchhre
Gaunpalika
00
W-3
Gaunpalika
W-13
11
1300
14
00
W-11
90
P21.1
0
0 Madi
240
1100
Gaunpalika
W-4
19 KASKI
00 Province No. 4
230
220
17
200
00
0
0
0
100
LAMJUNG
0
700
W-5
900
1000
900
800
90
1200
Kushma P21.2 Fewa Lake 0 PARBAT
10
Pokhara Lekhnath
BAGLUNG
Se
00
00
0 Mahanagarpalika
110
13
120
W-12
ti Ri ver
1900 0
W-6
12
00
210
00
14
1400
00
W-8 W-9
Rupa
0
17 100
Pokhara Lekhnath
110 Gaunpalika
0 0
20
170
P22
0 SYANGJA
00
1500
900
130
120
Province No. 5
W-28
0
P22 00 TANAHUN
0
GORKHA
W-10 Legend
00 12 GULMI
11
16
12
Bi ja
00
00
00
1100
12
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1200
1800
3120000
3120000
Project Information
Landcover
1100
W-22 W-7
00
20
Start/end point
ur R
2000 PXX
19
00
The maps and associated geographic information data has been prepared under
W-26
900
800
13
Proposed road projects Category

2100
iver
00
r the project "Urban Governance and Infrastructure Imrpovement Project" undertaken
ve 10
Ri by the GoN/ Department of Urban Development and Building Construction (DUDBC).
00
rd i
Barren Land/ Open2017/18
Space
Se t
r e R iver i P22.1 11 The mapsMunicipal
and data are prepared by ERMC-NEST-UDAYA
Boundary JV during
W-15
iR
Pa
00
for the project.
W-17
800
Built Up
ve
P22.2
s
P Ward Boundary
hu
80
1000
0
W-14 Bush
800
SRN
80
0
a n as tal - Bh Contour Cultivation
W-27 Beg
800
14
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P hu ta
W-31
00
s r e Rive r r
Forest
80
800 Begnas Lake
0
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12
900
00
Grassland
80
0
Pu
P23.i Pond/Lake
1500
120
tal
Bijayap
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0
P23.i
800
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- 00 150
W-21 River
ve
Ka
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1400 800
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Riverbed
700
00
Ru
3115000
3115000
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900
Ra
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RM
11
0
60
600 00
700
10
To
00
B
700
1100
W-32
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Government of Nepal
Khu
al
800
W-33
Department of Urban Development and Building Construction Pokhara Lekhnath Metropolitan City Office ERMC-NEST-UDAYA JV
800
di
Urban Governance and Infrastructrue Improvement Program Pokhara, Kaski, Nepal. Baneshwor, Kathmandu.
T al R
900 700 Project Coordination Office
River
Babarmahal, Kathmandu
600
0
P23.ii
800
iv e
100
0
70
r
700
3110000
3110000
Arjunchaupari
Putalibazar 800
600
700
0
70
70 Urban Governance and Infrastructure
0
µ
800
Shuklagandaki
Map No.
80
0
2
0
50
Western Cluster/ Corridor, Nepal

Bhirkot Biruwa
480000 485000 490000 495000 500000 505000 510000 515000
Badahare CONCEPTUAL LAYOUT PLANS
800
800
OF ROAD ALIGNMENT
PROJECT: Talchowk Begnas (P23.i)
700
Pyardanda
0.1 0.05 0 0.1 0.2 0.3 0.4
0
80 Km
1:6,000
800
Purankuna Ryale False co-ordinates of origin:..............500000m Easting, 0m Northing
0
80 Scale factor at Central Meridian:............................................0.9999
800
Sangeli Piple Vertical Datum:...................................Indian Mean Sea Level (MSL)
Parvati Tol Begnas Lake
MAP OF NEPAL
Dandako Mukh
Dhodkuna
Dadako Nak Province No. 7
Province No. 6
CHINA
800
W-27 Barhabise Province No. 4
KASKI
Jamire Kuna Boksikuna

Province No. 5
Province No. 3
Fisheries Farm Province No. 1
W-30 Province No. 2

INDIA
Thadodanda
P23.i KASKI DISTRICT
700
MUSTANG
To Po
Nahar Chok
Sisuwa 70
MANANG
Mohariya 0
k
f
¥
¢
h ar a
MYAGDI
Sisuwa Chowk f¢
¥
¢¥ f
f ¢
¥ f
¢
¥ Annapurna
f
¢
¥
Machhapuchchhre
Gaunpalika
(12 km
Gaunpalika
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¢
¥ f
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f¢
f ¥
f ¥
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LAMJUNG
Tal Chok
PARBAT Pokhara Lekhnath
BAGLUNG Mahanagarpalika
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Province No. 5
er
a
TANAHUN GORKHA
Khudi Riv
GULMI
Un
iv
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Project Information
si
Eklekuna The maps and associated geographic information data has been prepared under
ty
M)
/R
the project "Urban Governance and Infrastructure Imrpovement Project" undertaken
PR
up
by the GoN/ Department of Urban Development and Building Construction (DUDBC).

f
¢
¥ The maps and data are prepared by ERMC-NEST-UDAYA JV during 2017/18
a
La
W-31
a(
for the project.
Phalamedhap
Pri
Legend
ek
nd
f
thv
¢
¥ Proposed Cross drainage structure Landcover
au
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Category
700
700
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Settlement
Barren Land/ Open Space
ajm
ga
Start/end point of proposed road Built Up
Ga
To
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rg
K
Municipal Boundary Cultivation

a th
(P
Ward Boundary Forest

Madegauda Lamagaun
ma
RM
Strategic Road Network Grassland

ndu
Contour
)
Pond/Lake
Municipal roads (with ROW 20-40 ft)
( 19
River
Proposed road projects Riverbed
2k m
f
¢
¥ Section 1-4 lanes
3115000
3115000
700
)
Milan Chok Section 2- 2 lanes
Khalyardanda Section 3- Improvement of street furnitures only

Bhandar Dhik
0
70
W-29
Khalyar
Government of Nepal
f
¢
¥
Biraute Urban Governance and Infrastructure
W-33
Patreni
Khudi
W-32
Kimbesi
µ
Map No.
3
Badahare THEMATIC MAPS (WATER SUPPLY) WITH
ROAD ALIGNMENT
Pyardanda PROJECT: Talchowk Begnas (P23.i)
0.1 0.05 0 0.1 0.2 0.3 0.4
Km
1:6,000

Purankuna Ryale False co-ordinates of origin:..............500000m Easting, 0m Northing
Sangeli Piple Vertical Datum:...................................Indian Mean Sea Level (MSL)
MAP OF NEPAL
Dandako Mukh
Dhodkuna
Province No. 6
CHINA
W-27 Barhabise Province No. 4

KASKI
Jamire Kuna Boksikuna

Province No. 5
Province No. 3
Fisheries Farm Province No. 1
W-30 Province No. 2

INDIA
Thadodanda
P23.i KASKI DISTRICT
MUSTANG
To Po
Nahar Chok
Sisuwa MANANG
Mohariya
na stal - Bhorle
B e ga ta r
k
h ar a
MYAGDI
Sisuwa Chowk Annapurna

Gaunpalika
Machhapuchchhre
WS pipeline
(12 km
Gaunpalika
dim uh a n (Be ga n as Lake) 160 mm dia GI D

istribution main
hu
Madi
Talchok (PRM) - K Begnas Tal Bajar

Gaunpalika
KASKI
Province No. 4
)
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90 m m dia GI Distribu
Tal Chok
BAGLUNG Mahanagarpalika
To
s t al
Po
Rupa
Pokhara Lekhnath
Gaunpalika
kh
SYANGJA
ar
gn a
Province No. 5
er
a
TANAHUN GORKHA
Khudi Riv
GULMI
Un
iv
- Be
er
Project Information
si
Eklekuna The maps and associated geographic information data has been prepared under
ty
M)
/R
PR
up

The maps and data are prepared by ERMC-NEST-UDAYA JV during 2017/18
a
La
W-31
a(
for the project.
Phalamedhap
Pr i
ek
nd
thv
au
Okhale
iR
Legend
ng
ajm
ga
Settlement
Ga
To
a
rg
Start/end point of proposed road

Ka th
(P
Madegauda Lamagaun
ma
RM
Pipe line
ndu
Municipal Boundary
)
Ward Boundary
( 19
2k m
Strategic Road Network

3115000
3115000
)
Milan Chok
Khalyardanda Proposed road projects
Bhandar Dhik
W-29
Khalyar
Government of Nepal
Biraute Urban Governance and Infrastructure

W-33
Patreni
Khudi
W-32
Kimbesi
µ
Map No.
4.i
THEMATIC MAPS (ELECTRIC POLES) WITH
ROAD ALIGNMENT
Badahare
PROJECT: Talchowk Begnas (P23.i)
0.1 0.05 0 0.1 0.2 0.3 0.4
Km
Pyardanda
1:6,000

Purankuna Ryale Vertical Datum:...................................Indian Mean Sea Level (MSL)
Sangeli Piple MAP OF NEPAL

Dandako Mukh Province No. 7 CHINA

Province No. 6
Dhodkuna
KASKI
W-27 Province No. 5
Barhabise Province No. 3
Province No. 1
Jamire Kuna Boksikuna Province No. 2
INDIA
W-30 Fisheries Farm
KASKI DISTRICT
Thadodanda MUSTANG
To Po
MANANG
P23.i
k
h ar a
MYAGDI
Nahar Chok
Sisuwa
- B ho r l
Annapurna
Mohariya l
Machhapuchchhre
sta
Gaunpalika
B e g ana etar
(12 km
Gaunpalika
Madi
Gaunpalika
Sisuwa Chowk
KASKI
Province No. 4
)
ga nas Lake)
LAMJUNG
h u dim uh a n (Be
Talchok (PRM) - K Begnas Tal Bajar BAGLUNG
Mahanagarpalika
To
P23.i
Po
Rupa
Pokhara Lekhnath
Gaunpalika
kh
Tal Chok
SYANGJA
ar
Province No. 5
a
TANAHUN GORKHA
GULMI
s t al
Un
iv
er
Project Information
gn a
si
er
The maps and associated geographic information data has been prepared under
ty
Khudi Riv
/R
- Be
up

The maps and data are prepared by ERMC-NEST-UDAYA JV during 2017/18
a
Eklekuna
La
M)
for the project.
k
P rit
PR
Legend
hvi
W-31
a(
Phalamedhap
nd
Ra To Kathm
Electric_poles
au
jm a
Okhale
ng
Settlement
rg
ga
(P
Ga
RM
a nd
Municipal Boundary
u (1
Madegauda Ward Boundary

92k
Strategic Road Network

m)

Proposed road projects
3115000
3115000
Milan Chok
Khalyardanda
Bhandar Dhik
W-29
Government of Nepal
Khalyar
Urban Governance and Infrastructure

µ
Biraute
Map No.
4.ii
Kimbesi
W-32 Western Cluster/ Corridor, Nepal
488000 496000 504000 512000
INDICATIVE DEVELOPMENT PLAN MAP OF

3136000
3136000
POKHARA LEKHNATH METROPOLITAN CITY
20 10 0 20 40 60 80
Km
Sisnekholagaun
(Scale: 1:10,000)
Lamdanda
Machhapuchhre Gaunpalika
Painyu
Lausi Takura
Toprukharka
Talla Kot
Kachhada Scale factor at Central Meridian:............................................0.9999
Parkyu Origin:........................................Longitude 84 East, Latitude 0 North
Chhapalithok
Talla Kot Thanti Vertical Datum:...................................Indian Mean Sea Level (MSL)
Takura
W-19
Charghare Ranjit
Majhkuna Kreto
Jhijirka Thapathok
Garlang
Kalmuda
Dhobankharka
Urban Governance and Infrastructure
Banskot
Purunchaur
Chhaharepani
Rawaldanda
Thulo Khoriya Improvement Project (UGIIP-II)
µ
Harpakh
W-16 Chongodanda
Suikhet Kurechaur
Ghyapu
Gharmi Dihi Jumleti
Biruwadanda
Armala Patle Armala Ryale
Annapurna Gaunpalika Upallo Hemja Madi Gaunpalika
T
Sherao
Kaphaldanda
Ba
Tipyani
Magargaun
Phallapani
glu Armalakot
n
Syalghari
W-25
g
Newarpani Babiyataro Tamukh Bhitte Bajar Armala Dihi
Deurali
Jhuliswanra Khugaun
Mahendra Gupha Mohoriya
Kurgaun Rabro
Chanpat Thalku
3128000
3128000
Atighar
Mauja
Kotmaulo Mandredhunga
Tallo Hemja
Lamachaur Simlekuna

Rause Odar
Bhaerchaur Dandagaun Khume
W-20
Simalchaur Bahunpani Kaphalgairi Batulechaur

Tibbetian Camp Amala Bisauni Barchhanne
Thula Chaur Piudi Pateswara (Panitangki)
Lamdanda
Khoriyapani Yangdi Bisauna
Kaski Khor
Tamagi Chhipchhip Pani
Dandagaun
Kuiredanda W-24
Toripani Dip Gairswanra
Chilimdanda
Chainpur Pariwet Simtal
Harpan Upallo Dip Ryalechaur Bijaypur
Engineering Campus
Harpan Karaudi Dhaba Ukhari Pipletari Toripani Bijayapur Dihi
Chainpur Thulakhet Laltin Bajar Bhalam Bhalam Khamghale
Karaudi Ryalechaur Machhakhet
Thulakhet Karkiko Tara Upallu Dip
Bisaune Kuiredanda Simtal Danda Kateri
Simpani Bhanjyang Sarangkot Rohatepani
Bhangara Simpani Bhalam Simle
Bradi Kamigaun Pakha Bhimkali Patan Province No. 7
Banskot Dadakhet Sisne Gothadi Silingebot W-1
Province No. 6
Damdame Marse Lamagaun Thumki

Marse Odaregate Dhadako Gairo Bagar Pokhara Viow Tower Panidanda
Proni Naujare (Shiva Bhanjyan) Gyarjati Miruwa
Khotro Padeli
Harai Jilek Bamdi Ambote Ekalakhet Bindhyabasini Tempele Shankar Tol Manipal Gurnggaun
Kudbidanda Ghatichhina Lamakhet Haredanda Kahubesi Dihi
Mohariya Tol Medical Collage
P21.1 Badare
W-18
Kalyani Bhir Jamunabot

W-2
Sisneri Chante Province No. 4

Magargaun Nadipur Batase Nyas
Khoriyakharka Sindurko Danda Pokharithok
Barang Nirmane
Okhaldhunga Chankhapur Saurekhola Pakha Bhairav Tol Sammitara
Upallogaun Province No. 5
W-23
Sidhane Naule Khorpakha Bhimsen Tol Basyari Simalchaur
Bhakunde Bajar Lamichhanethar
Auseluchaur Kyang Chok Alaiche Agadi W-13
Nalamukh
P21.1 Chapakot
W-3
Mankanpur Methlang Dhungekhola Pakha Phulbari Gaipani Kamigaun

Province No. 3
Khapaudi Baralthar
W-11
Auseluchaur Dandakharka Phulbari Kusunde

Birimkuna Sedi Bagar Chaur Ramkrisna Tol Ganesh Tol Amalachaur
Phyaureko Tudo Chhahadidanda Lamka (Raniswara) Ranipauwa Kuithok
Jauchhare Gairha Tilahar Macharigaun
W-4
Province No. 1
Patharegaun Ghaderi Gupha Patan Dihi Arba
Pakhagaun Arubote Prasyang B P Chok Simalachaur
Bhedikharka
Sedidanda Mahendra Pul Bhanjyang Sigdelthar
Province No. 2
Sidhartha Chok Bagale Tol
Bhanjyang Putalise Gaira Chautara Tourism Training Centre Sunesidanda
Kuwar Tol Ranipauwa
Tarebhir Judethum Margi Bangaladi Male Patan Thantimuni
Kasyari Pipaldali
W-5
Dharmadanda Naya Bajar Purandhara Saptahako Dil

P21.2 Palaiche
Lamdanda
Kuloko Dil Ramghat Matepani
Juwakot Kahukholagaun
Khahare New Road Patanbesi Kaphalghari Phedi
Hurkane Chisapani Beteni Simalchaur Sitaladevi Mandir Chok SurkeMaidan Apu
Kyampin Chok Bhadrakali Chok Bajha Patan Kaphalghari Deumadi
Chutaruwal Shanti Nagar Chok Kumalgaun Kalikasthan Ahale
Dandakateri
P21 Sanghuko Mukh Siddhipur
W-12
Baithak
W-6
Haspital Chok Okhle
Himde Philinghari Pokhari Simle Shrijana Chok
W-8
Bimirapani Sagre
Deuraliswara Kalabang Lakeside Jarebar Masbar Dipendra Sabhagriha Kundahar
Phurlung Palyam Chautari Patle Anadu Baidam ChuretaPatan Ghimirethar Gainedanda Tiwaridanda
Prithvi-Chok Ramghat Thapathar Sarki Maidan
Bhumadi Kabre Kaulepani Tal Barahi
Simalchaur
Ranghat
W-9
Dhunge Sanghu
Rajthar P22
Patighar Temple Laliguras Tol Chaurthar Nisanthar Acharyagaun
Okhaledanda Multhok SukumbasiTol Puranchaur Dandagaun
Ghaderi Pumdi Tallagaun
Mulabari Ratna Mandir Palace
Milan Chok
Ratna Chok Buddha Chok Amarsimha Chok Lapsidanda
Rakhidanda
Dhurbapur
Thapagaun P22 Patie
W-28
Pakhure Chyalkhudanda Swara Nagdhunga Industrial Area W-10 Banjarathar Khetaghar Raikar Patle Machhapuchchhre
Chisapani Muhanko Basundhara Park Himalaya Tol Gaduwatari Bhurtelgaun

Annapurna Gaunpalika
Khadekholagaun Shahid Chok Airport Krisna Mandir Chok Bhattethar Naudanda Gaunpalika
Lukunswara Pakha Durako Rukh Thumadanda

Dhungepani
W-7
Dharapani Airport Ghumti Ram Bajar Milan Chok Ganesh Chok Amchuti Jaldhare
Madi
Baspani Argha
Gaunpalika
Dhaba Seraphat Kodi Penson Camp Janakputiya Tol Kadelgaun Achmara Jimire
Patalkharka Thulaswara Mustang Chok
3120000
3120000
W-22
Deuraliswara Dadathok Dahara Betyani
Pardi Bajar Nayagaun Archale Bastolagaun
Ghaiyakhet Baraldanda
Thulidedi Simlegaira Kalimati Tarikhet Syaldule Sentmerij Chok Bhawani Chok
Siudbari
W-26
Manedanda Bagaltari Ghari Patan Ghari Barhaghare Khanaswanra

Ulleri Kaji Pokhari
Leprosy Hospital Arupata
Chhore patan Pardi Birauta Chok Hariyokharka Talbesi Archalephedi Kotbari
Simabani Dobhankholagaun
Province No. 4
Saiswara Phalete David Fall Eye Hospital HImalaya Lampata

Chauthe
P22.1 Mahadanda
Pokhara Lekhnath
Archalbot Pipaldali Belghari Bijaypur Dandako Mukh Mahanagarpalika
Gupteshwar Mahadev Museum Phale Patan Paite Simalpata Paudelthar

Phale Patan Lamswanra
Pach Phohate Kharanephant
Tibetain Refugee Camp
W-15
Upallo Khalse Institute Of Forest Batase Chipleti SyauliBajar

Odare Daduwakharka Maddatko Patan Pandechaur Bhangeri
Dulekhu Syani Patan
Tallo Khalse P22.2
Rupa
Simaltari Syani Patan Chhinedanda Birauta Aduwabari Chipleti

Gaunpalika
Kamere Power-House Tol Budhi Bajar Thuli Pokhari Magardanda Simle Mukhiyathar
W-17
Amintara Deutikhet Thumka Pokhari
Chhapswara Majuwa Dhanubase Ban Swanri Archale
Rato Pairha Arghau Pauwa Kholako Dil
Badahare Tutunga Sheep Farm Deurali Ban Pokhari Puhunthar Lapsidanda
Sakneri Maidipakha Ban Ryarmare
W-14
Chisapani Dhanmase Barhaghare Begnas

Daruwa Pakho Ghatok Pakho Ban
Mahatgauda Sundari Bajar
Marath Paharidanda
Ekhate Pahaltara Sitaghat Dhumre Majheri Patan Talbesi Bajar
Ramkot Phulbari Shanti Tol Badahare Dhanbanse Basaulathar
Masinotara
Province No. 5
Naudi Damsadi Bhote Chautara Pyardanda

Seltari Sitapaila Lekhnath Chok
Rithepani Kalimati Paurakhe
Ramdi Purankuna Ryale
W-27
W-31
Sangeli Piple
Phedikhola Gaunpalika Churetagaun
Maspatan Lamtara Bhuwankuna Parvati Tol
Phedi Patan Dadako Nak Dhodkuna
Bhaledanda Amate Pragati Tol Jamire Kuna Barhabise Majhikuna Chaur
Bayali Jalkenidanda Boksikuna
Chhapswara Thadodanda Jyamire Sahukuna
Masina
Bachhi Buduwa Mate Bhandari Tol
Sisuwa Mohariya P23.i Lakuri Sahukuna Project Information
Ghaderidanda Kharchyang Dobila UpalloKumal Tol Bhyagutepani
Sundaridanda
Text
Syartung Gaine Tol Nahar Chok

Mattikhan
Ranni Dopahare Pokharelthok Dobilaghat
Sheep Farm
Tallo Kumal Tol P23.i
P23.ii Pokharigaira
The maps and associated geographic information data has been prepared under the project "Urban Governance and Infrastructure
Golkhalta Raghaichaur Shivalaya
Tal Chok
Begnas Tal Bajar Pachbhaiya Imrpovement Project" undertaken by the GoN/ Department of Urban Development and Building Construction (DUDBC). The maps
Phoksing Kipat Eklekuna
Jimiregaun
Shivalaya Gaukharka
Phalamedhap Simaldanda
and data are prepared by ERMC-NEST-UDAYA JV during 2017 for the project.
Duwar Kadelswanra
Okhale
Seuli Bajar Malgiri Tintara
Thakurigaun Gandakibesi Madegauda Lamagaun
Bajhi Pokhari Magar Tol Lamatara
W-21
Haprak
Dadaligaun Bhatgaun Bhandar Dhik Khalyardanda Milan Chok Chisokuna
Bhiswara Simle Nirmal Pokhari Thulo Khor Kselripakha
Thaple Tilhar Sammi Maidan Khalyar
Majhgaun Thuldhunga Kalimati Masurepakha
Girigaun
Thula Chaur Mahabari
Gaigaunda Biraute
Aandhikhola Gaunpalika
W-29
Chisapani Majhigaunda Kimbesi

Mulabari Poligaun Patreni
Khampur Baspani Chilaunekharka Rahale Purano Sammi Khudi
a l Tilhar Chispani Pakha Kalikasthan
u tw Bakrek
Shahi Bhanjyang
Kriyapani Lewade
Sityali Tara
Chirgadi
Ghokareni Dhunge Patan
Ghimirekuna
B Rupa Gaunpalika
Kusunde Sisne Sainikbasti Kakare
o
Lamakhet Ambakuna
T
Thuliswanra W-30
Kamaltari Government of Nepal Pokhara Lekhnath Metropolitan City Office ERMC-NEST-UDAYA JV
Ministry of Urban Development Pokhara, Kaski, Nepal. Baneshwor, Kathmandu.
Ram Bajar Chainpur Urban Governance and Infrastructrue Improvement Program
Gairagaun Ghokryani Project Coordination Office
Dhurseni Musetuda Kholachheu Babarmahal, Kathmandu
Jamunabot Jibredhunga Chainpur Betyani Pungaun
Dandagaun Baralthar Sajha Bajar

Baghmara Jukepakha Oil Tank Sat Muhane Dhakalthar
Banpale Khaireni
Surtane Thumkipakha Ghimirethar
Ambote Barbirta Bharti Pokhara Bhimsai Hanuman Pokhari Gagangaunda Bajar
Tiklang Badahare
Lamgadi
3112000
3112000
Bhote Phokhari Badure Chautara Madhi
Singarebas Barbirta Hudikot Thadabari Madi
Chilaunekharka W-32
Agrakhe Bhote Pokhari Malagiri Lamgadi

Apu Bhanjyang
W-33
Syadi
Pandebari Dharapani
Gagangaunda
Raja Chautara
Badare Dandagaun Legend
Majhthar
Zoning
Daundagaun
Kuleswanra Thulo Pakha Tallo Gagangaunda
Malmul
Dandagaun
Municipal Boundary
Biharthok Chhaplyang Dhodbesi
Apu P23.ii Badare
Category
Goladi
Arjunchaupari Gaunpalika Barpauwa Ward Boundary
Male Patan
Agricultural Land Base

Lami Ahal
Kasyari
Rahale
Rangedanda Chhuchi
Pahare
Putalibazaar Municipality Airport Influence Area
Mathillo Puditar Proposed road projects
Barchha
Bhulbhule
SRN Army Regulation Area
Map No.:
Pachase Chauadi Syaurung
Majuwa Road Commercial and Mix Land Use
Residential Settlement 5
ndu
Chauadi
Tallo Puditar
ICD/Dry port proposed
Note:
a
Institutional/ Administrative zone

hm
The locaiton of the point projects

Lake Protected Area
Kat
(i.e. Water supply, Sanitary landfill site and bus park)

has not been finalised by the municipality. Medium Scale Industrial Zone
To
Shuklagandaki Municipality
Rural Residential Settlement
Biruwa Gaunpalika
488000 496000 504000 512000
Y
1
X
D1
10
D
1
10
A
50
0
Y
30°
G=0.65D1
E=0.65D1
SECTION Y-Y
SECTION X-X
X
A
F1
B B T1
T2
T
1
10
H1
F
A
0
B
50
B=0.76H1
ABUTMENT DETAILS
G
A
a3
PLAN a4
a1 a2
L
H
S SECTION B-B
H1
0.76H1
SECTION AT A-A
STANDARD TYPICAL DRAWINGS
OF SLAB CULVERT
TYPICAL DRAWING OF
EXTEISION OF OLD STRUCTURE
GABION BARRIER FOR GABION WALL (HEIGHT>3.0 m) GABION BARRIER FOR EMBANKMENT (HEIGHT>3.0 m) RRM PARAPET FOR RRM WALL (HEIGHT>3.0 m)
DETAILING OF DELINEATOR POST
(SCALE - 1:10)
DELINEATOR FOR EMBANKMENT (HEIGHT<=3.0 m) DELINEATOR FOR MASONRY WALL (HEIGHT<=3.0 m)
DELINEATOR FOR PLAIN AREA
PLAN SECTIONAL ELEVATION
STANDARD DRAWINGS OF
ROAD SAFETY BARRIER
ROAD CENTRE LINE
PLAN OF PASSING ZONE
(SCALE 1:200)
ROAD HUMP CROSS-SECTION
MINOR ROAD INTERSECTION (GRAVEL ROAD)
(SCALE 1:50)
(SCALE 1:1000)
NOTE: ALL DIAMNESION ARE IN MM UNLESS NOTED OTHERWISE.
STANDARD DRAWINGS OF INTERSECTION
DETAILS, PASSING ZONE AND
ROAD HUMP
: 2H
1V
500
H(>1.00-Max.10.00m)
RRM WALL IN MM 5
CEMENT SAND MORTAR
SHOULDER OF PAVEMENT
COMMON BACK FILL
500
10:1(V:H)
500 100 mm Ø WEEPHOLES
@1000MM VERTICAL &
HORIZONTAL AS
INSTRUCTED BY
H(>1.00-Max.10.00m)
THE ENGINEER 250MM THICK FILTER MATERIAL

RRM WALL IN MM 5
CEMENT SAND MORTAR
150
MIN.600
300X300 GEOTEXTILE FILTER
10:1(V:H)
COMMON BACK FILL ATTACHED TO WALL AT WEEPHOLE

100 mm Ø WEEPHOLES MIN.1200 1:10(V:H)
@1000MM VERTICAL &
HORIZONTAL AS Up to 6m ht.
INSTRUCTED BY 0.60 x h is one
THE ENGINEER 250MM THICK FILTER MATERIAL it ht. > 6m 0.65 h
100 MM THICK
BLINDING CONCRETE (M10/40)
STONE MASONRY WALL
150
MIN.600
300X300 GEOTEXTILE FILTER

ATTACHED TO WALL AT WEEPHOLE
MIN.1200 1:10(V:H)
B=0.65xH
25mm WIDE EXPANSION JOINT WITH
100MM THICK COMPRESSIBLE JOINT FILLER
COMMON BACKFILL
BLINDING CONCRETE (M10/40) BOULDER & PEBBLES
STONE MASONRY WALL
NOTES :
MASONRY WALL
1. Wall height is to be modified as per actual site condition or as directed by the Engineer.
2. Wall height for more than 6.0 m, soil investigation is to be done or as directed by the Engineer.
3. Expansion Joint is to be provided maximum at a distance of 10.0 m C/C .It should be located,
wherever possible, at every major changes in the wall height or as directed by the Engineer.
MASONRY WALL
4. Mortar joint width to be 25mm to 35mm. Exposed face of masonry is to be free from mortar stains.
5. Minimum depth of foundation shall be 600mm or as directed by the Engineer.
6. Lowest weep hole should not be more than 200mm above GEOTEXTILE IN WALL BACK SIDE
final ground level at the toe of wall or as directed by the Engineer. THROUGHOUT HEIGHT TO CONTROL SOIL
EROSION FROM BACKSIDE.
7. Place the foundation inclined at 10% slope
500
8. Retaining wall shall be curved in plan & profile to the center line of road where directed by the Engineer.
9. Wall interior is not to be filled with dry stone rubble.
EXPANSION JOINT DETAILS
10. Others not mentioned shall be in accordance with the specifications and special provisions
TYPICAL DRAWING OF MASONRY RETAINING WALL
11. Weep holes shall be 100 mm wide, 100 mm high in general.
But in case of seepage area, 100 mm dia. PVC pipe shall be used as directed by the Engineer.
STONE MASONRY WALL
A1
A A
A1
B1
B B
B1
KILOMETRE POST
STANDARD DRAWINGS
OF GABION WALL
Scanned with CamScanner
ANNEX-VI
LETTER AND MINUTES
92 O$~-Y$$YZ;Q
mm fa-r 0$9-\6$\9\690
&@imawmmmmm q m z :~0~~ 1 - ~ 4 ~ 9 3 q
Email: dropokhara@gma .corn
?xEzD- Website: www.dor.gov.np/pokhara

ANNEX – VII
FINAL DESIGN CRITERIA FOR
INCLUSION IN FR’S
Annex VII - Final Design Criteria for inclusion in FRs for Road and Storm Water Drainage
Design Parameter prepared by Applicable Stage Codal Reference

S. No. Additional Guidance
PCO
1. Typical surveys & investigations
 20m beyond RoW will be generally acceptable. However, in Maybe done at FR; Will
case of minor or major bridge location, the boundary may definitely be done
Topographic surveys - Strip map up before DPR
extend further as per site condition.
to 20 m. in either side from the
 The interval of spot levels for longitudinal section will be max IRC: SP:19-2001
i. project at the scale of 1:500 or
20m or at junctions and change of grade. Section 12.4
better.
 For transverse section interval will be max 5m.
 For road side drain, respective catchment area will be Will be done at FR
considered from topo sheets/ satellite images. stage.
ii. Traffic surveys
a. Classified Traffic Volume Counts; At Acceptable continuous count. Agree on location points with Will be done at FR IRC: SP:19-2001
least 3 days 24 hrs. PCO. stage. Section-6.2
b. Origin-Destination Surveys It will be conducted for three consecutive days. If the variation in Maybe done at FR; Will IRC: SP:19-2001
traffic is not much, it will be limited to one day. definitely be done Section-6.3
before DPR
c. Speed and Delay Surveys Maybe done at FR; Will IRC: SP:19-2001
definitely be done Section-6.4
before DPR
d. Turning Movement Surveys Two hours each in the morning and evening peak period unless Maybe done at FR; Will IRC: SP:19-2001
there exist extended peak hours. definitely be done Section-6.5
TMC on junctions will not be conducted where traffic on the before DPR
minor cross road is less than 100 vehicles per day.
e. Pedestrian Crossing Survey at 2 day 18 hours surveys will be done, sufficient from morning 6 Maybe done at FR; Will
junction approaches; across all the am to 12 am, which will depend on the site condition. definitely be done
roads that have peak hourly traffic before DPR
of more than 100 PCU, do at-least
two day 24 hrs.
Page 1 of 7
PCO
f. Axle Load Surveys; and [not Necessity of carrying out axle load survey will depend on the Maybe done at FR; Will IRC: SP:19-2001
necessary. Assume from the type of project location, intensity and expected variation in commercial definitely be done Section-6.7
the vehicles]. traffic weighing laden weight more than 3 tonnes. before DPR
Since most of the urban roads do not carry heavy commercial

traffic, the decision for not conducting the conducting the survey
should be based on site condition and as agreed & approved by
concerned authority.
g. Parking Surveys. Typical survey Maybe done at FR; Will

along the strip. Take during the definitely be done
peak time, lean time, holidays and before DPR
special festivals.
iii. Geotechnical investigations /

Survey.
a. Soil Classification. Will be done at FR stage. IS:2720, Part-4-

1985
IRC:SP:19-2001
Section 13
b. Atterberg limit, OMC & MDD Test. Maybe done at FR; Will IS:2720, Part-4-
definitely be done 1985
before DPR IS:2720, Part-7-
1985
IS:2720, Part-8-
1985
IRC:SP:19-2001
c. CBR Test. Maybe done at FR; Will IS:2720, Part-16-
definitely be done 1987 -Reaffirmed
before DPR 2002
d. Pavement composition Maybe done at FR; Will IRC:SP:19-2001
definitely be done Section 13.
before DPR
Page 2 of 7
PCO
e. Bridges and Culverts Maybe done at FR; Will IRC: 78, 2014
definitely be done
before DPR
iv. Road and structures inventory and Systematic data collection with respect to condition, width of Will be done at FR stage. IRC: SP:19-2001
condition surveys; carriageway, shoulder, drain and drain cover, land use, terrain, Chapter 14
details of cross roads and important establishments along the
project stretch.
v. Benkelman Beam Deflection (BBD) In order to assess the structural capacity of the existing Maybe done at FR; Will IRC: 81-1997
Survey pavement in fair condition this survey is conducted as per definitely be done
guidelines of IRC: 81-1997. before DPR
vi. Bump integrator study For measurement of unevenness of pavement. Maybe done at FR; Will
definitely be done
before DPR
2. Slope stability study analysis Landslide is a major hazard faced on hill roads. Study of stability Will be done at FR stage. IRC: SP:48-1998
of natural slope and control of land slide thus forms an integral Chapter 11
part of hill road design. IRC: SP:19-2001
Section 13.6
3. Design period for pavement 15 years for new flexible pavement IRC: SP:48-1998
10-15 years for flexible overlay. Section 6.10
4. Junction Design Maybe done at FR; Will IRC: SP:41 - 1994

definitely be done
before DPR
5. Retaining wall design Maybe done at FR; Will IRC: SP:48-1998
definitely be done Section 9.2
before DPR
6. Breast wall design Maybe done at FR; Will IRC: SP:48-1998
before DPR
7. Sub surface drainage design Maybe done at FR; Will IRC: SP:48-1998
before DPR
Page 3 of 7
PCO
8. Hair pin bends design Maybe done at FR; Will IRC: SP:48-1998
definitely be done Section 6.10.
before DPR
9. Pavement design Maybe done at FR; Will IRC:37-2012
definitely be done
before DPR.
10. Road safety features design Maybe done at FR; Will IRC: SP:48-1998
definitely be done Chapter 16 for hill
before DPR roads.
IRC: SP:44-
1994 – Highway
safety code.
11. Traffic management design Maybe done at FR; Will IRC:SP:44-

definitely be done 1994
before DPR
12. Road Markings design Maybe done at FR; Will IRC:35 - 1997
definitely be done
before DPR
13. Road Signs design Maybe done at FR; Will IRC:67 - 2001
definitely be done
before DPR
14. Runoff Computation – Rational, Rational formula will be adopted Section 4.8, page
hydrograph, rainfall runoff no. 18 of IRC SP
correlation studies 50, 1999.
15. Return Period

i. Road side drain – 2 or 5 years 2 years. Section 4.7.1,
page no. 18 of IRC
SP 50, 1999.
ii. Culverts – 5 or 10 years 50 Years Section 6.2.2,
page no. 21 of IRC
SP 13, 2004.
Page 4 of 7
PCO
iii. Bridges – 20 or 50 years 100 years Section 3.2, page
no. 3 of Nepal
Bridge Standard
2067.
16. Time of Concentration Time of Concentration = Inlet time + Flow time in Storm Water Section 4.4, page
Drain no. 12 of IRC SP 50
1999.
Inlet Time = 0.87 X [(L*L*L)/H]^0.385
Where
L – Length of farthest point in catchment area from inlet point.
H – Level difference between farthest point in catchment and
inlet point.
Flow Time = Length of Drain / Velocity of flow in Storm Water

Drain.
17. Manning’s Coefficient (n) of Cement concrete – 0.014 Table 3.11,

roughness for Storm Water Drain Brick Masonry (without plaster) – 0.017 CPHEEO manual
material. Brick Masonry (with plaster) – 0.015 2013.
Stone Masonry – 0.015
18. Minimum & Maximum Velocities in Minimum – 0.6m/sec Table 3.11,

Storm Water Drain. Maximum – 3m/sec CPHEEO manual
2013.
19. Free Board in Storm Water Drain.  Drain Size – up to 300mm clear bed width = 10cm. Section 4.9.3,
page no. 21 of IRC
 Drain Size – beyond 300mm and up to 900mm clear bed SP 50 1999.
width=15cm.
 Drain Size – beyond 900mm and up to 1500mm clear bed

width =30cm.
Page 5 of 7
PCO
 Drain Size – beyond 1500mm clear bed width – up to 90cm.
20. Minimum section of Storm Water 250mm clear drain width. Section 4.9.3,
Drain page no. 21 of IRC
SP 50 1999.
21. Rainfall Intensity Calculation Based on IDF Curve using hourly rainfall data. Section 3.9.2.3,
page no. 3-9 of
If hourly rainfall data is not available, then use Isohytes for Nepal CPHEEO manual.
region with of 50 years return period.
22. Rational Formula for Estimating

Run-Off
Q=0.028CAIc
23. Manning's formula

Q = (1/n) AR2/3S1/2
And
V = 1/n R2/3S1/2
24. Runoff Coefficient  Paved surface – 0.9 Table 4.1, page

no. 19 0f IRC SP 50
 Unpaved surface – 0.3 1999
 Green area (loamy) – 0.3
 Green area (sandy) – 0.2
 Moderately steep built up area – 0.8
25. Type of Storm Water Drain Parabolic, Trapezoidal, Triangular (V shaped) and Rectangular. Section 4.9.4,
page no. 22 of IRC
SP 50 1999
Page 6 of 7
PCO
26. Material of Storm Water Drain Cement Concrete, Stone Masonry, Brick Masonry with Cement
Concrete (CC) bed.
27. Cross- Drainage Structures and

Bridges
i. Design loading Will be as per span and width of carriageway. IRC 6, 2014
ii. Seismic loading for bridge Will be as per seismic zone. IRC 6, 2014
28. Type of substructure and Will be as per soil property, scour and discharge. IRC 78, 2014
foundation.
29. Design of Bridge elements. Will be as per span and width of carriageway. IRC 112, 2011 &
IRC 83, 2014
30. Design of Cross-Drainage Will be as per span and width of carriageway. IRC SP 13, 2004
structures.
31. Inventory and condition Will be done at FR stage. IRC SP 35

assessment of Bridges and Culverts.
Note: For deviation provide Justification.
Page 7 of 7
ANNEX – VIII
LIST OF REFERENCE
CODE/DESIGN GUIDELINE
Annex VIII - List of Reference Codes / Design Guideline to be followed for Roads and Storm Water
Drains
S. Reference Code Description of Code File name in the File Size

No. Folder
1. IRC: SP:19-2001 Manual for Survey, IRC-SP-19-2001 11,916KB
Investigation and Preparation
of Road Projects (Second
Revision).
2. IS:2720, Part-4- Methods of tests for soils – IS 2720_Part 4 2360KB

1985 Part 4 – Grain size analysis.
3. IS:2720, Part-7- Methods of test for soils IS 2720_Part 7 68KB

1985 Part vii determination of
water content-dry density
relation using light
compaction.
4. IS:2720, Part-8- Methods of test for soils IS 2720_Part 8 688KB

1985 Fart 8 determination of
water content - dry
density relation using
heavy compaction.
5. IS:2720, Part-16- Methods of test for soil Part IS 2720_Part 16 1084KB

1987 16 laboratory
determination of CBR.
6. IRC-78-2014 Standard Specifications and IRC-78-2014 6731KB

code of practice for roads and
bridges – Section VII –
Foundations and
substructures.
7. IRC: 81-1997 Guidelines for Strengthening IRC-81-1997 1091KB

of Flexible Road Pavements
Using Benkelman Beam
Deflection Technique.
8. IRC: SP:48-1998 Hill Road Manual. IRC-SP-48-P-1 3247KB

IRC-SP-48-P-2 2528KB
9. IRC:37-2012 Guidelines for the design of IRC-37_Revised 19- 6211KB

flexible pavements. 07-2012
10. IRC: SP:44-1994– Highway Safety Code. IRC-SP-44-1996 12040KB

Highway safety
code.
11. IRC SP 50, 1999. Guidelines on Urban IRC-SP-50-1999 2195KB
drainage.
Page 1 of 2
Annex VIII - List of Reference Codes / Design Guideline to be followed for Roads and Storm Water
Drains
S. Reference Code Description of Code File name in the File Size

No. Folder
12. IRC SP 13, 2004. Guidelines for the design of IRC-SP-13 4770KB
Small bridges and culverts.
13. Nepal Bridge Nepal bridge standards-2067. Nepal Bridge 285KB

Standard 2067. Standards 2067
14. CPHEEO manual Design and construction of Chapter 3_CPHEEO 47611KB
2013. sewers. Manual
15. IRC 6, 2014 Standard specifications and IRC-6-2016 4151KB

code of practice for Road IRC SP 114-2018 in 19132KB
bridges. Section: II - loads and ref to IRC 6
load combinations.
16. IRC 112, 2011 Code of practice for concrete IRC_112_2011 5114KB
road bridges.
17. IRC: 83 (Part II) Standard specifications and IRC 83 Part II – 368KB
2011 Code of practice for Road 2011
bridges (section: ix) bearings.
18. IRC-SP-35 Guidelines for inspection and IRC-SP-35 4371KB

maintenance of bridges.
19. IRC-35 Code of practice for road IRC-35 4.26MB

markings.
20. IRC-67 Code of practice for road IRC-67 8.98MB

signs.
21. IRC-SP-41 Guidelines for design of at- IRC-SP-41 3.33MB

grade intersections in rural
and urban areas.
Page 2 of 2

ANNEX – IX
CALCULATION SHEETS FOR
ECONOMIC ANALYSIS

1 Talchowk-Begnas Tal Road
INPUT DATA
A. Distance
Without Project 3.7 Km
With Project 3.7 Km
B. Annual Operation
Road Open Days 365
Road Closed Days 0
C. Normal Traffic Data

2017 AADT 2017 AADT Traffic Growth Rate (%)
Vehicle
Normal Normal Generated 2017~ 2020 2021 ~ 2025 2026 ~ 2030 2031 ~ 2035 2036 ~ 2040
MC 5,731 1719 6.00% 6.00% 6.00% 6.00% 6.00%
Car 1,152 346 6.00% 6.00% 6.00% 6.00% 6.00%
B 171 51 6.00% 6.00% 6.00% 6.00% 6.00%
MB 460 138 6.00% 6.00% 6.00% 6.00% 6.00%
MiB 127 38 6.00% 6.00% 6.00% 6.00% 6.00%
4WD 125 38 6.00% 6.00% 6.00% 6.00% 6.00%
Utility 125 38 6.00% 6.00% 6.00% 6.00% 6.00%
MAT 10 3 6.00% 6.00% 6.00% 6.00% 6.00%
HT 57 17 6.00% 6.00% 6.00% 6.00% 6.00%
LT 125 38 6.00% 6.00% 6.00% 6.00% 6.00%
Tractor 202 61 6.00% 6.00% 6.00% 6.00% 6.00%
Power tiller 6.00% 6.00% 6.00% 6.00% 6.00%
Total 8285 0 2486
F. Vehicle Speeds in the Alignment (Km/hr)
Without Project With Project
Vehicle
Situation Situation
Motorcycle 20.0 44.47
Car 20.0 44.45
B 20.0 40.99
MB 20.0 39.23
MiB 20.0 42.42
4WD 20.0 44.12
20.0 42.61
Source: RED Model Calibrated to Nepali Conditions, August 2015
G. Personal Travel Time Values

VOT (NRs./Km)
Without
Passenger Vehicle VOT (NRs./hr) With Project
Project
Situation
Situation
Motorcycle 155 7.75 3.49
Car 283 14.15 6.37
B 1688.00 84.40 41.18
MB 1800.00 90.00 45.89
MiB 1800.00 90.00 42.43
4WD 283.00 14.15 6.41
J. Sensitivity Tests
1. Increase in Cost 20%
2. Decrease in Users' Cost Savings 20%
3. Both 1 and 2
5
Table : Cost Benefit Analysis of Talchowk-Begnas Tal Road Upgrading

(Rs. In Millions)
Without Project With Project
Year Total Value Capital Total Value Net Cost Generated Net
Maint. Cost Total VOC Total Cost Maint. Cost Total VOC Total Cost Traffic Incremental
of Time Cost of Time
Benefits Benefit
2019 115.002 115.002 -115.002 -115.002
2020 143.752 143.752 -143.752 -143.752
2021 316.254 316.254 -316.254 -316.254
2022 0.320 70.974 109.435 180.728 2.880 36.998 43.774 83.652 97.076 35.664 132.740
2023 0.320 71.016 109.500 180.837 2.880 37.020 43.800 83.700 97.136 35.685 132.821
2024 0.320 71.059 109.566 180.945 2.880 44.451 43.826 91.157 89.788 37.369 127.157
2025 0.320 71.102 109.632 181.053 2.880 44.478 43.853 91.210 89.843 37.392 127.235
2026 0.000 71.144 109.698 180.842 22.400 44.504 43.879 110.783 70.058 37.414 107.473
2027 0.320 71.187 109.763 181.270 2.880 44.531 43.905 91.316 89.954 37.437 127.391
2028 0.320 71.230 109.829 181.379 2.880 44.558 43.932 91.369 90.009 37.459 127.469
2029 0.320 71.272 109.895 181.487 2.880 44.584 43.958 91.423 90.065 37.482 127.547
2030 0.320 71.315 109.961 181.596 2.880 44.611 43.984 91.476 90.120 37.504 127.625
2031 0.000 71.358 110.027 181.385 22.400 44.638 44.011 111.049 70.336 37.527 107.863
2032 0.320 71.401 110.093 181.814 2.880 44.665 44.037 91.582 90.232 37.549 127.781
2033 0.320 71.444 110.159 181.923 2.880 44.692 44.064 91.635 90.287 37.572 127.859
2034 0.320 71.486 110.225 182.032 2.880 44.718 44.090 91.688 90.343 37.594 127.937
2035 0.320 71.529 110.291 182.141 2.880 44.745 44.117 91.742 90.399 37.617 128.016
2036 0.000 71.572 110.357 181.930 22.400 44.772 44.143 111.315 70.615 37.639 108.254
2037 0.320 71.615 110.424 182.359 2.880 44.799 44.169 91.848 90.510 37.662 128.172
2038 0.320 71.658 110.490 182.468 2.880 44.826 44.196 91.902 90.566 37.685 128.251
2039 0.320 71.701 110.556 182.577 2.880 44.853 44.223 91.955 90.622 37.707 128.329
2040 0.320 71.744 110.623 182.687 2.880 44.880 44.249 92.009 90.678 37.730 128.408
2041 0.320 71.787 110.689 182.796 -172.502 2.880 44.907 44.276 -80.440 263.236 37.752 300.989
PV 650.53 1003.05 379.87 393.92 401.22 193.21
NPV @ 12% Discount Rate (NRs
647.13
in Million)
EIRR (%) 19.01

ANNEX – X
PHOTOGRAPHS
Buspark at 0+000 Settlement at Talchowk (0+000)
Market and business areas at Talchowk Market area and culvert at Talchowk
Alignment at 0+800 Cultivated land at 0+800
Culvert at 0+865 Start of Sisuwa settlement(0+890)

Culvert at 0+890 Settlement at Sisuwa (1+050)
Market and business areas at Sisuwa Market area at Sisuwa
Junction at Sisuwa (1+200) Transmission line at 1+750
Alignment at 1+750 Alignment at 2+100

Settlement at 2+370 Transmission pole at 2+700
Settlement of Begnas start at 3+050 Canal at 3+060
Khudi khola bridge at 3+250 Buspark at Begnas (3+300)
Settlement toward Begnas Bridge(3+350) Begnas Lake at the end of alignment

ERMC-NEST-UDAYA JV, Kathmandu

Final Feasibility Report Improvement of Talchowk Begnas Road (P23.i)

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Final Feasibility Report Improvement of Talchowk Begnas Road (P23.i)

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URBAN GOVERNANCE AND INFRASTRUCTURE

IMPROVEMENT PROJECT (UGIIP) – II

IMPROVEMENT OF TALCHOWK BEGNAS ROAD (P23.i)

Feasibility Study Report

KEY PROJECT INFORMATION

Contract Start Date July 30, 2017

Contract End Date November 30, 2018 (on process of extension)

Name of the Report Feasibility Report for Improvement of Talchowk-Begnas Road-P23i,

AADT Average Annual Daily Traffic

IDF Intensity Duration Frequency

PCO Project Co-ordination Office

SuTRA Sub-National Treasury Regulatory Application

KEY PROJECT INFORMATION ................................................................................................................... i

2.7.4 Subproject components ................................................................................................ 28

4.2.5 Scope and Methodology ............................................................................................... 48

6.2.5 Footpath and Cycle Lane ............................................................................................... 76

9.5 Investment plan .................................................................................................................... 97

Annex I. SCW II Report

Table 2.1 Population Projection............................................................................................................ 18

Figure 1.1 Index Map .............................................................................................................................. 2

Table: Existing Condition and Proposed Scheme Comparison

1. Length of Road 3.6Km 3.6 km

2. Right of Road (RoW) 30 m 30 m

3. Carriageway 4.5 m 14 m (4 lanes) from 0+000 to

7 m (2 lanes) from 1+300 to

Only inclusion of street furniture

5. Median/Landscape or Grass along the road 3 m on median from 0+000 to

Min. 3.5 m green area or

6. Parking (optional) Nil Dedicate place for parking

7. Pavement 4.5 m Flexible Blacktopped Surface Flexible pavement covering the

8. Traffic signs/signage Nil Provide all along the road

9. Road furniture (lights, , Nil Provide all along the road

10. Median Nil Provide till 1.3Km

11. Cycle lane Nil Provide all along the road

Salient Features of Proposed Alignment

1. Name of Road Subproject: Talchowk - Begnas Road

5. Traffic Volume (15 Yr. Projected) in

Besides the fundamental facet of governance of UGIIP, it is a classical infrastructure improvement

Brief History of the Town

Figure 1.1 Index Map

Pokhara is situated between 28°20’29” N to 28°4’41” N latitudes and 83°47’54” E to 84°8’52” E

Trade & Services

Education Status & Facilities

Nepal Government, Ministry of Urban Development, Department of Urban Development and

Solid Waste Management

City Development Plan

 To promote tourism and to develop/construct tourism infrastructure.

 Increase in unplanned and unmanaged urbanization.

1.2 Consultant Contract Detail

Contract Date June 30, 2017

2.1 Project Objective

2.2 Scope of Works

2.3 Project Components

a) Four lane carriageway width up to Sisuwa Chowk (0+000 to 1+300)

2.4 Details of Stakeholder Consultative Workshop-II

Outcomes of SCW II:

2.5 Indicative plans and programmes

 To promote tourism and to develop/construct tourism infrastructure.

 To implement land development program by preparing Land Use Plan so as to promote

 To develop the infrastructure in a planned way so as to increase interlink between regional

 Increase in unplanned and unmanaged urbanization.

 Lack of proper conservation and management of natural resources and means.

 Encroachment of lands near lakes and rivers.

 Lack of investment and low internal revenue.